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EDITORIAL STAFF Publisher

Tom Poberezny

January 1994 Vol 22 No1

CONTENTS 1 Straight amp Level

Espie Butch Joyce

2 AC News Compiled by HG Frautschy

4 Type Club Notes

6 More EAA Oshkosh 93 HG Frautschy

10 What Our Members are Restoring Page 6 Norm Petersen

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 Olivia L Phillip

Sara Hansen Jennifer Larsen

Advertising Mary Jones

Associate Editor Norm Petersen

Feature Writers George Hardie Jr Dennis Parks

Staff Photographers Jim Koepnick Mike Steineke

Carl Schuppel Danna Bushman

Editorial Assistant Isabelle Wiske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

President Vice-President Espie Sutch Joyce Arthur Morgan

604 Highway SI 3744 North 51st Slvd Madison NC 27025 Milwaukee WI 53216

919427-0216 414442-3631

Secretary Treasurer Steve Nesse EE Suck Hilbert

2009 Highland Ave PO Sox 424 Albert Lea MN 56007 Union IL 60180

507373-1674 815923-4591

DIRECTORS John Berendt Robert C Bob Brauer

7645 Echo Point Rd 9345 S Hoyne Connon Foils MN 55009 Chica~o IL 60620

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

2159 Carlton Rd 28-3 Williamsbur8 CtOshkosh WI 54904 Shrewsbury MA 1545

414231-5002 EIJ8842-7867 Phil Coulson George Daubner

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

616624-6490 414673-5885 Charles Harris Stan Gomoll

7215 East 46th St 1042 90th Lane NE Tulsa OK 74145 Minneapolis MN 55434

918622-8400 612784-1172 Dale A Gustafson Jeannie Hill 7724 Shady Hill Dr PO Sox 328

Indianapolis IN 46278 Harvard IL 60033 317293-4430 815943-7205

Robert liCkteig Robert D Bob Lumley 1708 Say Oaks r 1265 Scuth 124th St

Albert Lea MN 56007 Brookfield WI 53005 507373-2922 414782-2633 Gene Marris George York

115C Steve Court RR 2 181 Sloboda Av Roanoke TX 76262 Mansfield OH 44906

817491-9110 419529-4378

SH oWes Schmid 2359 Lefeber Avenue Wauwotosa WI 53213

414771-1545

DIRECTOR EMERITUS SJ Willman

7200 SE 85th Lane Ocala FL 32672

904245-7768

ADVISORS Joe Dickey Jimmy Rollison

55 Oakey Av 823 Carrion Circle Lawrenceburg IN 47025 Winters CA 95694-1665

812537-9354 916795-4334

Dean Richardson Gaoff Robison 6701 Colony Dr 1521 E MacGregor Dr

Modison WI 53717 New Haven IN 46774 608833-1291 219493-4724

13 Turquoise Twin-The Bastians Cessna 310 HG Frautschy

18 Jerry Rosss PA-24 Comanche Norm Petersen

21 Lead Fouling Prevention Bill Claxton

22 From the ArchivesDennis Parks

24 AlC Odds n Ends HG Frautschy

26 Welcome New Members

27 Pass it to Buck EE Buck Hilbert

28 Mystery PlaneGeorge Hardie

29 AlC Calendar Page 22 30 Vintage Trader

Page 18

FRONT COVER The colors of the airplanes and cars reflected the optimism of the 1950s and Art Bastians 1956 Cessna 310 certainly is a bright turquoise example The twin was judged the Reserve Grand Champion Contemporary at EM OSHKOSH 93 EM photo by Carl Schuppel Shot with a Canon EOS-l equipped with an 80-2oomm lens 1250 sec at f8 on Kodak Kodachrome 64 Cessna 210 photo plane piloted by Bruce Moore

BACK COVER Jerry Ross 1959 Piper PA-24-180 Comanche was judged the best of the best in the Contemporary category during this years EAA Convention EAA photo by Carl Schuppel Shot with a Canon EOS-l equipped with an 80-200mm lens 1250 sec at f8 on Kodak Kodachrome 64 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 EAA AnliqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EAA 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 EAA AntiqueClassic Division Inc is $2000 for current EAA 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 EAA 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 submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No renumeration is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 414426-4800 The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EAA EAA INTERNATIONAL CONVENTION EAA ANTIQUECLASSIC DIVISION INTERNATIONAL AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EAA SKY SHOPPE and logos 01 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

by Espie Butch Joyce

As we start out our new year of 1994 it causes me to reflect back and look at some of the past highlights of the EAA AntiqueClassic Division By the midshydle of this past year we started issuing a newly designed membership card that many of you have already received I hope that those who received this card are pleased with the new design You may have noticed an addition to the front of the card Member Since Those of you who have been EAA members before joining the Division in the first year or two of the Divisions existence may be surprised to see a 1973 date on your card AntiqueClassic numbers were first issued starting in January of 1973 The Member Since on your AC card refers only to your division affiliation not how long youve been an EAA member Thats listed on your new EAA card I hope this may help with any confusion on anyones part

Your Division early on had growing pains as the group tried to fmd its niche within the EAA organization It was through the strong leadership of a numshyber of people a few of whom Ill menshytion Kelly Viets Al Kelch Morton Lester Brad Thomas Buck Hilbert Art Morgan George York and Paul Poberezny They got us pointed in the right direction Membership at first was small and VINTAGE AIRPLANE was a much smaller publication (16 black and white pages) The Division management (Officers and Directors) were consumed in running the AntishyqueClassic area of the Oshkosh Con-

STRAIGHT amp LEVEL

vention The Division today still manages this area of the Oshkosh Conshyvention grounds but this is only part of what your Officers and Directors do now

The AntiqueClassic Division of the EAA is today recognized as the national and international leader of the Antique Classic and Contemporary aircraft Our membership stands at almost 9000 members We have 18 AntiqueClassic Chapters nationally and internationally Nearly 10 of our membership is of people outside of the United States Id like to extend an invitation to our intershynational members to write in and list the types of things they would like to see in Vintage Airplane and well see if we can accommodate their requests On the international front we will soon have a full color article on the restoration of the oldest floatplane remaining in Italy the Caproni CA 100 restored by Gerolamo Gavazi Its quite a story

Our magazine VINTAGE AIRshyPLANE continues to improve as the years have gone by thanks to the efforts of the editorial staff at EAA Headshyquarters but it has and will continue to be the submissions and suggestions of the membership that will push the magazine to even greater accomplishshyments

We still need your input to make this magazine serve the members Our retention rate of members is apshyproximately 87 percent a high number that we are proud to have earned

We have developed a good relationshyship with a number of type clubs another facet to the movement to keep these older airplanes flying and in good repair Support the type clubs for the airplane in which you are interested shytheyre often the best people to talk to regarding a question on maintaining your airplane

The jUdging system established

through the Division is becoming the recognized standard throughout the movement allowing those who have expended a great deal of effort to be recognized for their restorations

We have established the AntishyqueClassic Hall of Fame to recognize noteworthy people within the AntishyqueClassic movement The AntishyqueClassic Division also worked to establish an aircraft insurance program tailored to our kind of aircraft and flying Your Division felt that it was time to recognize those aircraft manufactured between 1956 and 1960 a new category to be called Contemshyporary class This class is now being judged and I promise you that because of this youll see some great rebuilds Many of the airplanes in this category are great candidates for restorations and will be practical airplanes to boot Youll be able to have your cake and eat it too

Your Division has a very good relationship with EAA Headquarters and together we will be able in the future to do more for the membership The Division is from time to time able to help with the restoration of one of the Museums aircraft and to participate with the operation of Pioneer Airport

I personally am proud of your Division and am honored to be able to serve the membership Anytime a memshyber has a suggestion that will benefit us please pass it on to me I requested a couple months ago that suggestions be sent in for a Contemporary Class patch I have only received two logos so far - I would like to have some more folks

Hope each of you had a relaxed Holiday and that you have a very posishyti ve New Year Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 1

compiled by HG Frautschy

EAA PETITION ON RECREATIONshyAL MEDICAL TO BE PUBLISHED

Just before this months magazines were going to press EAA was informed by FAA Headquarters in Washington DC that the EAA petition filed Septemshyber 24 1993 expanding recreational medshyical privileges would be published for comment in the FEDERAL REGISTER during the week between Christmas and New Years In early November FAA Administrator David Hinson had comshymitted to publication of this petition by years end

Many EAA members have called Headquarters seeking further information on the status of the petition which would permit self-certification similar to that currently required of pilots of hot air balshyloons sailplanes and motor gliders These pilots can self certify their physiological condition in lieu of a FAA third class medical certificate It is anticipated that the petition will have a 60 or 90 day open comment period

EAA forwarded this petition as a method to encourage more people to fly or continue flying by reducing the cost and hassle factor of unneeded governshyment certification Unfortunately we were not able to obtain the Docket numshyber or address for comments prior to our press deadlines next month s magazines will include complete details on the adshydress and deadline for filing your comshyments on this proposal

LEAD-FREE A VGAS

From Harry Zeisloft EAA Director we have word of new specifications for both low and high octane no-lead aviation

- uc a Q) o ~

E )

2 JANUARY 1994

gaso line Applying these to the present fleet may require STCs for a ll present aircraft with the probable exception of those currently operating under an EAA (or other) auto gas STC

Reports on current activit ies show that all companies involved in the production of ge nera l aviation piston engi ne gasoline are increasing efforts to speed up the deshyvelopment of a lead-free aviation gasoshyline

EAAs flight tests on unleaded auto gas with 17 MTB E have shown good performance and supports the use of ether additives as octane enhancers in new aviashytion gasolines Our materials compatibil shyity laboratory testing (at the Florida Instishytute of Technology) will provide design data for materials used with ether-type componen ts which are expected to be a factor in new unleaded avgas

Support of lead-free gasoli ne operashytion in present aircraft also comes from Sweden where unleaded 91 Grade avgas has been used since 1981 and recently with the approval of the use of unleaded auto gas in Saudi Arabia

Contrasting with this positive experishyence in both Sweden and here in the States a domestic cylinder rebuilder adshyvised during recent meetings that they would withhold warranty coverage for enshygines operated on unleaded Grade 80 avshygas (not currently available in the US) or unleaded auto gas

The General Aviation Manufacturers Association anticipates that the new specshyifications will provide stability in the fuel market so that buyers of newly certifishycated aircraft will have the assurance of a continued supply of a satisfactory gasoshyline

As stated before present aircraft in

the US fleet will need FAA approval for the use of these new unleaded aviation gasolines - un less you are one of the forshytunates who already have an STC for Dshy4814 gasoline The really good news is that aviation gas will have the potential for no longer being a minuscule speshycialty product of the oil industry as it is today And being a lead-free we anticishypate relief from the specter of a quantum leap in aviation gasoli ne prices when the EPA phases out lead in all gasoline which would force a complete ly independent costly dedicated distribution system for lOOLL avgas

AIRCRAFT SPRUCE AVIONICS SALE

Aircraft Spruce amp Specialty Co has expanded into the sales and service of avionics and to celebrate they re having a Grand Opening sale January 22 and 23 from 9 am until 4 pm each day Late word has it they will be selling a wide range of aviation products in addition to avionics so if you are going to be in the vicinity of Fullerton airport you may wish to stop in and check it out Were sorry about the short notice but we just found out about it a coup le of days ago Airshycraft Spruce Avionics is located on the north side of Fullerton Airport and both drive-in or fly-in customers are welcome For more information call 1-800824-1930 or 714994-2221

ALEXANDER AEROPLANE WORKSHOPS

Alexander Aeroplane the aircraft restoration supply house has announced the dates for their Aeroplane Builders Workshops Courses to be offered are Fabric Covering Basic Welding Techshyniques and Composite Basics Each indishyvidual course takes place over two days and costs $150 with a $25 discount for spouses or individuals who wish to repeat an Alexander course they have taken beshyfore Different courses will be offered at different locations so be sure and call Alexander Aeroplane at 1-800-831-2949 (Monday through Friday 830 am-7 pm (EST) or Saturday 9 am-l pm) for course information The WinterSpring schedule is January 15-16 and February 26-27 Lakeland FL Sun n Fun Headshyquarters March 19-20 Denton TX Air Denton (FBO) April 30-May 1 Griffin GA Alexander Hangar Courses will be offered throughout the year so if you

do nt see a date you can work wit h be sure and call Alexander to see if a course will be scheduled at a time and place more convenient for you

WACO INFO NEEDED

Andy Ha nnul a sent us a copy of an original invoice from the Waco Aircraft Co with a list of parts that wou ld lead you to believe someone had damaged a few parts of a Waco YKS-7 in some sort of accident Included on the list were a new lower right wing ($247) and a ileron ($4675) a new wood Hartzell prop ($107) and a new landing gear Also included were various pieces of hardware and a

ga llon of G unmetal grey dope ($4) This pa rticular YKS-7 SIN 4551 NC17452 is be ing researc hed by A ndy for a frie nd who use d to own t he a irp lane Go r dy Newstrom of Gra nd R apids MI If yo u have any info rmation about this airplane co ntact A ndy at P O Box 303 Grand Rapids MI 55744

TYPE CLUB CHANGES AND ADDITIONS

Heres anot her cl ub for o ur annua l Type Club List

Lake Amphibian Flyers Club Bill Goddard Editor 815 N Lake Reedy Blvd

Frostproof FL 33843-9659 813635-3381 Newsletter Bi-Monthly Dues $40 per year ($70 first year includes 300 page book) Add $10 for overseas mail

U nder the heading for the Society of A ir R aci ng H istorians we need to up shydate the person to contact T he gentle shyman hand ling that responsibi li ty for the society is

Herman Schaub SeclTreas Society of Air Racing Historians 168 Marian Lane Berea OH 44017 216234-2301

Cole and Rita Palen pause during a visit to the EAA Museum in Hales Corners WI in 1978

Cole Palen 1925-1993

A name familiar to almost every old airplane enthusiast Cole Palen of Rhinebeck NY passed away December 8 in Del Ray Beach FL He had suffered a stroke this past April but according to Brian Coughlin one of the pilots at the aerodrome he had fully recovered from it We understand Cole was looking forshyward to next year s flying season at Old Rhinebeck Aerodrome

Coles efforts to preserve and fly anshytique aircraft particularly those of the Pishyoneer and WW I era were largely unhershyalded when he first began collecting old airplanes after WW II What do you want that old junk for was often the reshysponse when he asked if some part was available He had the foresight to know that the old junk was priceless and hisshytorical Thanks to his perseverance the generations that have flocked to the Aeroshydrome he built with his own hands out of a rocky farm in the Hudson river valley have been able to still hear fee l and smell the early days of aviation Some came to recall the olden days and others to exshyperience for the first time the fl ight of an airplane powered by a rotary engine but the crowds of both customers and volunshyteers who headed towards the Aerodrome each spring and summer year after year

were a testament that his dream was a shared one and that many enjoyed relivshying the early days of aviation

Cole was a voracious collector of early aviation artifacts and had amassed a sizshyable collection a large portion of which was on display at the Aerodrome Earlier this year he began work to establish an organization known as the Old Rhinebeck Museum Foundation to take care of the Aerodrome and the new museum building recently added to the collection of sheds and hangars already on the airport

Our condolences are extended to his wife Rita his worldwide circle of friends and the Old Rhinebeck Aerodrome famshyily of friends and volunteers

August Wegner III 1941-1993

AntiqueClassic aviation here in the Midwest suffered a great loss when we learned of the untimely passing of Augie Wegner (EAA 8567 AC 17581) of Franklin WI He passed away November 23 1993 while rehearsing with his music students at the University of Wisconsin Parkside

Augie was an avid enthusiast of Aeronca and Stinson aircraft having reshystored examples of both While in the process of restoring his 11 AC Chief he and his wife Pat started the Aeronca Club as a means of gettingAeronca-nuts toshy

gether so they could share information Later he merged his club into the Nashytional Aeronca Club At his passing Augie was working on the restoration of one of the few remaining pre-war Aeronca Chiefs equipped with sticks instead of a pair of control wheels His gorgeous Stinshyson 108 restored over 10 years ago now is still looking as though it has just been rolled out for its first flight

While well known in Stinson and Aeronca circles Augies other life outshyside of aviation was not as well known alshythough it certainly could have been An accomplished musician he was a music professor at UW-Parkside where he taught music theory and composition Music was a big portion of his life and he was quite adept at its many facets His imshypact on his pupils was quite evident in the words and music offered by them at a memorial service held at the universityS performing arts center Obviously he was a man they would remember for the rest of their lives Our condolences to his wife Pat their children and his many friends and acquaintances throughout the counshytry

The family has asked that any donashytions be sent to UW-Parkside to establish a scholarship in Augies name The adshydress is

UW-Parkside ATIN Jim Mc KeevershyMusic Dept900 Wood Rd Box 2000 Kenosha WI 53141

One of sport aviations nicest citizens August Wegner III and his restored Stinson 108

VINTAGE AIRPLANE 3

Notes

From Doug Combs we have this Lusshycombe Foundation update from his

mailing dated November 1993

As this issue (Luscombe Foundation Update) was going to press the FAA called and said that an east coast FAA office had inquired as to Luscombe sershyvice difficulties related to intergranular corrosion in the wing spars As the Lusshycombe TC holders the Don Luscombe Aviation History Foundation (DLAHF) is required by FAA to respond and take some action on the problem as they pershyceive it We acknowledged that there were a few (less than 20) known difficulshyties of this nature and that we had plans for a future servicebulletin to investishygate this further We pointed out that both Jack Norris and Gar Williams had been working on the problemhistorysoshylution The FAA asked (that) we move forward quickly so we are now very busy investigating the issue User input is needed IN WRITING DLAHF beshylieves that this corrosion difficulty has been limited to post war metal wings rear spars only Please help us confirm or deny this service history

If you are an A amp P or an owner that has had some experience with this corroshysion please drop us a line If at all posshysible please include the AC registrashytion AC serial number wing type and wing serial number (located on the top of the butt spar at wing root) DLAHF is developing an approved inspection kit which should be installed in metal wings to provide inspection access to look for corrosion (Luscombe Service Recomshymendation 2 Dec 1993) Luscombe owner co-operation is greatly apprecishyated and encouraged You can send your information to DLAHF PO Box 63581 Phoenix AZ 85082-3581

From the Waco Pilotshyedited by Ray Brandly

Curtiss-Reed propellers The most popular propeller ever used by the Waco Aircraft Company was the Curtiss-Reed fixed-pitch propeller Tests have proven this propeller to be superior in engine cooling smoothness of operation and in obtaining desired performance Curtissshy

4 JANUARY 1994

by Norm Petersen

Reed propellers were extensively used on the following Wacos

YOC 99 X 81 pitch AVN-8 99 X 84 pitch YKS-6 99 X 78 pitch ZGC-8 99 X 84 pitch ZKS-6 99 X 81 pitch ZGC-7 99 X 84 pitch ZPF-6 99 X 73 pitch ZKS-7 99 X 84 pitch ZQC-6 99 X 84 pitch VKS-7 99 X 73 pitch ZVN-8 102 X 78 pitch UPF-7 96 X 71 pitch

Vibration tests made jointly by Waco Aircraft and the Curtiss Propeller Divishysion of Curtiss-Wright have determined an ideal setting for the 55501 metal proshypeller on your Waco to give the smoothest operation

This setting is 45 degrees ahead of the marked spline on the crankshaft You will find in one of the channels between two splines at the outboard end of the splined area an 0 stamped in the spline depression Propeller should be placed on the crankshaft so that its open spline stands at the 45 degree angle ahead of the 0 in the direction of rotashytion

From the International 180185 Club Inc - Buz Landry Pres

Vacuum Systems Can Be Vexing Problems - FYI from the FAA

Airplane instrument systems are the heart of an aircraft monitoring the airshycraft and alerting the pilot to danger signs Instrument systems which fail can be life-threatening and even fatal

The following is an article reprinted from FAAs General Aviation Airworshythiness ALERTS No 121 (August 1988) which could be of importance to you

Numerous articles have been written regarding instrument failures

After receiving an in-depth letter

from a repair station in Ohio we felt obshyligated to print another opinion on vacshyuum system failures This manager of an instrument (shop) with almost 30 years experience working on aircraft instrushyments has some worthwhile suggestions and theories regarding vacuum system failures

In a previous Airworthiness Alert a submitter suggested installing an in-line filter to the vacuum system as a possible corrective action

This submitter states that is (only) a quick fix and that past experience shows you can put an adverse effect on the pump itself by doing this According to engineers any extra restriction put into the system could cut down on the life of the pump and flow efficiency The theshyory is any restriction at a Line in Line filter or standard AN hardware can cause flow restrictions and cut down pump life

They recommend that only specially designed free now fittings be used in the entire system The main problem in his opinion is poor pump design and imshyproper installation

In his personal opinion and from alshymost 30 years in the instrument and airshycraft business the problems are as folshylows

a To address consumers complaints of oil on the belly of the aircraft they ny the manufacturer designed a dry vacuum pump the submitter thinks it was not properly designed and efficiency was marginal with respect to now capabilities that were needed to run the systems To aid the flow problem the submitter says they designed a new type fitting to cut down on restriction and help air nowing through the system

b The aircraft manufacturers seeing we now had no oil blow on board from the dry pumps quit installing the overshyboard vent line They felt there was no need to have one because no oil was coming from the pump

c Due to the fact that the vacuum pump is not vented over board and is vented into the engine compartment we have generated two problems Due to ram air pressure in flight we have a slight pressurization in the engine comshypartment causing back pressure on the pump and cutting down on its life acshycording to engineers When the pumps

vanes fail we now have a dir ec t line from the pump vent to the instruments with no restriction The ram a ir blows all particles from the vanes into the inshystruments causing carbon contamination and shortening gyro life

d The instrument manufacture rs left the vacuum outlet open and unrestricted to the system (no filter) because with the wet pump all contaminants we re vented over board The first and immeshydiate solution is to install a tube from the vent tube using a section of hose (Aeroshyquip 306 or e quivale nt) two hose clamps and a piece of aluminum tubing with an Adel cl a mp holdin g it rigid With the end cut at an angle creating a slight vacuum with the air flow from ram air (see draw ing) this will relieve the back pressure on the pump and increase pump life It will get rid of the carbon particles if th e pump blows saving the instruments from harm It will a lso aid in helping the pumps efficiency

From the International Aeronca Association - by Buzz Wagner

In the last coup le years there have been severa l accidents usually fa tal where an ai rplane was worked on or asshysembled after repair with the ailero ns hooked up backwards On takeoff the pilot evidentially was not quick enough to realize what was happe ning and as a wing dropped kept feeding in the wrong ai leron and crashed Apparently the inshystructors have quit teaching pilots to check the controls before takeoff I even know of a couple L-3 s that were asse mshybled using TA wings and what do yo u know the ai lerons work backwards on tha t switch There have been ot hers shysome Cessnas and some business planes Now comes one to top them all The Mainliner reports that in Alberta an imshyported DHC-3 was removed from crates

assembled by licensed mechanics and test flown by the owner an experienced pilot who was killed along with his mechanic Another mechanic survived It turned out the aileron and ba lance cables were crossed when hooked up and would you be lieve - left aileron resulted in BOTH ailerons going down - and right a il e ron made them both go up This guy didn t have a ch ance With ones hook ed up backwards he mi ght have been quick and sharp enough to reverse their trainshying and get it back on the ground

Im not saying I wont screw up some day but I was taught to check and doushyble check and never be lieve anyone After run-up and before takeoff my standa rd practice (even if no one has touched o r worked o n the plane and I have just flown it an hour ago) is to check the controls for free movement and corshyrect movement

TRY THIS BEFORE TAKEOFF- shyLook Le ft-Mov e stick OR roll whee l left- that ai leron WILL BE UP Look right-Move stick OR roll wheel to right-that ai leron will be up Look Back-Move stick or wheel backshy-Elevator will be up Look Back-Push left rudder-Rudder will be to left Look Back-Push right rudder- Rudder will be to right (Pre tty simple - but it might save yo ur life)

From the Fairchild Flyer shyedited by John Berendt

Jim Martin of South Bend IN adds a Technical Topic e ntitl e d The St rap With a T housand Uses It s a multi shypurpose product ca lled Wraplock (a product weve used to hold the wood to the top of the PT fuselage) Wraplock will tie anything that can be tied with a

Attach to vent tube

or equivalent

Aluminum Tube shyAttach to engine----- mount or airframe IAW AlC 4313-2

Hose Clamps (2 ea)

clamp it will make any size clamp and it will conform to any shape Wraplock the tie th at binds is made of stainless or galvanized steel and comes in 100 packages of varied width s A ratche t wrench for installation and 100 steel buckles are included in the package with th e instructions Contact th e company directly for prices and de livery The Hanler Corporation 37 North Bond Street Mount Vernon NY 10550 - (914shy688-6091)

American Navion Society shyHugh Smith Editor

Navion Maintenance Tips Factors That Contribute to

Spark Plug Fouling

Laboratory tests conducted by a mashyjor oil company have revealed that the following six operating variab les conshytributed to spark plug fouling in aircraft engines using todays aviation fuels

1 Excessively rich mixture at idle speed

2 Extremely lean mixture at cruise 3 Abnormally low cylinder temperashy

tures 4 Large spark plug gap 5 Abnormally low carburetor air

temperature 6 Excessive oil pumping

It has been found that a irplanes enshygaged in types of operation requiring frequent landings and takeoffs are more susceptible to spark plug fouling This is probably due to the increase in engi ne idle time usually connected with thi s type of operation

From the BellancaChampion Newsletter

First Solo - Uses Triple Tail

Jan and Kay Gerstner (Cruisemaster Editor) are proud to announce that their son Michae l did on hi s 16th birthday May 29 1993 pe rform his first solo in a Bellanca 14-19 Cruisemaster N6553N (2005) a t Hart ford WI (HXF) Michael has been flying this plane since he was 3 years old He was instructed by hi s father me anytime [ co uld get the controls away from him

Near perfect weather graced the event which was witnessed by his brothshyers his perfectly calm parents his beamshying grandpare nts and an assortment of kibitizing resident airport bums The latshyter publicly scored each landing

The Gerstner s will be pleased to show the video of the event over and over and over again

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

EDITORIAL STAFF Publisher

Tom Poberezny

January 1994 Vol 22 No1

CONTENTS 1 Straight amp Level

Espie Butch Joyce

2 AC News Compiled by HG Frautschy

4 Type Club Notes

6 More EAA Oshkosh 93 HG Frautschy

10 What Our Members are Restoring Page 6 Norm Petersen

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 Olivia L Phillip

Sara Hansen Jennifer Larsen

Advertising Mary Jones

Associate Editor Norm Petersen

Feature Writers George Hardie Jr Dennis Parks

Staff Photographers Jim Koepnick Mike Steineke

Carl Schuppel Danna Bushman

Editorial Assistant Isabelle Wiske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

President Vice-President Espie Sutch Joyce Arthur Morgan

604 Highway SI 3744 North 51st Slvd Madison NC 27025 Milwaukee WI 53216

919427-0216 414442-3631

Secretary Treasurer Steve Nesse EE Suck Hilbert

2009 Highland Ave PO Sox 424 Albert Lea MN 56007 Union IL 60180

507373-1674 815923-4591

DIRECTORS John Berendt Robert C Bob Brauer

7645 Echo Point Rd 9345 S Hoyne Connon Foils MN 55009 Chica~o IL 60620

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

2159 Carlton Rd 28-3 Williamsbur8 CtOshkosh WI 54904 Shrewsbury MA 1545

414231-5002 EIJ8842-7867 Phil Coulson George Daubner

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

616624-6490 414673-5885 Charles Harris Stan Gomoll

7215 East 46th St 1042 90th Lane NE Tulsa OK 74145 Minneapolis MN 55434

918622-8400 612784-1172 Dale A Gustafson Jeannie Hill 7724 Shady Hill Dr PO Sox 328

Indianapolis IN 46278 Harvard IL 60033 317293-4430 815943-7205

Robert liCkteig Robert D Bob Lumley 1708 Say Oaks r 1265 Scuth 124th St

Albert Lea MN 56007 Brookfield WI 53005 507373-2922 414782-2633 Gene Marris George York

115C Steve Court RR 2 181 Sloboda Av Roanoke TX 76262 Mansfield OH 44906

817491-9110 419529-4378

SH oWes Schmid 2359 Lefeber Avenue Wauwotosa WI 53213

414771-1545

DIRECTOR EMERITUS SJ Willman

7200 SE 85th Lane Ocala FL 32672

904245-7768

ADVISORS Joe Dickey Jimmy Rollison

55 Oakey Av 823 Carrion Circle Lawrenceburg IN 47025 Winters CA 95694-1665

812537-9354 916795-4334

Dean Richardson Gaoff Robison 6701 Colony Dr 1521 E MacGregor Dr

Modison WI 53717 New Haven IN 46774 608833-1291 219493-4724

13 Turquoise Twin-The Bastians Cessna 310 HG Frautschy

18 Jerry Rosss PA-24 Comanche Norm Petersen

21 Lead Fouling Prevention Bill Claxton

22 From the ArchivesDennis Parks

24 AlC Odds n Ends HG Frautschy

26 Welcome New Members

27 Pass it to Buck EE Buck Hilbert

28 Mystery PlaneGeorge Hardie

29 AlC Calendar Page 22 30 Vintage Trader

Page 18

FRONT COVER The colors of the airplanes and cars reflected the optimism of the 1950s and Art Bastians 1956 Cessna 310 certainly is a bright turquoise example The twin was judged the Reserve Grand Champion Contemporary at EM OSHKOSH 93 EM photo by Carl Schuppel Shot with a Canon EOS-l equipped with an 80-2oomm lens 1250 sec at f8 on Kodak Kodachrome 64 Cessna 210 photo plane piloted by Bruce Moore

BACK COVER Jerry Ross 1959 Piper PA-24-180 Comanche was judged the best of the best in the Contemporary category during this years EAA Convention EAA photo by Carl Schuppel Shot with a Canon EOS-l equipped with an 80-200mm lens 1250 sec at f8 on Kodak Kodachrome 64 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 EAA AnliqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EAA 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 EAA AntiqueClassic Division Inc is $2000 for current EAA 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 EAA 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 submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No renumeration is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 414426-4800 The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EAA EAA INTERNATIONAL CONVENTION EAA ANTIQUECLASSIC DIVISION INTERNATIONAL AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EAA SKY SHOPPE and logos 01 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

by Espie Butch Joyce

As we start out our new year of 1994 it causes me to reflect back and look at some of the past highlights of the EAA AntiqueClassic Division By the midshydle of this past year we started issuing a newly designed membership card that many of you have already received I hope that those who received this card are pleased with the new design You may have noticed an addition to the front of the card Member Since Those of you who have been EAA members before joining the Division in the first year or two of the Divisions existence may be surprised to see a 1973 date on your card AntiqueClassic numbers were first issued starting in January of 1973 The Member Since on your AC card refers only to your division affiliation not how long youve been an EAA member Thats listed on your new EAA card I hope this may help with any confusion on anyones part

Your Division early on had growing pains as the group tried to fmd its niche within the EAA organization It was through the strong leadership of a numshyber of people a few of whom Ill menshytion Kelly Viets Al Kelch Morton Lester Brad Thomas Buck Hilbert Art Morgan George York and Paul Poberezny They got us pointed in the right direction Membership at first was small and VINTAGE AIRPLANE was a much smaller publication (16 black and white pages) The Division management (Officers and Directors) were consumed in running the AntishyqueClassic area of the Oshkosh Con-

STRAIGHT amp LEVEL

vention The Division today still manages this area of the Oshkosh Conshyvention grounds but this is only part of what your Officers and Directors do now

The AntiqueClassic Division of the EAA is today recognized as the national and international leader of the Antique Classic and Contemporary aircraft Our membership stands at almost 9000 members We have 18 AntiqueClassic Chapters nationally and internationally Nearly 10 of our membership is of people outside of the United States Id like to extend an invitation to our intershynational members to write in and list the types of things they would like to see in Vintage Airplane and well see if we can accommodate their requests On the international front we will soon have a full color article on the restoration of the oldest floatplane remaining in Italy the Caproni CA 100 restored by Gerolamo Gavazi Its quite a story

Our magazine VINTAGE AIRshyPLANE continues to improve as the years have gone by thanks to the efforts of the editorial staff at EAA Headshyquarters but it has and will continue to be the submissions and suggestions of the membership that will push the magazine to even greater accomplishshyments

We still need your input to make this magazine serve the members Our retention rate of members is apshyproximately 87 percent a high number that we are proud to have earned

We have developed a good relationshyship with a number of type clubs another facet to the movement to keep these older airplanes flying and in good repair Support the type clubs for the airplane in which you are interested shytheyre often the best people to talk to regarding a question on maintaining your airplane

The jUdging system established

through the Division is becoming the recognized standard throughout the movement allowing those who have expended a great deal of effort to be recognized for their restorations

We have established the AntishyqueClassic Hall of Fame to recognize noteworthy people within the AntishyqueClassic movement The AntishyqueClassic Division also worked to establish an aircraft insurance program tailored to our kind of aircraft and flying Your Division felt that it was time to recognize those aircraft manufactured between 1956 and 1960 a new category to be called Contemshyporary class This class is now being judged and I promise you that because of this youll see some great rebuilds Many of the airplanes in this category are great candidates for restorations and will be practical airplanes to boot Youll be able to have your cake and eat it too

Your Division has a very good relationship with EAA Headquarters and together we will be able in the future to do more for the membership The Division is from time to time able to help with the restoration of one of the Museums aircraft and to participate with the operation of Pioneer Airport

I personally am proud of your Division and am honored to be able to serve the membership Anytime a memshyber has a suggestion that will benefit us please pass it on to me I requested a couple months ago that suggestions be sent in for a Contemporary Class patch I have only received two logos so far - I would like to have some more folks

Hope each of you had a relaxed Holiday and that you have a very posishyti ve New Year Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 1

compiled by HG Frautschy

EAA PETITION ON RECREATIONshyAL MEDICAL TO BE PUBLISHED

Just before this months magazines were going to press EAA was informed by FAA Headquarters in Washington DC that the EAA petition filed Septemshyber 24 1993 expanding recreational medshyical privileges would be published for comment in the FEDERAL REGISTER during the week between Christmas and New Years In early November FAA Administrator David Hinson had comshymitted to publication of this petition by years end

Many EAA members have called Headquarters seeking further information on the status of the petition which would permit self-certification similar to that currently required of pilots of hot air balshyloons sailplanes and motor gliders These pilots can self certify their physiological condition in lieu of a FAA third class medical certificate It is anticipated that the petition will have a 60 or 90 day open comment period

EAA forwarded this petition as a method to encourage more people to fly or continue flying by reducing the cost and hassle factor of unneeded governshyment certification Unfortunately we were not able to obtain the Docket numshyber or address for comments prior to our press deadlines next month s magazines will include complete details on the adshydress and deadline for filing your comshyments on this proposal

LEAD-FREE A VGAS

From Harry Zeisloft EAA Director we have word of new specifications for both low and high octane no-lead aviation

- uc a Q) o ~

E )

2 JANUARY 1994

gaso line Applying these to the present fleet may require STCs for a ll present aircraft with the probable exception of those currently operating under an EAA (or other) auto gas STC

Reports on current activit ies show that all companies involved in the production of ge nera l aviation piston engi ne gasoline are increasing efforts to speed up the deshyvelopment of a lead-free aviation gasoshyline

EAAs flight tests on unleaded auto gas with 17 MTB E have shown good performance and supports the use of ether additives as octane enhancers in new aviashytion gasolines Our materials compatibil shyity laboratory testing (at the Florida Instishytute of Technology) will provide design data for materials used with ether-type componen ts which are expected to be a factor in new unleaded avgas

Support of lead-free gasoli ne operashytion in present aircraft also comes from Sweden where unleaded 91 Grade avgas has been used since 1981 and recently with the approval of the use of unleaded auto gas in Saudi Arabia

Contrasting with this positive experishyence in both Sweden and here in the States a domestic cylinder rebuilder adshyvised during recent meetings that they would withhold warranty coverage for enshygines operated on unleaded Grade 80 avshygas (not currently available in the US) or unleaded auto gas

The General Aviation Manufacturers Association anticipates that the new specshyifications will provide stability in the fuel market so that buyers of newly certifishycated aircraft will have the assurance of a continued supply of a satisfactory gasoshyline

As stated before present aircraft in

the US fleet will need FAA approval for the use of these new unleaded aviation gasolines - un less you are one of the forshytunates who already have an STC for Dshy4814 gasoline The really good news is that aviation gas will have the potential for no longer being a minuscule speshycialty product of the oil industry as it is today And being a lead-free we anticishypate relief from the specter of a quantum leap in aviation gasoli ne prices when the EPA phases out lead in all gasoline which would force a complete ly independent costly dedicated distribution system for lOOLL avgas

AIRCRAFT SPRUCE AVIONICS SALE

Aircraft Spruce amp Specialty Co has expanded into the sales and service of avionics and to celebrate they re having a Grand Opening sale January 22 and 23 from 9 am until 4 pm each day Late word has it they will be selling a wide range of aviation products in addition to avionics so if you are going to be in the vicinity of Fullerton airport you may wish to stop in and check it out Were sorry about the short notice but we just found out about it a coup le of days ago Airshycraft Spruce Avionics is located on the north side of Fullerton Airport and both drive-in or fly-in customers are welcome For more information call 1-800824-1930 or 714994-2221

ALEXANDER AEROPLANE WORKSHOPS

Alexander Aeroplane the aircraft restoration supply house has announced the dates for their Aeroplane Builders Workshops Courses to be offered are Fabric Covering Basic Welding Techshyniques and Composite Basics Each indishyvidual course takes place over two days and costs $150 with a $25 discount for spouses or individuals who wish to repeat an Alexander course they have taken beshyfore Different courses will be offered at different locations so be sure and call Alexander Aeroplane at 1-800-831-2949 (Monday through Friday 830 am-7 pm (EST) or Saturday 9 am-l pm) for course information The WinterSpring schedule is January 15-16 and February 26-27 Lakeland FL Sun n Fun Headshyquarters March 19-20 Denton TX Air Denton (FBO) April 30-May 1 Griffin GA Alexander Hangar Courses will be offered throughout the year so if you

do nt see a date you can work wit h be sure and call Alexander to see if a course will be scheduled at a time and place more convenient for you

WACO INFO NEEDED

Andy Ha nnul a sent us a copy of an original invoice from the Waco Aircraft Co with a list of parts that wou ld lead you to believe someone had damaged a few parts of a Waco YKS-7 in some sort of accident Included on the list were a new lower right wing ($247) and a ileron ($4675) a new wood Hartzell prop ($107) and a new landing gear Also included were various pieces of hardware and a

ga llon of G unmetal grey dope ($4) This pa rticular YKS-7 SIN 4551 NC17452 is be ing researc hed by A ndy for a frie nd who use d to own t he a irp lane Go r dy Newstrom of Gra nd R apids MI If yo u have any info rmation about this airplane co ntact A ndy at P O Box 303 Grand Rapids MI 55744

TYPE CLUB CHANGES AND ADDITIONS

Heres anot her cl ub for o ur annua l Type Club List

Lake Amphibian Flyers Club Bill Goddard Editor 815 N Lake Reedy Blvd

Frostproof FL 33843-9659 813635-3381 Newsletter Bi-Monthly Dues $40 per year ($70 first year includes 300 page book) Add $10 for overseas mail

U nder the heading for the Society of A ir R aci ng H istorians we need to up shydate the person to contact T he gentle shyman hand ling that responsibi li ty for the society is

Herman Schaub SeclTreas Society of Air Racing Historians 168 Marian Lane Berea OH 44017 216234-2301

Cole and Rita Palen pause during a visit to the EAA Museum in Hales Corners WI in 1978

Cole Palen 1925-1993

A name familiar to almost every old airplane enthusiast Cole Palen of Rhinebeck NY passed away December 8 in Del Ray Beach FL He had suffered a stroke this past April but according to Brian Coughlin one of the pilots at the aerodrome he had fully recovered from it We understand Cole was looking forshyward to next year s flying season at Old Rhinebeck Aerodrome

Coles efforts to preserve and fly anshytique aircraft particularly those of the Pishyoneer and WW I era were largely unhershyalded when he first began collecting old airplanes after WW II What do you want that old junk for was often the reshysponse when he asked if some part was available He had the foresight to know that the old junk was priceless and hisshytorical Thanks to his perseverance the generations that have flocked to the Aeroshydrome he built with his own hands out of a rocky farm in the Hudson river valley have been able to still hear fee l and smell the early days of aviation Some came to recall the olden days and others to exshyperience for the first time the fl ight of an airplane powered by a rotary engine but the crowds of both customers and volunshyteers who headed towards the Aerodrome each spring and summer year after year

were a testament that his dream was a shared one and that many enjoyed relivshying the early days of aviation

Cole was a voracious collector of early aviation artifacts and had amassed a sizshyable collection a large portion of which was on display at the Aerodrome Earlier this year he began work to establish an organization known as the Old Rhinebeck Museum Foundation to take care of the Aerodrome and the new museum building recently added to the collection of sheds and hangars already on the airport

Our condolences are extended to his wife Rita his worldwide circle of friends and the Old Rhinebeck Aerodrome famshyily of friends and volunteers

August Wegner III 1941-1993

AntiqueClassic aviation here in the Midwest suffered a great loss when we learned of the untimely passing of Augie Wegner (EAA 8567 AC 17581) of Franklin WI He passed away November 23 1993 while rehearsing with his music students at the University of Wisconsin Parkside

Augie was an avid enthusiast of Aeronca and Stinson aircraft having reshystored examples of both While in the process of restoring his 11 AC Chief he and his wife Pat started the Aeronca Club as a means of gettingAeronca-nuts toshy

gether so they could share information Later he merged his club into the Nashytional Aeronca Club At his passing Augie was working on the restoration of one of the few remaining pre-war Aeronca Chiefs equipped with sticks instead of a pair of control wheels His gorgeous Stinshyson 108 restored over 10 years ago now is still looking as though it has just been rolled out for its first flight

While well known in Stinson and Aeronca circles Augies other life outshyside of aviation was not as well known alshythough it certainly could have been An accomplished musician he was a music professor at UW-Parkside where he taught music theory and composition Music was a big portion of his life and he was quite adept at its many facets His imshypact on his pupils was quite evident in the words and music offered by them at a memorial service held at the universityS performing arts center Obviously he was a man they would remember for the rest of their lives Our condolences to his wife Pat their children and his many friends and acquaintances throughout the counshytry

The family has asked that any donashytions be sent to UW-Parkside to establish a scholarship in Augies name The adshydress is

UW-Parkside ATIN Jim Mc KeevershyMusic Dept900 Wood Rd Box 2000 Kenosha WI 53141

One of sport aviations nicest citizens August Wegner III and his restored Stinson 108

VINTAGE AIRPLANE 3

Notes

From Doug Combs we have this Lusshycombe Foundation update from his

mailing dated November 1993

As this issue (Luscombe Foundation Update) was going to press the FAA called and said that an east coast FAA office had inquired as to Luscombe sershyvice difficulties related to intergranular corrosion in the wing spars As the Lusshycombe TC holders the Don Luscombe Aviation History Foundation (DLAHF) is required by FAA to respond and take some action on the problem as they pershyceive it We acknowledged that there were a few (less than 20) known difficulshyties of this nature and that we had plans for a future servicebulletin to investishygate this further We pointed out that both Jack Norris and Gar Williams had been working on the problemhistorysoshylution The FAA asked (that) we move forward quickly so we are now very busy investigating the issue User input is needed IN WRITING DLAHF beshylieves that this corrosion difficulty has been limited to post war metal wings rear spars only Please help us confirm or deny this service history

If you are an A amp P or an owner that has had some experience with this corroshysion please drop us a line If at all posshysible please include the AC registrashytion AC serial number wing type and wing serial number (located on the top of the butt spar at wing root) DLAHF is developing an approved inspection kit which should be installed in metal wings to provide inspection access to look for corrosion (Luscombe Service Recomshymendation 2 Dec 1993) Luscombe owner co-operation is greatly apprecishyated and encouraged You can send your information to DLAHF PO Box 63581 Phoenix AZ 85082-3581

From the Waco Pilotshyedited by Ray Brandly

Curtiss-Reed propellers The most popular propeller ever used by the Waco Aircraft Company was the Curtiss-Reed fixed-pitch propeller Tests have proven this propeller to be superior in engine cooling smoothness of operation and in obtaining desired performance Curtissshy

4 JANUARY 1994

by Norm Petersen

Reed propellers were extensively used on the following Wacos

YOC 99 X 81 pitch AVN-8 99 X 84 pitch YKS-6 99 X 78 pitch ZGC-8 99 X 84 pitch ZKS-6 99 X 81 pitch ZGC-7 99 X 84 pitch ZPF-6 99 X 73 pitch ZKS-7 99 X 84 pitch ZQC-6 99 X 84 pitch VKS-7 99 X 73 pitch ZVN-8 102 X 78 pitch UPF-7 96 X 71 pitch

Vibration tests made jointly by Waco Aircraft and the Curtiss Propeller Divishysion of Curtiss-Wright have determined an ideal setting for the 55501 metal proshypeller on your Waco to give the smoothest operation

This setting is 45 degrees ahead of the marked spline on the crankshaft You will find in one of the channels between two splines at the outboard end of the splined area an 0 stamped in the spline depression Propeller should be placed on the crankshaft so that its open spline stands at the 45 degree angle ahead of the 0 in the direction of rotashytion

From the International 180185 Club Inc - Buz Landry Pres

Vacuum Systems Can Be Vexing Problems - FYI from the FAA

Airplane instrument systems are the heart of an aircraft monitoring the airshycraft and alerting the pilot to danger signs Instrument systems which fail can be life-threatening and even fatal

The following is an article reprinted from FAAs General Aviation Airworshythiness ALERTS No 121 (August 1988) which could be of importance to you

Numerous articles have been written regarding instrument failures

After receiving an in-depth letter

from a repair station in Ohio we felt obshyligated to print another opinion on vacshyuum system failures This manager of an instrument (shop) with almost 30 years experience working on aircraft instrushyments has some worthwhile suggestions and theories regarding vacuum system failures

In a previous Airworthiness Alert a submitter suggested installing an in-line filter to the vacuum system as a possible corrective action

This submitter states that is (only) a quick fix and that past experience shows you can put an adverse effect on the pump itself by doing this According to engineers any extra restriction put into the system could cut down on the life of the pump and flow efficiency The theshyory is any restriction at a Line in Line filter or standard AN hardware can cause flow restrictions and cut down pump life

They recommend that only specially designed free now fittings be used in the entire system The main problem in his opinion is poor pump design and imshyproper installation

In his personal opinion and from alshymost 30 years in the instrument and airshycraft business the problems are as folshylows

a To address consumers complaints of oil on the belly of the aircraft they ny the manufacturer designed a dry vacuum pump the submitter thinks it was not properly designed and efficiency was marginal with respect to now capabilities that were needed to run the systems To aid the flow problem the submitter says they designed a new type fitting to cut down on restriction and help air nowing through the system

b The aircraft manufacturers seeing we now had no oil blow on board from the dry pumps quit installing the overshyboard vent line They felt there was no need to have one because no oil was coming from the pump

c Due to the fact that the vacuum pump is not vented over board and is vented into the engine compartment we have generated two problems Due to ram air pressure in flight we have a slight pressurization in the engine comshypartment causing back pressure on the pump and cutting down on its life acshycording to engineers When the pumps

vanes fail we now have a dir ec t line from the pump vent to the instruments with no restriction The ram a ir blows all particles from the vanes into the inshystruments causing carbon contamination and shortening gyro life

d The instrument manufacture rs left the vacuum outlet open and unrestricted to the system (no filter) because with the wet pump all contaminants we re vented over board The first and immeshydiate solution is to install a tube from the vent tube using a section of hose (Aeroshyquip 306 or e quivale nt) two hose clamps and a piece of aluminum tubing with an Adel cl a mp holdin g it rigid With the end cut at an angle creating a slight vacuum with the air flow from ram air (see draw ing) this will relieve the back pressure on the pump and increase pump life It will get rid of the carbon particles if th e pump blows saving the instruments from harm It will a lso aid in helping the pumps efficiency

From the International Aeronca Association - by Buzz Wagner

In the last coup le years there have been severa l accidents usually fa tal where an ai rplane was worked on or asshysembled after repair with the ailero ns hooked up backwards On takeoff the pilot evidentially was not quick enough to realize what was happe ning and as a wing dropped kept feeding in the wrong ai leron and crashed Apparently the inshystructors have quit teaching pilots to check the controls before takeoff I even know of a couple L-3 s that were asse mshybled using TA wings and what do yo u know the ai lerons work backwards on tha t switch There have been ot hers shysome Cessnas and some business planes Now comes one to top them all The Mainliner reports that in Alberta an imshyported DHC-3 was removed from crates

assembled by licensed mechanics and test flown by the owner an experienced pilot who was killed along with his mechanic Another mechanic survived It turned out the aileron and ba lance cables were crossed when hooked up and would you be lieve - left aileron resulted in BOTH ailerons going down - and right a il e ron made them both go up This guy didn t have a ch ance With ones hook ed up backwards he mi ght have been quick and sharp enough to reverse their trainshying and get it back on the ground

Im not saying I wont screw up some day but I was taught to check and doushyble check and never be lieve anyone After run-up and before takeoff my standa rd practice (even if no one has touched o r worked o n the plane and I have just flown it an hour ago) is to check the controls for free movement and corshyrect movement

TRY THIS BEFORE TAKEOFF- shyLook Le ft-Mov e stick OR roll whee l left- that ai leron WILL BE UP Look right-Move stick OR roll wheel to right-that ai leron will be up Look Back-Move stick or wheel backshy-Elevator will be up Look Back-Push left rudder-Rudder will be to left Look Back-Push right rudder- Rudder will be to right (Pre tty simple - but it might save yo ur life)

From the Fairchild Flyer shyedited by John Berendt

Jim Martin of South Bend IN adds a Technical Topic e ntitl e d The St rap With a T housand Uses It s a multi shypurpose product ca lled Wraplock (a product weve used to hold the wood to the top of the PT fuselage) Wraplock will tie anything that can be tied with a

Attach to vent tube

or equivalent

Aluminum Tube shyAttach to engine----- mount or airframe IAW AlC 4313-2

Hose Clamps (2 ea)

clamp it will make any size clamp and it will conform to any shape Wraplock the tie th at binds is made of stainless or galvanized steel and comes in 100 packages of varied width s A ratche t wrench for installation and 100 steel buckles are included in the package with th e instructions Contact th e company directly for prices and de livery The Hanler Corporation 37 North Bond Street Mount Vernon NY 10550 - (914shy688-6091)

American Navion Society shyHugh Smith Editor

Navion Maintenance Tips Factors That Contribute to

Spark Plug Fouling

Laboratory tests conducted by a mashyjor oil company have revealed that the following six operating variab les conshytributed to spark plug fouling in aircraft engines using todays aviation fuels

1 Excessively rich mixture at idle speed

2 Extremely lean mixture at cruise 3 Abnormally low cylinder temperashy

tures 4 Large spark plug gap 5 Abnormally low carburetor air

temperature 6 Excessive oil pumping

It has been found that a irplanes enshygaged in types of operation requiring frequent landings and takeoffs are more susceptible to spark plug fouling This is probably due to the increase in engi ne idle time usually connected with thi s type of operation

From the BellancaChampion Newsletter

First Solo - Uses Triple Tail

Jan and Kay Gerstner (Cruisemaster Editor) are proud to announce that their son Michae l did on hi s 16th birthday May 29 1993 pe rform his first solo in a Bellanca 14-19 Cruisemaster N6553N (2005) a t Hart ford WI (HXF) Michael has been flying this plane since he was 3 years old He was instructed by hi s father me anytime [ co uld get the controls away from him

Near perfect weather graced the event which was witnessed by his brothshyers his perfectly calm parents his beamshying grandpare nts and an assortment of kibitizing resident airport bums The latshyter publicly scored each landing

The Gerstner s will be pleased to show the video of the event over and over and over again

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

by Espie Butch Joyce

As we start out our new year of 1994 it causes me to reflect back and look at some of the past highlights of the EAA AntiqueClassic Division By the midshydle of this past year we started issuing a newly designed membership card that many of you have already received I hope that those who received this card are pleased with the new design You may have noticed an addition to the front of the card Member Since Those of you who have been EAA members before joining the Division in the first year or two of the Divisions existence may be surprised to see a 1973 date on your card AntiqueClassic numbers were first issued starting in January of 1973 The Member Since on your AC card refers only to your division affiliation not how long youve been an EAA member Thats listed on your new EAA card I hope this may help with any confusion on anyones part

Your Division early on had growing pains as the group tried to fmd its niche within the EAA organization It was through the strong leadership of a numshyber of people a few of whom Ill menshytion Kelly Viets Al Kelch Morton Lester Brad Thomas Buck Hilbert Art Morgan George York and Paul Poberezny They got us pointed in the right direction Membership at first was small and VINTAGE AIRPLANE was a much smaller publication (16 black and white pages) The Division management (Officers and Directors) were consumed in running the AntishyqueClassic area of the Oshkosh Con-

STRAIGHT amp LEVEL

vention The Division today still manages this area of the Oshkosh Conshyvention grounds but this is only part of what your Officers and Directors do now

The AntiqueClassic Division of the EAA is today recognized as the national and international leader of the Antique Classic and Contemporary aircraft Our membership stands at almost 9000 members We have 18 AntiqueClassic Chapters nationally and internationally Nearly 10 of our membership is of people outside of the United States Id like to extend an invitation to our intershynational members to write in and list the types of things they would like to see in Vintage Airplane and well see if we can accommodate their requests On the international front we will soon have a full color article on the restoration of the oldest floatplane remaining in Italy the Caproni CA 100 restored by Gerolamo Gavazi Its quite a story

Our magazine VINTAGE AIRshyPLANE continues to improve as the years have gone by thanks to the efforts of the editorial staff at EAA Headshyquarters but it has and will continue to be the submissions and suggestions of the membership that will push the magazine to even greater accomplishshyments

We still need your input to make this magazine serve the members Our retention rate of members is apshyproximately 87 percent a high number that we are proud to have earned

We have developed a good relationshyship with a number of type clubs another facet to the movement to keep these older airplanes flying and in good repair Support the type clubs for the airplane in which you are interested shytheyre often the best people to talk to regarding a question on maintaining your airplane

The jUdging system established

through the Division is becoming the recognized standard throughout the movement allowing those who have expended a great deal of effort to be recognized for their restorations

We have established the AntishyqueClassic Hall of Fame to recognize noteworthy people within the AntishyqueClassic movement The AntishyqueClassic Division also worked to establish an aircraft insurance program tailored to our kind of aircraft and flying Your Division felt that it was time to recognize those aircraft manufactured between 1956 and 1960 a new category to be called Contemshyporary class This class is now being judged and I promise you that because of this youll see some great rebuilds Many of the airplanes in this category are great candidates for restorations and will be practical airplanes to boot Youll be able to have your cake and eat it too

Your Division has a very good relationship with EAA Headquarters and together we will be able in the future to do more for the membership The Division is from time to time able to help with the restoration of one of the Museums aircraft and to participate with the operation of Pioneer Airport

I personally am proud of your Division and am honored to be able to serve the membership Anytime a memshyber has a suggestion that will benefit us please pass it on to me I requested a couple months ago that suggestions be sent in for a Contemporary Class patch I have only received two logos so far - I would like to have some more folks

Hope each of you had a relaxed Holiday and that you have a very posishyti ve New Year Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 1

compiled by HG Frautschy

EAA PETITION ON RECREATIONshyAL MEDICAL TO BE PUBLISHED

Just before this months magazines were going to press EAA was informed by FAA Headquarters in Washington DC that the EAA petition filed Septemshyber 24 1993 expanding recreational medshyical privileges would be published for comment in the FEDERAL REGISTER during the week between Christmas and New Years In early November FAA Administrator David Hinson had comshymitted to publication of this petition by years end

Many EAA members have called Headquarters seeking further information on the status of the petition which would permit self-certification similar to that currently required of pilots of hot air balshyloons sailplanes and motor gliders These pilots can self certify their physiological condition in lieu of a FAA third class medical certificate It is anticipated that the petition will have a 60 or 90 day open comment period

EAA forwarded this petition as a method to encourage more people to fly or continue flying by reducing the cost and hassle factor of unneeded governshyment certification Unfortunately we were not able to obtain the Docket numshyber or address for comments prior to our press deadlines next month s magazines will include complete details on the adshydress and deadline for filing your comshyments on this proposal

LEAD-FREE A VGAS

From Harry Zeisloft EAA Director we have word of new specifications for both low and high octane no-lead aviation

- uc a Q) o ~

E )

2 JANUARY 1994

gaso line Applying these to the present fleet may require STCs for a ll present aircraft with the probable exception of those currently operating under an EAA (or other) auto gas STC

Reports on current activit ies show that all companies involved in the production of ge nera l aviation piston engi ne gasoline are increasing efforts to speed up the deshyvelopment of a lead-free aviation gasoshyline

EAAs flight tests on unleaded auto gas with 17 MTB E have shown good performance and supports the use of ether additives as octane enhancers in new aviashytion gasolines Our materials compatibil shyity laboratory testing (at the Florida Instishytute of Technology) will provide design data for materials used with ether-type componen ts which are expected to be a factor in new unleaded avgas

Support of lead-free gasoli ne operashytion in present aircraft also comes from Sweden where unleaded 91 Grade avgas has been used since 1981 and recently with the approval of the use of unleaded auto gas in Saudi Arabia

Contrasting with this positive experishyence in both Sweden and here in the States a domestic cylinder rebuilder adshyvised during recent meetings that they would withhold warranty coverage for enshygines operated on unleaded Grade 80 avshygas (not currently available in the US) or unleaded auto gas

The General Aviation Manufacturers Association anticipates that the new specshyifications will provide stability in the fuel market so that buyers of newly certifishycated aircraft will have the assurance of a continued supply of a satisfactory gasoshyline

As stated before present aircraft in

the US fleet will need FAA approval for the use of these new unleaded aviation gasolines - un less you are one of the forshytunates who already have an STC for Dshy4814 gasoline The really good news is that aviation gas will have the potential for no longer being a minuscule speshycialty product of the oil industry as it is today And being a lead-free we anticishypate relief from the specter of a quantum leap in aviation gasoli ne prices when the EPA phases out lead in all gasoline which would force a complete ly independent costly dedicated distribution system for lOOLL avgas

AIRCRAFT SPRUCE AVIONICS SALE

Aircraft Spruce amp Specialty Co has expanded into the sales and service of avionics and to celebrate they re having a Grand Opening sale January 22 and 23 from 9 am until 4 pm each day Late word has it they will be selling a wide range of aviation products in addition to avionics so if you are going to be in the vicinity of Fullerton airport you may wish to stop in and check it out Were sorry about the short notice but we just found out about it a coup le of days ago Airshycraft Spruce Avionics is located on the north side of Fullerton Airport and both drive-in or fly-in customers are welcome For more information call 1-800824-1930 or 714994-2221

ALEXANDER AEROPLANE WORKSHOPS

Alexander Aeroplane the aircraft restoration supply house has announced the dates for their Aeroplane Builders Workshops Courses to be offered are Fabric Covering Basic Welding Techshyniques and Composite Basics Each indishyvidual course takes place over two days and costs $150 with a $25 discount for spouses or individuals who wish to repeat an Alexander course they have taken beshyfore Different courses will be offered at different locations so be sure and call Alexander Aeroplane at 1-800-831-2949 (Monday through Friday 830 am-7 pm (EST) or Saturday 9 am-l pm) for course information The WinterSpring schedule is January 15-16 and February 26-27 Lakeland FL Sun n Fun Headshyquarters March 19-20 Denton TX Air Denton (FBO) April 30-May 1 Griffin GA Alexander Hangar Courses will be offered throughout the year so if you

do nt see a date you can work wit h be sure and call Alexander to see if a course will be scheduled at a time and place more convenient for you

WACO INFO NEEDED

Andy Ha nnul a sent us a copy of an original invoice from the Waco Aircraft Co with a list of parts that wou ld lead you to believe someone had damaged a few parts of a Waco YKS-7 in some sort of accident Included on the list were a new lower right wing ($247) and a ileron ($4675) a new wood Hartzell prop ($107) and a new landing gear Also included were various pieces of hardware and a

ga llon of G unmetal grey dope ($4) This pa rticular YKS-7 SIN 4551 NC17452 is be ing researc hed by A ndy for a frie nd who use d to own t he a irp lane Go r dy Newstrom of Gra nd R apids MI If yo u have any info rmation about this airplane co ntact A ndy at P O Box 303 Grand Rapids MI 55744

TYPE CLUB CHANGES AND ADDITIONS

Heres anot her cl ub for o ur annua l Type Club List

Lake Amphibian Flyers Club Bill Goddard Editor 815 N Lake Reedy Blvd

Frostproof FL 33843-9659 813635-3381 Newsletter Bi-Monthly Dues $40 per year ($70 first year includes 300 page book) Add $10 for overseas mail

U nder the heading for the Society of A ir R aci ng H istorians we need to up shydate the person to contact T he gentle shyman hand ling that responsibi li ty for the society is

Herman Schaub SeclTreas Society of Air Racing Historians 168 Marian Lane Berea OH 44017 216234-2301

Cole and Rita Palen pause during a visit to the EAA Museum in Hales Corners WI in 1978

Cole Palen 1925-1993

A name familiar to almost every old airplane enthusiast Cole Palen of Rhinebeck NY passed away December 8 in Del Ray Beach FL He had suffered a stroke this past April but according to Brian Coughlin one of the pilots at the aerodrome he had fully recovered from it We understand Cole was looking forshyward to next year s flying season at Old Rhinebeck Aerodrome

Coles efforts to preserve and fly anshytique aircraft particularly those of the Pishyoneer and WW I era were largely unhershyalded when he first began collecting old airplanes after WW II What do you want that old junk for was often the reshysponse when he asked if some part was available He had the foresight to know that the old junk was priceless and hisshytorical Thanks to his perseverance the generations that have flocked to the Aeroshydrome he built with his own hands out of a rocky farm in the Hudson river valley have been able to still hear fee l and smell the early days of aviation Some came to recall the olden days and others to exshyperience for the first time the fl ight of an airplane powered by a rotary engine but the crowds of both customers and volunshyteers who headed towards the Aerodrome each spring and summer year after year

were a testament that his dream was a shared one and that many enjoyed relivshying the early days of aviation

Cole was a voracious collector of early aviation artifacts and had amassed a sizshyable collection a large portion of which was on display at the Aerodrome Earlier this year he began work to establish an organization known as the Old Rhinebeck Museum Foundation to take care of the Aerodrome and the new museum building recently added to the collection of sheds and hangars already on the airport

Our condolences are extended to his wife Rita his worldwide circle of friends and the Old Rhinebeck Aerodrome famshyily of friends and volunteers

August Wegner III 1941-1993

AntiqueClassic aviation here in the Midwest suffered a great loss when we learned of the untimely passing of Augie Wegner (EAA 8567 AC 17581) of Franklin WI He passed away November 23 1993 while rehearsing with his music students at the University of Wisconsin Parkside

Augie was an avid enthusiast of Aeronca and Stinson aircraft having reshystored examples of both While in the process of restoring his 11 AC Chief he and his wife Pat started the Aeronca Club as a means of gettingAeronca-nuts toshy

gether so they could share information Later he merged his club into the Nashytional Aeronca Club At his passing Augie was working on the restoration of one of the few remaining pre-war Aeronca Chiefs equipped with sticks instead of a pair of control wheels His gorgeous Stinshyson 108 restored over 10 years ago now is still looking as though it has just been rolled out for its first flight

While well known in Stinson and Aeronca circles Augies other life outshyside of aviation was not as well known alshythough it certainly could have been An accomplished musician he was a music professor at UW-Parkside where he taught music theory and composition Music was a big portion of his life and he was quite adept at its many facets His imshypact on his pupils was quite evident in the words and music offered by them at a memorial service held at the universityS performing arts center Obviously he was a man they would remember for the rest of their lives Our condolences to his wife Pat their children and his many friends and acquaintances throughout the counshytry

The family has asked that any donashytions be sent to UW-Parkside to establish a scholarship in Augies name The adshydress is

UW-Parkside ATIN Jim Mc KeevershyMusic Dept900 Wood Rd Box 2000 Kenosha WI 53141

One of sport aviations nicest citizens August Wegner III and his restored Stinson 108

VINTAGE AIRPLANE 3

Notes

From Doug Combs we have this Lusshycombe Foundation update from his

mailing dated November 1993

As this issue (Luscombe Foundation Update) was going to press the FAA called and said that an east coast FAA office had inquired as to Luscombe sershyvice difficulties related to intergranular corrosion in the wing spars As the Lusshycombe TC holders the Don Luscombe Aviation History Foundation (DLAHF) is required by FAA to respond and take some action on the problem as they pershyceive it We acknowledged that there were a few (less than 20) known difficulshyties of this nature and that we had plans for a future servicebulletin to investishygate this further We pointed out that both Jack Norris and Gar Williams had been working on the problemhistorysoshylution The FAA asked (that) we move forward quickly so we are now very busy investigating the issue User input is needed IN WRITING DLAHF beshylieves that this corrosion difficulty has been limited to post war metal wings rear spars only Please help us confirm or deny this service history

If you are an A amp P or an owner that has had some experience with this corroshysion please drop us a line If at all posshysible please include the AC registrashytion AC serial number wing type and wing serial number (located on the top of the butt spar at wing root) DLAHF is developing an approved inspection kit which should be installed in metal wings to provide inspection access to look for corrosion (Luscombe Service Recomshymendation 2 Dec 1993) Luscombe owner co-operation is greatly apprecishyated and encouraged You can send your information to DLAHF PO Box 63581 Phoenix AZ 85082-3581

From the Waco Pilotshyedited by Ray Brandly

Curtiss-Reed propellers The most popular propeller ever used by the Waco Aircraft Company was the Curtiss-Reed fixed-pitch propeller Tests have proven this propeller to be superior in engine cooling smoothness of operation and in obtaining desired performance Curtissshy

4 JANUARY 1994

by Norm Petersen

Reed propellers were extensively used on the following Wacos

YOC 99 X 81 pitch AVN-8 99 X 84 pitch YKS-6 99 X 78 pitch ZGC-8 99 X 84 pitch ZKS-6 99 X 81 pitch ZGC-7 99 X 84 pitch ZPF-6 99 X 73 pitch ZKS-7 99 X 84 pitch ZQC-6 99 X 84 pitch VKS-7 99 X 73 pitch ZVN-8 102 X 78 pitch UPF-7 96 X 71 pitch

Vibration tests made jointly by Waco Aircraft and the Curtiss Propeller Divishysion of Curtiss-Wright have determined an ideal setting for the 55501 metal proshypeller on your Waco to give the smoothest operation

This setting is 45 degrees ahead of the marked spline on the crankshaft You will find in one of the channels between two splines at the outboard end of the splined area an 0 stamped in the spline depression Propeller should be placed on the crankshaft so that its open spline stands at the 45 degree angle ahead of the 0 in the direction of rotashytion

From the International 180185 Club Inc - Buz Landry Pres

Vacuum Systems Can Be Vexing Problems - FYI from the FAA

Airplane instrument systems are the heart of an aircraft monitoring the airshycraft and alerting the pilot to danger signs Instrument systems which fail can be life-threatening and even fatal

The following is an article reprinted from FAAs General Aviation Airworshythiness ALERTS No 121 (August 1988) which could be of importance to you

Numerous articles have been written regarding instrument failures

After receiving an in-depth letter

from a repair station in Ohio we felt obshyligated to print another opinion on vacshyuum system failures This manager of an instrument (shop) with almost 30 years experience working on aircraft instrushyments has some worthwhile suggestions and theories regarding vacuum system failures

In a previous Airworthiness Alert a submitter suggested installing an in-line filter to the vacuum system as a possible corrective action

This submitter states that is (only) a quick fix and that past experience shows you can put an adverse effect on the pump itself by doing this According to engineers any extra restriction put into the system could cut down on the life of the pump and flow efficiency The theshyory is any restriction at a Line in Line filter or standard AN hardware can cause flow restrictions and cut down pump life

They recommend that only specially designed free now fittings be used in the entire system The main problem in his opinion is poor pump design and imshyproper installation

In his personal opinion and from alshymost 30 years in the instrument and airshycraft business the problems are as folshylows

a To address consumers complaints of oil on the belly of the aircraft they ny the manufacturer designed a dry vacuum pump the submitter thinks it was not properly designed and efficiency was marginal with respect to now capabilities that were needed to run the systems To aid the flow problem the submitter says they designed a new type fitting to cut down on restriction and help air nowing through the system

b The aircraft manufacturers seeing we now had no oil blow on board from the dry pumps quit installing the overshyboard vent line They felt there was no need to have one because no oil was coming from the pump

c Due to the fact that the vacuum pump is not vented over board and is vented into the engine compartment we have generated two problems Due to ram air pressure in flight we have a slight pressurization in the engine comshypartment causing back pressure on the pump and cutting down on its life acshycording to engineers When the pumps

vanes fail we now have a dir ec t line from the pump vent to the instruments with no restriction The ram a ir blows all particles from the vanes into the inshystruments causing carbon contamination and shortening gyro life

d The instrument manufacture rs left the vacuum outlet open and unrestricted to the system (no filter) because with the wet pump all contaminants we re vented over board The first and immeshydiate solution is to install a tube from the vent tube using a section of hose (Aeroshyquip 306 or e quivale nt) two hose clamps and a piece of aluminum tubing with an Adel cl a mp holdin g it rigid With the end cut at an angle creating a slight vacuum with the air flow from ram air (see draw ing) this will relieve the back pressure on the pump and increase pump life It will get rid of the carbon particles if th e pump blows saving the instruments from harm It will a lso aid in helping the pumps efficiency

From the International Aeronca Association - by Buzz Wagner

In the last coup le years there have been severa l accidents usually fa tal where an ai rplane was worked on or asshysembled after repair with the ailero ns hooked up backwards On takeoff the pilot evidentially was not quick enough to realize what was happe ning and as a wing dropped kept feeding in the wrong ai leron and crashed Apparently the inshystructors have quit teaching pilots to check the controls before takeoff I even know of a couple L-3 s that were asse mshybled using TA wings and what do yo u know the ai lerons work backwards on tha t switch There have been ot hers shysome Cessnas and some business planes Now comes one to top them all The Mainliner reports that in Alberta an imshyported DHC-3 was removed from crates

assembled by licensed mechanics and test flown by the owner an experienced pilot who was killed along with his mechanic Another mechanic survived It turned out the aileron and ba lance cables were crossed when hooked up and would you be lieve - left aileron resulted in BOTH ailerons going down - and right a il e ron made them both go up This guy didn t have a ch ance With ones hook ed up backwards he mi ght have been quick and sharp enough to reverse their trainshying and get it back on the ground

Im not saying I wont screw up some day but I was taught to check and doushyble check and never be lieve anyone After run-up and before takeoff my standa rd practice (even if no one has touched o r worked o n the plane and I have just flown it an hour ago) is to check the controls for free movement and corshyrect movement

TRY THIS BEFORE TAKEOFF- shyLook Le ft-Mov e stick OR roll whee l left- that ai leron WILL BE UP Look right-Move stick OR roll wheel to right-that ai leron will be up Look Back-Move stick or wheel backshy-Elevator will be up Look Back-Push left rudder-Rudder will be to left Look Back-Push right rudder- Rudder will be to right (Pre tty simple - but it might save yo ur life)

From the Fairchild Flyer shyedited by John Berendt

Jim Martin of South Bend IN adds a Technical Topic e ntitl e d The St rap With a T housand Uses It s a multi shypurpose product ca lled Wraplock (a product weve used to hold the wood to the top of the PT fuselage) Wraplock will tie anything that can be tied with a

Attach to vent tube

or equivalent

Aluminum Tube shyAttach to engine----- mount or airframe IAW AlC 4313-2

Hose Clamps (2 ea)

clamp it will make any size clamp and it will conform to any shape Wraplock the tie th at binds is made of stainless or galvanized steel and comes in 100 packages of varied width s A ratche t wrench for installation and 100 steel buckles are included in the package with th e instructions Contact th e company directly for prices and de livery The Hanler Corporation 37 North Bond Street Mount Vernon NY 10550 - (914shy688-6091)

American Navion Society shyHugh Smith Editor

Navion Maintenance Tips Factors That Contribute to

Spark Plug Fouling

Laboratory tests conducted by a mashyjor oil company have revealed that the following six operating variab les conshytributed to spark plug fouling in aircraft engines using todays aviation fuels

1 Excessively rich mixture at idle speed

2 Extremely lean mixture at cruise 3 Abnormally low cylinder temperashy

tures 4 Large spark plug gap 5 Abnormally low carburetor air

temperature 6 Excessive oil pumping

It has been found that a irplanes enshygaged in types of operation requiring frequent landings and takeoffs are more susceptible to spark plug fouling This is probably due to the increase in engi ne idle time usually connected with thi s type of operation

From the BellancaChampion Newsletter

First Solo - Uses Triple Tail

Jan and Kay Gerstner (Cruisemaster Editor) are proud to announce that their son Michae l did on hi s 16th birthday May 29 1993 pe rform his first solo in a Bellanca 14-19 Cruisemaster N6553N (2005) a t Hart ford WI (HXF) Michael has been flying this plane since he was 3 years old He was instructed by hi s father me anytime [ co uld get the controls away from him

Near perfect weather graced the event which was witnessed by his brothshyers his perfectly calm parents his beamshying grandpare nts and an assortment of kibitizing resident airport bums The latshyter publicly scored each landing

The Gerstner s will be pleased to show the video of the event over and over and over again

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

compiled by HG Frautschy

EAA PETITION ON RECREATIONshyAL MEDICAL TO BE PUBLISHED

Just before this months magazines were going to press EAA was informed by FAA Headquarters in Washington DC that the EAA petition filed Septemshyber 24 1993 expanding recreational medshyical privileges would be published for comment in the FEDERAL REGISTER during the week between Christmas and New Years In early November FAA Administrator David Hinson had comshymitted to publication of this petition by years end

Many EAA members have called Headquarters seeking further information on the status of the petition which would permit self-certification similar to that currently required of pilots of hot air balshyloons sailplanes and motor gliders These pilots can self certify their physiological condition in lieu of a FAA third class medical certificate It is anticipated that the petition will have a 60 or 90 day open comment period

EAA forwarded this petition as a method to encourage more people to fly or continue flying by reducing the cost and hassle factor of unneeded governshyment certification Unfortunately we were not able to obtain the Docket numshyber or address for comments prior to our press deadlines next month s magazines will include complete details on the adshydress and deadline for filing your comshyments on this proposal

LEAD-FREE A VGAS

From Harry Zeisloft EAA Director we have word of new specifications for both low and high octane no-lead aviation

- uc a Q) o ~

E )

2 JANUARY 1994

gaso line Applying these to the present fleet may require STCs for a ll present aircraft with the probable exception of those currently operating under an EAA (or other) auto gas STC

Reports on current activit ies show that all companies involved in the production of ge nera l aviation piston engi ne gasoline are increasing efforts to speed up the deshyvelopment of a lead-free aviation gasoshyline

EAAs flight tests on unleaded auto gas with 17 MTB E have shown good performance and supports the use of ether additives as octane enhancers in new aviashytion gasolines Our materials compatibil shyity laboratory testing (at the Florida Instishytute of Technology) will provide design data for materials used with ether-type componen ts which are expected to be a factor in new unleaded avgas

Support of lead-free gasoli ne operashytion in present aircraft also comes from Sweden where unleaded 91 Grade avgas has been used since 1981 and recently with the approval of the use of unleaded auto gas in Saudi Arabia

Contrasting with this positive experishyence in both Sweden and here in the States a domestic cylinder rebuilder adshyvised during recent meetings that they would withhold warranty coverage for enshygines operated on unleaded Grade 80 avshygas (not currently available in the US) or unleaded auto gas

The General Aviation Manufacturers Association anticipates that the new specshyifications will provide stability in the fuel market so that buyers of newly certifishycated aircraft will have the assurance of a continued supply of a satisfactory gasoshyline

As stated before present aircraft in

the US fleet will need FAA approval for the use of these new unleaded aviation gasolines - un less you are one of the forshytunates who already have an STC for Dshy4814 gasoline The really good news is that aviation gas will have the potential for no longer being a minuscule speshycialty product of the oil industry as it is today And being a lead-free we anticishypate relief from the specter of a quantum leap in aviation gasoli ne prices when the EPA phases out lead in all gasoline which would force a complete ly independent costly dedicated distribution system for lOOLL avgas

AIRCRAFT SPRUCE AVIONICS SALE

Aircraft Spruce amp Specialty Co has expanded into the sales and service of avionics and to celebrate they re having a Grand Opening sale January 22 and 23 from 9 am until 4 pm each day Late word has it they will be selling a wide range of aviation products in addition to avionics so if you are going to be in the vicinity of Fullerton airport you may wish to stop in and check it out Were sorry about the short notice but we just found out about it a coup le of days ago Airshycraft Spruce Avionics is located on the north side of Fullerton Airport and both drive-in or fly-in customers are welcome For more information call 1-800824-1930 or 714994-2221

ALEXANDER AEROPLANE WORKSHOPS

Alexander Aeroplane the aircraft restoration supply house has announced the dates for their Aeroplane Builders Workshops Courses to be offered are Fabric Covering Basic Welding Techshyniques and Composite Basics Each indishyvidual course takes place over two days and costs $150 with a $25 discount for spouses or individuals who wish to repeat an Alexander course they have taken beshyfore Different courses will be offered at different locations so be sure and call Alexander Aeroplane at 1-800-831-2949 (Monday through Friday 830 am-7 pm (EST) or Saturday 9 am-l pm) for course information The WinterSpring schedule is January 15-16 and February 26-27 Lakeland FL Sun n Fun Headshyquarters March 19-20 Denton TX Air Denton (FBO) April 30-May 1 Griffin GA Alexander Hangar Courses will be offered throughout the year so if you

do nt see a date you can work wit h be sure and call Alexander to see if a course will be scheduled at a time and place more convenient for you

WACO INFO NEEDED

Andy Ha nnul a sent us a copy of an original invoice from the Waco Aircraft Co with a list of parts that wou ld lead you to believe someone had damaged a few parts of a Waco YKS-7 in some sort of accident Included on the list were a new lower right wing ($247) and a ileron ($4675) a new wood Hartzell prop ($107) and a new landing gear Also included were various pieces of hardware and a

ga llon of G unmetal grey dope ($4) This pa rticular YKS-7 SIN 4551 NC17452 is be ing researc hed by A ndy for a frie nd who use d to own t he a irp lane Go r dy Newstrom of Gra nd R apids MI If yo u have any info rmation about this airplane co ntact A ndy at P O Box 303 Grand Rapids MI 55744

TYPE CLUB CHANGES AND ADDITIONS

Heres anot her cl ub for o ur annua l Type Club List

Lake Amphibian Flyers Club Bill Goddard Editor 815 N Lake Reedy Blvd

Frostproof FL 33843-9659 813635-3381 Newsletter Bi-Monthly Dues $40 per year ($70 first year includes 300 page book) Add $10 for overseas mail

U nder the heading for the Society of A ir R aci ng H istorians we need to up shydate the person to contact T he gentle shyman hand ling that responsibi li ty for the society is

Herman Schaub SeclTreas Society of Air Racing Historians 168 Marian Lane Berea OH 44017 216234-2301

Cole and Rita Palen pause during a visit to the EAA Museum in Hales Corners WI in 1978

Cole Palen 1925-1993

A name familiar to almost every old airplane enthusiast Cole Palen of Rhinebeck NY passed away December 8 in Del Ray Beach FL He had suffered a stroke this past April but according to Brian Coughlin one of the pilots at the aerodrome he had fully recovered from it We understand Cole was looking forshyward to next year s flying season at Old Rhinebeck Aerodrome

Coles efforts to preserve and fly anshytique aircraft particularly those of the Pishyoneer and WW I era were largely unhershyalded when he first began collecting old airplanes after WW II What do you want that old junk for was often the reshysponse when he asked if some part was available He had the foresight to know that the old junk was priceless and hisshytorical Thanks to his perseverance the generations that have flocked to the Aeroshydrome he built with his own hands out of a rocky farm in the Hudson river valley have been able to still hear fee l and smell the early days of aviation Some came to recall the olden days and others to exshyperience for the first time the fl ight of an airplane powered by a rotary engine but the crowds of both customers and volunshyteers who headed towards the Aerodrome each spring and summer year after year

were a testament that his dream was a shared one and that many enjoyed relivshying the early days of aviation

Cole was a voracious collector of early aviation artifacts and had amassed a sizshyable collection a large portion of which was on display at the Aerodrome Earlier this year he began work to establish an organization known as the Old Rhinebeck Museum Foundation to take care of the Aerodrome and the new museum building recently added to the collection of sheds and hangars already on the airport

Our condolences are extended to his wife Rita his worldwide circle of friends and the Old Rhinebeck Aerodrome famshyily of friends and volunteers

August Wegner III 1941-1993

AntiqueClassic aviation here in the Midwest suffered a great loss when we learned of the untimely passing of Augie Wegner (EAA 8567 AC 17581) of Franklin WI He passed away November 23 1993 while rehearsing with his music students at the University of Wisconsin Parkside

Augie was an avid enthusiast of Aeronca and Stinson aircraft having reshystored examples of both While in the process of restoring his 11 AC Chief he and his wife Pat started the Aeronca Club as a means of gettingAeronca-nuts toshy

gether so they could share information Later he merged his club into the Nashytional Aeronca Club At his passing Augie was working on the restoration of one of the few remaining pre-war Aeronca Chiefs equipped with sticks instead of a pair of control wheels His gorgeous Stinshyson 108 restored over 10 years ago now is still looking as though it has just been rolled out for its first flight

While well known in Stinson and Aeronca circles Augies other life outshyside of aviation was not as well known alshythough it certainly could have been An accomplished musician he was a music professor at UW-Parkside where he taught music theory and composition Music was a big portion of his life and he was quite adept at its many facets His imshypact on his pupils was quite evident in the words and music offered by them at a memorial service held at the universityS performing arts center Obviously he was a man they would remember for the rest of their lives Our condolences to his wife Pat their children and his many friends and acquaintances throughout the counshytry

The family has asked that any donashytions be sent to UW-Parkside to establish a scholarship in Augies name The adshydress is

UW-Parkside ATIN Jim Mc KeevershyMusic Dept900 Wood Rd Box 2000 Kenosha WI 53141

One of sport aviations nicest citizens August Wegner III and his restored Stinson 108

VINTAGE AIRPLANE 3

Notes

From Doug Combs we have this Lusshycombe Foundation update from his

mailing dated November 1993

As this issue (Luscombe Foundation Update) was going to press the FAA called and said that an east coast FAA office had inquired as to Luscombe sershyvice difficulties related to intergranular corrosion in the wing spars As the Lusshycombe TC holders the Don Luscombe Aviation History Foundation (DLAHF) is required by FAA to respond and take some action on the problem as they pershyceive it We acknowledged that there were a few (less than 20) known difficulshyties of this nature and that we had plans for a future servicebulletin to investishygate this further We pointed out that both Jack Norris and Gar Williams had been working on the problemhistorysoshylution The FAA asked (that) we move forward quickly so we are now very busy investigating the issue User input is needed IN WRITING DLAHF beshylieves that this corrosion difficulty has been limited to post war metal wings rear spars only Please help us confirm or deny this service history

If you are an A amp P or an owner that has had some experience with this corroshysion please drop us a line If at all posshysible please include the AC registrashytion AC serial number wing type and wing serial number (located on the top of the butt spar at wing root) DLAHF is developing an approved inspection kit which should be installed in metal wings to provide inspection access to look for corrosion (Luscombe Service Recomshymendation 2 Dec 1993) Luscombe owner co-operation is greatly apprecishyated and encouraged You can send your information to DLAHF PO Box 63581 Phoenix AZ 85082-3581

From the Waco Pilotshyedited by Ray Brandly

Curtiss-Reed propellers The most popular propeller ever used by the Waco Aircraft Company was the Curtiss-Reed fixed-pitch propeller Tests have proven this propeller to be superior in engine cooling smoothness of operation and in obtaining desired performance Curtissshy

4 JANUARY 1994

by Norm Petersen

Reed propellers were extensively used on the following Wacos

YOC 99 X 81 pitch AVN-8 99 X 84 pitch YKS-6 99 X 78 pitch ZGC-8 99 X 84 pitch ZKS-6 99 X 81 pitch ZGC-7 99 X 84 pitch ZPF-6 99 X 73 pitch ZKS-7 99 X 84 pitch ZQC-6 99 X 84 pitch VKS-7 99 X 73 pitch ZVN-8 102 X 78 pitch UPF-7 96 X 71 pitch

Vibration tests made jointly by Waco Aircraft and the Curtiss Propeller Divishysion of Curtiss-Wright have determined an ideal setting for the 55501 metal proshypeller on your Waco to give the smoothest operation

This setting is 45 degrees ahead of the marked spline on the crankshaft You will find in one of the channels between two splines at the outboard end of the splined area an 0 stamped in the spline depression Propeller should be placed on the crankshaft so that its open spline stands at the 45 degree angle ahead of the 0 in the direction of rotashytion

From the International 180185 Club Inc - Buz Landry Pres

Vacuum Systems Can Be Vexing Problems - FYI from the FAA

Airplane instrument systems are the heart of an aircraft monitoring the airshycraft and alerting the pilot to danger signs Instrument systems which fail can be life-threatening and even fatal

The following is an article reprinted from FAAs General Aviation Airworshythiness ALERTS No 121 (August 1988) which could be of importance to you

Numerous articles have been written regarding instrument failures

After receiving an in-depth letter

from a repair station in Ohio we felt obshyligated to print another opinion on vacshyuum system failures This manager of an instrument (shop) with almost 30 years experience working on aircraft instrushyments has some worthwhile suggestions and theories regarding vacuum system failures

In a previous Airworthiness Alert a submitter suggested installing an in-line filter to the vacuum system as a possible corrective action

This submitter states that is (only) a quick fix and that past experience shows you can put an adverse effect on the pump itself by doing this According to engineers any extra restriction put into the system could cut down on the life of the pump and flow efficiency The theshyory is any restriction at a Line in Line filter or standard AN hardware can cause flow restrictions and cut down pump life

They recommend that only specially designed free now fittings be used in the entire system The main problem in his opinion is poor pump design and imshyproper installation

In his personal opinion and from alshymost 30 years in the instrument and airshycraft business the problems are as folshylows

a To address consumers complaints of oil on the belly of the aircraft they ny the manufacturer designed a dry vacuum pump the submitter thinks it was not properly designed and efficiency was marginal with respect to now capabilities that were needed to run the systems To aid the flow problem the submitter says they designed a new type fitting to cut down on restriction and help air nowing through the system

b The aircraft manufacturers seeing we now had no oil blow on board from the dry pumps quit installing the overshyboard vent line They felt there was no need to have one because no oil was coming from the pump

c Due to the fact that the vacuum pump is not vented over board and is vented into the engine compartment we have generated two problems Due to ram air pressure in flight we have a slight pressurization in the engine comshypartment causing back pressure on the pump and cutting down on its life acshycording to engineers When the pumps

vanes fail we now have a dir ec t line from the pump vent to the instruments with no restriction The ram a ir blows all particles from the vanes into the inshystruments causing carbon contamination and shortening gyro life

d The instrument manufacture rs left the vacuum outlet open and unrestricted to the system (no filter) because with the wet pump all contaminants we re vented over board The first and immeshydiate solution is to install a tube from the vent tube using a section of hose (Aeroshyquip 306 or e quivale nt) two hose clamps and a piece of aluminum tubing with an Adel cl a mp holdin g it rigid With the end cut at an angle creating a slight vacuum with the air flow from ram air (see draw ing) this will relieve the back pressure on the pump and increase pump life It will get rid of the carbon particles if th e pump blows saving the instruments from harm It will a lso aid in helping the pumps efficiency

From the International Aeronca Association - by Buzz Wagner

In the last coup le years there have been severa l accidents usually fa tal where an ai rplane was worked on or asshysembled after repair with the ailero ns hooked up backwards On takeoff the pilot evidentially was not quick enough to realize what was happe ning and as a wing dropped kept feeding in the wrong ai leron and crashed Apparently the inshystructors have quit teaching pilots to check the controls before takeoff I even know of a couple L-3 s that were asse mshybled using TA wings and what do yo u know the ai lerons work backwards on tha t switch There have been ot hers shysome Cessnas and some business planes Now comes one to top them all The Mainliner reports that in Alberta an imshyported DHC-3 was removed from crates

assembled by licensed mechanics and test flown by the owner an experienced pilot who was killed along with his mechanic Another mechanic survived It turned out the aileron and ba lance cables were crossed when hooked up and would you be lieve - left aileron resulted in BOTH ailerons going down - and right a il e ron made them both go up This guy didn t have a ch ance With ones hook ed up backwards he mi ght have been quick and sharp enough to reverse their trainshying and get it back on the ground

Im not saying I wont screw up some day but I was taught to check and doushyble check and never be lieve anyone After run-up and before takeoff my standa rd practice (even if no one has touched o r worked o n the plane and I have just flown it an hour ago) is to check the controls for free movement and corshyrect movement

TRY THIS BEFORE TAKEOFF- shyLook Le ft-Mov e stick OR roll whee l left- that ai leron WILL BE UP Look right-Move stick OR roll wheel to right-that ai leron will be up Look Back-Move stick or wheel backshy-Elevator will be up Look Back-Push left rudder-Rudder will be to left Look Back-Push right rudder- Rudder will be to right (Pre tty simple - but it might save yo ur life)

From the Fairchild Flyer shyedited by John Berendt

Jim Martin of South Bend IN adds a Technical Topic e ntitl e d The St rap With a T housand Uses It s a multi shypurpose product ca lled Wraplock (a product weve used to hold the wood to the top of the PT fuselage) Wraplock will tie anything that can be tied with a

Attach to vent tube

or equivalent

Aluminum Tube shyAttach to engine----- mount or airframe IAW AlC 4313-2

Hose Clamps (2 ea)

clamp it will make any size clamp and it will conform to any shape Wraplock the tie th at binds is made of stainless or galvanized steel and comes in 100 packages of varied width s A ratche t wrench for installation and 100 steel buckles are included in the package with th e instructions Contact th e company directly for prices and de livery The Hanler Corporation 37 North Bond Street Mount Vernon NY 10550 - (914shy688-6091)

American Navion Society shyHugh Smith Editor

Navion Maintenance Tips Factors That Contribute to

Spark Plug Fouling

Laboratory tests conducted by a mashyjor oil company have revealed that the following six operating variab les conshytributed to spark plug fouling in aircraft engines using todays aviation fuels

1 Excessively rich mixture at idle speed

2 Extremely lean mixture at cruise 3 Abnormally low cylinder temperashy

tures 4 Large spark plug gap 5 Abnormally low carburetor air

temperature 6 Excessive oil pumping

It has been found that a irplanes enshygaged in types of operation requiring frequent landings and takeoffs are more susceptible to spark plug fouling This is probably due to the increase in engi ne idle time usually connected with thi s type of operation

From the BellancaChampion Newsletter

First Solo - Uses Triple Tail

Jan and Kay Gerstner (Cruisemaster Editor) are proud to announce that their son Michae l did on hi s 16th birthday May 29 1993 pe rform his first solo in a Bellanca 14-19 Cruisemaster N6553N (2005) a t Hart ford WI (HXF) Michael has been flying this plane since he was 3 years old He was instructed by hi s father me anytime [ co uld get the controls away from him

Near perfect weather graced the event which was witnessed by his brothshyers his perfectly calm parents his beamshying grandpare nts and an assortment of kibitizing resident airport bums The latshyter publicly scored each landing

The Gerstner s will be pleased to show the video of the event over and over and over again

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

do nt see a date you can work wit h be sure and call Alexander to see if a course will be scheduled at a time and place more convenient for you

WACO INFO NEEDED

Andy Ha nnul a sent us a copy of an original invoice from the Waco Aircraft Co with a list of parts that wou ld lead you to believe someone had damaged a few parts of a Waco YKS-7 in some sort of accident Included on the list were a new lower right wing ($247) and a ileron ($4675) a new wood Hartzell prop ($107) and a new landing gear Also included were various pieces of hardware and a

ga llon of G unmetal grey dope ($4) This pa rticular YKS-7 SIN 4551 NC17452 is be ing researc hed by A ndy for a frie nd who use d to own t he a irp lane Go r dy Newstrom of Gra nd R apids MI If yo u have any info rmation about this airplane co ntact A ndy at P O Box 303 Grand Rapids MI 55744

TYPE CLUB CHANGES AND ADDITIONS

Heres anot her cl ub for o ur annua l Type Club List

Lake Amphibian Flyers Club Bill Goddard Editor 815 N Lake Reedy Blvd

Frostproof FL 33843-9659 813635-3381 Newsletter Bi-Monthly Dues $40 per year ($70 first year includes 300 page book) Add $10 for overseas mail

U nder the heading for the Society of A ir R aci ng H istorians we need to up shydate the person to contact T he gentle shyman hand ling that responsibi li ty for the society is

Herman Schaub SeclTreas Society of Air Racing Historians 168 Marian Lane Berea OH 44017 216234-2301

Cole and Rita Palen pause during a visit to the EAA Museum in Hales Corners WI in 1978

Cole Palen 1925-1993

A name familiar to almost every old airplane enthusiast Cole Palen of Rhinebeck NY passed away December 8 in Del Ray Beach FL He had suffered a stroke this past April but according to Brian Coughlin one of the pilots at the aerodrome he had fully recovered from it We understand Cole was looking forshyward to next year s flying season at Old Rhinebeck Aerodrome

Coles efforts to preserve and fly anshytique aircraft particularly those of the Pishyoneer and WW I era were largely unhershyalded when he first began collecting old airplanes after WW II What do you want that old junk for was often the reshysponse when he asked if some part was available He had the foresight to know that the old junk was priceless and hisshytorical Thanks to his perseverance the generations that have flocked to the Aeroshydrome he built with his own hands out of a rocky farm in the Hudson river valley have been able to still hear fee l and smell the early days of aviation Some came to recall the olden days and others to exshyperience for the first time the fl ight of an airplane powered by a rotary engine but the crowds of both customers and volunshyteers who headed towards the Aerodrome each spring and summer year after year

were a testament that his dream was a shared one and that many enjoyed relivshying the early days of aviation

Cole was a voracious collector of early aviation artifacts and had amassed a sizshyable collection a large portion of which was on display at the Aerodrome Earlier this year he began work to establish an organization known as the Old Rhinebeck Museum Foundation to take care of the Aerodrome and the new museum building recently added to the collection of sheds and hangars already on the airport

Our condolences are extended to his wife Rita his worldwide circle of friends and the Old Rhinebeck Aerodrome famshyily of friends and volunteers

August Wegner III 1941-1993

AntiqueClassic aviation here in the Midwest suffered a great loss when we learned of the untimely passing of Augie Wegner (EAA 8567 AC 17581) of Franklin WI He passed away November 23 1993 while rehearsing with his music students at the University of Wisconsin Parkside

Augie was an avid enthusiast of Aeronca and Stinson aircraft having reshystored examples of both While in the process of restoring his 11 AC Chief he and his wife Pat started the Aeronca Club as a means of gettingAeronca-nuts toshy

gether so they could share information Later he merged his club into the Nashytional Aeronca Club At his passing Augie was working on the restoration of one of the few remaining pre-war Aeronca Chiefs equipped with sticks instead of a pair of control wheels His gorgeous Stinshyson 108 restored over 10 years ago now is still looking as though it has just been rolled out for its first flight

While well known in Stinson and Aeronca circles Augies other life outshyside of aviation was not as well known alshythough it certainly could have been An accomplished musician he was a music professor at UW-Parkside where he taught music theory and composition Music was a big portion of his life and he was quite adept at its many facets His imshypact on his pupils was quite evident in the words and music offered by them at a memorial service held at the universityS performing arts center Obviously he was a man they would remember for the rest of their lives Our condolences to his wife Pat their children and his many friends and acquaintances throughout the counshytry

The family has asked that any donashytions be sent to UW-Parkside to establish a scholarship in Augies name The adshydress is

UW-Parkside ATIN Jim Mc KeevershyMusic Dept900 Wood Rd Box 2000 Kenosha WI 53141

One of sport aviations nicest citizens August Wegner III and his restored Stinson 108

VINTAGE AIRPLANE 3

Notes

From Doug Combs we have this Lusshycombe Foundation update from his

mailing dated November 1993

As this issue (Luscombe Foundation Update) was going to press the FAA called and said that an east coast FAA office had inquired as to Luscombe sershyvice difficulties related to intergranular corrosion in the wing spars As the Lusshycombe TC holders the Don Luscombe Aviation History Foundation (DLAHF) is required by FAA to respond and take some action on the problem as they pershyceive it We acknowledged that there were a few (less than 20) known difficulshyties of this nature and that we had plans for a future servicebulletin to investishygate this further We pointed out that both Jack Norris and Gar Williams had been working on the problemhistorysoshylution The FAA asked (that) we move forward quickly so we are now very busy investigating the issue User input is needed IN WRITING DLAHF beshylieves that this corrosion difficulty has been limited to post war metal wings rear spars only Please help us confirm or deny this service history

If you are an A amp P or an owner that has had some experience with this corroshysion please drop us a line If at all posshysible please include the AC registrashytion AC serial number wing type and wing serial number (located on the top of the butt spar at wing root) DLAHF is developing an approved inspection kit which should be installed in metal wings to provide inspection access to look for corrosion (Luscombe Service Recomshymendation 2 Dec 1993) Luscombe owner co-operation is greatly apprecishyated and encouraged You can send your information to DLAHF PO Box 63581 Phoenix AZ 85082-3581

From the Waco Pilotshyedited by Ray Brandly

Curtiss-Reed propellers The most popular propeller ever used by the Waco Aircraft Company was the Curtiss-Reed fixed-pitch propeller Tests have proven this propeller to be superior in engine cooling smoothness of operation and in obtaining desired performance Curtissshy

4 JANUARY 1994

by Norm Petersen

Reed propellers were extensively used on the following Wacos

YOC 99 X 81 pitch AVN-8 99 X 84 pitch YKS-6 99 X 78 pitch ZGC-8 99 X 84 pitch ZKS-6 99 X 81 pitch ZGC-7 99 X 84 pitch ZPF-6 99 X 73 pitch ZKS-7 99 X 84 pitch ZQC-6 99 X 84 pitch VKS-7 99 X 73 pitch ZVN-8 102 X 78 pitch UPF-7 96 X 71 pitch

Vibration tests made jointly by Waco Aircraft and the Curtiss Propeller Divishysion of Curtiss-Wright have determined an ideal setting for the 55501 metal proshypeller on your Waco to give the smoothest operation

This setting is 45 degrees ahead of the marked spline on the crankshaft You will find in one of the channels between two splines at the outboard end of the splined area an 0 stamped in the spline depression Propeller should be placed on the crankshaft so that its open spline stands at the 45 degree angle ahead of the 0 in the direction of rotashytion

From the International 180185 Club Inc - Buz Landry Pres

Vacuum Systems Can Be Vexing Problems - FYI from the FAA

Airplane instrument systems are the heart of an aircraft monitoring the airshycraft and alerting the pilot to danger signs Instrument systems which fail can be life-threatening and even fatal

The following is an article reprinted from FAAs General Aviation Airworshythiness ALERTS No 121 (August 1988) which could be of importance to you

Numerous articles have been written regarding instrument failures

After receiving an in-depth letter

from a repair station in Ohio we felt obshyligated to print another opinion on vacshyuum system failures This manager of an instrument (shop) with almost 30 years experience working on aircraft instrushyments has some worthwhile suggestions and theories regarding vacuum system failures

In a previous Airworthiness Alert a submitter suggested installing an in-line filter to the vacuum system as a possible corrective action

This submitter states that is (only) a quick fix and that past experience shows you can put an adverse effect on the pump itself by doing this According to engineers any extra restriction put into the system could cut down on the life of the pump and flow efficiency The theshyory is any restriction at a Line in Line filter or standard AN hardware can cause flow restrictions and cut down pump life

They recommend that only specially designed free now fittings be used in the entire system The main problem in his opinion is poor pump design and imshyproper installation

In his personal opinion and from alshymost 30 years in the instrument and airshycraft business the problems are as folshylows

a To address consumers complaints of oil on the belly of the aircraft they ny the manufacturer designed a dry vacuum pump the submitter thinks it was not properly designed and efficiency was marginal with respect to now capabilities that were needed to run the systems To aid the flow problem the submitter says they designed a new type fitting to cut down on restriction and help air nowing through the system

b The aircraft manufacturers seeing we now had no oil blow on board from the dry pumps quit installing the overshyboard vent line They felt there was no need to have one because no oil was coming from the pump

c Due to the fact that the vacuum pump is not vented over board and is vented into the engine compartment we have generated two problems Due to ram air pressure in flight we have a slight pressurization in the engine comshypartment causing back pressure on the pump and cutting down on its life acshycording to engineers When the pumps

vanes fail we now have a dir ec t line from the pump vent to the instruments with no restriction The ram a ir blows all particles from the vanes into the inshystruments causing carbon contamination and shortening gyro life

d The instrument manufacture rs left the vacuum outlet open and unrestricted to the system (no filter) because with the wet pump all contaminants we re vented over board The first and immeshydiate solution is to install a tube from the vent tube using a section of hose (Aeroshyquip 306 or e quivale nt) two hose clamps and a piece of aluminum tubing with an Adel cl a mp holdin g it rigid With the end cut at an angle creating a slight vacuum with the air flow from ram air (see draw ing) this will relieve the back pressure on the pump and increase pump life It will get rid of the carbon particles if th e pump blows saving the instruments from harm It will a lso aid in helping the pumps efficiency

From the International Aeronca Association - by Buzz Wagner

In the last coup le years there have been severa l accidents usually fa tal where an ai rplane was worked on or asshysembled after repair with the ailero ns hooked up backwards On takeoff the pilot evidentially was not quick enough to realize what was happe ning and as a wing dropped kept feeding in the wrong ai leron and crashed Apparently the inshystructors have quit teaching pilots to check the controls before takeoff I even know of a couple L-3 s that were asse mshybled using TA wings and what do yo u know the ai lerons work backwards on tha t switch There have been ot hers shysome Cessnas and some business planes Now comes one to top them all The Mainliner reports that in Alberta an imshyported DHC-3 was removed from crates

assembled by licensed mechanics and test flown by the owner an experienced pilot who was killed along with his mechanic Another mechanic survived It turned out the aileron and ba lance cables were crossed when hooked up and would you be lieve - left aileron resulted in BOTH ailerons going down - and right a il e ron made them both go up This guy didn t have a ch ance With ones hook ed up backwards he mi ght have been quick and sharp enough to reverse their trainshying and get it back on the ground

Im not saying I wont screw up some day but I was taught to check and doushyble check and never be lieve anyone After run-up and before takeoff my standa rd practice (even if no one has touched o r worked o n the plane and I have just flown it an hour ago) is to check the controls for free movement and corshyrect movement

TRY THIS BEFORE TAKEOFF- shyLook Le ft-Mov e stick OR roll whee l left- that ai leron WILL BE UP Look right-Move stick OR roll wheel to right-that ai leron will be up Look Back-Move stick or wheel backshy-Elevator will be up Look Back-Push left rudder-Rudder will be to left Look Back-Push right rudder- Rudder will be to right (Pre tty simple - but it might save yo ur life)

From the Fairchild Flyer shyedited by John Berendt

Jim Martin of South Bend IN adds a Technical Topic e ntitl e d The St rap With a T housand Uses It s a multi shypurpose product ca lled Wraplock (a product weve used to hold the wood to the top of the PT fuselage) Wraplock will tie anything that can be tied with a

Attach to vent tube

or equivalent

Aluminum Tube shyAttach to engine----- mount or airframe IAW AlC 4313-2

Hose Clamps (2 ea)

clamp it will make any size clamp and it will conform to any shape Wraplock the tie th at binds is made of stainless or galvanized steel and comes in 100 packages of varied width s A ratche t wrench for installation and 100 steel buckles are included in the package with th e instructions Contact th e company directly for prices and de livery The Hanler Corporation 37 North Bond Street Mount Vernon NY 10550 - (914shy688-6091)

American Navion Society shyHugh Smith Editor

Navion Maintenance Tips Factors That Contribute to

Spark Plug Fouling

Laboratory tests conducted by a mashyjor oil company have revealed that the following six operating variab les conshytributed to spark plug fouling in aircraft engines using todays aviation fuels

1 Excessively rich mixture at idle speed

2 Extremely lean mixture at cruise 3 Abnormally low cylinder temperashy

tures 4 Large spark plug gap 5 Abnormally low carburetor air

temperature 6 Excessive oil pumping

It has been found that a irplanes enshygaged in types of operation requiring frequent landings and takeoffs are more susceptible to spark plug fouling This is probably due to the increase in engi ne idle time usually connected with thi s type of operation

From the BellancaChampion Newsletter

First Solo - Uses Triple Tail

Jan and Kay Gerstner (Cruisemaster Editor) are proud to announce that their son Michae l did on hi s 16th birthday May 29 1993 pe rform his first solo in a Bellanca 14-19 Cruisemaster N6553N (2005) a t Hart ford WI (HXF) Michael has been flying this plane since he was 3 years old He was instructed by hi s father me anytime [ co uld get the controls away from him

Near perfect weather graced the event which was witnessed by his brothshyers his perfectly calm parents his beamshying grandpare nts and an assortment of kibitizing resident airport bums The latshyter publicly scored each landing

The Gerstner s will be pleased to show the video of the event over and over and over again

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

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AS CHARITABLE CONTRIBUTIONS

Notes

From Doug Combs we have this Lusshycombe Foundation update from his

mailing dated November 1993

As this issue (Luscombe Foundation Update) was going to press the FAA called and said that an east coast FAA office had inquired as to Luscombe sershyvice difficulties related to intergranular corrosion in the wing spars As the Lusshycombe TC holders the Don Luscombe Aviation History Foundation (DLAHF) is required by FAA to respond and take some action on the problem as they pershyceive it We acknowledged that there were a few (less than 20) known difficulshyties of this nature and that we had plans for a future servicebulletin to investishygate this further We pointed out that both Jack Norris and Gar Williams had been working on the problemhistorysoshylution The FAA asked (that) we move forward quickly so we are now very busy investigating the issue User input is needed IN WRITING DLAHF beshylieves that this corrosion difficulty has been limited to post war metal wings rear spars only Please help us confirm or deny this service history

If you are an A amp P or an owner that has had some experience with this corroshysion please drop us a line If at all posshysible please include the AC registrashytion AC serial number wing type and wing serial number (located on the top of the butt spar at wing root) DLAHF is developing an approved inspection kit which should be installed in metal wings to provide inspection access to look for corrosion (Luscombe Service Recomshymendation 2 Dec 1993) Luscombe owner co-operation is greatly apprecishyated and encouraged You can send your information to DLAHF PO Box 63581 Phoenix AZ 85082-3581

From the Waco Pilotshyedited by Ray Brandly

Curtiss-Reed propellers The most popular propeller ever used by the Waco Aircraft Company was the Curtiss-Reed fixed-pitch propeller Tests have proven this propeller to be superior in engine cooling smoothness of operation and in obtaining desired performance Curtissshy

4 JANUARY 1994

by Norm Petersen

Reed propellers were extensively used on the following Wacos

YOC 99 X 81 pitch AVN-8 99 X 84 pitch YKS-6 99 X 78 pitch ZGC-8 99 X 84 pitch ZKS-6 99 X 81 pitch ZGC-7 99 X 84 pitch ZPF-6 99 X 73 pitch ZKS-7 99 X 84 pitch ZQC-6 99 X 84 pitch VKS-7 99 X 73 pitch ZVN-8 102 X 78 pitch UPF-7 96 X 71 pitch

Vibration tests made jointly by Waco Aircraft and the Curtiss Propeller Divishysion of Curtiss-Wright have determined an ideal setting for the 55501 metal proshypeller on your Waco to give the smoothest operation

This setting is 45 degrees ahead of the marked spline on the crankshaft You will find in one of the channels between two splines at the outboard end of the splined area an 0 stamped in the spline depression Propeller should be placed on the crankshaft so that its open spline stands at the 45 degree angle ahead of the 0 in the direction of rotashytion

From the International 180185 Club Inc - Buz Landry Pres

Vacuum Systems Can Be Vexing Problems - FYI from the FAA

Airplane instrument systems are the heart of an aircraft monitoring the airshycraft and alerting the pilot to danger signs Instrument systems which fail can be life-threatening and even fatal

The following is an article reprinted from FAAs General Aviation Airworshythiness ALERTS No 121 (August 1988) which could be of importance to you

Numerous articles have been written regarding instrument failures

After receiving an in-depth letter

from a repair station in Ohio we felt obshyligated to print another opinion on vacshyuum system failures This manager of an instrument (shop) with almost 30 years experience working on aircraft instrushyments has some worthwhile suggestions and theories regarding vacuum system failures

In a previous Airworthiness Alert a submitter suggested installing an in-line filter to the vacuum system as a possible corrective action

This submitter states that is (only) a quick fix and that past experience shows you can put an adverse effect on the pump itself by doing this According to engineers any extra restriction put into the system could cut down on the life of the pump and flow efficiency The theshyory is any restriction at a Line in Line filter or standard AN hardware can cause flow restrictions and cut down pump life

They recommend that only specially designed free now fittings be used in the entire system The main problem in his opinion is poor pump design and imshyproper installation

In his personal opinion and from alshymost 30 years in the instrument and airshycraft business the problems are as folshylows

a To address consumers complaints of oil on the belly of the aircraft they ny the manufacturer designed a dry vacuum pump the submitter thinks it was not properly designed and efficiency was marginal with respect to now capabilities that were needed to run the systems To aid the flow problem the submitter says they designed a new type fitting to cut down on restriction and help air nowing through the system

b The aircraft manufacturers seeing we now had no oil blow on board from the dry pumps quit installing the overshyboard vent line They felt there was no need to have one because no oil was coming from the pump

c Due to the fact that the vacuum pump is not vented over board and is vented into the engine compartment we have generated two problems Due to ram air pressure in flight we have a slight pressurization in the engine comshypartment causing back pressure on the pump and cutting down on its life acshycording to engineers When the pumps

vanes fail we now have a dir ec t line from the pump vent to the instruments with no restriction The ram a ir blows all particles from the vanes into the inshystruments causing carbon contamination and shortening gyro life

d The instrument manufacture rs left the vacuum outlet open and unrestricted to the system (no filter) because with the wet pump all contaminants we re vented over board The first and immeshydiate solution is to install a tube from the vent tube using a section of hose (Aeroshyquip 306 or e quivale nt) two hose clamps and a piece of aluminum tubing with an Adel cl a mp holdin g it rigid With the end cut at an angle creating a slight vacuum with the air flow from ram air (see draw ing) this will relieve the back pressure on the pump and increase pump life It will get rid of the carbon particles if th e pump blows saving the instruments from harm It will a lso aid in helping the pumps efficiency

From the International Aeronca Association - by Buzz Wagner

In the last coup le years there have been severa l accidents usually fa tal where an ai rplane was worked on or asshysembled after repair with the ailero ns hooked up backwards On takeoff the pilot evidentially was not quick enough to realize what was happe ning and as a wing dropped kept feeding in the wrong ai leron and crashed Apparently the inshystructors have quit teaching pilots to check the controls before takeoff I even know of a couple L-3 s that were asse mshybled using TA wings and what do yo u know the ai lerons work backwards on tha t switch There have been ot hers shysome Cessnas and some business planes Now comes one to top them all The Mainliner reports that in Alberta an imshyported DHC-3 was removed from crates

assembled by licensed mechanics and test flown by the owner an experienced pilot who was killed along with his mechanic Another mechanic survived It turned out the aileron and ba lance cables were crossed when hooked up and would you be lieve - left aileron resulted in BOTH ailerons going down - and right a il e ron made them both go up This guy didn t have a ch ance With ones hook ed up backwards he mi ght have been quick and sharp enough to reverse their trainshying and get it back on the ground

Im not saying I wont screw up some day but I was taught to check and doushyble check and never be lieve anyone After run-up and before takeoff my standa rd practice (even if no one has touched o r worked o n the plane and I have just flown it an hour ago) is to check the controls for free movement and corshyrect movement

TRY THIS BEFORE TAKEOFF- shyLook Le ft-Mov e stick OR roll whee l left- that ai leron WILL BE UP Look right-Move stick OR roll wheel to right-that ai leron will be up Look Back-Move stick or wheel backshy-Elevator will be up Look Back-Push left rudder-Rudder will be to left Look Back-Push right rudder- Rudder will be to right (Pre tty simple - but it might save yo ur life)

From the Fairchild Flyer shyedited by John Berendt

Jim Martin of South Bend IN adds a Technical Topic e ntitl e d The St rap With a T housand Uses It s a multi shypurpose product ca lled Wraplock (a product weve used to hold the wood to the top of the PT fuselage) Wraplock will tie anything that can be tied with a

Attach to vent tube

or equivalent

Aluminum Tube shyAttach to engine----- mount or airframe IAW AlC 4313-2

Hose Clamps (2 ea)

clamp it will make any size clamp and it will conform to any shape Wraplock the tie th at binds is made of stainless or galvanized steel and comes in 100 packages of varied width s A ratche t wrench for installation and 100 steel buckles are included in the package with th e instructions Contact th e company directly for prices and de livery The Hanler Corporation 37 North Bond Street Mount Vernon NY 10550 - (914shy688-6091)

American Navion Society shyHugh Smith Editor

Navion Maintenance Tips Factors That Contribute to

Spark Plug Fouling

Laboratory tests conducted by a mashyjor oil company have revealed that the following six operating variab les conshytributed to spark plug fouling in aircraft engines using todays aviation fuels

1 Excessively rich mixture at idle speed

2 Extremely lean mixture at cruise 3 Abnormally low cylinder temperashy

tures 4 Large spark plug gap 5 Abnormally low carburetor air

temperature 6 Excessive oil pumping

It has been found that a irplanes enshygaged in types of operation requiring frequent landings and takeoffs are more susceptible to spark plug fouling This is probably due to the increase in engi ne idle time usually connected with thi s type of operation

From the BellancaChampion Newsletter

First Solo - Uses Triple Tail

Jan and Kay Gerstner (Cruisemaster Editor) are proud to announce that their son Michae l did on hi s 16th birthday May 29 1993 pe rform his first solo in a Bellanca 14-19 Cruisemaster N6553N (2005) a t Hart ford WI (HXF) Michael has been flying this plane since he was 3 years old He was instructed by hi s father me anytime [ co uld get the controls away from him

Near perfect weather graced the event which was witnessed by his brothshyers his perfectly calm parents his beamshying grandpare nts and an assortment of kibitizing resident airport bums The latshyter publicly scored each landing

The Gerstner s will be pleased to show the video of the event over and over and over again

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

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ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

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AS CHARITABLE CONTRIBUTIONS

vanes fail we now have a dir ec t line from the pump vent to the instruments with no restriction The ram a ir blows all particles from the vanes into the inshystruments causing carbon contamination and shortening gyro life

d The instrument manufacture rs left the vacuum outlet open and unrestricted to the system (no filter) because with the wet pump all contaminants we re vented over board The first and immeshydiate solution is to install a tube from the vent tube using a section of hose (Aeroshyquip 306 or e quivale nt) two hose clamps and a piece of aluminum tubing with an Adel cl a mp holdin g it rigid With the end cut at an angle creating a slight vacuum with the air flow from ram air (see draw ing) this will relieve the back pressure on the pump and increase pump life It will get rid of the carbon particles if th e pump blows saving the instruments from harm It will a lso aid in helping the pumps efficiency

From the International Aeronca Association - by Buzz Wagner

In the last coup le years there have been severa l accidents usually fa tal where an ai rplane was worked on or asshysembled after repair with the ailero ns hooked up backwards On takeoff the pilot evidentially was not quick enough to realize what was happe ning and as a wing dropped kept feeding in the wrong ai leron and crashed Apparently the inshystructors have quit teaching pilots to check the controls before takeoff I even know of a couple L-3 s that were asse mshybled using TA wings and what do yo u know the ai lerons work backwards on tha t switch There have been ot hers shysome Cessnas and some business planes Now comes one to top them all The Mainliner reports that in Alberta an imshyported DHC-3 was removed from crates

assembled by licensed mechanics and test flown by the owner an experienced pilot who was killed along with his mechanic Another mechanic survived It turned out the aileron and ba lance cables were crossed when hooked up and would you be lieve - left aileron resulted in BOTH ailerons going down - and right a il e ron made them both go up This guy didn t have a ch ance With ones hook ed up backwards he mi ght have been quick and sharp enough to reverse their trainshying and get it back on the ground

Im not saying I wont screw up some day but I was taught to check and doushyble check and never be lieve anyone After run-up and before takeoff my standa rd practice (even if no one has touched o r worked o n the plane and I have just flown it an hour ago) is to check the controls for free movement and corshyrect movement

TRY THIS BEFORE TAKEOFF- shyLook Le ft-Mov e stick OR roll whee l left- that ai leron WILL BE UP Look right-Move stick OR roll wheel to right-that ai leron will be up Look Back-Move stick or wheel backshy-Elevator will be up Look Back-Push left rudder-Rudder will be to left Look Back-Push right rudder- Rudder will be to right (Pre tty simple - but it might save yo ur life)

From the Fairchild Flyer shyedited by John Berendt

Jim Martin of South Bend IN adds a Technical Topic e ntitl e d The St rap With a T housand Uses It s a multi shypurpose product ca lled Wraplock (a product weve used to hold the wood to the top of the PT fuselage) Wraplock will tie anything that can be tied with a

Attach to vent tube

or equivalent

Aluminum Tube shyAttach to engine----- mount or airframe IAW AlC 4313-2

Hose Clamps (2 ea)

clamp it will make any size clamp and it will conform to any shape Wraplock the tie th at binds is made of stainless or galvanized steel and comes in 100 packages of varied width s A ratche t wrench for installation and 100 steel buckles are included in the package with th e instructions Contact th e company directly for prices and de livery The Hanler Corporation 37 North Bond Street Mount Vernon NY 10550 - (914shy688-6091)

American Navion Society shyHugh Smith Editor

Navion Maintenance Tips Factors That Contribute to

Spark Plug Fouling

Laboratory tests conducted by a mashyjor oil company have revealed that the following six operating variab les conshytributed to spark plug fouling in aircraft engines using todays aviation fuels

1 Excessively rich mixture at idle speed

2 Extremely lean mixture at cruise 3 Abnormally low cylinder temperashy

tures 4 Large spark plug gap 5 Abnormally low carburetor air

temperature 6 Excessive oil pumping

It has been found that a irplanes enshygaged in types of operation requiring frequent landings and takeoffs are more susceptible to spark plug fouling This is probably due to the increase in engi ne idle time usually connected with thi s type of operation

From the BellancaChampion Newsletter

First Solo - Uses Triple Tail

Jan and Kay Gerstner (Cruisemaster Editor) are proud to announce that their son Michae l did on hi s 16th birthday May 29 1993 pe rform his first solo in a Bellanca 14-19 Cruisemaster N6553N (2005) a t Hart ford WI (HXF) Michael has been flying this plane since he was 3 years old He was instructed by hi s father me anytime [ co uld get the controls away from him

Near perfect weather graced the event which was witnessed by his brothshyers his perfectly calm parents his beamshying grandpare nts and an assortment of kibitizing resident airport bums The latshyter publicly scored each landing

The Gerstner s will be pleased to show the video of the event over and over and over again

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

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MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

E 1J C OJ

J )

~ ~~--~~----------~~ EAA OSHKOSH 93

by HG Frautschy

Youre likely to see somebody carrying just about anything at EAA OSHKOSH

6 JANUARY 1994

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner (AC365) of Tamaqua PA

(Right) Our own Norm Petersen spent a few moments with the AnshytiqueClassic portable speaker system to interview Roger Fiennes about his deHaviliand Fox Moth Rogers wonderful sense of humor proved to be a big hit among the crowd who gathered to learn more about the antique British aeroplane

(Above) Things are always hopping in the AntiqueClasshysic Type Club tent Be sure to put it high on your must do list when you come to the Convention

(Left) If you havent gone to the AntiqueClassic picnic before because you werent sure you d know anyone look at this crowd If you still couldnt find anyone you knew make some new friends

VINTAGE AIRPLANE 7

- -- - ~-

(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

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(Right) The Antique judges find t ime from their busy schedules to pose for a group photo They are (back row - I to r) Phil Coulson Bill Johnson Gene Morris Dave Morrow Dave Clark M ike Shaver Bob Kitslaar Mike Kitslaar Dale Gustafson (front row - r to I) Dave Anderson Don Coleman Faye Gustafson Steve Dawson Pete Covington Ace Cannon Bob Wilson and Gene Chase

Bill Roses beautiful Ryan STA is captured by Eric Lundahl as it accelerates for takeoff to parshyticipate in the AntiqueClassic parade of flight

(Left) A good looking 1946 Fairchild 24 powered by a Ranger engine has a familiar feline as its flying mascot Its owned by Marshall and Kathy Friedshyman (AiC 4806) Denver CO

If you stop by this booth near the Red Barn (left) and volunteer whatever time you can spare during the Convention youll be able to stop by and enjoy a sandwich with a drink from the fine ladies in the AntiqueClassic Volunteer center (above) Where is this spot we keep AlC volunteers fed and watered Youll have to volunteer first to find out

8 JANUARY 1994

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

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ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

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EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

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AS CHARITABLE CONTRIBUTIONS

Bonanzas To Oshkosh the sign proclaims and there were many parked on Wittman Field includshying Gary Whittakers (AiC 17605) 1947 model 35 Boshynanza

(Right) Short wing Pipers have been coming out of the woodwork (or should we say steel tubing) lately John Monnett (AiC 18563) of Oshkosh WI who many will recall as the designer of the fine series of Sonerai amateur built airplanes has been busy restoring airplanes as of late This Piper PA-15 restored by John was completed just beshyfore Oshkosh Sharp eyed readers will spot the PA-17 style landing gear with shock absorbers on this PA-15

(Below) Its hard to beat the Grumman G-44 Widgeon for good looks in the amphibian ranks This nice looking exshyample belongs to Charles Greenhill Mettawa IL

When the sun drops below the horizon and campers start heading off to their tents in Showplane camping its hard to fine a more serene location where all is right with the world Tom Harvey of Lockport NY was lucky to have the end spot of one of the rows for his 1946 Aeronca 11AC Chief

VINTAGE AIRPLANE 9

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

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ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

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Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

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AS CHARITABLE CONTRIBUTIONS

WHAT OUK MEMBERS ARE RESTORING -------------------------------------------------------byNorrnPetersen

Bob Lickteigs J-3 Cub

Former AntiqueClassic prexy Robert (Dobby) Lickteig (EAA 71468 AC 2433) of Albert Lea MN has contributed phoshytos of his latest project a 1946 Piper J-3 Cub N6711H SIN 19925 which was reshystored with a Continental C-85-12 comshyplete with electric starter A wind driven alternator located on the landing gear cashybane provides power for the battery which is mounted below the baggage comshypartment The wheels and brakes are

Cleveland with 700 X 6 tires installed The fuel system is an 18-gallon left wing tank with a small header tank making it a front seat solo Cub The on ly demerits we can ascribe to this otherwise beautiful restoration is the white and blue trim paint scheme vs the politically correct yellow and black trim Dobby mainshytains he had a batch of white paint left over from the last project he had to use up

Brian Hodgdons Piper PA-1S-90

These photos of Piper PA-18 Super in August of 1978 and has been fly ing it Cub N8594D SIN 18-6258 were sent in ever since It has 660 SMOH on the Conshyby owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the airshyof Centreville VA Brian reports the Sushy frame With all electrical instruments rashyper Cub is named Shatzi II which folshy dio transponder lora n and stereo lows Shatzi his 1947 PA-ll Cub Speshy cassette it is indeed well equipped Brian cial which is now on the bottom of the expects the airplane to go up for sale beshyCaribbean off the coast of Belize after an fore too long so if interested write him at engine failure in June 1990 He purshy 6321 Old Centrevi ll e Road Centrevi lle chased the PA-J8 which had been rebuilt VA 22020

10 JANUARY 1994

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

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EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

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Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

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EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

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AS CHARITABLE CONTRIBUTIONS

Don Pantones Piper PA-12 Super Cruiser

Purchased new in 1947 by the Spanish Fork Flying Service Spanish Fork Utah this Piper PA-12 Super Cruiser N3505M SIN 12-2353 was used for charter ambushylance training and crop dusting until it was rebuilt and sold in 1960 to a shrimp company in Ogden Utah In 1962 Don Pantone (EAA 410174) of Ogden UT and two friends purchased the PA-12 He

bought out the other two owners in 1964 and then proceeded to recover the wings and install a Lycoming 0-320 of 150 hp and a Hartzell constant-speed propeller (both from a twin Navion) The STC was quite a struggle however after flying 50 hours locally (test area) FAA approval was granted In 1970 a new interior was installed the fuselage was recovered and

Ronan Harveys Tiger Moth

These two neat photos of deHavilland DH-82 Tiger Moths G-ALNA and GshyAGPK were sent in by Ronan Harvey (EAA 396010) of Northants England Ronan s Tiger Moth G-ALNA had crashed in a lake in 1986 from where it was recovered and subsequently restored by Ian Castle of Northhampton England Ian also restored the matching G-AGPK the paint schemes being identical red black and silver (G-ALNA still requires the deHavilland logo on the two main gear hubcaps) This is English sport flyshying at its absolute best

the instrument panel was redone In adshydition Cleveland wheels and brakes were installed Don has enjoyed the PA-12 for years now and has flown as far as Yelshylowknife in the NWT in Canada The PA-12 is presently registered with his three sons as owners so we expect the airshyplane to remain in the family for many many years

Bill Ewertz and his Aeronca C-3

This photo was sent in by ownerreshystorer Bill Ewertz (EAA 42278 AC 7005) of Sonoma Ca lifornia The 1931 Aeronca C-3 NC16549 SIN 690 was reshystored to original condition including the Aeronca E-l13 two-cylinder engine Bill says the little two-placer is for sa le or trade with information ava ilable at 707shy938-1465 after 6 pm

Bill finished the rebuild of an Arrow Sport F in 1991 that is now in an Oakland CA air museum

VINTAGE AIRPLANE 11

This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

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This photo of Stinson 108 N8871K SIN 108-1871 was contributed by owner Marc Dunbar (EAA 337583) of Rocklin CA When Marc bought the Stinson in 1986 he had about 60 hours in his logshybook and 40 minutes of taildragger expeshyrience Heading home with his new purshychase Marc attempted his first landing

and came within an eyelash of losing the airplane His recommendation Get more tailwheel time before going solo The Stinson was restored with the Superflite process new glass was installed new inteshyrior and new seats The result was a first class airplane which has been to Oshkosh several times Note the polished proshy

peller and spinner the chromed venturis and entrance steps Marc has flown the pretty burgundy and white Stinson about 700 (enjoyable) hours to date

Mark Evans Taylorcraft BL-65

This pretty Taylorcraft BL-65 N27461 SIN 2103 was restored by Mark Evans (EAA 265823 A C 19188) of Traverse City MI The prime basket case reshyquired nearly five years of work to go from bare fuseshylage to the finished airplane In the process the TshyCraft was converted to an A65 Continental which would make the airplane a BC-65 Other features inshyclude swing-out cabin windows and a wooden proshypeller The large round control wheels of the 1940 models are retained along with the flipper trim tabs under the tail surfaces These pre-war Taylorcrafts are noticeably lighter in weight that the post-war models and performance is rather spritely to say the least

Mick Jacksons Piper PA-24 Comanche

Posing in front of his Piper PA-24-180 Comanche N5639P SIN 24-709 is Mick Jackson (EAA 435446) of Cody Wyoming Recently retired from corposhyrate flying Mick looks forward to upgradshying the nice looking Comanche with some instrument panel work Mick is a new member of Cody Wyomings EAA Chapshyter 713 (hangar in background) and being an A amp P is in position to render some excellen t help His 1959 180 Comanche is one of 287 180s remaining on the FAA register There are 3309 Comanches of all types on the register

12 JANUARY 1994

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

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AS CHARITABLE CONTRIBUTIONS

Carl Schuppel

W ho among us doesn t reshymember the first time they saw a Cessna 31 O Even today when you see a 310 it s hard to

imagine an airplane of its type being used as a purely pleasure airplane - most folks who care for and feed a twin-engine airshyplane like a 310 tend to use it in connecshytion with a business and then get to use it for a pleasure trip as an added bonus

Art Bastian (EAA 225040 AIC 8368) and his wife Patty have just completed the restoration of one of these Cessna busishyness tools a 1956 white turquoise and black Cessna 310 Judged the Reserve Grand Champion Contemporary at EAA OSHKOSH 93 the bright 6-place twin is based in northern New Jersey at Sussex Airport

Art Bastian was a typical youngster with a touch of the aviation bug in him - he built models and always loved airplanes but he was afraid of heights Still his love for even the idea of flight still had a strong hold on him and he eventually was able to come to grips with his concerns about heights by flying He earned his license in 1983 Like many of us earning his wings had to be done the hard way by selling this and that and earning a few more dolshylars to finance the entire program

By HG Frautschy

Art and Patty Bastian

One of his friends Bruno Ferretti (EAA 372303 AIC 16400) had a Starshyduster and it caught Art s eye At that time he was involved in the restoration of Chevrolet Corvettes so he sold one of his cars to finance his first airplane purchase While he was learning to fly in a Cherokee 140 with instructor Norman Caswell he bought Brunos Starduster

I used to go up there (to Sussex Airshyport) at five in the morning and taxi back and forth get the tail up and put it down I just kept practicing Art recalled

He eventually became comfortable in the biplane and flew it for a couple hunshydred hours including a trip of Oshkosh in 1984 to attend the EAA Convention The next year 1985 saw him touring around the United States in the Starduster

Aerobatic biplanes were one of his fashyvorites - he had one of his earliest flight experiences in a Pitts S-2 flown by Fred Wilner at Sussex Airport Even after reshyturning with a slightly queasy stomach he

pound decided he really enjoyed the flight and Mwanted more Being afraid of heights ~ didn t seem to matter anymore o As a youngster Art also was interested i in all things mechanical including cars

and hot rods in particular As he matured he learned how to restore cars build race car engines and started selling wholesale

VINTAGE AIRPLANE 13

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

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AS CHARITABLE CONTRIBUTIONS

parts He later owned his own business restoring Rolls-Royces () and building race car chassis He owned the business for 17 years before selling it and changing careers The contacts he made while in business would help him when the restorashytion of the 310 started

The Cessna 310 was not the first twin built by the Wichita company not by a long shot (Remember the T-50 series and its variants) But it was the comshypanys first venture into an all metal twin and the first put into production by the company after WW II Across the counshytry in Lock Haven Cessnas competitor Piper was hard at work on their twin the PA-23 Apache Both aircraft received their Type Certificates within a month of each other - the Piper on February 2 1954 and the Cessna 310 the next month

14 JANUARY 1994

But they really were airplanes looking at two different segments of the market The 310 was geared towards the business owner and the Apache as a lower cost twin engine trainer (The Apache cost about 25 percent less than the 310) Even with its straight tail and round tip tanks the 310 was like nothing else in the sky in the fifties - it could zip along at 220 mph and climb to 20000 feet Of course one cant write about the airplane without reshymembering one of the airplanes that filled the screen From out of the Westshyern Sky on your Dumont television set Sky Kings Songbird II a 1958 310 B the successor to Uncle Skys Cessna Bobshycat

A twin appeared in Art Bastians life when he and a couple of partners Bruno Ferretti and Victor Sardella decided to

go in on a twin together earn their ratshyings and then enjoy the comforts of twin engine flying A flyable 310 owned by George Papovitch of Terrytown NY was purchased with each of the partners chipping in five thousand Later Bruno and Victor decided they did not wish to be in on the twin s ownership Art took out a loan and bought his partners out He went to work on his instrument ratshying along with hi s commercial in the 310 He also bought a Piper J-3 Cub to enjoy and flew it on a long cross-counshytry to EAA OSHKOSH 87 With the 310 all to himself the cost of twin ownshyership was becoming all too apparent to Art so when an old friend from the hot rod business Darryl Haggerty wanted to do some flying and was willing to share some expenses Art was more than

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

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MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

pleased to bring him into the fold While flying the airplane a running

restoration was started The paint was stripped off starting in 1990 and the rest of the airplane began to get a going over After stripping the paint each area had to be gone over with a Scotchbritereg pad and etched followed by a thorough cleanshying with water Art flew it to EAA OSHKOSH 91 with the airplane in the buff where it was parked in the transhysient aircraft parking section He was sure it was quite a sight as it sat without paint and towels that needed drying draped over the propeller blades

At about the same time Arts busishyness life changed - he sold his company and went to work at Condit Ford in Newshyton NJ His partner Darryl decided to move to Virginia so Art was again withshy

out a partner His personal life took a different tack also - he ran into a lady who he knew from the body shop busishyness Patty had run a body shop and as time went along they became close and eventually were married

1991 saw less and less work done on the Cessna Time and money were a bit tighter so flying and the 310 took a back seat for a time A check was made of the engines on the Cessna and what was found was not encouraging - out of the 12 cylinders on the engines six had broken rings The rings had broken due to exshycess wear in the piston ring grooves alshylowing the rings to chatter as each piston moved up and down in its cylinder Art started to pull the engines planning a complete overhaul on the pair of ContishynentaI0-470-Bs

The next year saw priorities change again - early in the year Patty was not feeling too well and was diagnosed with a serious illness that required immediate attention keeping her sidelined for the rest of the year Art also needed some medical attention but by the end of 1992 both he and Patty were well on the road to recovery Sitting on the cold ramp in its tied own Art could see his twin Cessna looking less and less like the airplane he enjoyed flying

1993 would be a much better year The cylinders were all off and in a warm (relatively speaking) hangar and so work began By the 4th of April the airshyplane sat outside with no engines no conshytrols and with the interior still left to be removed and replaced Earlier Art thought the airplane might be repainted

VINTAGE AIRPLANE 15

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

in time for Oshkosh but looking at it that April he began to have second thoughts

Patty was also feeling a lot better and began to help on the project making new engine baffles helping tap out some of the sheet metal dings and dents and later as the rebuild would get closer to completion she refinished the entire inshystrument panel with black crinkle finish paint The work accelerated as Art and Patty brought others into the project Tom Lord who was Arts body shop manager was tasked with the formidable job of painting the airplane Joe Oshinshyski of Engine Aids did the work on the engine cylinders Steve Decker who ran the machine shop at Arts old business helped with the engine overhaul under the watchful eye of AampPs Bill Clark Arnold Witherill and Paul Styger the owner of Sussex airport Carol Behr who runs the office there at the airport was also a big help in the project Art

16 JANUARY 1994

pointed out that they were all instrumenshytal in getting the 35-year-old Cessna back in airworthy condition

Larry Ball (EAA 272089) of the Twin Cessna Flyer was able to supply Art with good copies of the original color scheme of the 56 310 so that using a pair of vernier calipers he was able to work up a set of guidelines for Tom Lord to apply the white turquoise black and gold trim to the 310 With the engines finished and the airframe going back together Art and his crew replaced every part they thought needed attention New wiring new rubshyber seals and anything else that caught their eye was renewed The heater was reshybuilt and with the extra cash available afshyter refinancing his home the Cessna proshyject began to move into high gear

Tom Lord had a lot of work in front of him as he tackled the paint job The paint was something familiar to he and Art as one they had used during the restoration

of Rolls-Royce automobiles Used by the Rolls factory the finish is a German-made polyurethane enamel called Glasuret that comes in a wide range of colors Afshyter having spent so long in the prep ork on the airplane Art wanted a finish that would last as long as possible

The CESSNA decals on the wingtip fuel tanks were a rare find from the shelves at Miller Aviation The only missing deshytails that Art has been unable to locate so far are the trim emblems used on the conshytrol yokes and the crown emblems mounted on the sides of the fuselage Art and Tom had additional help with the final details and trim - Billy Zega was there to finish off the delicate work You can imagshyine the amount of taping and masking that had to happen to reproduce the color scheme you see on the Cessna and Rich DeVries was a big help in that regard

(Continued on page 29)

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

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AS CHARITABLE CONTRIBUTIONS

--

Carl Schuppel

(Above) The Bastians 1956 Cessna 310 banks away towards New Jersey after the photo shoot with EAA When it first was introduced to the flying public in 1954 the 310 was billed as a sleek transport for the flying executive or businessman

(Below) Resting on the flightline at EAA OSHKOSH 93 the bright turquoise color scheme really stood out among the Contemporary airplanes

VINTAGE AIRPLANE 17

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

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AS CHARITABLE CONTRIBUTIONS

by Norm Petersen

Jerry was born in Quanah Texas just below the Oklahoma border and grew up there building model airplanes in his spare time - most of which crashed he says Afshyter high school he spent his college years at Texas Tech in Lubbock majoring in Anshyimal Husbandry It was during this time that he took a few lessons from instructor Emmett Morris who promptly sent him out on a solo flight in the J-3 Cub after three hours of instruction Jerry says the flight went well until he did a rather sharp pull-up and smoke billowed out of the C-85 engine He was just barely able to land the airplane by hanging his head out of the upshyper door to see around the smoke Apparshy

20 JANUARY 1994

ently leaking oil had fallen on the exhaust pipes

During the next ten years Jerry fooled around with a Taylorcraft and a Student lishycense but didnt get serious about flying until 1964 when he bought a Cessna 180 and earned his Private license He flew the 180 for a spell and then traded for a Cessna 195 that had spent its first three years with the State of New Mexico doing high altishytude mapping This big round-engined machine was followed by a Stinson 108 which was flown for a while and then replaced with a Stinson 108-2 The latter mashy

chine was in dire need of a great deal of help so Jerry tore

it down and commenced a total rebuild The experience was worth all the tea in China as Jerry flew it to the National Stinson Cl ub convention in 1981 and ran off with the Best of Series award

The following year 1982 was not a parshyticularly good one for Jerry R oss as he went through a divorce and sold the awardshywinning Stinson 108-2 His three children all made it through co ll ege and are now gainfully employed As Jerry says I exshyplained to them they had better get a good education or they would really be in trouble

By 1985 he had married a lovely lady named Sandra and together they decided to purchase a Piper Cherokee 140 To make matters even better Sandra took

lessons learned to fly and earned her Prishyvate license They put over 400 hours on the Cherokee majored the Lycoming enshygine and then ran it another 600 plus hours As Jerry says We covered a lot of terrishytory

Shopping around for something a little faster in the summer of 92 Jerry stumbled on to a Piper Comanche that a dealer in Lees Summit MO had in stock It had been owned by a gentleman for twenty years who had flown it a couple of thoushysand hours In 1986 he majored the enshygine - and then suffered a stroke After the Comanche sat in the hangar for a few years he tried flying it one day and on landing the Comanche ate a fence post with the wing and a lawn chair with the prop Thats when the dealer bought it

Jerry checked it over closely as the dealer explained that he had fixed the proshypeller however the wing still needed work A ferry permit was obtained and Jerry bought the Comanche and flew it home to Weatherford OK The fun beshygan

With only 55 hours on the engine it ran beautifully however about everything else needed work The Piper Comanche came in three models the Custom Super Custom and the Piper Autoflite which had all the goodies plus the Autoflite auto-pishylot (built by Mitchell) Jerry s machine is the A utoflite - and it didn t work either He took the unit over to Autopilot Central in Tulsa OK and had it overhauled (they have a good stock of parts) It now works like a charm

(Continued on page 25)

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

D G

by Bill Claxon (AIC 17837)

We of th e EAA AntiqueClassic Division and others who fly the o lder ai rpl a nes are face d with

many problems Finding pa rt s to keep them flying or finding the almost nonexisshytent fuels our engines were designed to run on can be a challenge

Many of these engi nes were designed to use 8087 octane fuel while others were designed to use 73 octane or 91 ocshytane aviation ( A V) gas We a re now faced with the fact that 73 and 91 octane A V fuel is virtually a thing of the past and that it is difficult or not economically feashysible for many of the FBOs to provide the 80 octane fuel we need for the older enshygin es Despite th e nam e the 100LL (Low-Lead) fuel ava ilable has four (4) times the TEL (tetraethyllead) as the 80 octane This has given rise to much more lead fouling of our engines especially the spark plugs The current outlook is it is going to get worse in the future We may not be able to eliminate th e use of so much lead in th ese fuels but we can greatly reduce th e effects of the higher lead content

I have gleaned some ways of doing this from a recent course at the Lycoming sershyvice school from articles contained in the Lycoming Flyers Champion Spark Plug

serv ice materials severa l maintenance journals and my many years of experience as a mechanic and instructor Some of the ways to combat this problem include proper ground operations good fuel manshyagement and some minor mai nte nance procedures These procedures produce beneficial effects such as reduced tendenshycies of valve stick ing prolonged TBO reshyduced spark plug fouling and lower opershyating costs

These highly leaded fuels a re blended with bromide scavenge rs in the TEL When these bromide scavengers are fully activated they dispose of th e lead with the combustion gasses in the exhaust cyshycle It requires a temperature of 900 deshygrees Fahrenheit on the spark plug nose insulator to fully activate th ese scavshyengers A tempe rature of 800 degrees Fahre nheit is much too low for thi s Proper ground operations are highly recshyommended to maintain th ese higher opshyerating temperatures

Some of these recommendations are 1 Idle engines at 1000 to 1200 rpm to

promote the lead scavengers to operate Avoid closed throttle operation as much as possible

2 Check magnetos at 1800 rpm for fixed pitch props for 15 to 20 seconds and

at about 2200 rpm for CS props 3 After flight and before shutdown

run the engi ne at 1200 rpm for about a minute and increase to 1800 rpm for 15 to 20 seconds Reduce the rpm to 1200 and cut the engine with the mixture (Editors Note If you have a Cub Champ or one of the many light airplanes built without a mixture control you simply do everything listed above except you ll have to use the switch to shut down)

4 Avoid abrupt throttl e movemen ts on the ground

These procedures will help to maintain the higher operating temperatures conshyducive to better lead scavenging

If you have a mixture control efficient fuel manageme nt (good leaning techshyniques) will help to prevent lead fouling

Some of the recommendations are 1 Lean at any altitude consistent with

the manufacture r s recommendations at cruise power

2 Lean as close to best economy mixshyture that will permit a smooth running enshygine

3 When descending to traffic pattern altitude maintain mixture at the leaned cruise condition with gradual richening of the mixture Carry some power a nd a sensible airspeed to maintain the most efshyficient engine temperature

4 Avoid low power-high speed deshyscents that cause rapid cooling

5 Sometimes a magneto check will reshyveal a roughness caused by a fouled plug Overcome thi s by slowl y advancing the throttle to cruise rpm and lean th e mixshyture as far as possible with a smooth runshyning engine for several seconds If two atshytempts fail to clear the condition return to the line for further mai ntenance Be sure to return the mixture to full rich for takeoff and climb

These procedures are conducive to producing the engine temperatures capashyble of fully activating the bromide scavshyengers to retard the formation of lead salt deposits that form on the spark plugs and the valve stems

Perhaps these ideas will help you to fly a littl e less expensive and to enjoy hapshypier flying

Bill Claxon has written two more artishycles concerning spark plug and engine maintenance Look for them in the next two issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 21

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

FROM THE ARCHIVES by Dennis Parks

These two photos (left) are from negatives supplied by James LaMalfa and were shot at the 1922 Pulitzer Race held in Detroit MI

The first shows the Waco model 4 the first single bay biplane built by the company It featured all-wood construction and was powered by the ubiquitous OX-5 It used the high lift USA 27 airfoil section later used to noteworthy success on the Doushyglas World Cruisers

Another interesting shot from the Pulitzer race is this one of the Huff-Daland Petrel

22 JANUARY 1994

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

The rest of the photos were provided by Joseph Flowshyers of Wooster OH Joe purchased the negs at an esshytate sale in Akron OH

(Left) This shot of a New Standard 0-25 NC176H was registered to Erie Isle Airways Put In Bay OH

(Above) Heres a Fleet 2 next to what appears to be another Fleet 2 with a pre-war Taylorcraft behind it

(Right) The Pitcairn PA-22 autogiro complete with a 90hp Pobjoy Niagara You can plainly see the polshyished leading edge of the cowling supplied by the enshygine manufacturer with engine thus ensuring adeshyquate cooling of the engine no matter what the airframe designer mounted aft of the engine

(Right) This dapper looking Stinson SR-5A NC14157 was powered by the Lycoming R-680-6 A 4-place airshyplane with lots of panache the SR-5 was one of the most popular of the Reliant series

(Below) This shot of a Loening C2C Amphibian powshyered with a Wright Cyclone is a bit of a mystery Knowing the general location of the negatives and based on the registration list from Ohio we suspect this is either Loening NC9157 or NC9784 both of which belonged to Thompson Aeronautical Corp (They were the only Loenings registered in the state) With its close proximity to the roller coaster in the background this may be Cedar Point Amusement Park near Sandusky OH

VINTAGE AIRPLANE 23

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

AntiqueClassic Odds n Inds

by HG Frautschy

As we sit down to put each issue of Vintage Airplane together each month every so often we run across a small item or tool that is of interest It really doesn t fit the Ale News format and we don t have a particular spot to run items like this so I thought it might be appropriate to create a place in the magazine for misshycellaneous AntiqueClassic tidbits I can t tell you it will be on a regular schedule since it is dependent on what you and I find as we search the fly-ins and peek in workshops but when the file fills up the page will run Have you found something that youve found useful- either a comshymercial product or homemade and think others may also benefit if they knew about it Send it in

Heres the first item During EAA OSHKOSH 93 while

looking over Fred Price s beautiful Aeronca 7AC I spotted his version of a control stick lock he had installed (Readers will recall the recent article by Harold Armstrong detailing his control lock in the August 1993 issue) Fred s is very similar with a pair of tubular lugs that slip over the forward edge of the seat frame and a padded half tube with a clamp to secure the stick If yo u look closely in the photo yo u can see that Fred has chosen to make sure the lock stays in place by extending the lugs that slip over the seat frame beyond the dishyameter of t he tube then securing the

lock around the seat frame with a pair of lock pins that look like this

The end of the control lock that atshytaches to the stick is simply a tube split lengthwise with a hinge welded or brazed to one side On the other side a lug is welded to the outer half of the tube and a bolt is welded to the control lock so that the hinged half of the tube can be secured around the control stick using a wingnut

Thin rubber padding is used wherever the control lock contacts the seat or conshytrol stick

Control locks are a good idea for mainshytaining the well being of your airplane shyuse em

Our second item this month is not exshyactly uncommon but it sure is useful Strap wrenches in various forms have been around for years often with varying degrees of success In certain situations theyre invaluable When a knurled nut is tight nothing works as well as a strap wrench and one of the nicest ones Ive found is the wrench you see in the photo made by Klein Tools Inc Its approprishyately called the Grip-It The Grip-It is made with a ny lon strap coated with a plastic coating with a cast aluminum hanshydle I had seen one of these wrenchs a couple of years ago when Bauken Noack our crackerjack mechanical genius here at EAA lent one to me to remove the alushy

minum fuel gauge nut on my Aeronca Chief A little bit of heat from a high temperature hot air gun he lped soften up years of sealant and with a little torque applied using the wrench the nut came off easily without any damage to the delicate aluminum knurls

Now of course none of this was earthshyshattering mechanicing but later when I went to buy a strap wrench like the one I had just used I was surprised that my normally well equipped hardware store didnt carry one In fact it was downright hard to find one locally anywhere

The difficulty was compounded by the fact that the wrench Bauken had lent me had no markings whatsoever to tell me who made it Finally a couple of weeks ago I was pleasantly surprised to find the exact same wrench at my local True Value hardware store The smaller size picshytured the S-6H reta ils for about $1050 Think of all the useful places you can use a strap wrench - oil filters certain axle nuts and the fuel gage nuts I previously mentioned all are fair game now with practically no possibility of damage If you cant find it locally write to Klein Tools 7200 McCormack Blvd PO Box 599033 Chicago IL 60659-9033 attention William Fix or Jamie Mullins Theyll be able to tell you who sells the tool in your area

Thats all for now - remember if you ve run across something you think others would find useful let us all in on it Send your item to me here at EAA HQ using the address on the title page

The Grip It strap wrench can be useful for applying torque to parts that are otherwise easily damaged Fred Prices control lock as seen at EAA OSHKOSH 93

24 JANUARY 1994

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

Qin n J c o

()

~ ()

One evening a friend called Jerry and said Ive got something that I know you want - and its free Jerry replied I dont care what it is if its free Ill come and get it He journeyed to his friends house and discovered the man had just acquired a factory brochure on the New 1959 Piper Comanche - the exact model that Jerry owned He now had an origishynal paint scheme to follow plus a detailed original interior

The Comanche was taken to Red and Vera Brend of Ada Aircraft Painting in Ada Oklahoma who have been painting airplanes for many many years After much preparation the final finish was done in Pratt amp Lambert Acryglo and the results speak for themselves Again the factory brochure was a big help in getshyting the paint scheme accurate

To finish off the interior Jerry flew the Comanche over to Oklahoma City where Rick Harris has his interior shop in the Gulfstream complex With the interior photo from the brochure Rick went to work and duplicated it exactly The Oshkosh judges were in for a real treat when they went over the airplane from nose to tail Needless to say Jerry scored well on the original interior so accurately done by Rick Harris - with the precious brochure to guide him

All glass was replaced in the airplane including the 114 thick one-piece windshyshield - a rather ticklish operation in that the chunk of plexiglass is rather massive and extreme care must be taken to get everything to fit without forcing any part

of it - or you hear a loud CRACK Jerry s good friend Craig Easter (EAA 361559) gave him a most welcome helping hand on the installation The side windows were replaced by routing the edges of the 14 plexiglass with a router to where the finished 100 size would just slip into the window groove with the outside surface exactly flush with metal window trim A close examination of the finished job reshyveals a near perfect fit (Jerry calls it pashytience)

Craig Easter was also the genius beshyhind the wing repair which is absolutely undetectable As Jerry says He is the kind of dog that can catch anything When you roll something into Craigs shop he grabs the tools and he s on it H e spends very little time wiping his hands on a shop rag We rolled th e Coshymanche into his shop at 3 pm and it was rolled out the door the next forenoon at 11 o clock

There was a host of small details to reshypair and redo on the airplane but these were taken care of one at a time Hoses and clamps seals of all kinds gaskets that leaked etc etc were all replaced one at a time until the oil quit dripping About the time that Jerry thought he had them all something else would start leaking Thats the nature of the beast However if you can put up with all the small details you get a dandy flying airplane

Jerry always liked the conventional geared airplanes however as he has mashytured in years he notices the tricycle gear is much nicer to land with and the

Comanche is a delightful machine to land The low-wing configuration gives a nice ground cushion before touchdown and when you add in flaps for descent control it is hard to make a bad landing At cruise Jerry can consistently make 158 mph at nine to eleven thousand feet with fuel consumption at 9-10 gph The best he has done is 8-12 gph and the worst at low altitude is about 11 to 12 gph With the 180 engine the Comanche has considshyerable range with 60 gallon fuel tanks in fact somewhat beyond most pilots kidshyney capacity

With the autopilot working Jerry says his airplane is ideal for cross-country and he and Sandra have flown over 200 hours this past year making jaunts in all direcshytions Jerry uses the airplane mostly for pleasure however once in a while a busishyness trip is worked into the schedule With Sandras son a student at Northern Arizona State and her daughter at MIT in Boston a certain amount of travel is inshyevitable The Comanche does its job pershyfectly especially with Jerry as pilot and Sandra as co-pilot The admiring glances the Comanche gets at every fuel stop aren t too hard to take either

Congratulations again to Jerry and Sandra Ross for taking home the very first ever Contemporary Grand Chamshypion Lindy at EAA Oshkosh 93 We look forward to seeing the pretty red and white champion in the AntiqueClassic Division s enclosure marked PAST GRAND CHAMPIONS at EAA Oshkosh 94

VINTAGE AIRPLANE 25

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

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 ofyoII who arejoining liS

with your interest in Contemporary class aircraft Welcome one and all

Mike Adkins Butler TN J Gary Allen Mount Juliet TN Larry Armstrong Union Grove WI Lissa Ashby Sumner WA Dr Anthony Avallone Springfield MO Edmund Barry

Rancho Cucamonga CA John S Baynock Karl H Bergey Jr Mario Berton Chuck Bingham John B Bitner Robert D Boatright Roger E Boyd J r Bradley F Boyd Mark C Breitenbach Mark M Briggs Barry J Brocato Stanley H Brown Len 1 Buckel Mikel P Buczkowski John P Byrne Keith Carden Jeffrey R Casey Ralph Chase Michael T Clegg Jack Clifton Ken Coleman E A Connon

Irvine CA Norman OK

Marostica Italy Mathews NC

Williamson GA Tulsa OK

Valdosta GA McDonough GA

Scottsdale AZ San Antonio TX

Newport RI Reno NV

La Mesa CA Rome NY

Clinton TN Jemison AL

Montvale VA Penn Valley CA

Riverside CA La Junta CO

Vero Beach FL

Edmonton Alberta Canada Forrest H Copeland Oakland CA Douglas L Corlette Princeton NJ Robert Cralle Hague V A Gary Debaun Lakeville MN James L Delaney Lebanon TN Douglas D Dodds Alamo CA Richard S Drury Anchorage AK Robert Glenn Duke Cleveland TX J M East

Meola Saskatchewan Canada James H Edsall Jamestown NC Matthew H Elkins Accokeek MD Homer G Ellis Fort Smith AR Robert W Forker Jr Frazeysburg OH Donald G Frank St Clair Shores MI John R Fulton Covington IN Daniel Geer Ledyard CT Russ Gehling Basking Ridge NJ Roger Gonzalez Miami FL Michael G Grady Scottsdale AZ Sam Griggs Wilsonville OR Mark Gronneberg St Charles MO Earl Guckelberg Kent W A Steve R Hamer Apple Valley CA Mark Hamm Lakeville MN Nels Hanson MarengoIL Charles Harter Dupo IL William Harter Belleville IL Zip Hinton Locust Grove GA John Holcomb Helena MT Don R Holmes OFallon IL Donald Hoppe Placentia CA Robert E Hughes Polson MT Helen V Hutchings Thousand Oaks CA

26 JANUARY 1994

George H Johnson Bonsall CA Hakan Johnson Borlange Sweden Larry Johnson Anoka MN Ellen S Jori Occidental CA Neil Kaufman Pendleton KY Carl B Kaufmann Wilmington DE Wallace C Kemper Jr Destin FL Bill R Kibler Phoenix AZ Wally J Kinate Mary Ann Kinney John E Layman A Kendall LeBlanc Brian A Liley Jerry L Long James C Looney Chris Loria Robert B Lowrie Steve T Lutte Stan Lyons John Mauney Larry McElmuray Daryl Millard Rondo T Miller Jane E Murphy George O Navarini

Glenn A Neely Marie A Norwood Thomas D Pace Raymond R Pech Gerald S Pepper Gary Phillips Gilbert H Pierce Palmer Putnam Rod D Rau Ralph K Roberts Eudaldo J Roig Paul M Romano Dave Schoenberg

Kansas City MO Gaylord MI

Asheville NC Venice FL

Kingsport TN Benton KS

Corvallis OR Edwards AFB CA

Ann Arbor MI Omaha NE

San Ramon CA Wilmington NC

San Jose CA Long View WA

St Cloud MN Portland ME

Pembrooke Pines FL Bealeton V A Houston TX

Ridgeway V A Orchard Park NY

Collierville TN Wichita KS

Germantown TN Boise 10

Nevada City CA Sagniaw MI

Miami FL Boulder CO Arvada CO

Gary Schroeder Nakina Ontario Canada David Mark Schut Watervliet MI Allen Severtson Jr Valley Springs SO Lawrence Shapiro Sebastopol CA Carl Shearer Golden City MO Al Sheves Coatesville PA Richard R Smith Austin TX Robert Straw Angora MN Franklin D Strickler Denton TX Charles S Sylvia Middleboro MA Robin Tilley

Pit Meadows British Columbia Canada Paul N Uhlig David G Ullman Joseph M Vanaman Ronald R Wallace David A Weaver Charles P Weekes Berry E Wentzel William R Whitaker Warren H Wiggett Nicholas Ives Wood William G Worringer William A Wright Thomas L Yingst

Wichita KS Corvallis OR Montecel NY

Scottsdale AZ Hamilton OH Lancaster PA

Winneconne WI Baylis IL

Grand Junction CO Franklin TN

Tower MN Greensburg PA

Downingtown PA

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873 (Plus $13 for foreign members to cover air postage)

ANTIQUECLASSIC

EAA Member- $2000 Includes one year membership in EAA AntiqueClassic Division 12 monthly issues of Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number Non-EAA Member- $3000 Includes one year membership in the EAA Antique Classic Division 12 monthly issues of Vin tage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included (Plus $6 for foreign members)

lAC

Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA (Plus $6 for foreign members)

WARBIRDS

Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA (Plus $5 for foreign members)

EAA EXPERIMENTER

EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year (Plus $6 for foreign members)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars address

EAA AVIATlON CENTER POBOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX DEDUCTIBLE

AS CHARITABLE CONTRIBUTIONS

by Buck Hilbert (EAA 21 Ale 5) PO Box 424

Union IL 60180

Im sitting here studying the remains of the Aeronca Champ tail post that you see in the pictures On a recent trip out east to the Finger Lakes region of New York I took the opportunity to visit with Chuck Burtch Chuck is a long time EAAer with special fondness for the AntiqueClassic Division He is also one of the Instructors in the EAA Air Academy program but more on that later

Chuck was working on about four different airplanes in his hangar in back of his home in Phoenix NY Two of them were Champs One of my favorite airplanes of course so I was interested in what he was doing to them The two Baby Lakes homebuilts were real neat but I wanted to talk Champs

What are you doing Well he explai ned Look at this

An information exchange column with input from our readers

tail post I have repaired a bunch of Aeroncas with this same failure Its caused by spinning the airplane at the end of the runway prior to take off I usually try to tell the guys to taxi in a loop pattern to keep the load off the tail post Maybe you ought to write this up in your Pass It To Buck column

Apparently there was just a little rust on the tube in its lower portion and the tube was weakened by the corrosion Chuck fixed the post by replacing it He built a jig to hold a replacement cluster which he welded up Both lower longerons were replaced along with the lower portion of the tail post The sheet steel tail spring pad was also replaced Welding it with an oxyacetylene torch required the use of two torches - one to keep the heavy plate heated to a dull to medium red and the other to run the weld bead Without two torches it would have been difficult to get proper penetration in the weld bead as it runs on the tail spring plate - by the time the metal on the plate would be hot enough the thin wall tubing being attached to it would burn through

The tail post and the two longerons were we lded to the existing structure using internal stee l tube sleeves and rosette we lds as exp lained in FAA

INTERNAL SLEEVE TUBE REPAIR WITH ROSETTE WELDS PER Ale 43-13-1A

NEW PARTS

Advisory Circular 4313-1A chapter 2 So here it is fellow taildraggers

Take a good look at what the torsional loads caused by mashing on the brake and spinning on a dime can do to your tail post of your airplane It dosnt necessarily have to be an Aeronca Those Pipers and T-Carts can have the same problem too Take a good look at those brackets (and the skin) near the airl of those Cessnas and Luscombes as well We are all candidates for the problem Whats that old saying about a word to the wise

Thanks Chuck and its Over to You

The torsional loads applied spinning a Champ around while taxiing for takeoff coupled with a little corrosion caused this tailpost to fracture just above the lower longerons

VINTAGE AIRPLANE 27

MYSTERY PLANE

Here s another from the Golden Age of Aviation The photo was sent in by Roy Cagle Prescott Arizona Answers will be published in the April issue of VINTAGE AIRPLANE Deadline for that issue is February 20

Vic Smith Uxbridge England writes The October Mystery Plane is the

Vance Viking NR12700 designed by Claire K Vance and built for the Vance Aircraft Inc Oakland California by the Boeing School of Aeronautics as a single seat high speed mail aircraft Wingspan was 55 feet length 35 feet with a 660 hp Pratt amp Whitney Wasp engine fed from 1000 gallon tanks for a range of 7200 miles It started in the 1932 Bendix Race but retired with fuel system problems

After Vances death in the crash of Boeing 40B NC3281 at Rocky Ridge California on 17 December 1932 the Viking was sold in 1934 to Lt Murray B Dilley USAAC who entered it in the England-Australia McRobertson Race and also announced a nonstop Los Anshygeles-New York-Los Angeles flight a long distance record attempt and a solo endurance attempt None of these hapshypened and the Viking was next in the news in 1936 when it had been converted to a two-seater as seen in your picture Clyde Pangborn and Monty Mason were planning a Dallas Texas to Paris France nonstop flight Once again nothing hapshypened and the Vance Viking finally faded from sight

John Underwood Glendale Califorshynia adds this

In 1934 the Viking became the Mashyson Meteor so named for promoter

28 JANUARY 1994

Monty Mason who had a tie-in with MGM and plans were laid for an MGM sponsored endurance flight A bigger Wasp was installed but there was little if any flying The V-1languished until Clyde Pangborn came along with a pro-

by George Hardie

posal to fly nonstop from Dallas as far as he could go into R ussia This was in conshyjunction with the Dall as Centennial and fina ncing was to come in part from the sale of mail covers It was a bust probashybly because the Soviets took a dim view of the idea and would not cooperate Paris was an alternative destination but the enterprise would not fly Pangborn was by then involved with Burnelli in a projected nonstop air-to-air refueled round the world flight in a UB-14 Alshymost certainly that is Pang leaning over the cockpit at Burbank in 1936 Dont have a clue as to what happened after that but suspect corrosion and dry rot had a lot to do with it

Other answers were received from Charley Hayes Park Forest IL Michael R Baas Irving TX James Borden Menahga MN H Glenn Buffington EI Dorado AR Theodore N Wales Westshywood MA Frederick A Vernon Ozark AL Dr Joseph Handelman Annapolis MD Cedric Galloway Hesperia CA Ralph Nortell Spokane W A and Hershybert G deBruyn Bellaire WA

c o U o ~

()

~----------------------------------------------------------~ ~ ZVance Viking NRt2700 -Flying Wing o

~

r------------------------------------------------------------ ~ 0

g Qj 0 E () - rn

Ralph Nortell sent along these two Mark Campell shots of the Vance Viking from his collection

(Continuedrom page 17) CESSNA As mentioned before one of Pattys

many contributions to the Cessna was the time she spent painstakingly scraping the paint off the instrument panel and then refinishing it with crinkle finish paint She also learned how to safety wire as well as double check some of the work Art had done Pattys dad Ray Fagnano even got into the project a litshytle helping out where he could when he came for visits

A bit more work needs to be accomshyplished including some radio work and the replacement of a few cracked knobs Patty has also been bitten by the flying bug and has been taking ground school courses waiting until she is ready to pass her medical exam

With Oshkosh fast approaching it beshygan to look as though it might just be possible to make it to the big fly-in One last big hurdle remained The interior An appointment had been made with Alan Boothroyd of Airborne Upholshystery just across the Delaware river in East Stroudsburg PA Alan did a neat job of fitting the interior to the cabin of the twin Cessna Gary at their sister fashycility Airborne Electronics was helpful in going over the radio installation in the airplane With no time to spare it was time to leave for EAA OSHKOSH 93

The adventures with the 310 were not over yet Patty Art and their two friends Joe Glennon and Frank Leferink headed off to Wisconsin the Wednesday the Convention began As they nea red Washytertown WI Art noticed that the ammeshyter was dancing up and down the scale Figuring he had a short circuit they turned off all non-essential items and landed at Watertown It turned out the cable from the auxiliary power cable one they had not yet replaced had shorted out and caused the battery to boil over spilling acid all over the strucshyture surrounding the battery box After spending the rest of the day flushing the area out with baking soda and water they finally were able to land at OSH Thursday evening With the heavy rains that had pummeled the airport just a

couple of days before the Convention began the parking arrangements were a bit unusual - since they would not be camping the 310 was parked next to showplane camping but on the other side of the crowd line as though an airshyshow of Contemporary airplanes was planned for the south end of Wittman Field

After they arrived Patty and Art took a moment to look at each other It had been a remarkable past couple of years and they both knew it had been a long airway to get them to that parking spot next to runway 18-36 They were just plain happy to be there together

Frank Leferink who is from the Netherlands had never seen so many difshyferent airplanes in one place before Art said his head just kept moving trying to take it all in and the longer he looked the more his mouth fell open in amazement

After parking the airplane they had been told to be sure and register the airshyplane and more than one person reshymarked that it should be judged So when Art filled out the registration sheet he checked Yes under the Do you want the above aircraft judged for an award spot on the form Boy was he in for a surprise

Getting there was just the start of the story - after they returned home Art and Patty found out the Cessna had been seshylected as the Reserve Grand Champion Contemporary They were stunned and pleased For a time period that had started out so bleakly the culmination of their efforts at EAA OSHKOSH were the icing on the cake

So what is next on the horizon for the turquoise twin Art and Patty hope to put together a package with local tour rides that will include the crew dressed in 1950s attire as well as sharing expenses for trips to Marthas Vineyard Art is also looking forward to using the Cessna and his Piper Cub to give EAA Young Eagle rides to local youngsters Whatever Art and Patti do with the airplanes you can bet theyll both be thrilled to get the chance to do it

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

MA RC H 4 - 6 - CASA GRANDE AZ - 36th Annual AZ AAA Cactus FlyshyIn 602641-7467

A PRIL 10 - 16 - LAKELAND FLshyThe 20th Annual Sun n Fun EAA Fly-In and International Aviation Convention Lakeland-Linder Regional Airport For information call 813644-2431

MAY 13 - 15 - CAMARILLO CA -Camarillo EAA Fly-In and Air Show exshyperimental antique classic warbirds type clubs Pancake breakfast BBQ and awards dinner Vendors lAC air show and flight demonstrations Factory and FAA seminars For information call 805584-1706

J UNE 5 - LACROSSE WI - Annual Fly-InlDrive-In breakfast 6081781-5271

J UNE 5 - DEKALB IL - DeKalb-Tayshylor Municipal airport 7am - noon EAA Chapter 241 serves its 30th Annual FlyshyIn Drive-In breakfast For information call 815286-7818

JUNE 3 - 4 - BARTLESVILLE OK shyEighth Annual National Biplane Convenshytion and Exposition Frank Phillips Field Biplane airshow with world famous pershyformers forums seminars and workshops Biplanes and NBA members free - for all others an admission charge applies For information call Charles Harris Chairshyman 918622-8400 or Virgil Gaede Expo Director 918336-3976

JUNE 23 - 26 - MT VERNON OHshy35th Annual National Waco Reunion FlyshyIn 513868-0084

JULY 28 - AUG 3 - OSHKOSH WI shy42nd Annual EAA Fly-In Convention Wittman Regional Airport Contact John Burton PO Box 3086 Oshkosh WI 54903-3086414426-4800

ITS NEVER TOO EARLY TO START MAKING PLANS

NOMINATIONS FOR ANTIQUECLASSIC DIVISION OFFICERS AND DIRECTORS In accordance with the EAA AntiquelClassic Divisions bylaws the terms of nine directors the President and Secretary will expire at the Dishy

vision s Annual Business Meeting at Oshkosh WI on Tuesday August 21994 Nominations for any elective office can only be made on official nomination forms which may be obtained from EAA Headquarters (contact

Ms Shirley McQuillian) Up for election this year are the positions for nine elective directors John Berndt Robert C Brauer Gene Chase George Daubner Charles Harris Jeannie Hill Robert D Lumley Gene Morris and George York Nominations are also to be made for the poshysitions of President (Espie Joyce) and Secretary (Steve Nesse)

Each nomination form must contain a minimum of ten (10) signatures of EAA AntiqueClassic division members in good standing together with their membership number and expiration date The nominating pe tition shall contain a brief resume of the nominee s experience and backshyground and shall be accompanied by a recent photo To be eligible for a nomination a candidate must be a member in good standing

Nominating petitions must be submitted to the Chairman of the Nominating Committee clo EAA Headquarters no later than the end of the sixth month prior to the annual business meeting (March 5 1994)

Voting instructions and the official ba llot will be published in the June 1994 issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 29

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Mustang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audio visual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I

OPEN - Monday through Saturday 830 am to 5 pm - Sunday 11 am to 5 p m CONVENIENT LOCATION - Off Hwy 41 at the hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAAAlR EAA AVIATION FOUNDATIONADIlENTURE EAA Aviation Center PO Box 3065Oshkosh WI 54903-3065MUSEUMTh1 414-426-4800 (Weekends 414-426-4818)OSHKOS H WI

35cent per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-2591

Payment must accompany ad VISAMasterCard accepted

GEE BEEs etc - Scale model plans (used for Benjamin R-2) Catalog $400 refundable Vern Clements 308 Palo Alto Caldwell ID 83605 (c-394)

(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

1915-1950 Original Plane and Pilot Items - 4000 sq foot warehouse full Buy - sell - trade 44-page catalog $5 Airmailed Jon CURTISS JN4-D MEMORABILIA - You can now own memorabilia Aldrich Airport Box 706 Groveland CA 95321 phone 209962-6121 from the famous Jennymiddot as seen on TREASURES FROM THE (c-594)PAST We have posters postcards videos pins airmail cachets

etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Cessna 120140 Parts - Rebuilt 15 amp generator $7500 - Good Jennymiddot flying for the aviation public We appreciate your help Write Reg $7500 from 90 Continental Call 315695-3326 after 6 pm for your free price List Virginia Aviation Co RDv-8 Box 294 Leave message (1-1) Warrenton VA 22186 (c592)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d ENGINES 4130 chrome-moly tubing throughout also oomplete fuselage repair Brownback Anzani Tiger 90 hp Engine - C-400 Twin Row 6 ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry cylinder radial I need parts overhaul info or complete engine to Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair compare Ralph Graham 1745 S Lexington S1 Paul MN 55118 station No QK5R148N 612452-3629 (1-2)

WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized certified custom or experimental aircraft Unmatched 12 price replaceshy WANTED ment warranty covers damage during installation and service for 6 Wanted - Original Juptners Vol 8 Will trade original Vol 9 in months after purchase AIRPLANE PLASTICS CO 8300k DAYTON excellent condition without dust jacket or purchase outright John ROAD FAIRBORN OH 45324513864-5607 (C-194) Dupre 111 Court Street 3 Exeter NH 03833-2612 (3-3)

30 JANUARY 1994

All you need is our catalog and toll-lree numberbullbullbull

Call fo r O

FREE cop of 0 Subscribe to Aer vpla ne ~ews

late st catalo g

COVERING SYSTEMS INTERIOR ITEMS ~ middotPoly-Fiber middotRandolph middotCushion Sets na middotCeconite middotAir-Tech middotHeadliners middotSeat fsect

Dopes Fabrics Tapes middotCarpeting Slings Primers amp Accessories middotCanopyWindshield Covers

middotBaggage CompartmentsFABRIC ENVElOPES

middotPoly-Fiber PI 03 PlI Oamp PI 06 AN HARDWARE middotCeconite 101 and 102 middotBolts ~ middotRivels

middot Nuts middotWashers middotPinsREADY-TO-INSTALL middotFillingS middotScrews tJrriiiiB UPHOlSTERY KITS middotFasteners

middot Anlique amp Classic Aircraft DECALS STENCILS

ACCESSORIES CUB) amp PLACARDS middotFilters middotWindshields ~~ ~ middotTires middotShock Cords t~~ AIRFRAME PARTS middotTubes middotSpark Plugs It middotSpruce bullFir middotPlywood middotPropellers middotTail Draggers Adhesives middot Nails

middotMalco Wheels and Brakes middotSteel Sheet amp Tu bing middotMasler Cylinders Aluminum Sheet ampTubing

~ Visitour retail outlet 1IIIIIr~ The AEROPLANE Store - located at

PO Box 909 bullGrilfm GA 30224 900 S Pine Hill Road FAX Line (404) 229-2329 Griffin GA 30223

p O box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

lANK PAINIINb AND REPAIRING

SANOIlASTING lANK liNUS AND COAIINGS

PREvENIiVE TANK AINIENANCE INSPKIION SERVICE lADDER SAfETY EQUIPENI

RESERVOIR LINERS AND ROOfS

DISMANILING AND OVING IANKS

NEW USED AND RECONDITIONED IANKS

Champions Know Stits I---~~~J Steve LundsI Kinner Hatz

Oshkosh 92 Grand Champion

Custom Built From Plans

And Stits Is Now Poly-Fiber Over the decadamptieThirty years of this little biplan trouble-free use identified Stits made Poly-Fiber Poly-Fiber aircraft the ~Iear choic~ of covering products champions and flrstshyToday those products time builders alike have a new name Now its coupled with and logo but they still a level of service and come with the best support all too rare manual and how-to these days Give us a video in the business call 8 to 5 Pacific time

Customer Setvice 8003623490

Other Stuff 9096844280

FAX 9096840518 Box 3084-5

Riverside Cali fornia 92519-3084

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 enve lopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Q iFteJiRoDUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

AVIATION UNLIMITED AGENCY

BeCOllle A Metnber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability 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 c---~

Service bull Option to Repair Your Own Aircraft

APPROVED

Learn the basics of

oxyacetylene welding from

fAA

BUILDING YOUR OWN AIRPLANE

TAKf TNf MYSTfRY OUT Of AIRCRAfT WfLDING

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxyshyacetylene welding

Youll learn how to bull read a puddle bull run a bead bull tack weld bull weld a 90deg tube intersection bull cluster weld bull and see examples of rosette

lap and fillet welds

Whether youve never held a torch before or havent welded in years and want to brush up on your skills this video will provide you with the background to get you started

$2495

MYSTERY PLANE

Here s another from the Golden Age of Aviation The photo was sent in by Roy Cagle Prescott Arizona Answers will be published in the April issue of VINTAGE AIRPLANE Deadline for that issue is February 20

Vic Smith Uxbridge England writes The October Mystery Plane is the

Vance Viking NR12700 designed by Claire K Vance and built for the Vance Aircraft Inc Oakland California by the Boeing School of Aeronautics as a single seat high speed mail aircraft Wingspan was 55 feet length 35 feet with a 660 hp Pratt amp Whitney Wasp engine fed from 1000 gallon tanks for a range of 7200 miles It started in the 1932 Bendix Race but retired with fuel system problems

After Vances death in the crash of Boeing 40B NC3281 at Rocky Ridge California on 17 December 1932 the Viking was sold in 1934 to Lt Murray B Dilley USAAC who entered it in the England-Australia McRobertson Race and also announced a nonstop Los Anshygeles-New York-Los Angeles flight a long distance record attempt and a solo endurance attempt None of these hapshypened and the Viking was next in the news in 1936 when it had been converted to a two-seater as seen in your picture Clyde Pangborn and Monty Mason were planning a Dallas Texas to Paris France nonstop flight Once again nothing hapshypened and the Vance Viking finally faded from sight

John Underwood Glendale Califorshynia adds this

In 1934 the Viking became the Mashyson Meteor so named for promoter

28 JANUARY 1994

Monty Mason who had a tie-in with MGM and plans were laid for an MGM sponsored endurance flight A bigger Wasp was installed but there was little if any flying The V-1languished until Clyde Pangborn came along with a pro-

by George Hardie

posal to fly nonstop from Dallas as far as he could go into R ussia This was in conshyjunction with the Dall as Centennial and fina ncing was to come in part from the sale of mail covers It was a bust probashybly because the Soviets took a dim view of the idea and would not cooperate Paris was an alternative destination but the enterprise would not fly Pangborn was by then involved with Burnelli in a projected nonstop air-to-air refueled round the world flight in a UB-14 Alshymost certainly that is Pang leaning over the cockpit at Burbank in 1936 Dont have a clue as to what happened after that but suspect corrosion and dry rot had a lot to do with it

Other answers were received from Charley Hayes Park Forest IL Michael R Baas Irving TX James Borden Menahga MN H Glenn Buffington EI Dorado AR Theodore N Wales Westshywood MA Frederick A Vernon Ozark AL Dr Joseph Handelman Annapolis MD Cedric Galloway Hesperia CA Ralph Nortell Spokane W A and Hershybert G deBruyn Bellaire WA

c o U o ~

()

~----------------------------------------------------------~ ~ ZVance Viking NRt2700 -Flying Wing o

~

r------------------------------------------------------------ ~ 0

g Qj 0 E () - rn

Ralph Nortell sent along these two Mark Campell shots of the Vance Viking from his collection

(Continuedrom page 17) CESSNA As mentioned before one of Pattys

many contributions to the Cessna was the time she spent painstakingly scraping the paint off the instrument panel and then refinishing it with crinkle finish paint She also learned how to safety wire as well as double check some of the work Art had done Pattys dad Ray Fagnano even got into the project a litshytle helping out where he could when he came for visits

A bit more work needs to be accomshyplished including some radio work and the replacement of a few cracked knobs Patty has also been bitten by the flying bug and has been taking ground school courses waiting until she is ready to pass her medical exam

With Oshkosh fast approaching it beshygan to look as though it might just be possible to make it to the big fly-in One last big hurdle remained The interior An appointment had been made with Alan Boothroyd of Airborne Upholshystery just across the Delaware river in East Stroudsburg PA Alan did a neat job of fitting the interior to the cabin of the twin Cessna Gary at their sister fashycility Airborne Electronics was helpful in going over the radio installation in the airplane With no time to spare it was time to leave for EAA OSHKOSH 93

The adventures with the 310 were not over yet Patty Art and their two friends Joe Glennon and Frank Leferink headed off to Wisconsin the Wednesday the Convention began As they nea red Washytertown WI Art noticed that the ammeshyter was dancing up and down the scale Figuring he had a short circuit they turned off all non-essential items and landed at Watertown It turned out the cable from the auxiliary power cable one they had not yet replaced had shorted out and caused the battery to boil over spilling acid all over the strucshyture surrounding the battery box After spending the rest of the day flushing the area out with baking soda and water they finally were able to land at OSH Thursday evening With the heavy rains that had pummeled the airport just a

couple of days before the Convention began the parking arrangements were a bit unusual - since they would not be camping the 310 was parked next to showplane camping but on the other side of the crowd line as though an airshyshow of Contemporary airplanes was planned for the south end of Wittman Field

After they arrived Patty and Art took a moment to look at each other It had been a remarkable past couple of years and they both knew it had been a long airway to get them to that parking spot next to runway 18-36 They were just plain happy to be there together

Frank Leferink who is from the Netherlands had never seen so many difshyferent airplanes in one place before Art said his head just kept moving trying to take it all in and the longer he looked the more his mouth fell open in amazement

After parking the airplane they had been told to be sure and register the airshyplane and more than one person reshymarked that it should be judged So when Art filled out the registration sheet he checked Yes under the Do you want the above aircraft judged for an award spot on the form Boy was he in for a surprise

Getting there was just the start of the story - after they returned home Art and Patty found out the Cessna had been seshylected as the Reserve Grand Champion Contemporary They were stunned and pleased For a time period that had started out so bleakly the culmination of their efforts at EAA OSHKOSH were the icing on the cake

So what is next on the horizon for the turquoise twin Art and Patty hope to put together a package with local tour rides that will include the crew dressed in 1950s attire as well as sharing expenses for trips to Marthas Vineyard Art is also looking forward to using the Cessna and his Piper Cub to give EAA Young Eagle rides to local youngsters Whatever Art and Patti do with the airplanes you can bet theyll both be thrilled to get the chance to do it

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

MA RC H 4 - 6 - CASA GRANDE AZ - 36th Annual AZ AAA Cactus FlyshyIn 602641-7467

A PRIL 10 - 16 - LAKELAND FLshyThe 20th Annual Sun n Fun EAA Fly-In and International Aviation Convention Lakeland-Linder Regional Airport For information call 813644-2431

MAY 13 - 15 - CAMARILLO CA -Camarillo EAA Fly-In and Air Show exshyperimental antique classic warbirds type clubs Pancake breakfast BBQ and awards dinner Vendors lAC air show and flight demonstrations Factory and FAA seminars For information call 805584-1706

J UNE 5 - LACROSSE WI - Annual Fly-InlDrive-In breakfast 6081781-5271

J UNE 5 - DEKALB IL - DeKalb-Tayshylor Municipal airport 7am - noon EAA Chapter 241 serves its 30th Annual FlyshyIn Drive-In breakfast For information call 815286-7818

JUNE 3 - 4 - BARTLESVILLE OK shyEighth Annual National Biplane Convenshytion and Exposition Frank Phillips Field Biplane airshow with world famous pershyformers forums seminars and workshops Biplanes and NBA members free - for all others an admission charge applies For information call Charles Harris Chairshyman 918622-8400 or Virgil Gaede Expo Director 918336-3976

JUNE 23 - 26 - MT VERNON OHshy35th Annual National Waco Reunion FlyshyIn 513868-0084

JULY 28 - AUG 3 - OSHKOSH WI shy42nd Annual EAA Fly-In Convention Wittman Regional Airport Contact John Burton PO Box 3086 Oshkosh WI 54903-3086414426-4800

ITS NEVER TOO EARLY TO START MAKING PLANS

NOMINATIONS FOR ANTIQUECLASSIC DIVISION OFFICERS AND DIRECTORS In accordance with the EAA AntiquelClassic Divisions bylaws the terms of nine directors the President and Secretary will expire at the Dishy

vision s Annual Business Meeting at Oshkosh WI on Tuesday August 21994 Nominations for any elective office can only be made on official nomination forms which may be obtained from EAA Headquarters (contact

Ms Shirley McQuillian) Up for election this year are the positions for nine elective directors John Berndt Robert C Brauer Gene Chase George Daubner Charles Harris Jeannie Hill Robert D Lumley Gene Morris and George York Nominations are also to be made for the poshysitions of President (Espie Joyce) and Secretary (Steve Nesse)

Each nomination form must contain a minimum of ten (10) signatures of EAA AntiqueClassic division members in good standing together with their membership number and expiration date The nominating pe tition shall contain a brief resume of the nominee s experience and backshyground and shall be accompanied by a recent photo To be eligible for a nomination a candidate must be a member in good standing

Nominating petitions must be submitted to the Chairman of the Nominating Committee clo EAA Headquarters no later than the end of the sixth month prior to the annual business meeting (March 5 1994)

Voting instructions and the official ba llot will be published in the June 1994 issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 29

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Mustang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audio visual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I

OPEN - Monday through Saturday 830 am to 5 pm - Sunday 11 am to 5 p m CONVENIENT LOCATION - Off Hwy 41 at the hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAAAlR EAA AVIATION FOUNDATIONADIlENTURE EAA Aviation Center PO Box 3065Oshkosh WI 54903-3065MUSEUMTh1 414-426-4800 (Weekends 414-426-4818)OSHKOS H WI

35cent per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-2591

Payment must accompany ad VISAMasterCard accepted

GEE BEEs etc - Scale model plans (used for Benjamin R-2) Catalog $400 refundable Vern Clements 308 Palo Alto Caldwell ID 83605 (c-394)

(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

1915-1950 Original Plane and Pilot Items - 4000 sq foot warehouse full Buy - sell - trade 44-page catalog $5 Airmailed Jon CURTISS JN4-D MEMORABILIA - You can now own memorabilia Aldrich Airport Box 706 Groveland CA 95321 phone 209962-6121 from the famous Jennymiddot as seen on TREASURES FROM THE (c-594)PAST We have posters postcards videos pins airmail cachets

etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Cessna 120140 Parts - Rebuilt 15 amp generator $7500 - Good Jennymiddot flying for the aviation public We appreciate your help Write Reg $7500 from 90 Continental Call 315695-3326 after 6 pm for your free price List Virginia Aviation Co RDv-8 Box 294 Leave message (1-1) Warrenton VA 22186 (c592)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d ENGINES 4130 chrome-moly tubing throughout also oomplete fuselage repair Brownback Anzani Tiger 90 hp Engine - C-400 Twin Row 6 ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry cylinder radial I need parts overhaul info or complete engine to Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair compare Ralph Graham 1745 S Lexington S1 Paul MN 55118 station No QK5R148N 612452-3629 (1-2)

WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized certified custom or experimental aircraft Unmatched 12 price replaceshy WANTED ment warranty covers damage during installation and service for 6 Wanted - Original Juptners Vol 8 Will trade original Vol 9 in months after purchase AIRPLANE PLASTICS CO 8300k DAYTON excellent condition without dust jacket or purchase outright John ROAD FAIRBORN OH 45324513864-5607 (C-194) Dupre 111 Court Street 3 Exeter NH 03833-2612 (3-3)

30 JANUARY 1994

All you need is our catalog and toll-lree numberbullbullbull

Call fo r O

FREE cop of 0 Subscribe to Aer vpla ne ~ews

late st catalo g

COVERING SYSTEMS INTERIOR ITEMS ~ middotPoly-Fiber middotRandolph middotCushion Sets na middotCeconite middotAir-Tech middotHeadliners middotSeat fsect

Dopes Fabrics Tapes middotCarpeting Slings Primers amp Accessories middotCanopyWindshield Covers

middotBaggage CompartmentsFABRIC ENVElOPES

middotPoly-Fiber PI 03 PlI Oamp PI 06 AN HARDWARE middotCeconite 101 and 102 middotBolts ~ middotRivels

middot Nuts middotWashers middotPinsREADY-TO-INSTALL middotFillingS middotScrews tJrriiiiB UPHOlSTERY KITS middotFasteners

middot Anlique amp Classic Aircraft DECALS STENCILS

ACCESSORIES CUB) amp PLACARDS middotFilters middotWindshields ~~ ~ middotTires middotShock Cords t~~ AIRFRAME PARTS middotTubes middotSpark Plugs It middotSpruce bullFir middotPlywood middotPropellers middotTail Draggers Adhesives middot Nails

middotMalco Wheels and Brakes middotSteel Sheet amp Tu bing middotMasler Cylinders Aluminum Sheet ampTubing

~ Visitour retail outlet 1IIIIIr~ The AEROPLANE Store - located at

PO Box 909 bullGrilfm GA 30224 900 S Pine Hill Road FAX Line (404) 229-2329 Griffin GA 30223

p O box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

lANK PAINIINb AND REPAIRING

SANOIlASTING lANK liNUS AND COAIINGS

PREvENIiVE TANK AINIENANCE INSPKIION SERVICE lADDER SAfETY EQUIPENI

RESERVOIR LINERS AND ROOfS

DISMANILING AND OVING IANKS

NEW USED AND RECONDITIONED IANKS

Champions Know Stits I---~~~J Steve LundsI Kinner Hatz

Oshkosh 92 Grand Champion

Custom Built From Plans

And Stits Is Now Poly-Fiber Over the decadamptieThirty years of this little biplan trouble-free use identified Stits made Poly-Fiber Poly-Fiber aircraft the ~Iear choic~ of covering products champions and flrstshyToday those products time builders alike have a new name Now its coupled with and logo but they still a level of service and come with the best support all too rare manual and how-to these days Give us a video in the business call 8 to 5 Pacific time

Customer Setvice 8003623490

Other Stuff 9096844280

FAX 9096840518 Box 3084-5

Riverside Cali fornia 92519-3084

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 enve lopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Q iFteJiRoDUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

AVIATION UNLIMITED AGENCY

BeCOllle A Metnber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability 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 c---~

Service bull Option to Repair Your Own Aircraft

APPROVED

Learn the basics of

oxyacetylene welding from

fAA

BUILDING YOUR OWN AIRPLANE

TAKf TNf MYSTfRY OUT Of AIRCRAfT WfLDING

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxyshyacetylene welding

Youll learn how to bull read a puddle bull run a bead bull tack weld bull weld a 90deg tube intersection bull cluster weld bull and see examples of rosette

lap and fillet welds

Whether youve never held a torch before or havent welded in years and want to brush up on your skills this video will provide you with the background to get you started

$2495

(Continuedrom page 17) CESSNA As mentioned before one of Pattys

many contributions to the Cessna was the time she spent painstakingly scraping the paint off the instrument panel and then refinishing it with crinkle finish paint She also learned how to safety wire as well as double check some of the work Art had done Pattys dad Ray Fagnano even got into the project a litshytle helping out where he could when he came for visits

A bit more work needs to be accomshyplished including some radio work and the replacement of a few cracked knobs Patty has also been bitten by the flying bug and has been taking ground school courses waiting until she is ready to pass her medical exam

With Oshkosh fast approaching it beshygan to look as though it might just be possible to make it to the big fly-in One last big hurdle remained The interior An appointment had been made with Alan Boothroyd of Airborne Upholshystery just across the Delaware river in East Stroudsburg PA Alan did a neat job of fitting the interior to the cabin of the twin Cessna Gary at their sister fashycility Airborne Electronics was helpful in going over the radio installation in the airplane With no time to spare it was time to leave for EAA OSHKOSH 93

The adventures with the 310 were not over yet Patty Art and their two friends Joe Glennon and Frank Leferink headed off to Wisconsin the Wednesday the Convention began As they nea red Washytertown WI Art noticed that the ammeshyter was dancing up and down the scale Figuring he had a short circuit they turned off all non-essential items and landed at Watertown It turned out the cable from the auxiliary power cable one they had not yet replaced had shorted out and caused the battery to boil over spilling acid all over the strucshyture surrounding the battery box After spending the rest of the day flushing the area out with baking soda and water they finally were able to land at OSH Thursday evening With the heavy rains that had pummeled the airport just a

couple of days before the Convention began the parking arrangements were a bit unusual - since they would not be camping the 310 was parked next to showplane camping but on the other side of the crowd line as though an airshyshow of Contemporary airplanes was planned for the south end of Wittman Field

After they arrived Patty and Art took a moment to look at each other It had been a remarkable past couple of years and they both knew it had been a long airway to get them to that parking spot next to runway 18-36 They were just plain happy to be there together

Frank Leferink who is from the Netherlands had never seen so many difshyferent airplanes in one place before Art said his head just kept moving trying to take it all in and the longer he looked the more his mouth fell open in amazement

After parking the airplane they had been told to be sure and register the airshyplane and more than one person reshymarked that it should be judged So when Art filled out the registration sheet he checked Yes under the Do you want the above aircraft judged for an award spot on the form Boy was he in for a surprise

Getting there was just the start of the story - after they returned home Art and Patty found out the Cessna had been seshylected as the Reserve Grand Champion Contemporary They were stunned and pleased For a time period that had started out so bleakly the culmination of their efforts at EAA OSHKOSH were the icing on the cake

So what is next on the horizon for the turquoise twin Art and Patty hope to put together a package with local tour rides that will include the crew dressed in 1950s attire as well as sharing expenses for trips to Marthas Vineyard Art is also looking forward to using the Cessna and his Piper Cub to give EAA Young Eagle rides to local youngsters Whatever Art and Patti do with the airplanes you can bet theyll both be thrilled to get the chance to do it

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

MA RC H 4 - 6 - CASA GRANDE AZ - 36th Annual AZ AAA Cactus FlyshyIn 602641-7467

A PRIL 10 - 16 - LAKELAND FLshyThe 20th Annual Sun n Fun EAA Fly-In and International Aviation Convention Lakeland-Linder Regional Airport For information call 813644-2431

MAY 13 - 15 - CAMARILLO CA -Camarillo EAA Fly-In and Air Show exshyperimental antique classic warbirds type clubs Pancake breakfast BBQ and awards dinner Vendors lAC air show and flight demonstrations Factory and FAA seminars For information call 805584-1706

J UNE 5 - LACROSSE WI - Annual Fly-InlDrive-In breakfast 6081781-5271

J UNE 5 - DEKALB IL - DeKalb-Tayshylor Municipal airport 7am - noon EAA Chapter 241 serves its 30th Annual FlyshyIn Drive-In breakfast For information call 815286-7818

JUNE 3 - 4 - BARTLESVILLE OK shyEighth Annual National Biplane Convenshytion and Exposition Frank Phillips Field Biplane airshow with world famous pershyformers forums seminars and workshops Biplanes and NBA members free - for all others an admission charge applies For information call Charles Harris Chairshyman 918622-8400 or Virgil Gaede Expo Director 918336-3976

JUNE 23 - 26 - MT VERNON OHshy35th Annual National Waco Reunion FlyshyIn 513868-0084

JULY 28 - AUG 3 - OSHKOSH WI shy42nd Annual EAA Fly-In Convention Wittman Regional Airport Contact John Burton PO Box 3086 Oshkosh WI 54903-3086414426-4800

ITS NEVER TOO EARLY TO START MAKING PLANS

NOMINATIONS FOR ANTIQUECLASSIC DIVISION OFFICERS AND DIRECTORS In accordance with the EAA AntiquelClassic Divisions bylaws the terms of nine directors the President and Secretary will expire at the Dishy

vision s Annual Business Meeting at Oshkosh WI on Tuesday August 21994 Nominations for any elective office can only be made on official nomination forms which may be obtained from EAA Headquarters (contact

Ms Shirley McQuillian) Up for election this year are the positions for nine elective directors John Berndt Robert C Brauer Gene Chase George Daubner Charles Harris Jeannie Hill Robert D Lumley Gene Morris and George York Nominations are also to be made for the poshysitions of President (Espie Joyce) and Secretary (Steve Nesse)

Each nomination form must contain a minimum of ten (10) signatures of EAA AntiqueClassic division members in good standing together with their membership number and expiration date The nominating pe tition shall contain a brief resume of the nominee s experience and backshyground and shall be accompanied by a recent photo To be eligible for a nomination a candidate must be a member in good standing

Nominating petitions must be submitted to the Chairman of the Nominating Committee clo EAA Headquarters no later than the end of the sixth month prior to the annual business meeting (March 5 1994)

Voting instructions and the official ba llot will be published in the June 1994 issue of VINTAGE AIRPLANE

VINTAGE AIRPLANE 29

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Mustang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audio visual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I

OPEN - Monday through Saturday 830 am to 5 pm - Sunday 11 am to 5 p m CONVENIENT LOCATION - Off Hwy 41 at the hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAAAlR EAA AVIATION FOUNDATIONADIlENTURE EAA Aviation Center PO Box 3065Oshkosh WI 54903-3065MUSEUMTh1 414-426-4800 (Weekends 414-426-4818)OSHKOS H WI

35cent per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-2591

Payment must accompany ad VISAMasterCard accepted

GEE BEEs etc - Scale model plans (used for Benjamin R-2) Catalog $400 refundable Vern Clements 308 Palo Alto Caldwell ID 83605 (c-394)

(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

1915-1950 Original Plane and Pilot Items - 4000 sq foot warehouse full Buy - sell - trade 44-page catalog $5 Airmailed Jon CURTISS JN4-D MEMORABILIA - You can now own memorabilia Aldrich Airport Box 706 Groveland CA 95321 phone 209962-6121 from the famous Jennymiddot as seen on TREASURES FROM THE (c-594)PAST We have posters postcards videos pins airmail cachets

etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Cessna 120140 Parts - Rebuilt 15 amp generator $7500 - Good Jennymiddot flying for the aviation public We appreciate your help Write Reg $7500 from 90 Continental Call 315695-3326 after 6 pm for your free price List Virginia Aviation Co RDv-8 Box 294 Leave message (1-1) Warrenton VA 22186 (c592)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d ENGINES 4130 chrome-moly tubing throughout also oomplete fuselage repair Brownback Anzani Tiger 90 hp Engine - C-400 Twin Row 6 ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry cylinder radial I need parts overhaul info or complete engine to Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair compare Ralph Graham 1745 S Lexington S1 Paul MN 55118 station No QK5R148N 612452-3629 (1-2)

WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized certified custom or experimental aircraft Unmatched 12 price replaceshy WANTED ment warranty covers damage during installation and service for 6 Wanted - Original Juptners Vol 8 Will trade original Vol 9 in months after purchase AIRPLANE PLASTICS CO 8300k DAYTON excellent condition without dust jacket or purchase outright John ROAD FAIRBORN OH 45324513864-5607 (C-194) Dupre 111 Court Street 3 Exeter NH 03833-2612 (3-3)

30 JANUARY 1994

All you need is our catalog and toll-lree numberbullbullbull

Call fo r O

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COVERING SYSTEMS INTERIOR ITEMS ~ middotPoly-Fiber middotRandolph middotCushion Sets na middotCeconite middotAir-Tech middotHeadliners middotSeat fsect

Dopes Fabrics Tapes middotCarpeting Slings Primers amp Accessories middotCanopyWindshield Covers

middotBaggage CompartmentsFABRIC ENVElOPES

middotPoly-Fiber PI 03 PlI Oamp PI 06 AN HARDWARE middotCeconite 101 and 102 middotBolts ~ middotRivels

middot Nuts middotWashers middotPinsREADY-TO-INSTALL middotFillingS middotScrews tJrriiiiB UPHOlSTERY KITS middotFasteners

middot Anlique amp Classic Aircraft DECALS STENCILS

ACCESSORIES CUB) amp PLACARDS middotFilters middotWindshields ~~ ~ middotTires middotShock Cords t~~ AIRFRAME PARTS middotTubes middotSpark Plugs It middotSpruce bullFir middotPlywood middotPropellers middotTail Draggers Adhesives middot Nails

middotMalco Wheels and Brakes middotSteel Sheet amp Tu bing middotMasler Cylinders Aluminum Sheet ampTubing

~ Visitour retail outlet 1IIIIIr~ The AEROPLANE Store - located at

PO Box 909 bullGrilfm GA 30224 900 S Pine Hill Road FAX Line (404) 229-2329 Griffin GA 30223

p O box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

lANK PAINIINb AND REPAIRING

SANOIlASTING lANK liNUS AND COAIINGS

PREvENIiVE TANK AINIENANCE INSPKIION SERVICE lADDER SAfETY EQUIPENI

RESERVOIR LINERS AND ROOfS

DISMANILING AND OVING IANKS

NEW USED AND RECONDITIONED IANKS

Champions Know Stits I---~~~J Steve LundsI Kinner Hatz

Oshkosh 92 Grand Champion

Custom Built From Plans

And Stits Is Now Poly-Fiber Over the decadamptieThirty years of this little biplan trouble-free use identified Stits made Poly-Fiber Poly-Fiber aircraft the ~Iear choic~ of covering products champions and flrstshyToday those products time builders alike have a new name Now its coupled with and logo but they still a level of service and come with the best support all too rare manual and how-to these days Give us a video in the business call 8 to 5 Pacific time

Customer Setvice 8003623490

Other Stuff 9096844280

FAX 9096840518 Box 3084-5

Riverside Cali fornia 92519-3084

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 enve lopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Q iFteJiRoDUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

AVIATION UNLIMITED AGENCY

BeCOllle A Metnber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability 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 c---~

Service bull Option to Repair Your Own Aircraft

APPROVED

Learn the basics of

oxyacetylene welding from

fAA

BUILDING YOUR OWN AIRPLANE

TAKf TNf MYSTfRY OUT Of AIRCRAfT WfLDING

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxyshyacetylene welding

Youll learn how to bull read a puddle bull run a bead bull tack weld bull weld a 90deg tube intersection bull cluster weld bull and see examples of rosette

lap and fillet welds

Whether youve never held a torch before or havent welded in years and want to brush up on your skills this video will provide you with the background to get you started

$2495

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Mustang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audio visual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I

OPEN - Monday through Saturday 830 am to 5 pm - Sunday 11 am to 5 p m CONVENIENT LOCATION - Off Hwy 41 at the hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAAAlR EAA AVIATION FOUNDATIONADIlENTURE EAA Aviation Center PO Box 3065Oshkosh WI 54903-3065MUSEUMTh1 414-426-4800 (Weekends 414-426-4818)OSHKOS H WI

35cent per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-2591

Payment must accompany ad VISAMasterCard accepted

GEE BEEs etc - Scale model plans (used for Benjamin R-2) Catalog $400 refundable Vern Clements 308 Palo Alto Caldwell ID 83605 (c-394)

(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About PO Box 51144 Denton Texas 76206 (c-394)

1915-1950 Original Plane and Pilot Items - 4000 sq foot warehouse full Buy - sell - trade 44-page catalog $5 Airmailed Jon CURTISS JN4-D MEMORABILIA - You can now own memorabilia Aldrich Airport Box 706 Groveland CA 95321 phone 209962-6121 from the famous Jennymiddot as seen on TREASURES FROM THE (c-594)PAST We have posters postcards videos pins airmail cachets

etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Cessna 120140 Parts - Rebuilt 15 amp generator $7500 - Good Jennymiddot flying for the aviation public We appreciate your help Write Reg $7500 from 90 Continental Call 315695-3326 after 6 pm for your free price List Virginia Aviation Co RDv-8 Box 294 Leave message (1-1) Warrenton VA 22186 (c592)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d ENGINES 4130 chrome-moly tubing throughout also oomplete fuselage repair Brownback Anzani Tiger 90 hp Engine - C-400 Twin Row 6 ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry cylinder radial I need parts overhaul info or complete engine to Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair compare Ralph Graham 1745 S Lexington S1 Paul MN 55118 station No QK5R148N 612452-3629 (1-2)

WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized certified custom or experimental aircraft Unmatched 12 price replaceshy WANTED ment warranty covers damage during installation and service for 6 Wanted - Original Juptners Vol 8 Will trade original Vol 9 in months after purchase AIRPLANE PLASTICS CO 8300k DAYTON excellent condition without dust jacket or purchase outright John ROAD FAIRBORN OH 45324513864-5607 (C-194) Dupre 111 Court Street 3 Exeter NH 03833-2612 (3-3)

30 JANUARY 1994

All you need is our catalog and toll-lree numberbullbullbull

Call fo r O

FREE cop of 0 Subscribe to Aer vpla ne ~ews

late st catalo g

COVERING SYSTEMS INTERIOR ITEMS ~ middotPoly-Fiber middotRandolph middotCushion Sets na middotCeconite middotAir-Tech middotHeadliners middotSeat fsect

Dopes Fabrics Tapes middotCarpeting Slings Primers amp Accessories middotCanopyWindshield Covers

middotBaggage CompartmentsFABRIC ENVElOPES

middotPoly-Fiber PI 03 PlI Oamp PI 06 AN HARDWARE middotCeconite 101 and 102 middotBolts ~ middotRivels

middot Nuts middotWashers middotPinsREADY-TO-INSTALL middotFillingS middotScrews tJrriiiiB UPHOlSTERY KITS middotFasteners

middot Anlique amp Classic Aircraft DECALS STENCILS

ACCESSORIES CUB) amp PLACARDS middotFilters middotWindshields ~~ ~ middotTires middotShock Cords t~~ AIRFRAME PARTS middotTubes middotSpark Plugs It middotSpruce bullFir middotPlywood middotPropellers middotTail Draggers Adhesives middot Nails

middotMalco Wheels and Brakes middotSteel Sheet amp Tu bing middotMasler Cylinders Aluminum Sheet ampTubing

~ Visitour retail outlet 1IIIIIr~ The AEROPLANE Store - located at

PO Box 909 bullGrilfm GA 30224 900 S Pine Hill Road FAX Line (404) 229-2329 Griffin GA 30223

p O box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

lANK PAINIINb AND REPAIRING

SANOIlASTING lANK liNUS AND COAIINGS

PREvENIiVE TANK AINIENANCE INSPKIION SERVICE lADDER SAfETY EQUIPENI

RESERVOIR LINERS AND ROOfS

DISMANILING AND OVING IANKS

NEW USED AND RECONDITIONED IANKS

Champions Know Stits I---~~~J Steve LundsI Kinner Hatz

Oshkosh 92 Grand Champion

Custom Built From Plans

And Stits Is Now Poly-Fiber Over the decadamptieThirty years of this little biplan trouble-free use identified Stits made Poly-Fiber Poly-Fiber aircraft the ~Iear choic~ of covering products champions and flrstshyToday those products time builders alike have a new name Now its coupled with and logo but they still a level of service and come with the best support all too rare manual and how-to these days Give us a video in the business call 8 to 5 Pacific time

Customer Setvice 8003623490

Other Stuff 9096844280

FAX 9096840518 Box 3084-5

Riverside Cali fornia 92519-3084

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 enve lopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Q iFteJiRoDUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

AVIATION UNLIMITED AGENCY

BeCOllle A Metnber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability 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 c---~

Service bull Option to Repair Your Own Aircraft

APPROVED

Learn the basics of

oxyacetylene welding from

fAA

BUILDING YOUR OWN AIRPLANE

TAKf TNf MYSTfRY OUT Of AIRCRAfT WfLDING

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxyshyacetylene welding

Youll learn how to bull read a puddle bull run a bead bull tack weld bull weld a 90deg tube intersection bull cluster weld bull and see examples of rosette

lap and fillet welds

Whether youve never held a torch before or havent welded in years and want to brush up on your skills this video will provide you with the background to get you started

$2495

All you need is our catalog and toll-lree numberbullbullbull

Call fo r O

FREE cop of 0 Subscribe to Aer vpla ne ~ews

late st catalo g

COVERING SYSTEMS INTERIOR ITEMS ~ middotPoly-Fiber middotRandolph middotCushion Sets na middotCeconite middotAir-Tech middotHeadliners middotSeat fsect

Dopes Fabrics Tapes middotCarpeting Slings Primers amp Accessories middotCanopyWindshield Covers

middotBaggage CompartmentsFABRIC ENVElOPES

middotPoly-Fiber PI 03 PlI Oamp PI 06 AN HARDWARE middotCeconite 101 and 102 middotBolts ~ middotRivels

middot Nuts middotWashers middotPinsREADY-TO-INSTALL middotFillingS middotScrews tJrriiiiB UPHOlSTERY KITS middotFasteners

middot Anlique amp Classic Aircraft DECALS STENCILS

ACCESSORIES CUB) amp PLACARDS middotFilters middotWindshields ~~ ~ middotTires middotShock Cords t~~ AIRFRAME PARTS middotTubes middotSpark Plugs It middotSpruce bullFir middotPlywood middotPropellers middotTail Draggers Adhesives middot Nails

middotMalco Wheels and Brakes middotSteel Sheet amp Tu bing middotMasler Cylinders Aluminum Sheet ampTubing

~ Visitour retail outlet 1IIIIIr~ The AEROPLANE Store - located at

PO Box 909 bullGrilfm GA 30224 900 S Pine Hill Road FAX Line (404) 229-2329 Griffin GA 30223

p O box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

lANK PAINIINb AND REPAIRING

SANOIlASTING lANK liNUS AND COAIINGS

PREvENIiVE TANK AINIENANCE INSPKIION SERVICE lADDER SAfETY EQUIPENI

RESERVOIR LINERS AND ROOfS

DISMANILING AND OVING IANKS

NEW USED AND RECONDITIONED IANKS

Champions Know Stits I---~~~J Steve LundsI Kinner Hatz

Oshkosh 92 Grand Champion

Custom Built From Plans

And Stits Is Now Poly-Fiber Over the decadamptieThirty years of this little biplan trouble-free use identified Stits made Poly-Fiber Poly-Fiber aircraft the ~Iear choic~ of covering products champions and flrstshyToday those products time builders alike have a new name Now its coupled with and logo but they still a level of service and come with the best support all too rare manual and how-to these days Give us a video in the business call 8 to 5 Pacific time

Customer Setvice 8003623490

Other Stuff 9096844280

FAX 9096840518 Box 3084-5

Riverside Cali fornia 92519-3084

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 enve lopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Q iFteJiRoDUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

AVIATION UNLIMITED AGENCY

BeCOllle A Metnber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability 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 c---~

Service bull Option to Repair Your Own Aircraft

APPROVED

Learn the basics of

oxyacetylene welding from

fAA

BUILDING YOUR OWN AIRPLANE

TAKf TNf MYSTfRY OUT Of AIRCRAfT WfLDING

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxyshyacetylene welding

Youll learn how to bull read a puddle bull run a bead bull tack weld bull weld a 90deg tube intersection bull cluster weld bull and see examples of rosette

lap and fillet welds

Whether youve never held a torch before or havent welded in years and want to brush up on your skills this video will provide you with the background to get you started

$2495

AVIATION UNLIMITED AGENCY

BeCOllle A Metnber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability 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 c---~

Service bull Option to Repair Your Own Aircraft

APPROVED

Learn the basics of

oxyacetylene welding from

fAA

BUILDING YOUR OWN AIRPLANE

TAKf TNf MYSTfRY OUT Of AIRCRAfT WfLDING

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxyshyacetylene welding

Youll learn how to bull read a puddle bull run a bead bull tack weld bull weld a 90deg tube intersection bull cluster weld bull and see examples of rosette

lap and fillet welds

Whether youve never held a torch before or havent welded in years and want to brush up on your skills this video will provide you with the background to get you started

$2495

Learn the basics of

oxyacetylene welding from

fAA

BUILDING YOUR OWN AIRPLANE

TAKf TNf MYSTfRY OUT Of AIRCRAfT WfLDING

Join host Gregg Ewert and instructor Bill Roerig as they take you step by

step through the process of oxyshyacetylene welding

Youll learn how to bull read a puddle bull run a bead bull tack weld bull weld a 90deg tube intersection bull cluster weld bull and see examples of rosette

lap and fillet welds

Whether youve never held a torch before or havent welded in years and want to brush up on your skills this video will provide you with the background to get you started

$2495