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Tom Poberezny
April1993 Vol.21, No.4
1 Straight& Level/
Espi e"Butch"Joyce
2 AlCNews/
compil edby H.G, Frautschy
4 AeroMail
5 CoastToCoastViaAirknocker/
9 AndyandJoyHeins'Stinson10S/
12 ReminiscingWithTheTMScout/
EdD. (Skeeter)Carlson
13 Thomas-MorseS-4CScout- Now
H.G. Frautschy
18 WhatOurMembersAreRestoring/
Norm Petersen
21 DonLee'sBeechD1SS/
24 PassittoBuck/
E,E,"Buck" Hilbert
25 MysteryPlane/
George Hardi e
26 WelcomeNewMembers
27 Calendar
30 VintageTrader
FRONT COVER ...Complete with Al o ba ma cl ay c linging to the tires, Roger
Freeman lives the lifeofa WWIaviatorin theThomas-MorseS-4C Scout he and
his father Ernie brought to Aerodrome '92. Complete with an aD hp Le Rhone
t:::;;#:::='=3 rotory engine. the Scout brings back the sights, sounds and smells ofeorly
aviation history. Photo by H.G. Frautschy. shot with a Canon EOS-l equipped
withanaD-200mmlens.1/ 500sec.atf5.6onKodakEktachrome64.
BACK COVER ...The painting,simply titled ' Cub: was painted by Douglas
NielsonofCorolStream,IL The oiloncanvaspaintingofa Cubin flight overthe
1992 EAAAviationFoundationSportAviationArtCompetition.
Copyright 1993 bytheEAAAntiquelClassicDivision Inc.Allrightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc.of the Experimental
Ai rcraft Association and is published monthly at EAA Aviation Center,3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 andat additional mailing offices. The membership rate for EAA Antique/Classic
Division,Inc. is$20.00forcurrentEAAmembersfor 12monthperiod ofwhich$12.00 isforthepublicationofVINTAGEAIRPLANE. Membership
isopen toall whoareinterestedinaviation.
POSTMASTER:Send address changes to EAA Antique/Classic Division,Inc., P.O. Box 3086, Oshkosh, WI 549033086.FOREIGN AND APO
ADDRESSES- Pleaseallowat leasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeign andAPOaddressesviasuriacemail.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We inviteconstructive
EDITORIALPOLICY:Readers areencouraged tosubmit stories and photographs. Policyopinionsexpressedin articlesaresolelythoseof the
authors. Responsibilityforaccuracyinreportingrestsentirelywiththecontributor. Norenumerationismade.
Materialshould besentto:Editor,VINTAGEAIRPLANE,P.O.Box3086,Oshkosh, WI 54903-3086. Phone414/426-4800.
HenryG. Frautschy
OliviaL. Phillip
SaraHansen JenniferLarsen
Mary Jones
GeorgeHardie,Jr. DennisParks
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
President VicePresident
Espie' Butch'Joyce ArthurMorgan
604 HighwaySt . 3744North51stBlvd.
Madison,NC27025 Milwaukee,WI 53216
919/ 427-0216 414/ 4423631
Secretary Treasurer
StevenC.Nesse E.E. ' Buck'Hilbert
2009HighlandAve. P.O. Box424
AlbertLea,MN56007 Union,IL60180
507/373-1674 815/923-4591
JohnBerendt RobertC.' Bob' Brauer
7645EchoPointRd. 9345S.Hoyne
CannonFalls,MN55009 Chicago,IL60620
507/ 263-2414 312/779-2 105
GeneChase JohnS. Copeland
2159CarltonRd. 28-3Wi lliamsburgCt.
Oshkosh,WI 54904 Shrewsbury,MA01 545
414/ 231-5002 508/ 842-7867
Phil Coulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLane
Lawton,MI49065 Hartford,WI53027
616/624-6490 414/673-5885
CharlesHarris StanGomoll
3933SouthPeoria 104290thLane.NE
P.O.Box904038 Minneapolis,MN55434
Tulsa, OK 74105 612/784-1172
DaleA.Gustafson JeannieHill
7724ShadyHill Dr. P.O.Box 328
Indianapolis,IN 46278 Harvard.IL60033
317/ 293-4430 815/943-7205
RobertLickteig RobertD.' Bob' Lumley
1708BayOaksDr. 1265South 124thSI.
AlbertLea,MN56007 Brookfield,WI 53005
507/ 373-2922 414/ 7822633
GeneMorris GeorgeYork
115CSteveCourt.R.R.2 181 SlobodaAv.
Roanoke,TX 76262 Mansfield,OH 44906
817/ 491 9110 419/ 5294378
S.H.'Wes' Schmid
Wauwatosa,WI 53213
7200S.E. 85thLane
Ocala,FL 32672
JoeDickey JimmyRollison
511 TerraceLakeRd. 823CarrionCircle
Columbus.IN 47201 Winters.CA95694- 1665
812/342-6878 916/ 795-4334
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E.MacGregorDr.
Madison,WI53717 NewHaven,IN 46774
608/833-1291 219/493-4724
by Espie "Butch" Joyce
As you read this issue of VINTAGE
AIRPLANE, a number of you will be
making preparations for your trip to the
EAA Sun 'n Fun Fly-In in Lakeland,
FL. I plan to be in Lakeland the entire
week and will be on the field visiting
with different individuals. While I'm
there, I would like to meet as many of
you as possible and talk with you about
the Antique/Classic Division. Tell me
your concerns, and give me input with
your suggestions to improve the
division. We are enjoying a terrific rate
of growth with the membership, and
we'd like to continue this success.
For those of who that have been to
Lakeland in the past, I received a
newsletter from Antique/Classic Chap-
ter 1. Shelly Decker, the president of
the Chapter, wrote to remind everyone
that the parking area for the Anti-
que/Classic and Contemporary aircraft
has been changed. In the past, we have
always parked on the very west end of
the display area. Not any longer. If you
are familiar with the layout of the con-
vention site, you may recall the
showplane camping area, just to the
south of the Warbird ramp, southeast of
the main convention grounds. This is
now the new A/C parking area - even
the Antique/Classic Headquarters
building has been moved. This move
was made to accommodate a larger
amount of A/C parking.
My initial reaction about this move is
that it is a very positive change. First,
we no longer have to leave our airplanes
during the afternoon airshow as we used
to have to do. We used to lose three or
four hours each afternoon to the air-
show, when members and the public
could not look at the showplanes on the
north side of the display area. I really
have all the respect in the world for the
members in A/C Chapter 1, who have
managed the Antique/Classic area at
Lakeland during Sun 'n Fun. I'd also
like to mention that I think Billy
Henderson has done a terrific job as the
Executive Director of the EAA Sun 'n
Fun Fly-In - great job, Billy! With my
involvement in helping put together the
A/C activities at BAA OSHKOSH, I
certainly understand that it takes a lot of
people to put on an event as well run as
Sun 'n Fun. My thanks to them all.
Our June issue of VINTAGE
AIRPLANE will contain an expanded
color section devoted to Antique/Clas-
sic activities at Sun 'n Fun. This should
be a keepsake issue for all of us.
We have started getting all of this
year's Chairmen and co-chairmen lined
up for the up-coming EAA OSHKOSH
Fly-In. It's coming at us fast! I'd like
to remind everyone once again that we
will be parking and judging Contem-
porary aircraft in the Antique/Classic
showplane parking area. Changes have
also been made to the parking area at
Oshkosh - a new taxiway has been built
on the west side of runway 18-36, and
with the landscaping work that needs to
be done, some adjustments concerning
the end of the showplane rows may have
to be done. A lot of this will depend on
the weather they have up in Wisconsin
this spring, but it is hoped that the grass
can be planted and growing so that the
disruption will be minimal. We'll keep
you posted on any further develop-
On page 3 of this issue of VINTAGE
AIRPLANE, you'll fmd a form to be
filled out if you wish to nominate some-
one for the Antique/Classic Hall of
Fame. Make a photocopy of the page
(you wouldn't cut your VINTAGE, now
would you?) and fill it out. Being
selected for the A/C Hall of Fame is a
prestigious honor, and will be treated as
such. Please do not hesitate to nominate
someone you think is deserving of this
honor, and be sure to follow the
guidelines at the top of the form. We
look forward to receiving these forms
and reviewing them with the selection
committee. Be sure and get them in
before May 21, 1993.
On a personal note, we had a terrible
snowstorm here in North Carolina a
short time ago, but the weather is now
starting to break. So far it's been a very
wet spring, but business is really pick-
ing up for us and soon it will be very
busy for us. There are so many fly-in
activities around the country - I'd love
to attend them all, but it is just impos-
sible to do so.
With all the fly-in activity going on,
I certainly want to caution everyone to
be extra careful out there. We all want
to keep accidents and the attendant bad
publicity to a minimum at any time.
I very much enjoy working for you
on a national level. It has been a very
satisfying experience for me and I'll
continue to do so in the future.
We need to keep encouraging in-
dividuals who have an interest in our
type of flying or vintage aviation in
general to join us as a member of the
Antique/Classic Division, so they can
enjoy our fine VINTAGE AIRPLANE
magazine, as well as enjoy the
camaraderie and fellowship that goes
along with being an A/C member. Also,
if you live near an A/C Chapter, I en-
courage you to get involved with them
- it's a rewarding experience.
Let's all pull together in the same
direction for the good of aviation.
Remember, we are better together. Join
us and have it all! ..
compiled by H.G. Frautschy
SUN 'N FUN '93
A note just received from Ray Olcott ,
A/C Parking Chairman at Sun ' n Fun tells
us that if you are a member of a Type
Club, and wish to park together, they will
try and accommodate you. I reali ze that
ma ny of yo u will be r e ce iving yo ur
magazi ne wi thin a fe w d ays of yo ur
departure, but if you ar e pl anning on
attending Sun ' n Fun ' 93, and would like
to park as a Type Club gro up , pl ease
cont act Ray Olcott at 813/644-2431. Ray
asks that you have an 8-l/2xll " card with
your aircraft Type Club clearly marked on
it in big letters so the aircraft parkers will
be able to direct you to the correct spot.
Re me mbe r , Antique/ Cl ass ic a nd
Cont e mpor ary parking is in a ne w
loca tion on th e Fl y- In s it e , so pa y
attenti on to the directions you are given
whil e taxiing in - they'll be di ffe rent than
the ones you got last year!
Thi s pas t St. Patrick 's Day, t he
Nati onal Aeronautics Associati on (NAA)
present ed aut hor Joe Juptne r with it ' s
NAA Recogniti o n Awa rd , fo r hi s
e xt e ns ive wo rk in docume nting the
hi story of avi ati on. The Antique/Classic
Divi sion' s own Buck Hilbert made the
presentation to Joe at Fl abob Airport in
Rubidoux , CA. Joe was nominated by
Buck a nd Bruce Bi ssone tt e, pas t
president of the West Texas Aviati on Hall
of Fame. J oe' s seri es of books, " U.S.
Civil Aircraft ," a nine volume set , has
been invaluabl e to anyone fortunate to
own the entire seri es. While still a young
man, Joe set out to document each and
every aircraft that had been issued a CAA
Type Certificate. Hi s tireless ferreting out
of the facts surrounding so many of these
airpl anes became an almost li felong task,
a nd it has prove n to be a ge m o f a
resource to us all here at E AA. Hardl y
a n articl e ca n be writt e n abo ut olde r
aircraft without referring to "Juptner ' s"
for a check of the facts.
Our congratul ations to Joe on his well
deserved honor.
As a side note, we have received a card
here at EAA Headquarters that further
re inforce s th e rumors we ha d he ard
concerning the reprinting of the entire
" U.S. Civil Aircraft " seri es by McGraw-
Hill . It advised that to learn more about
the reissuing of the books, (which were
pictured, by th e way, with a ne wly
designed dust cover) we needed to send
the card back t o Ba rbara McCann ,
AERO/ McGraw Hill , Inc., Blue Ridge
Summit, PA 17214-9988. If you' d like to
know more about buying this series, why
not drop Ms. McCann a note? Be sure
and tell her you read about it here in
Vintage Airplane.
Jerrold Winandy
The fifth annua l Minnesota Spo rt
Avi ation Confe rence was att ended by
nea rl y 500 parti cipant s on Saturday,
Fe brua r y 20, 1993. The confe r e nce,
sponsored by the Minnesota Department
of Transportation's Office of Aeronautics
wa s held at the Thunderbird Hote l in
Bloomin gton, MN ne ar Minneapoli s'
Int erna tional Airport. Sport avi ati on
enthusiasts from the Minneapoli s area, as
well as the entire state of Minnesota and
western Wisconsin enjoyed a vari ety of
se minar s. A se ri es of forums on
Antique/Classic aircraft was included in
thi s year 's program schedul e. Featured
spea ke r s included Bill Bre nn a nd of
Neenah, WI who spoke in detail about his
group 's restorati on of the Stinson Tri -
Motor frequently seen flying throughout
the Midwest. Je rrold Win andy of th e
Forest Products Laboratory, Madison, WI
was also on hand to di scuss various woods
and their uses in aircraft construction.
- Mary Jones, Editor, EAA Experimenter
From John Underwood we have this
first notice .. .
"Win" Kinner is outbound. He was an
airl ine pilot by profession, born in 1911,
the son of a Denver motorman who had
aspirati ons to build affordable airpl anes
and ultimat e ly did so. Winfi e ld B.
Kinner , Jr. joined the family business, The
Kinner Airplane & Motor Co. , earl y on
and had a hand in building Kinn e r
Sportsters and Securit y Airsters. He was
an Air Corps fli ght instructor for two
years during WW II , then transferred to
the Air Transport Command . He
instruct ed bri e fl y during th e pos t wa r
peri od, then joined Cali fo rnia Eastern
Airways flying DC-4s and L-1049s on the
Tokyo service. He subsequently fl ew for
U.S. Ove rseas Airlines a nd Saturn
Airlines, retiring in 1971.
Win was a passenger in a Cherokee on
a whale-watching outing in Baja, CA on
27 February. Inexplicabl y they crashed
on a mo untainside nea r Loretto, CA.
Win, a longtime EAA member , was also
much involved with the CAP, as well as
an acti ve CFI. He was a few weeks short
of his 82nd birthday.
Steve Hay (EAA 13772, A/C 9295) of
Lake Geneva, WI. St eve passed away
March 6, 1993 aft e r suffe ring a hear t
attack. Known to EAA members for his
fascinating coll ection of replica antique
e ngines, St eve was a true mecha ni ca l
wizard , abl e to intuiti ve ly translate a
blueprint into a working, running engine,
see min gly without e ff o rt. Hi s 1903
Wri ght Fl ye r e ngine as well as hi s
whimsical "ornithopter," powered by an
"anci e nt " e ngine have bee n fixtur es
surrounded by curious EAA members for
many, many EAA Conventions. Recent
additions of a Manl e y e ngine, a nd a
scaled-down Gnome rotary both served to
bol s te r th e crowds ar o und the Hay ' s
displ ay tent every year. He surely will be
missed by all who love things mechanical.
Our condolences to the Hay family and all
of Steve's fri ends.
Jan Dyer, Aurora, CO passed away
after fi ghting cancer at the age of 47 on
March 3, 1993. Jan was the Secretary/
Tr eas ur e r of Univair Aircraft Cor-
porati on, and the wife of Steve Dye r ,
Univair' s president. Jan was an active
pilot and EAA member , as well as t he
Colorado Pilot' s Assoc. , Colorado CAP
and the 99s. Active in both ci vic and
church organizations, as well a a number
professional organi zati ons, Jan will be
missed by her friend s throughout her
community and the sport aviation world.
Our condolences to the staff at Univair,
and to Steve Dye r and the rest of the
*' Dyer fami ly.
2 APRIL 1993
On this page is the nominating petition for the EAA Antique/Classic Division Hall of Fame. If you wish to
nominate anindividual who you believe has made asignificant contribution tothe advancement of aviation
between 1950 and the present day, please make acopy of this form, fill it out and send it to: EAA Aviation
Center, P.O. Box 3086, Oshkosh, WI 54903-3086. Please mark the envelope: EAA Antique/ Classic Divi-
sion Hall of Fame, Attn: Mr. Espie Joyce.
Please be as thorough and objective as possible. Attach copies of materials you deem appropriate and
helpful tothe committee.
The person you nominate must have advanced the field of aviation during the period 1950 tothe present
day. They can be acitizen of any country, and may be living ordead. Their contribution could be in the ar-
eas of flying, design, mechanical oraerodynamic developments, administration, writing, orsome other vi-
tal, relevant field, orany combination of fields that support aviation.
To be considered for induction into the EAA Antique/Classic Hall of Fame during 1993, petitions must
be received atEAA Headquarters no later than May 21, 1993.
Person Submitting this petition:
Street _______________________________________________________________________________________________________________
State ___ ZIP______
i ~
Person nominated for induction in the EAA Antique/Classic Division Hall of Fame:
Name: ------------------------------------------------------------------------------------------------------------
St reet: _______________________________________________________________________________________________________________
City State ZIP----
Date of Birth _________ If Deceased, Date of Death __________
Area of contri butions to aviation _____________________________________________________________________________________________________________
Date or time span of the nominee's contributions to aviation. Must be between 1950 - to the present day.
Describe the event or nature of activities the nominee has undertaken in aviation to be worthy of induction
into the EMAntique/Classic Division Hall of Fame. _______________________________________________________________________________
Describe other achievements the nominee has made in other related fields in aviation. ___________________________
Has the nominee already been honored for his/her involvement in aviation, and or the contribution you are
stating in this petition. (Circle one) Yes No
If yes, please explain the nature of the honor and/or award the nominee has recieved. ________________________________
Oth e r info rm ati 0 n __________________________________________________________________________________________________________________________________
Please attach any support material with your petition for the committee's review.
Part of a collection that resides in the Boeing Aeronautical Library includes a series of original photos from the early days of National
Air Transport (later United Airlines.) This unique photo features an NAT Travel Air 5000 and its pilot making a mail connection in the
Western U.S. The sleek, modern Travel Air and the stagecoach with the well armed cowboys make an interesting depiction of the con-
trasts in transportation that were still in practical use in the 1920s. Anybody recognize either the pilot or the location?
Dear Editor,
Re: February 1993 Vintage Airpl ane
- picture o n page 3 of ski- equippe d
I be li eve the ski s are reversed for
possibl e int erference of the prop and
check cable.
Visuali ze the skis turned around and
the airplane in takeoff or flying attitude.
The nose of the ski would be very close
to the prop arc. Also, it could be the re-
sult of a weight and balance probl em.
Just a guess.
Charles H. Smith
Plainfield, IL
I asked Norm Petersen, one of our
resident ski enthusiasts, to respond to
Charles' letter. - HGF
R eader C. H. Smith has kindly sent
in his possible solution to the DeHavil-
land DH-4 with reversed skis. His im-
pressive credentials include EAA 5529,
Al e 43 and 76 years on the learning
curve! We were able to locate a photo
of a DH-4 on skis with normal installa-
tion (Above right). The ski-propeller
combination appears to have adequate
clearance in the photo. Mr. Smith 's
comment that the DH-4 was reportedly
nose heavy could be very accurate. The
huge Liberty engine displaced 1649 cu-
bic inches and weighed 844 lbs. - all by
itself! With all that weight in the nose, it
would be fun to learn how our pilot
made out with the skis on backwards.
-Norm Petersen ...
4 APRIL 1993
The OnlyWay to Fly
As the GMC "Jimmy" turns off the
main road onto the dirt path, I can see
the nose of N2984E peeking out of the
small hangar on the little 700 foot farm
strip that she has called home for the
past few years. The setting sun makes
her brown and orange plumage seem to
glow in its golden rays. Already I'm in
After some very pleasant conversa-
tion with her former owners and a very
thorough inspection by me (I mean in-
spection plates removed and replaced) ,
all legal documents are exchanged and
she now has a new owner . .. Venice
Flying Service, in Venice, Florida.
Since the "oil burner" that had taken
me to California was very late, by the
time all of the above is done, the sun is
just ready to sink below the horizon for
the night. My new found friends advise
against jumping over the ridge to Santa
by Lyle D. Wheeler
Paula for the night as there is fog fore-
cast for the next morning. I do not like
taking a strange airplane (especially an
unknown used airplane) over unfamiliar
country at night but this " Little Jewel"
looks like she will not let me down, so
the decision is made to go to Lancaster,
some 8 miles distant , to avoid the possi-
ble early morning fog. Thus, as the sun
disappears, the wheels of 84E kiss the
soil of her former home goodbye for the
last time, and she climbs gracefully over
the ridges, headed for Lancaster, Cali-
fornia, and the start of a very happy and
fun-filled 4-day journey to her new
Darkness comes long before we clear
the last ridge into Lancaster. Now, this
little Champ has an electrical system
with lights, starter, and even a commu-
nications radio - or so I was told (1 know
the lights and starter work). My first in-
dication that there may be a problem
with the radio is when I try to call Fox
Tower at Lancaster and all that I can
hear is static. No problem - I like flying
without radios anyway - the only way to
With the tower transmitting in the
blind, and my thumb working the mike
button, the little Champ puts me on the
ground and into a tiedown spot with no
stress or strain.
The hour is quite late now, so after
the "Little Bird" is taken care of for the
night, the next order of business is to
find a bed. This is easily accomplished
and visions of one GREAT BIG FUN
TRIP fill my mind as I drift off to sleep.
Next morning, Friday, June 19, finds
this old man waiting for the cab to the
airport well before daylight. What a
lated parts of the United States. Not
only must you plan this leg, but what is
available on the next leg is also very
critical. More than one planned route
has to be changed because the next leg
does not have suitable facilities.
The above situation dictated that
early Saturday morning, June 20. The
"Little Jewel" says goodbye to West
Texas Airport and heads down Inter-
state 8, toward Fort Stockton, Texas.
What the heck - we worked hard the
day before so why not relax and use the
"highway compass" for a while? It is
another beautiful morning and the
passage through a narrow gap in the
Sierra Diablo Mountains, about 10
miles northwest of Van Horn, Texas,
tain portion of the trip. GOSH, I LOVE
is the most scenic of the entire moun-
Time sure flies when you are having
fun and shortly the wheels roll to a stop
at the gas pumps at Ft. Stockton.
The next three hours were the worst
of the whole trip. They were so bad that
I hope I never see Ft. Stockton again,
ever! The AOPA book says the place
has fuel and is attended during daylight
hours. Don't believe it!
The office was open but nobody was
around. I finally found a phone number
to call for service and was just ready to
do so, when a very nice lady drove up in
a station wagon. She announced that
she and her husband run the place and
she gladly filled the tanks on the Champ
and collected the money.
In my efforts to be a safe pilot, I al-
ways take a fuel sample after each refu-
eling operation - just to make sure.
When I pushed the probe of the sampler
into the quick-drain, only a very few
drops came out into the cup. WOW-
what have we here? Even with the
quick-drain full open, there are only a
few drops coming out of it! Good grief!
Let's check the other tank! The other
tank checks with exactly the SAME
RESULTS! Just what do we have
The firewall drain checks O.K. Since
the lady who filled the tanks was the
only other person on the airport, I asked
her if I could use a bucket and wrench
to remove the quick-drains and check
the fuel in the tanks. She was very ea-
ger to help, however all of the tools
were locked in the shop and her hus-
band who had the key was "over there"
and she would go after him. Saying she
would be back in 20 minutes, she left in
a cloud of dust. I assumed her destin a-
tion was "over there."
To make a long story short, over two
and one half hours later, she had not
come back. A local pilot arrived to
~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~

beautiful morning it is
and I am going to get to fly the whole
blessed day!
A quick attempted call to the tower
on the radio confirms that it is indeed
not working - but, what the heck, who
needs a radio in an Aeronca Champ! A
phone call is made to the tower for
clearance to use light signals and the
Champ is on her way!
The sun is still low in the eastern sky
when the little Aeronca rounds the
south edge of the Palmdale ATA and
we settle in for a nice leisurely trip
around the mountains and restricted ar-
eas to Twentynine Palms - our next gas
stop. As we proceed East, the compass
is telling me that we are headed 060 de-
grees. There is no wind so there must
be something wrong with this picture.
Let's see, 14 degrees east variation
would make a magnetic course of 076
degrees. Ah hal She has 16 degrees of
east deviation on an easterly heading! I
must remember that little fact!! Turn-
ing the radio back on did not change
this deviation factor.
A quick stop at "29" Palms where
the two wing tanks (one of many STC'd
modifications on this little Champ) are
filled with good tasting 80 octane and
we are back in the air headed for Buck-
eye, Arizona, via Blyth.
As we proceed over the desert, I hap-
pen to notice that the wing struts blend
perfectly with the color of the surface
below. Hey - this airplane is painted in
a perfect camouflage color for hiding in
the desert! Thank goodness for that
ELT, emergency gear, rations, and W A-
TER that is stashed in the back!
On the ground at Buckeye it is deci-
sion time. The next destination is Will-
cox, Arizona, elevation 4181 feet.
Around the Phoenix TCA veil and di-
rect is the closest, but that route takes in
some pretty high real estate and with a
6 APRIL 1993
temperature of almost 100 degrees
F., those mighty 85 horses may just get
tired and the little Champ could find
herself in one of those high valleys un-
able to climb out. No thanks, we will go
the longer lower route via Tucson and
Interstate 10. Yes, it is a little bumpy
now - the "G" meter shows from a
plus 2 to a plus/minus 0, but the little
bird makes no complaints as she
squeaks onto the runway at Willcox.
A quick call to Flight Service (boy,
those people have a hard time briefing
for an Aeronca Champion flight!) shows
good weather with a slight tailwind.
Hot Dang - we are going to make EI
Paso tonight! The temperature in EI
Paso is reported at 105F. and it is pretty
hot here in Willcox, too, but this little
Champ has a "can do" attitude and she
can handle it.
Having no radio or transponder, 84E
is restricted to uncontrolled fields, so
the only available airport in the EI Paso
area is West Texas, located on the
southeast edge of town. The logical way
to get there is to go around south of the
city, over the edge of Mexico, and back
into the airport. Knowing the Champ
mayor may not be found on radar, it
was assumed that it would be seen only
as it came back into the United States
and Customs would be asking a lot of
questions. So - it is the long way around
to the north and back south to the air-
The sun has long ago set by the time
the "Little Jewel" is secured for the
night. She deserves a good rest as she
has really worked hard today - espe-
cially in those high "hills." A rented car
takes me to "Jeff Bodel's" place for the
Even with the extended range af-
forded by the two wing tanks, finding
suitable refueling spots for the little no-
radio Champ requires some advance
planning - especially in the less popu-
work on his Cessna 172, and I told him
my story. His reply was, "Oh, that's
normal - they may have decided that
they just did not want to come back!"
To shorten the story even more, I bor-
rowed a wrench and bucket and in less
than 10 minutes, we were ready to fly.
Whatever happened to the "nice
lady" and her husband, I will never
know. OUR problem was that two bugs,
of the same lineage, had decided the
quick-drains would make very good
homes and when I tried to check the
fuel, the probe smashed the bugs up
into the openings, thus blocking the
flow of fuel out the drain. The gas was
good. Needless to say, a new sampling
procedure has been developed.
Quickly file a flight plan, I get the
"Little Bird" on her way to Brady,
Texas. A very interesting leg. Remem-
ber the 16 degrees of deviation that was
found coming out of Lancaster?? Well,
this stupid pilot didn't!
Ft. Stockton will be remembered for
a long time, but now, it is time to get
back to having fun. HOT DANG, it
feels good to be back in the air again!
The little Champ is purring like a very
contented kitten and we know she has
good clean fuel in her tanks. Her nose
is pointed in an easterly direction and
all is well.
The checkpoints on the direct course
from Ft. Stockton to Brady, Texas, are
few and far between. The visibility has
come down a little, but nothing to worry
about. We are now about 85 miles out
and I can just barely make out the town
of Big Lake off the left wing. Yep, just
a few miles off track to the north. My,
everything sure looks the same on the
ground in this part of the world! Let's
see - if we go almost due east from here,
I should find the town of Eden, where I
can pick up the road into Brady. Oh
yes, there is the town of Christoval
about half way that will let me know
that I am on course. Let's see now -
T.C. of 90 degrees, minus 8.5 degrees
east variation, makes a compass heading
of about 081 degrees. There is no wind,
liitle Champ, stay on that heading and
we will be over Christoval in 40 minutes
and Eden in 7 minutes after that. Noth-
ing to it!
Forty minutes came and left - no
Christoval. Well, it is quite small, we
must have missed seeing it. Keep a
sharp eye out for Eden - it isn't any
larger! Ah-ha! There it is, directly on
the nose . Hey! Wait a minute - this
town has an airport and Eden sure
doesn' t have one! Where the heck are
we any way? Menard? Can't be! But
Menard does have an airport located in
the exact spot as the town I am looking
at on the ground! That ' s 20 miles off
course! Now it hits me. You idiot! You
forgot to apply the 16 degrees east devi-
ation that the Little Champ told you
about coming out of Lancaster. DUMB,
Having found ourselves again, we
follow another road into Brady, where a
very nice grass runway was waiting to
caress the wheels of this little "Sweet-
heart" that I am flying.
When I call Flight Service to close
our flight plan, I discover that it is never
opened. It seems that even though they
have been advised to open it at my as-
sumed departure time, they had not
done so because I had not called them
on the radio. When I ask how I could
have done that when the flight plan in-
dicated NO RADIO, they could not an-
swer me. Oh well, what the heck - we
weren't on course anyway. (As was
pointed out before, modern day Flight
Service seems to have a problem with
LOW, SLOW, NO RADIO airplanes.)
A new load of fuel, and the runway's
soft grass la unches us on our war to
Lampasas, Texas, 65 miles to the east
where we plan to spend the night.
WRONG! It seems that there are a
couple of sports car shows in town and
EVERY motel/hotel room is filled. No
vacancy anywhere in town.
The airport manager suggests that we
go on to Killeen, Texas, even though it
is directly on the other side of two con-
trol tower airports. A quick call to the
approach controller and the little
Champ has permission to fly directly
through his control zone, even though
we have no avionics. There are restric-
tions of course, but the fact that they are
willing to cooperate has sure saved a
bunch of flying time. Maybe we will get
a hot meal tonight after all!
The FBO at Killeen is just locking up
for the night when the little Continental
comes to a halt by his gas truck. He is
very accommodating and soon both the
Champ and myself are tucked in for an-
other good night's rest.
FUN! The problem is - the weather is
soooo good and the tailwinds are work-
ing soooo well - the trip will be over
tooooo soon! To bad, we are about half
way home already!
Management of the Killeen Holiday
Inn is to be complemented for subscrib-
ing to the Weather Channel for their
guests. When it is turned on at 6 a.m.
on Sunday, June 21, I am informed of
some very nasty weather that is over
West Central Texas, moving toward
Killeen. If Champ 84E is going to be in
the air today, she had best not stay
around very long. A quick call to Flight
Service confirms the news, so it is a
"hurry-up" breakfast, a quick ride to the
airport and off into the wild blue for an-
other great day of our favorite thing -
Livingston, Texas sits on the shore of
Lake Livingston, 16 miles to the east.
We are out well ahead of the weather
and the visibility is great, so the little
Champ is sitting at the gas pump on Liv-
ingston airport in what seems like just a
matter of a few short minutes.
It is a nice little one runway airport,
but the place appears to be deserted.
The AOPA book says it is attended 24
hours a day. Yep, it has runway lights,
but there sure aren't any people around.
After all, it is after 9 a.m. on Sunday
morning - where is everyone?
Several knocks on the door of the
mobile-home, out back of the hangar,
brought absolutely no response. The
wall of the phone booth produced a
number to call for gas. When that num-
ber is dialed, the phone in the hangar
rings and is answered by a sleepy male
voice who informs me that he will be
right out. It turns out that a phone also
rang in the mobile-home, waking up the
FBO owner.
The Champ is refueled and ready to
go, and just as soon as yours truly gets a
drink of water, we will
be back in the air where we belong.
"Where is the water fountain?"
"Oh, see that horse pen out back?"
"Well, there is a hose to put water in
the horse water tank; turn it on at the
well, let it run to get cool and drink all
you want. Oh, by the way, when you are
through, please put the hose in the tank
as the horse needs water this morning."
Having been born and raised on a
farm in West Central Illinois, I have
shared the livestock watering facilities
many times in the past, so this was just
fine with me. Boy, this trip is sure tak-
ing me back a "thousand years"! HOT
DANG, little Champ - I love you - you
REALLY ARE a "Magic Carpet"!
After another fun filled 2.3 hours, we
are sitting in front of the FBO office at
Opelousas, Louisiana, where the owner
insists that he get some pictures of the
airplane and a note from me describing
our little trip. It seems we are some-
what of an oddity and he wants us for
his guest book. I forgot to mention, the
same thing happened at Willcox, Ari-
On our way again, it is under the Ba-
ton Rouge ARSA, just outside the New
Orleans veil, and on the ground at
Picayune, Mississippi , for more fuel.
The Champ created quite a stir again at
this nice little field.
With some friendly advice that it is a
good place to stay overnight and the
AOPA book declaring the airport is
open "daylight hours, " the " Little
Jewel" was soon on her way to Bay
Minette, Alabama, where we antici-
pated an early supper. Again-
Circling the airport should have
given us our first clue. There was only
one car in the lot, and only three air-
planes on the ramp. When we got to it,
the office was closed and
locked and the only pay telephone on
the outside wall did not even have a
phone directory. A thorough search of
the smudged notes on the wall, pro-
duced only one phone number that was
recognizable - " Gene's Taxi". A call
was made to that number and the nice
gentleman who answered advised me
that he was closed for the day. These
people in the small town are very
friendly, and after I explained my prob-
lem, this nice man (turns out to be
Gene) came out to get me in his per-
sonal car. Gene advised me that the
airport is "closed on weekends," but it
would no doubt be open sometime the
next morning. With that, he took me to
the nearest motel , with the promise to
return when I called the next morning.
Too bad - the fun is almost over! We
are getting awfully close to home - looks
like we will make it tomorrow.
Monday morning, June 22. In less
than 7 minutes after the 7:15 a.m. call to
"Gene's Locksmith and Taxi ," "Mrs.
Gene" has me in the cab on the way to
the Bay Minette airport. (Can you vi-
sualize service that fast in the big city?)
She advises that no one would be at the
airport, until sometime after 8 a.m.,
hopefully by 8:30 at the latest.
Sure enough, the airport is still de-
serted, so the little Champ is untied and
pushed over to the gas pumps. And-
sure enough, shortly after 8 o'clock, a
gentleman drives up, unlocks the door,
and calls out, " I hope you don ' t need
gas, 'cause we don't have any. Won't
have any 'til sometime later in the
Gee - thanks a lot!! O.K., "Sweet-
heart," just exactly how much fuel do
you have in your tanks? The trusty
paint paddle "dipstick" that 84E has
with her indicats we have enough to get
to Crestview, Florida, so we charge off
into a rather hazy morning - 3-5 miles
visibility, and land at Crestview in very
short order.
A very quick stop (12 minutes shut-
down-to-start-up) puts us on our way to
Quincy, Florida.
Of all the stops that this old man
made on a recent similar trip to Canada,
and thus far on this trip , the Quincy
stop is without a doubt the most cordial
of them all. The wheels kiss the velvety
grass landing area, and as we taxi to-
ward the ramp, the owner of the FBO is
standing there wearing a very large
smile, directing us to his gas pumps. As
soon as the little Continental is again
silent, he opens the door, greets us
warmly, requests our needs, and directs
me toward the cooler containing FREE
soft drinks. Without being asked, he
cleans ALL of the windows. (This was
the only time on both trips that anyone
even mentioned cleaning ANY win-
dows!) When we lift off of his beautiful
grass on departure, this same person is
again standing on the ramp waving to
us. What a refreshing experience in this
day and age of cold indifferent busi-
ness. I wish him the best of luck.
Nuts, we are getting close to home
now. A few of the normal Florida
" thunder bumpers " are starting to
build, but no problem. Dunnellon, our
final fuel stop comes into view and we
both know it is almost over.
The little Champ seems eager to get
to her new home as we climb into the
afternoon bumps of summertime flying
in Florida. Due to the constant seem-
ingly unfriendliness toward "little air-
planes" by Tampa and Sarasota ATC,
we are required to make the long de-
tour around to the east of Lakeland,
before setting course to Venice. It adds
many minutes to the flight, but, what
the heck, I'm enjoying every minute of
it to the fullest.
November 2984E makes a couple of
turns over the Venice airport to get the
layout of her new home, and then
makes an ever so gentle touch down on
the grass beside the paved runway. For
me it is quite a let down. The trip is
BEEN FUN! I also know the love af-
fair is not over as she and I will be
spending time together as she teaches
new and old pilots, alike, the fine art of
flying "conventional gear" airplanes.
I don't care if it is a Boeing 747 or an
"Airknocker," to me an airplane is not
just a machine. They each have their
own personality and if I may paraphrase
a statement made by Mr. Will Rogers:
"I have never met an AIRPLANE I
didn't like." Little 84E is a "Sweet-
heart." We went through a lot and be-
came very close in the 33 hours and 50
minutes we had just flown.
Hey! It REALLY has been fun!
* ONE?
8 APRIL 1993
by Andy Heins
On September II, 1991, I purchased a
1946 Stinson 108, NC97141 sIn 141 from
Mr. Dan Wagner of Sturgis, Michigan.
Along with the Stinson came a truckload
of spare Franklin 150 parts and a new
bottom cowl and wheelpants. Having
obtained my Private ticket only a month
earlier in my brother Mike's 1950 Callair
A-2, I felt that I should have someone
with a little more experience fly my new
purchase home with me. Since my
brother Pete was out of town on busi -
ness , I chose long time Waco and
Taylorcraft owner Paul Hofacker. The
trip from Reed-Esch airport in Indiana,
where the Stinson was based, to Moraine
Airpark in Dayton, Ohio was uneventful,
other than having to land an unfamiliar
airplane in the dark. The next day, my
brother Pete and I eagerly jumped into
the Stinson and flew to Hook Field in
Middletown, Ohio, a 10 minute flight ,
where both the paved and grass strips are
long and wide. I had never flown an air-
plane with that much horsepower and
such sensitive controls. The flap lower-
ing speed on the Stinson was what I
cruised at with the Callair. The aileron
control was light and responsive and the
rudder was very sensitive. After 7 or 8
landings on the grass without too many
problems, I then shot a few landings on
the hard surface. Although I didn' t have
any problems there either, I quickly
became aware that the Stinson was a
totally different bird on pavement.
During the next month , I logged
about 40 hours on the Stinson, until
returning home one day from the Ohio
Antique airplane fly-in at Wynkoop air-
port in Mt. Vernon, Ohio, my tachome-
ter stopped working. After closer
inspection, it was found that the tach
drive gear in the rear accessory case had
sheared, dropping some teeth into the
engine. When I purchased the Stinson,
the Franklin 6A4-150-B3 had a total of
35 SMOH in 1989. That , plus the 40
hours I had flown , gave me 75 SMOH.
The last thing I needed at this point was
a major overhaul. I stewed for a week or
two trying to make up my mind. I wasn' t
happy with the paint scheme, all white
with a thin red stripe and large red N
numbers on the fuselage. I always pre-
ferred an original paint scheme. The bot-
tom cowl had a large crease as if some-
one had taxied into something. The
nose bowl had cracks, the fairings were a
little rough, the wheelpants needed to be
repaired, etc. , etc. Since it was now
November, I figured that since I proba-
bly wouldn't be flying much in the win-
ter , I could repaint the airplane and
clean it up a little before the fly-in season
We (being my wife Joy, brother Pete,
and good friend Jim Harkema) began
the project by disassembling the engine.
To our great surprise, all the teeth that
had been sheared off the tach drive gear
were intact in the oil pan. The oil pump
and filter unit were removed and found
to be clean of any foreign particles. The
rear accessory case and valve covers
were removed and nothing was found
there either. One nice thing about a
Franklin engine is that when the top case
cover and the oil pan are removed , a
Prior to restoration, the Heins' Stinson didn't look too bad - just a bit worn around
the edges.
visual inspection can be performed on
the crankshaft and camshaft. Both the
crank and camshaft looked as if they
were brand new, with no scoring or wear.
At this point, things looked very promis-
ing. After consulting several mechanic
friends, the consensus was to clean the
engine thoroughly with kerosene under
high pressure and to reassemble the
engine and watch the oil pressure.
With that in mind, we decided to
make the engine the last item to com-
plete on the aircraft. All control surfaces
were removed and taken home to be
stripped and cleaned. I also brought all
the fairings and cowling home to work
on since my hangar, which I rented from
EAA Chapter 48, was unheated and the
cold weather had started to set in. From
November until the end of January, my
friend Jim and I spent countless evenings
stripping the several layers of paint off
the control surfaces, fairings and cowl-
ings. After stripping my basement full of
parts, it was then that I reali zed all my
fairings were not in the greatest of shape.
My nose bowl had more cracks and
patches than I could stand. Even the ele-
vators and rudder had a lot of nicks and
dents. We picked the few parts deemed
useable and cleaned them further to
remove any trace of paint.
Out of all the fairings and metal
pieces on a Stinson, all we kept were the
wing root, tail fairings and the window
retainer pieces. The fairings for the
landing gear, gear fillet, upper and lower
strut, fuselage shroud, fuselage pan and
firewall pan were all replaced. Thanks to
Univair for having all the necessary
parts. The gear was stripped, cleaned,
primered and painted. The wheels were
removed, hubs split, new bearings and
races greased and installed. New pucks,
clips and buttons were used on the origi-
nal Goodyear brakes. The tail wheel was
removed and the tailwheel spring and
assembly were cleaned, primered and
painted. A new Maule tailwheel assem-
bly was purchased from Univair com-
plete with tire and tube and installed.
The vertical and horizontal stabilizers
as well as the wing struts were stripped
and cleaned.
Late in February, the weather began
to break and we were able to spend more
time at the airport. We began by remov-
ing the doors, windshield and window
glass, instrument panel, control wheels,
seats, rudder pedals, floor boards, trim
indicator and flap handle. The original
plan was to keep the interior intact, but
after going this far, I made the decision
to go with a completely new interior
including seats, carpet and side panels
from Airtex. Now I had a bare shell sit-
ting in my hangar. Then the tedious
process of wet sanding took place. The
airplane had been cov-
ered with Ceconite and
sprayed white with
butyrate dope in 1973.
The Stinson then spent
the next 10 years in an
enclosed hangar, never
being flown due to a
sick engine. When we
checked the fabric it
was if it were brand
new, which is certainly
a testament to Ceco-
nite. We felt there was
no good reason we had
should last 5-10 years longer without any
problem. We began by wet sanding the
fuselage, being careful not to sand too
hard over the seams. The first problem
occurred in removing the red stripe and
N numbers. They had been sprayed on
with polyurethane and sanding them just
wasn' t working. We then came up with
the idea that we would use a combina-
tion of MEK, scraping carefully with an
X-Acto knife, and wet sanding. This
worked real well but added countless
hours to the process. One warm day,
four of us got together and completely
sanded both wings and finished the fuse-
lage. It took about 8-10 hours, but I felt
as if a major hurdle had been jumped.
The floorboards were sanded and given
two coats of clear polyurethane. The
battery box was painted and installed
and new rudder pedals from Univair
were added.
All hosing for the venturis was
replaced as well as all electrical wiring.
All tubing in the cockpit that could be
seen was primered and painted grey, to
match the interior. The control panel
and top cover were stripped, primered
and painted. I sent the control wheels,
door handles and grills out to be pol-
ished. The early model 108's like mine
had all metal " D " shaped control
wheels. All the inside door trim pieces
and window retainers were stripped,
primered and painted. A new flap han-
dle and trim pieces were purchased and
installed, along with a new tachometer
and electric clock.
After all the sanding was completed
on the Stinson, we then sprayed all the
fabric surfaces with rejuvenator. The
fuselage was then sprayed with a silver
filler coat in order to hide where the
stripe and numbers had been. This was
then wet sanded until no trace could be
found of either the stripe or N numbers.
Now it was time to paint.
In doing some research on my
Stinson, along with the help of the
Stinson Club and Univair, it was found
that my particular airplane was one of
300 or so early 108's that was painted a
two tone paint scheme of Insignia Blue
and AN Orange-Yellow. When I first
described the paint scheme to my wife
and brother, they were a little less than
excited. I even drew up the paint scheme
to show them but it didn' t really help.
My wife wanted some combination of
yellow and red and my brother Pete
favored Waco Vermillion, just like the
color that is on his Waco. Well, needless
to say, I won the argument because I
knew it would be different. We began by
spraying the yellow first. With my broth-
er Pete handling the spray gun and
friend Jim playi ng gopher, they began
spraying coats of yellow. After 5 coats
The 150 hp Franklin 6A4-150-B3 was overhauled and then to tear off perfectly and no paint remaining, it was found that
installed in a competely renewed engine compartment. good fabric, when it the yellow was so translucent that it
10 APRIL 1993
would take several more coats to cover.
I wanted the Stinson to have a slick,
shiny finish, so that is why I chose
Randolph Ranthane. It gives the air-
plane somewhat of a "wet" look. So,
back on the-phone to order more paint.
After several days, new paint arrived
and two more coats were applied. Prior
to painting, we etched, alodined and
primered every metal piece on the
plane. We also went over every bit of
the aircraft with Prep-Sol, a degreaser,
followed by a tack cloth. We then began
the tedious process of taping off the air-
plane. All "N" numbers were done by
hand, using a 24"x6" piece of
Plexiglass as a pattern. The only sten-
sils used were of the Stinson logo on the
cowl and tail. The day finally came
when we were ready to spray the blue.
The weather hadn' t been too coopera-
tive, but when we finally had a break, we
decided to take advantage of it. The
temperature had gotten warm enough
but would only be that way for that par-
ticular day. Since we were rushing to get
things done while the weather held, the
airplane probably wasn' t wiped off quite
as well as it should have been. Pete and
Jim quickly changed into their painting
clothes and began spraying the Insignia
Blue. Everything went fine spraying the
wings, but when they started on the fuse-
lage, the paint began to "fish eye". Then,
with that happening, the paint gun
began spurting the paint instead of flow-
ing evenly. When I heard my brother
cussing and yelling, I quickly opened the
access door to the hangar to find them
both tearing apart the spray gun in an
attempt to clean it so the painting could
continue. By the time they got it back
together, the paint on the airplane had
started to become tacky. Pete resumed
spraying, and to our amazement , it
began to cover up the areas where the
fish eyes had appeared. With everything
starting to look better, he decided to
give the fuselage one last coat. With
that he began spraying and the paint
began to run. By the time he finished,
we had several areas on the forward
fuselage where the fish eyes had been
that now had runs. At first, I really
didn't think it was that bad and that my
brother, the perfectionist , had over-
reacted. Everyone had told me to wait
until the paint was tacky to pull the
tapes. We waited about an hour and
started pealing the tape off. Even
though the paint was good and tacky, it
still wasn ' t dry enough. As I began
peeling off the fuselage-stripe, the paint
started to pull so that I began to get
jagged edges. We waited a little longer
on the wings and the N numbers pulled
off fine. Being late, we closed up for the
evening and went home. The next day
was bright and sunny and we rolled the
Stinson out of my brother 's hangar to
Months and months of hard work payoff for Andy and Joy Heins when their newly
restored Stinson 108 takes to the skies again.
push it back to mine. When the sunlight
hit the fuselage it seemed to magnify the
runs. We all were slightly disgust ed,
especially my brother. We pushed the
airplane to my hangar and began talk-
ing about solutions. Only one solution
seemed correct - do it over! Since the
wings turned out fine, we did nothing
but cover them up with paper and tape
them closed. We then began sanding the
blue on the fuselage where any runs
were found. As I said before, the stripe
on the fuselage had jagged edges, so I
lightly sanded the edges and when I
retaped the stripe, I made it just a hair
below the original line. Pete resprayed
the fuselage and it turned out fantastic.
The next item to be completed was
the engine. The starter, generator, and
both Eiseman magnetos were dissassem-
bled, inspected, reassembled and paint-
ed. A new ignition harness and spark
plugs were purchased. All new engine
baffling was obtained from Univair. All
hosing, clamps and electrical wiring were
replaced. The new tach drive gear was
installed, the engine cleaned and
repainted to Franklin colors, including
the red Franklin logo on the top case
cover and all the valve covers. The
engine mount and firewall , as well as the
inside of the cowling were painted sil-
ver. New gaskets and rubber packing
were installed. New engine mount rub-
bers and bolts were added. The engine
was installed and we were on our way.
With the project star ting to look
more lik e an airplane every day, I
couldn't wait to get off work and hurry
to the airport. We installed the headlin-
er and interior in about two weeks time.
I had purchased the silver/grey velour
fabric from Airtex, but had a local car
uphol stery shop sew the seats and side-
panels using myoId ones as patterns.
Unfortunately, they also used the old
cardboard backing. This all had to be
redone in order to make it look right.
My brother Pete installed the presewn
headliner from Airtex and it looked
great. Next, all the fairings were
installed. Since the fairings didn' t have
predrilled holes, it took some time to
match them up with some of the existing
holes. All the control surfaces were
carefully gone over, every nick or dent
being filled with body filler , sanded,
etched, alodined, primered and painted.
Every nut , bolt, screw and cotter pin that
could be replaced on the whole aircraft
was, with the help of good friend and
Waco owner Joe McGuire of Airframe
Systems Inc., of Alliance, Ohio. All I
had to do was call Joe and tell him what
I needed, and the next day it would
arrive. Talk about good service!
We completed the final assembly in
the remaining weeks of June. When the
day came for the test flight , we pushed
the Stinson to the pumps, and $64.00
later we were ready to go. Nearly
everyone who had seen this project
through from start to finish was on
hand. I gave a hug and kiss to my wife
Joy and cljmbed in the right seat next to
my brother Pete, the test pilot for the
project. The engine started the first
blade and off we went. As we ran the
airplane up at the departure end of the
runway, I had time to reflect on the
months of working a 10 hour workday
for USAIR Express, then driving
straight to the airport to work another 8
hours on the Stinson. I never could
have completed the project without
everyone's help. With the instruments
looking good and a nod, the power was
added and the takeoff roll began. The
20 minute test flight went without inci-
dent and everything went smooth. We
landed after some air to air photos and
taxied in to the cheering crowd. What a
sense of relief that the project was final-
ly complete.
Some of the key figures that played a
role in getti ng the Stinson flying were
Joy Heins, Pete Heins, Jim Harkema,
Josh Pack, Linda Pack, Don Hayes, Sr.,
Don Hayes, Jr., Tom Erikson , Ed
Dubois, John Estridge, Jim Oswald,
Steve Hanshew and Mike Williams. To
them lowe a great amount of thanks . ...
Reminiscing .

WithTheTM Scout
The history of vintage ai rpl anes is
amazing. When I have a plane at an air-
show or a visitor here at our littl e field
someone always comes up with a story
about that aircraft or one like it. So it
has been with my Thomas Morse Scout.
Years ago, John Underwood (of
writer fame) gave me a photo of a pilot
in my Thomas Morse when it was in ac-
tive se rvice at Rockwell Field, San
Diego, California, about 1918. I have
used the picture in the display with the
Scout at airshows. Last spring, John
call ed to advise me a Di ck Hawthorne,
who had given him the photo neg-
ative,was coming our way. It was his fa-
ther , Lt. Lawrence D. Harthorn, (a
spelling change was made to the fami ly
name in later years) whose photo had
by Ed D. (Skeeter) Carlson
been taken in the cockpit so many years
ago. Dick wanted to see the act ual
fighter hi s dad had flown, as well as sit in
the same cockpit. We certai nly could ac-
commodate him.
Dick related how hi s father, though a
very young man , was chosen to come
from E ngland for the purpose of teach-
ing aviators at Rockwell Field how to fly
a Spad. The Spads that were to come
(Left) A photo supplied by John Under-
wood, and used by Skeeter Carlson on
the poster he displays with his Thomas
Morse Scout, led Skeeter to a meeting
with the son of the man pictured in the
photo. The pilot in the photo, Lt.
Lawrence D. Harthorn, was the father of
Dick Hawthorne (right).
(Below) Skeeter's TM Scout is one of a
handful left in the country, and one of
only two known flyable Scouts. (It last
flew about 3 years ago, but can be made
flyable is quick order.)
from Europe never arrived , so Lt.
Hawthorne used Thomas Morse Scouts.
When the war ended, he stayed in Amer-
ica. The Scouts were sold as surplus.
The one I have, #38898, went to Wilson
Aero Corp. of Burbank, and then to Paul
Mantz, who used her during the filming
of movies like " Wings," "Dawn Patrol"
and others with aviation themes during
the twenties and thirties. During 1952 I
acqui red the bird in a trade with Paul.
In the twenties, Lawrence Harthorn
turned to Hollywood for flying employ-
ment. Dick, however, did not know what
movies his father had flown in. We hope
that this will turn up in future research
by J ohn Underwood, and are looking
forward to John's future publications.
The afternoon spent with Dick
Hawthorne was very enjoyable. He was
in awe to be able to sit in the plane his
father had flown 74 years ago, and it was
a pleasure to note the expression on his
face. I only wish when I received the
"Tommy" from Paul Mantz all the log
books would have been with it. How in-
teresting they would be! ...
12 APRIL 1993
bOIUS-lIolISl S-4C kolJT
Ernie and Roger Freeman
Article and photos
by H.G. Frautschy
Each generation of airplanes has their
own level of sophistication, their own ad-
vancement of the state of the art at a par-
ticular place in history. Even as the
lessons from the " Great War" were still
being learned, engineers were designing
airplanes for the USA war effort. Al-
though their designs would never fire a
shot in anger during WW I, some of the
airplanes built during that time still con-
tinue to hold a certain fascination for
many people.
If you grew up in the time just prior to
and during the Great Depression, your
aviation exposure included the many pulp
magazines of the day, including " Flying
Aces," "Sky Riders, " and "War Aces. "
All were filled with the exploits of fic-
tional war heros who spent their last bul-
let trying to shoot down the enemy. For
many of those who grew up during this
time, their love of WW I airplanes would
never diminish.
Ernie Freeman was one of those kids
who grew up to be an American Airlines
DC-10 Captain. He began collecting parts
for his WW I project early in his career -
1955 to be exact. The plane? A Thomas-
Morse S-4C Scout.
Ernie was one of the few individuals
during the immediate post-WW II period
who found antique airplanes interesting,
and worth saving. He was intrigued by the
notion of a flying WW I airplane, and so
began his search. His S-4C did not come
about as an entire project he had to sit
down and restore - a part here, a pair of
wings there, and other "pieces of junk"
were collected to start remaking an entire
airplane. The majority of this particular
Scout came about from a real basket case
Ernie was able to procure from the late
Paul Mantz. These pieces of airplanes
came from a number of Hollywood air-
planes, real T-M Scouts that had been
used in the '20s and ' 30s for such Holly-
wood epics as " Dawn Patrol" and "Hell 's
Angels." (As I'll explain later, it turns out
that over the years Ernie has collected
enough parts to put together a few more
T-M Scouts.) Not many people were in-
terested in old airplanes, but a few, Cole
Palen, Jack Canary and Joe Pfeifer among
them, were actively searching out these
aviation relics, helping preserve them for
later generations.
At about the same time Ernie started
the actual restoration of the Scout, he was
blessed with a son, Roger. Roger grew up
with the project. He recalled that he
doesn't ever remember a car in the garage
(sound familiar, anyone and everyone?) ,
and helped his dad as often as he could.
A number of parts from the basket
case could and were reused - the struts are
original , as well as the lower wings, and a
few pieces in the fuselage are from the
original fuselage. Often, though, the parts
were able to be used for patterns. Almost
all of the metal fittings in the airframe are
original T-M parts.
Ernie is a collector's collector, and
didn't just stop after he had enough to
build one Thomas-Morse Scout - he has
components sufficient to build up a total
of four Scouts, one of which could be built
completely out of original parts! That one
would not be airworthy, but he could build
two more flying Scouts with the parts he
has to make up a trio of airworthy T-M
Scouts. He probably would, too, if he
didn't already have other projects that
have also taken up a portion of his time.
In addition to the Scout, Ernie has a Stan-
dard J-1 project with a Hall-Scott engine,
and has worked in a partnership to com-
plete a Standard J-1 that was used in "The
Great Waldo Pepper" and "The Rocke-
teer. " He's also about half finished with a
Curtiss IN-4D restoration. Ernie's plate is
full most of the time, and the Scout pro-
ject took up a long period in his life. Find-
ing all the parts can sometimes be the
longest part of a project.
A suitable engine is often the biggest
obstacle in the successful completion of a
restoration. Finding a rebuild able motor
can be a tough nut to crack. The biggest
piece of the puzzle proved to be solved by
a discovery in a San Diego boat yard.
Ernie was able to purchase, for $200, a
complete, new in the crate, Le Rhone ro-
tary engine, complete with the factory
spare parts and special tools kit. The fac-
tory service manual was even included!
His friends kidded him about his pur-
chase. They would chide him, "What do
you want with that old piece of junk?"
Ernie already knew what he would do
with the old hunk of steel. It was going to
power his very original Thomas-Morse
Scout! Along the way, an original 8 foot
long oak propeller was also obtained - its
huge diameter and pitch would absorb the
remarkable torque generated by the 80 hp
Le Rhone into the thrust needed to fly the
Scout. A Le Rhone rotary normally is run
around 1050 and 1100 rpm, with it being
14 APRIL 1993
pushed up to 1200 rpm for climb. As
Roger Freeman, Ernie's son, puts it: " It ' s
80 horsepower , but you're talking an 80
hp Budweiser Clydesdale! On a lot of
replicas, when they start talking about re-
placing engines, it usually takes about a
145 horsepower engine to equal the
pulling power of an 80 horsepower Le
Rhone. "
That 8 foot long prop can be intimidat-
ing. When you look at something that big
carved out of oak, you begin to under-
stand why the British called an aircraft
propeller an "airscrew."
Piece by piece, the castor oil soaked
pieces of the Scout airframe were replaced
or restored, and the airplane was put to-
gether. By the time he turned 17, the
Scout Roger had worked on alongside his
dad had been completely restored, and
Roger was given the honor of propping
the Le Rhone for its first start.
When the restoration of the "Tommy"
was completed in 1972, it immediately
went back to work, soon showing up in a
couple of advertising spots, as well as a
movie role in "The Great Waldo Pepper."
Once it became a Hollywood plane, I
guess it just couldn't stay away!
After only 30 hours on the "new" Le
Rhone, the restorers suffered their first
major disappointment in the flying career
of the Scout - the crankshaft broke, and
the engine had to be overhauled. Fortu-
nately, Ernie had never stopped collecting
parts and engines, so a replacement from
the family collection was installed. They
are finding that a few parts now have to be
made to keep the engine running, and also
are pleased that some companies are mak-
ing it a point to supply parts for vintage
aircraft. New pistons and rings can now
be purchased, as are a host of other parts
from companies like Vintage Aero, who
manufacture difficult to find items such as
fuel system pressurization pumps used on
some of the other WW I era airplanes, as
well as many others.
The airplane was flown for a couple of
years, then put in storage. Roger Free-
man always had a soft spot in his heart for
the airplane that was always there during
his childhood, so he prodded his dad into
letting him take the airplane back to Texas
so Roger could put it back in the air again.
Once the convincing was done, and the
Scout was moved to Roger's home in Mar-
ion, Texas, he began to assess the work he
had to do to ready the Scout for flight.
Before it could be flown again, the bat-
tle of castor oil had to be won again. Cas-
tor oil gets into anything and everything
on an airplane, and the Scout was again no
exception. Roger recalled what the fuse-
lage looked like after lying dormant for
12-15 years. "That castor oil gets on ev-
(Above) The hub ofthe original oak propeller is stamped with
(Right) The massive propeller and original Le Rhone rotary
(Below) Eventhecockpitofthe FreemansS-4Cislaidoutwith
erything and the fuselage was full of it. It
looked like a mold farm in there. There
was so much mold, the stuff was getting
thick. I had to completely uncover it and
strip all the wood down on the bottom of
the airplane, and re-protect it. A lot of
stringers had to be reglued, and a few
pieces had to be replaced. "
The entire fuselage was recovered with
Dacron, with the base coats of dope and
then an enamel finish. The original fl at
paint, while strictly authentic, is difficult
to maintain and keep clean, an important
consideration with the castor oil lubricant
needed for the Le Rhone. For the Free-
mans, keeping the Scout in the air is more
important than strict authenticity. As
Roger points out, "For us, it's more im-
port ant to keep this airplane going than it
is to be an absolute purist. " Ernie added,
"We're pure enough that it doesn' t show."
The color scheme does not represent a
particul ar person' s airplane - since the T-
M Scout was not sent overseas it was used
at places like Kelly Field, in San Antonio,
Texas. The Scout was never actually used
as a fighter, and was instead used for ad-
vanced training, since it exhibited many of
16 APRIL 1993
the flight characteristics that the fighters
of that day had (rotary engine, unstable
handling, etc.). The markings are accu-
rate as far as the type of marking that
would have been present on a factory de-
livered Scout.
The Thomas-Morse S-4C Scout was
designed by a former Sopwith employee
by the name of B. Douglas Thomas (no
relation to the Thomas brothers, William
and Oliver, for whom the company was
named) . His work prior to the design
work on the Scout had been with Curtiss,
for whom he designed the prototype Cur-
tiss J , the predecessor of the famous Cur-
tiss Jenny. The Thomas brothers, both
mechanical engineers, had also worked
for Curtiss early in their aeronautical ca-
reers . B. Douglas Thomas designed a
highly maneuverable biplane similar in
appearance to the Sopwith Pup. The first
design, the S-4, was powered by the 100
hp Gnome monosoupape rotary engine.
According to Peter Bowers and Gordon
Swanborough' s excellent Putnam book
"U.S. Military Aircraft since 1909, " the
first 50 S-4C's were delivered with the 100
hp Gnomes, which, by the nature of their
fuel system, were out of favor with most
aviators. The Gnome used a pressurized
fuel system that constantly supplied fuel
to the engine at a set rate, regardless of
whether the ignition was on or off. When
it was in the off position, (the "blip" but-
ton on the stick was depressed, momen-
tarily shorting out the ignition) raw fuel
vapor would run through the cylinders ,
out the exhaust valve and collect in the
cowl , where it could be ignited by a shot
of flame from the engine once the ignition
was switched on with the " blip" button.
" Blipping" the engine in this manner was
most often done during a landing ap-
proach. (For a 100 hp Gnome, it is the
only method of regulating the engine
speed.) If the ignition was off for too long
a period of time, the prospect for a fire
was great. Any resulting fire would not
endear the engine to pilots who were sit-
ting behind them in fabric covered air-
frames .
Later, the Scout would have the lighter
and more reliable 80 hp Le Rhone engine
installed when that engine became avail-
able. The Le Rhone, unlike the one-speed
Gnome with a pressurized fuel system,
does have a rudimentary carburetor, and
is " th ro ttl ea bl e " over a cert a in s peed
range. It's not as simple as it sounds, how-
ever. Once t he engine is up and running,
any change in t hrottle positi on requires an
adjustme nt wi t h bo th th e fue l a nd air
valves in the cockpit. After one becomes
experienced with the airplane and engine,
the changes become second nature, but it
does give you an appreciati on for t he ef-
forts WW I era aviators had to go through
for what we regard today as a simple task.
This version of the Le Rhone was built
under li ce nse by the Uni on Swit ch and
Signal Co. of Swissvale, P A. Thi s engine
change, whil e desirable from reli abilit y
and safety standpoints, had a negative ef-
fect on the airpl ane's handling. It was al-
ready considered a bit tail heavy, and the
reducti on of weight forward of the e. G.
just made the problem worse.
Whe n the airpl ane was evaluated by
the U. S. military, they found it lacking as a
combat aircraft , but did feel t hat it had
merit as an advanced t rainer , and so or-
ders for the S-4B and S-4C were placed.
According to the data published in " U. S.
Milit ary Aircr aft since 1909, " a tot al of
With a tail skid and no brakes, a ground crew is essential when f lying the Scout.
Roger Freeman, pulling the tail skid dolly, and his father Ernie (pushing on the prop)
were never at a loss for volunteers at Aerodrome '92. Roger is indicating how an
early engine run-up went, prior to a plug cleaning session on the Le Rhone.
417 S-4C Scouts were delivered before the
contract was canceled after the Armistice.
Aft er t he second refurbi shing of the
Scout was compl e te d by R oger , it was
ti me to fl y the feisty littl e biplane. Since it
is onl y single pl ace, and you can' t j ust get
du al in a simil a r ha ndling airpl a ne , he
as ked hi s fa ther for a few pointers. Over
the phone , Erni e reminded him of a few
things. "First," Ernie told him, "it's goi ng
to fl y like nothing you' ve ever fl own be-
fore. And, aft er it breaks ground, you' re
going to wonder why you' re up there. It
will break gr o und much before yo u're
ready for it. " Roger says it will literall y
leap into the air. He likens flying the air-
pl ane to trying to sit on an inverted cone -
the airpl ane is that unstabl e. It requires
constant attenti on, and whil e not di fficult
to fl y in the sense that it will go where you
point it , you must constantl y be acti vely
flying it to ma ke sure it goes where you
want it to. It is not a hands-off machine at
any time.
One unnerving fli ght characte ri st ic is
the tail heaviness of the airpl ane. The air-
pl ane always requires fo rwa rd stick, so
much so that if the stick were to be let go
in crui sin g fli ght with no rmal e ngine
power , the airplane would immedi at e ly
try to loop! The Freemans use a strap and
spring att ached t o the sti ck wh e n they
need to avoid fatigue whil e fl ying the air-
pl ane for an extended period.
Roger says th at eve r yo ne wh o has
flown the ir Scout has come away fr om
the ir first flight with basically the sa me
impression - it scares them to death. " It is
a thrill the first time," said Ernie.
The Freemans fli ght impress ions are
not theirs alone - the late Frank Talman,
in his book, "Flying the Old Planes, " does
not heap praise upon the Scout 's fl ying
characteri stics. "In my first gentl e climb-
ing turn out of the fi eld, I felt that oft-re-
membered but never pleasant feeling of
total insecurity when an airplane feels like
it will suddenly leave you controlless. The
Bleriot and Curtiss Pushers both have the
fee ling, and you are never quite sure who
is really conning t he shi p." Skeeter Carl-
son, who also owns a T-M Scout , had the
same reac ti on when asked to relate t he
peculi ar way his Scout fli es. His Scout is
not the most pleasant airplane to fl y. "It 's
a lot like washing the cat," he said.
To reall y feel what it was li ke to fly in
t hose days , to know what it was li ke to
hop int o a still new technology and take
off into t he sky is onl y possible when an
airpl ane like the Scout is flown. Roger
Freeman sums up why fl ying t he Scout is
importan t to him: " It is ve ry neat to fly ,
not because of how it fl ies, it ' s neat be-
cause of what it is. Thi s is early aviation !
Thi s is not somebody' s interpretati on of
earl y aviation, this is early aviation. Afte r
flying it , I a pprecia t e ea rl y av ia t ors a
whole lot more - those peopl e had a lot to
handl e." Ernie adds, "They had to fly that
thing with a lot less fl ying experience than
we have. They no doubt had their hands
full - they had to be good!"
When we interviewed Roger and Ernie
at Aerodrome ' 92, they both were having a
great time getting castor oil all over them-
selves and the airplane, and taking every
opportunity they could to fl y the airpl ane.
Bringing the sight s, sound and smell s of
the rotary Le Rhone was something they
felt t hey needed to share. " We've had a
tremendous opportunity to let other peo-
pl e get near it , to run it; some peopl e got
to prop it. It 's a sharing thing, and that's
what th is whol e show, t o me, is about.
We' re getting a chance to share things that
other people may never get to see!"
With their knowl edge and willingness
to share with those who are interested,
with any luck at all , even more people wil l
get to see the Freeman' s Thomas-Morse
S-4C Scout. Take a deep breath of WW I
avi ati on when you do - it' s a smell you' ll
never forget. ...
-----------------------------byNorm Petersen
This pretty photo of Funk B85C,
N1654N , SIN 438, was sent to EAA
founder and Chairman of the Board
Paul Poberezny by owner Orlo Max-
field (EAA 8960) of Northville , MI.
Orlo, who is only the second owner of
record! He purchased the Funk in June,
1958. The present rebuild of the air-
plane includes a majored Continental
Orlo Maxfield's Funk B85C
0-200 engine (with vacuum pump and
60 amp alternator), new shock-mounted
IFR panel, all new wood formers and
stringers plus new stainless bolts, nuts,
screws, cables and brackets. To quiet
the cabin and help keep it warm, special
insulation is installed. The aircraft is
covered and painted with the Stits pro-
cess right down to the original Funk
metal wheel pants. Orlo has been in
aviation for over fifty years and still
maintains a current medical and BFR.
His first airplane was a Funk Model B,
NC24103, SIN 29, powered with a Ford
B-4 engine and the photo he sent along
was taken November 1943, at Detroit
City Airport.
(How' s that for owner loyalty?)
18 APRIL 1993
Dave and Janet Bennett's
Cessna 170B
This attractive looking 1952 Cessna 170B,
N432W, SIN 20325, is the proud possession of
Dave and Janet Bennett (EAA 209727, AIC
13049) of Coldwater, Michigan. Powered with a
Continental 0-300A engine of 145 hp, the 170B
features large flaps, a polished metal prop and
spinner, and a 1992 Durathane paint scheme in
white and royal blue. Among the most popular
of the classic airplanes, the four-place 170B
makes a dandy cross country machine cruising
about 120 mph on 8 gallons per hour.
Robert Funk's Piper J-SC Cub Cruiser
This artistic photo of an Alaskan Cub Cruiser was sent in by noted aviation photographer, Roy Cagle, now of Tucson, AZ.
The J-5C, N66512, SIN 5-1426, is owned by Robert Funk of Douglass, Alaska, and uses the original Lycoming 0-235 engine
and 8:00 X 4 wheels. It is one of 24 J-5C Cruisers remaining on the FAA register. The type is highly respected in Alaska for its
ability to haul a good load out of a small field - at minimum expense.
Dr. Ed Garber's 1932 Fairchild 22 Parasol
Following a lengthy restoration by "the old
master, himself," Dr. Ed Garber 's Menasco
powered Fairchild 22C7B, NC12670, SIN 1500,
takes to the air once again. Dr. Garber (EAA
38078, AIC 162) of Fayetteville, NC is retired
from the medical profession so he is able to de-
vote full time to his first love - antique air-
planes! Built up from an absolute (badly bent)
basket case, the Fairchild was the very first
C7B built of a production of nine airplanes.
Five remain on the FAA register. It features
an inverted four-cylinder Menasco D4-87 en-
gine of 125 hp and a wooden propeller. Visible
in the photo are the full-length ailerons on the
wings, a notable feature of the Fairchild (Krei-
der-Reisner) 22.
by NormPetersen
Klaus Lonne's Auster J-P-5
An unusual airplane seldom seen by the American enthusiast is this 1956 Auster "Autocar" J-5-P, OY-AVB, SIN 3275,
owned by Klaus L0nne of S0nderborg, Denmark. Powered with a DeHavilland Gipsy Major 10 MK II engine of 145 hp, the
Auster can carry four people (882# useful) and cruises at 90 kts. Stalling speed with flaps is a mere 32 kts. This particular
Auster, which was built in Great Britain, was totally restored in 1980 and has been flown 435 hours since then. Special features
include wheelpants, a red velour interior, a Hoffman propeller and a glider towhook. Sharp-eyed readers will note the Taylor-
craft influence in the overall design. Klaus is presently rebuilding a J-3 Cub, registered OY-CUB in Denmark, and plans on
selling the Auster. Interested parties may write him (in English): Klaus L0nne, Kjrer Bygade 34F, 6400 S0nderborg, Denmark.
Peter Zier Jorgensen's Piper PA-ll
A rather rare aircraft in Europe is this
nicely restored 1948 Piper PA-ll Cub Spe-
cial, registered OY-BSS, SIN 11-914 (ex.
N5034H, ex. D-EMIX) which is the pride
and joy of Peter Zier J0rgensen (EAA
325515, AIC 13913) of Aarhus, Denmark.
Finished in the Superflite process, the PA-ll
employs the original color design (reversed)
in deep red and ivory, making the overall ef-
fect most pleasing. At the 1992 KZ Rally
and Fly-In at Stauning, Denmark, Peter and
his PA-ll ran off with the "Best Piper" tro-
phy and also garnered the "Klub Trophy" for
the best restoration.
(The AllsterJ-S-P photo and informatiol/ pIllS the PA-ll photo al/d information was contributed by Bel/t Esbel/sel/ of Esbjerg, Del/mark.)
Roger Lewis and his Taylorcraft BL-65
Pictured in front of their recently restored
1940 Taylorcraft BL-65, NC24387, SIN 1723, are
Bob Danford and Roger A. Lewis (EAA
412582, AIC 19171) of Birmingham , AL.
Bought in 1988 while dismantled in a garage in
Leominister, MA., the T-Craft was brought
back to flying status for a brief time, however, a
severe storm damaged the airplane in February,
1990. A second rebuild included fuselage re-
pairs, wing repairs and all the extra work associ-
ated with a restoration. The Taylorcraft once
again took to the air on October 20, 1991, and
has been kept on flying status ever since. Fin-
ished off in a white paint scheme with red trim,
the pert, side-by-side, Lycoming 65 powered T-
Craft features wheel pants and what appears to
be a metal propeller (with spinner). Note the
happy smiles on the two rebuilders.
20 APRI L 1993
Text and photos by Norm Petersen
The sharp gleam of polished alu-
minum in the bright sun of Oshkosh is
enough to turn the head of any trueblood
EAAer. And when the sparkled look
leads your eye to a couple of "round" en-
gines, their cowls also polished to the
"nth" degree, it is time for a closer look!
Walking up to the beautiful " twin
Beech", I was greeted by the owner, Don
Lee (EAA 298169) of Corona Del Mar,
CA. Hi s big smile and deep bass voice
registered immediately! I had written an
article on this highly experienced Cali-
fornia pilot a nd hi s DeHavilland
"Beaver" on oversize floats just a couple
of years back. Dan' s son , Mark Lee
(EAA 389367) who is also an active pi-
lot , was along handling co-pilot duti es on
the big twin.
The history on Beechcraft DI8S,
NSQQ, SIN A-223, is surprising simple.
Don Lee is the second owner! The first
owner after the big executive twin was
built in Wichita, KS, in 1946, was the late
Tony Hulman of Indianapolis Motor
Speedway fame. Naturally, the original
"N" number was NSOO in honor of its fa-
mous owner and the family business.
The twin Beech faithfully served " Hul-
man & Co." as a corporate aircraft unti l
the early 1970's when the corporation ac-
Kneeling by their pride and joy, Beechcraft 0185, N5QQ, are a happy pair of pilots,
Don Lee and his son, Mark Lee, both of California. The airplane behind them, a
highly polished 1946 "Twin Beech", ran off with the Best Class III (151 hp and above)
Classic Award at EAA OSHKOSH '92.
Previously owned by Tony Hulman of Indianapolis 500 fame, this magnificent Beech
D188 is in outstanding condition and shows the results of much TLC since 1946!
That's owner Don Lee by the tail with his son, Mark - two genuine " classic airplane"
Do you honestly feel your present airplane will look this good after 2.4 million miles of
flying and 47 years of use? This is one remarkable airplane that is perfect for a jaunt
to Oshkosh and the "really big shew".
qui red a Swearingen 226 turboprop. The
226 was registered N500 and the Beech
DI8S was re-registered N5QQ - the big
advantage being that only two brush
marks were needed to change the "O's"
to "Q's". The Beechcraft was then put
into long term storage in Terre Haute,
IN, where it remained for 15 years! The
total time on the airframe was nearly
12,000 hours and most of that time had
been flown by Tony Hulman's chief pilot
named Fuller.
About four years ago, the Beech was
taken out of storage by Syracuse Aviation
in Terra Haute and carefully prepared for
flight. During the month of preparation,
the word reached Don Lee t hat N5QQ
might be for sale. Knowing that the air-
plane had received only the finest corpo-
rate treatment during its working years,
Don Lee struck a deal for the twin Beech
with Dusty Dowds of Syracuse Aviation.
Licensed for seven passengers and two pi-
lots, the big twin would be perfect for go-
ing on long cross-country flights (like Cali-
fornia to Oshkosh!).
Don Lee had previously owned a
Piper Azt ec and a Beech Baron, so he
was well equipped for fl ying a twi n. An
22 APRIL 1993
airline captain checked out the new
owner in the mysterious ways of a Beech
D18S and Don was on his way. The home
base for the airplane is Chino, CA and
Don has acquired about 75 hours to date.
His son, Mark, has just started flying the
D18 and had about six hours in the left
seat by Oshkosh '92. Don says Mark is
doing just fin e handling the big twin on
the ground and in the air.
Work on the D18S has been primarily
clean-up and polish the huge aluminum
panels on the airplane and take care of
details. The two rudders were recovered
and new parts brought the elevator re-
sponse to normal. The original pain t
striping was redone with computer-
matched paint. New exhaust stacks, new
wheel doors, new brakes and tires and
the all-important stainless steel fuel lines
were installed. In addition, all Dzus fas-
teners were replaced with new fasteners.
Don Lee pointed out that one of th e
strong points of D18 ownership is that re-
placement parts are readily available, due
to the large number of these aircraft that
were built.
Inside the spacious cabin, new speak-
ers were installed, however, the neat, old
ARC airline quality radios still do their
job perfectly. To keep the "Beech feel-
ing" to the control system, new stainless
control cables and new pull eys were in-
stalled. The result is an airplane that has
nearly the same feel to the controls as a
Staggerwing Beech - of which Don just
happens to have one on hand! (A DI7S,
N7470H, SIN 6670).
To keep the P & W R-985 engines
cool, new cowl flaps were installed and
the accessory ducting was all redone. In-
cidentally, the right engine has about 25
hours at this writing and the left engine
has 900 hours. Don has a spare set of
Ham-Standard props to put on at a mo-
ment's notice, however, Tony Hulman al-
ways carried an extra set of engines and
propellers on hand which could be in-
stalled overnight!
An Aero Space spar strap modifica-
tion was done to the wings of N5QQ
years ago at Elyria, Ohio and has proven
itself over many, many hours of use. The
deicing boots were completely replaced
on the wings and tail leading edges and
came in handy only once. Don says they
were on the way to Tullahoma, TN for
the big Beechcraft gathering when the ice
began to build! Thankfully, the "boots"
did their job perfectly.
The D18S is normally cruised at 165-
170 kts. using 42 gph for the two engines.
It is possible to lower the consumption to
38 gph by aggressive leaning and slowing
down - but Don says its no fun! Too
slow! The engines are presently burning
about a pint of oil per hour which is not
considered excessive for 450 Pratts. Nor-
mal gross weight is 8750 Ibs . with an
empty weight of 6100, giving a useful
load of 1650. About the only work lined
up for the future is to replace all the glass
in the airplane, bringing it up to "new"
To really appreciate this airplane, one
has to physically look it over at close
range. It is quite immaculate! Don loves
the sound of the Pratt & Whitney engines
and the feel of the controls - so typically
Beechcraft. About the only other things
needed are a hangar with a 48 foot door -
it's over 47 feet from wingtip to wingtip -
and a wallet to handle 42 gallons of
l00LL per flying hour. What an airplane!
(It sold brand new in 1946 for $60,000.
Today, you can't buy a new Super Cub
for that. Ah, progress.) ...
by Buck Hilbert
(EM 21 , Ale 5)
P.O. Box 424
Union, IL 60180
Type Club Newsletters AGAIN?
Because I have friends in " High
Places," I receive just about all the Type
Club newsletters and a few of the Chapter
newsletters. These friends in high places
(in my mind at least) are the Editors of
these newsletters. Everyone of them rates
very high with me, and there is no way I
can thank them for all the information I
glean from their publications.
The wealth of information is astound-
ing. When these "Bird Lovers" get to-
gether and share their ills and wills, It's
amazing how much it can be of benefit to
the individual owners in the maintenance
and the flying of their airplanes. There is
usually a "goodie" page, and a parts de-
partment and listings of airplanes and
parts for sale or trade as well as sources
for AD compliance, parts, and caveats as
well. Some have real deals on GPS, Lo-
ran, insurance coverage, and just plain
common sense items.
Another big help to the researcher of
information on his or her airplane is John
Bergeson's Reference Guide to EAA
publications. John, whose address is 6438
W. Millbrook, Remus, MI. 49340-9625,
puts out a Reference Guide to EAA pub-
lications and a Supplement each year that
covers all the issues of SPORT, VIN-
PASS 1110
An information exchange column with input from our readers.
this covers it all! Frankly, you can look up
whatever you need to know in thi s index
and sort out the articles you may have in-
terest or need for , and then call De nnis
Parks at the EAA Library and have him
send you a copy for a nominal charge. I
did! I was researching a Bakeng Duce last
week and when I went to look at the ma-
chine I already knew all about the design
AND the exact airplane I was interested
in . I gleaned all this from Articles in
Sport Aviation dating back to 1980.
Another item of interest to some.
Joseph Juptner authored a nine volume
set of books titled, "U .S. Civil Aircraft."
It starts with Airworthiness Type Certifi-
cate number one and goes right up
through 817. These books are real gems
for the serious researcher or for someone
who just wants to identify an airplane or
learn something about its performance,
equipment, who built it or what.
I have used these volumes for years-
they're invaluable when someone asks me
a question or I need to know something.
Now these volumes only cover the AP-
planes. The oddballs or the one off exper-
iments that never were approved are not
in here.
Now, what I'm leading up to is that it
looks like McGraw/Hill is going to reissue
the series. The last issue,volume nine, was
published in '81, and the price of these
nine volumes has escalated to the point
where nearly a hundred bucks will just
about buy one volume. A recent ad in
Trade-A-Plane advertised a set for $700!
Reissue will bring the price down, I'm
sure, and make the volumes again avail-
able to the serious researcher. As a result ,
Joseph P. Juptner will get the recognition
he so deserves from an entirely new gen-
Now for a little correspondence:
Dear Buck,
After Oshkosh ' 92 I we nt down to
Huntsvill e, AL for a visit with my son and
attend the Aerodrome ' 92 at Guntersville.
My son worked the flight line all 3 days
and got to meet some very interesting peo-
ple. It was an interesting event with prac-
tically no modern day craft on the field.
Finally got back to working on th e
Duce left wing rebuild and have it about
95% complete which will make the craft
ready for cover. Still needs a new engine
mount , complete cowling prop and crank -
and that ' s just the obvious. Haven' t ever
had the case and other parts checked out
yet. I got to thinking in October about all
the time it would take me to get me back
in the air, and decided I needed some-
thing to fly NOW! Been almost 3 years
on the ground and at my age you know it
can't go on forever. So I borrowed a
Trade-A-Plane from a chapter buddy, to
determine what I could afford and would
be happy with.
Settling on the PA-16, I then sub-
scribed to Trade-A-Plane, and made my
purchase on the first issue. An A&P in
southwest Kansas had done a ground up
rebuild, completed in November 1990.
He agreed to deliver to me for expenses,
and this really was a stroke of luck, since
the weather became marginal on one end
or the other for weeks and it would have
been impossible to try to out-guess the
weather from this end. And Buck, I was
nearly speechless when he got it here De-
cember 23. It's a near 10 inside and out. It
had minimum VFR instruments and no
radio at all, so I've purchased a VAL
comm-only radio and the Trimble Flight-
mate GPS, and both are working fine .
Left side shock cords are a little weak, so
she lists to port a little, but that's all I can
find fault with. Sure great to be able to go
airport bumming again, and plan on Sun
' n Fun if the weather will cooperate at all.
Hope to see you at Sun ' n Fun.
Warren Jolly
A/C 1285
Mt. Vernon, IL
Dear Warren,
That is a real neat PA-16, Warren. !
like it! I'll see you at Sun 'n Fun for sure
and maybe you'll give me a ride. Mean-
while, until! see you at Sun 'n Fun or
Oshkosh, its
Over to you,
Buck ...
24 APRIL 1993
This neat twin-engined cabin job of
cooperatively recent vintage will not be
much of a challenge to our sharp-eyed
experts. But it warrants recognition for
the benefit of our newer generation of
readers. The photo is from the EAA
archives. Answers will be published in
the July 1993 issue of VINTAGE AIR-
PLANE. Deadline for that issue is May
The January Mystery Plane was an
easy one for our experts and brought a
sizable number of replies. Lynn Townes
of Brooklyn, MI presented a concise
summary of facts on the airplane. He
"The Jan uary Mystery Plane is a
Buhl Model CA-6 ' Airsedan' powered
by George Hardie
by a 300 hp Wright J6-9 Whirlwind en-
gine. It was manufactured by the Buhl
Aircraft Company in Marysville, MI.
"The CA-6 was an extensively modi-
fied and more powerful version of the
earlier models CA-S and CA-SA
'Airsedans', which were powered with
Wright J-S engines.
These were somewhat boxy looking
and had bottom wings which were
shorter than the upper ones. They were
both five-place planes, the CA-SA being
a more deluxe model of the CA-S.
"The CA-6 was a six-place plane with
a longer fuselage and true sesquiplane
wings. These offered a good combina-
tion of structural strength and aerody-
namic efficiency. Overall, the CA-6 had
a much more
streamlined ap-
pearance than
the CA-S and
CA-SA models.
"An interest-
ing record flight
which was made
in a Buhl CA-6
Airsedan named
'Spokane Sun
God' took place
from August IS
through August
20,1929. Pilots
Nick Marner and
Spokane, Washington to New York City
and back to Spokane using in-flight refu-
eling. They traveled a total distance of
7,200 in 120 hours. A couple of years
later the 'Spokane Sun God' flew in the
1931 Ford Reliability Air Tour.
"I feel the flight of the 'Spokane Sun
God' deserves more recognition in avia-
tion history. Although many other en-
durance flights lasted longer, most of
them flew over their departure airport
during the entire flight, keeping contact
with their refueling crew. The 'Spokane
Sun God', however, made a five day
cross-country flight and refueled eleven
times using different refueling crews.
The logistics of making contact with all
of the refueling crews, navigation prob-
lems and dealing with the weather
changes must have been very difficult. "
References listed were to U.S. Civil
Aircraft, Volume 2, pages 81-84, by Joe
Juptner, and Aero Digest for February
1930, page 7. Other answers were re-
ceived from Charley Hayes, Park Forest,
IL; Robert J. Clark, Channel Islands,
CA; Frank H. Aber, Jr., Livonia, MI;
Marty Eisenmann, Garretville, OH;
Robert Wynne, Mercer Island, WA;
Wayne Van Valkenburgh, Jasper, GA;
Jack Dewan, Towanda, PA; John Mc-
Master, Kansas City, MO; R. Scott
Keith, Farmington, UT; John Bebee,
White Stone, VA; Ted Koston, Melrose
Art Walker flew Park, IL; John Cater, Bradenton, FL;
Buhl ModelCA-6 non-stop from and Ralph Nortell, Spokane, W A. '*
On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether
you're joining for the first time, or are coming back, we welcome you, and we'd especially like to welcome
those of you who are joining us with your interest in Contemporary class aircraft. Welcome one and all!
James M. Albertson
Darrel Alcorn
Russell J. Anderson
Ron Appl egate
Harry E. Armstrong
James K. Avi s
Ecl ectic, AL
Kane, PA
lola, WI
Rosamond, CA
Pl acerville, CA
North Walsh am, Norfolk, England
Brian R. Baker Farmington, NM
Harvey Barnett Daytona Beach, FL
John C. Bedell Rensselaer, NY
David Lee Benson Fort Gratiot , MI
Billy J. Bl ackstone Lexington, OK
William Brooks Stuarts Draft, VA
William H. Brown St Paul , MN
G. Denis Browne
Campell River, BC, Canada
Brian D. Burns McDonough, GA
John M. Bushby Hinsdale, lL
Charles Butterfi eld
Westerville, OH
Brian 1. Chappell
Waverly, Nova Scotia, Canada
James F. Clack Hampton, GA
William M. Coddington, Jr.
Abilene, TX
John C. Codman Medway, MA
J ack D. Comes Twin Lakes, WI
Herb W. Cunningham
Beaverton, Ont, Canada
Londees Davis, Jr.
Huntersvill e, NC
James C. Davis Fraser, MI
D. R. Dods
Manotick, Ont, Canada
Ted B. DuBois, Sr.
Lamar Dyar
Paul Eberle
David Eblen
Michael Eder
Leland E. Engel
Wesley D. Ettridge
George N. Forrest
St Petersburg, FL
Newnan, GA
Topanga, CA
Phelan, CA
Elk Mound, WI
Avoca, MI
Herington, KS
North Hampton, NH
Paul Gerhold Miramar, FL
Zellner H . Gil es, Jr. Mill City, OR
Bert Gillil and
Colorado Springs, CO
Gary A. Gillmore Lindenhurst , IL
Esser Gottfri ed
Wureburg, Germany
Leslie E. Greene
J an Halvorsen
Nelson Harding
John G. Hartman
Randy Hemmel
Carl E. Henke
J anis R. Hernberg
Armin Hinze
Frank Hofmann
Three Rivers, MI
Bergenfield, NJ
St Helena, CA
Brookfield, WI
Long Valley, NJ
Chesterfield, MO
Worcester, MA
Ahaus, Germany
Pierrefonds , Que, Canada
Cliff Hogan Kirbyvill e, TX
Clar ence C. Hook
Monmouth Junction, NJ
G. Larry Huber
Edward J. Janov
Michael T. Jones
Bill E. Jowett
David J. Jowett
John R. Keating
Phillip K. Kemp
Paul Kemper
Earl C. Kickley
Maplewood, WI
Los Angeles, CA
Miami, FL
Blue Springs, MO
Odessa, MO
Pl ano, TX
Kingwood, TX
Waverly, OH
Lampman, Sask, Canada
Stephen Kirkner Churchton, MD
Keith Knowlton Decatur, GA
Jack Koosel Yellow Knife, NW
Chri stopher T. Kri eg
Columbus, OH
J ohn F. Ladley Kirkwood, MO
Jerry Lenz Loveland, CO
Ronald H. Leopold Ottawa, OH
G. W. Lewis Sonoma, CA
Tim Lowe Eul ess, TX
David L. Lucarelli
Moncks Corner, SC
M. G. Luttrell Live Oak, FL
Harold E. Maltby Chilton, WI
Donald Ray Martin
Madisonville, TN
Willi am R. Martin Greenvill e, SC
Donald Meisling Kalamazoo, MI
Larry Merkle Clarence Center, NY
Ted D. Miller Keller, TX
Robert J. Mohr Wausau, WI
Brian S. Newkirk Knoxville, TN
Willi am H. Oploh Raleigh, NC
Jerry C. Paterson Anchorage, AK
Robert Pell eti er
Pointe au Piere, Canada
Randy Penner Hudson, WI
John S. Rausch Cedar Rapids, lA
David W. Reynolds Newnan, GA
Jerry C. Ross Weatherford, OK
Stanley J . Sailer Orlando, FL
Charles L. Sanders, J r.
Tina Schroeder
Charl es B. Schutz
Gary S. Seiler
Harry C. Seth
Bill Shea
Soddy Daisy, TN
Balboa, CA
Woodbury, CT
Hernando, MS
Butler, PA
Seaside, OR
Christi an E. Sherman
Coatesville, P A
Roger W. Sherman Leesburg, FL
Rol and W. Smith Bennington, VT
Robert K. Smyth Savannah, GA
Willi am F. Spellman Waukesha, WI
Wilson B. Sprenkle
King William, V A
Harvey R. Swack Needham, MA
Greg Thompson Seattle, W A
Harry J . Thompson Parma, OH
Don J . Thorson New Castle, WY
Gerald R. Thorstrom Olympia, W A
Roy Al an Trillia Berkeley, CA
John Trusheim Chaska, MN
Mark Tupy Downers Grove, IL
Martin Turman Lakevi ew, OR
Jerry Vanier Scottsdale, AZ
Thomas S Veile Norwich, CT
George E Vergeront Chicago, IL
Thomas Vukonich Southfield, MI
Jeff M. Wagner Cl ear Water, KS
Richard M. Ware Springfi eld, IL
Mervyn W. Warwick
Kilrea, Colereiane, Northern Ireland
David Wolverton
Centrevill e, NB, Canada
Jeff Womack Gorham, ME
Charl es O. Wright III
Beacon Falls, CT
26 APRIL 1993
The following list of coming events is
furnished to our readers as a matter of
information only and does not constitute
approval, sponsorship, involvement,
control or direction of any event (fly-in,
seminars, fly market, etc.) listed. Please
send the information to EAA, Au:
Golda Cox, P.O. Box 3086, Oshkosh,
WI 54903-3086. Information should be
received four months prior to the event
Air Adventure Museum - Wiley Post and
the Winchester 21 seminar. 414/426-4800.
APRIL 18 - 24, 1993 - LAKELAND,
FL - "The Gift Of Flight". The 19th An-
nual Sun ' n Fun EAA Fly-In and Interna-
tional Aviation Convention. Lakeland-
Linder Regional Airport. For information
call 813/644-2431.
APRIL 24 - GLOBE, AZ - Holy An-
gels Fly-In. Globe San Carlos (Cutter Air-
port). 602/425-5703,425/5979.
Annual Fly-In Drive-In Breakfast. Capital
Airport. 217/483-320l.
NC -Spring EAA Fly-In for Antique and
Classic aeroplanes. Trophies in all cate-
gories; vintage aviation films; good EAA
fellowship. All welcome. Contact: R. Bot-
tom, 103 Powhatan Pkwy, Hampton, V A
OH - 9th Annual Air Racing History Sym-
posium. 216/255-8100.
CA - Annual EAA Chapter 723 Camarillo
Fly-In. Contact: Larry Hayes, 805/373-
Winchester Regional EAA Spring Fly-In
at airport. Trophies for winning show-
planes. Pancake breakfast Sunday. Con-
tact: Al or Judy Sparks, EAA Chapter
186, 703/590-9112.
Chapter 22 annual Fly-In breakfast will be
held at Mark Clark's COURTESY AIR-
CRAFT, Greater Rockford Airport. For
information, call Wallace Hunt , 815/332-
MAY 2 - DAYTON, OH - 30th An-
niversary EAA Chapter 48 Funday Sunday
Fly-In at Moraine Airpark, Dayton, OH.
Lots of food, antiques, flea market and
more. Call Jennie Dyke at 513-878-9832.
MAY 15 -16 HAMPTON, NH - Hamp-
ton Field - 17th Annual Aviation Flea
Market. Fly-In, Drive-In, Camping on
field - no fees. Cantact: Mike Hart ,
AIRPORT, TX - Between Beaumont and
Port Arthur, TX. First Annual Apprecia-
tion Day. Contact: Lonnie Hood, 409/838-
6973 (W) or 409/892-6418.
Ross fie ld , 7th annual EAA 585 pancake
breakfast, aviation and local exhibits, classic
cars, Lunch available for noon arrivals. Con-
tact: Al Todd, 616/429-8518 or write Dawn
Patrol, 4217 Red Arrow Hwy, Stevensville,
MAY 21- 23 - COLUMBIA, CA - Lus-
combe/Monocoupe Fly-In. Co-Sponsored by
the Don Luscombe Aviation History Foun-
dation. Contact: Art Moxley, 23331 SE 267
PI. , Maple Valley, WA 98038. 206/432-4865.
MA Y 22 - 23 - WADSWORTH, OH -
Wadsworth Municipal Airport (3G3). EAA
Chapter 846 Fly-In for experimental, an-
tique/classic and warbird airplanes. Contact:
29th Annual West Coast Antique Fly-In and
Airshow. Friday is "Family Day", 112 price
admission for adults, Seniors and children
under 12 free. Aerobatics and demonstra-
tions on Sat. and Sun. For more info, call
Fly-In office at 408/496-9559.
MA Y 29 - DECATUR, AL - EAA Chap-
ter 9411Decatur-Athens Aero 5th Annual
FLy-In. Experimentals, Warbirds, and An-
tiques and Classics. Awards for planes and
pilots. Camping available. Call for more in-
formation: 205/ 355-5770.
MA Y 29 - 31 - MAYVILLE, NY - Dart
Airport and Aviation Museum. Sport and
Vintage Glider/Sailplane Meet. Contact Dart
Airport, P.O. Box 211, Mayville, NY 14757.
Phone 716/753-2160
Frank Phillips Field. BIPLANE EXPO ' 93,
the 7th annual National Biplane Convention
and Exposition. Biplane airshow, forums ,
seminars, workshops. Biplanes and NBA
members free, for all others an admission fee
is required . Contact Charles W. Harris,
Chairman, 9181742-7311 or Virgil Gaede ,
Expo Director, 918/336-3976.
JUNE 4 - 5 - MERCED, CA - 36th An-
nual Merced West Coast Antique Fly-In.
Merced Municipal Airport, Merced, CA.
Contact: Don Nolte 209/384-1144.
JUNE 5 -6 - VALPARAISO, IN - Porter
County Municpal Airport. NW Indiana EAA
Chapter 104 Pancake Breakfast and Sand-
wich Lunch. Contact: Bob Collins 219/884-
haven Airport. Fly-In breakfast, come for
the weekend and enjoy great camping facili-
ties. Call 717/836-4800 for more information.
JUNE 11-13 - DENTON, TX - Denton
Municipal Airport. AAA (Texas Chapter)
Annual Fly-In. Contact : John or Nancy
Whatley 214/517-198l.
JUNE 19 - WILD ROSE, WI - Idlewild
Airport - Pancake BreakfastlFly-In. Idlewild-
Wild Rose Airport Assoc. , P.O. Box 296,
Wild Rose, WI 54984. Ca1l414/622-4020
JUNE 24-27 - MT. VERNON, OH - 34th
Annual National Waco Reunion. "Greatest
WACO Show On EARTH". For more in-
formation, call 513/868-0084.
JUNE 26-27 - ORANGE, MA - Orange
Municipal Airport . 17th Annual New Eng-
land Regional Fly-In, sponsored by the
Friends of the Orange Airport. Contact:
Bob McKenney, 508/544-8762 or Len Bedaw
(Orange Airport) 508/544-8189 or Fax
Rocky Mountain Fly-In. Antiques, Clas-
sics, homebuilts, warbirds, ultralights. No
registration fee, free camping, transporta-
tion to local motels. 3031798-6086 or 353-
WI Rapids Airport. EAA Chapter 706
Fly-InlDrive In Pancake Breakfast. 7:30-
1130am. Call 715/435-3644 for informa-
Northwest EAA Fly-In. 206/435-5857.
5th Annual Aeronca Fly-In sponsored by
the "Taildragger Club". Contact: Keith
Harnden, Box 285, Emmetsburg, IA
EAA Chapter 966 Pancake Breakfast.
Contacts: The Dees - 219/324-6060 or the
Hugley's 219/325-0133.
Annual Fly-In. Contact: Joyce Baggot ,
- 41st Annual EAA Fly-In and Sport Avi-
ation Convention. Wittman Regional Air-
port. Contact John Burton, P.O. Box 3086,
Oshkosh, WI 54904-3086. Call 414/426-
4800 for more information. ITS NEVER
- William T. Piper Memorial Airport. Sen-
timental Journey '93. "Aerial Mail To
Lock Haven " is this years theme . All
makes and models welcome, especially An-
tique and classic airplanes. Call 717/893-
4200 (9am ' til 5 pm), Fax 717/893-4218 or
write P.O. Box J-3, Lock Haven, PA 17745-
Capitol Airport. 8th Annual Vintage Air-
craft Display and Ice Cream Social. Mid-
west Antique Airplane Club will also hold
its monthly fly-In meeting. For more infor-
mation, call George Meade at 414/962-
AUGUST 27-29 - SUSSEX, NJ - Sus-
sex Airport. Sussex Airshow. For more in-
formation call 201/875-0783.
Galesburg Municipal Airport. 22nd Na-
tional Stearman Fly-In. Contact Tom
Lowe, 823 Kingston Ln. , Crystal Lake, IL
60014,815/459-6873 or Harold Canada, 370
Hawkinson, Av., Galesburg, IL 61401,
SEPT. 11-12 - MARION, OH - EAA
Mid-Eastern Regional Fly-In (MERFI) .
EAA North Central Fly-In. 708/513-0642
SEPT. 20 - ROCK FALLS, IL - Pan-
cake Breakfast in Conjuction with the
North Central Fly-In.
EAA East Coast Regional Fly-In. 301/933-
Copperstate Fly-In. 6021750-5480.
OCT. 15-17 - KERRVILLE, TX -
EAA Southwest Regional Fly-In. 915/658-
f J ~ /tn tpU" f J ~ C ~
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Complete interior assemblies for do-it-yourself installation.
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p.O. box 468
madison, north carolina 27025
(919) 427-0216
Champions Know Stits

Steve Lund's
Kinner Hatz
Oshkosh '92
Grand Champion
Custom Built
From Plans
And Stits Is Now Poly-Fiber
Overthe Thirty years of
this little biplan trouble-free use
identified Stits made Poly-Fiber
Poly-Fiber aircraft the clear choice of
covering products. champions and first-
Today those products time builders alike.
have a new name Now it's coupled with
and logo, buttheystill alevelofserviceand
come with the best supportall too rare
manual and how-to these days. Give usa
videointhebusiness. call,8to5Pacifictime.
Customer Service:
Other Stuff:
RiverSide, California
construction techniques
for homebuilders
Information every builder needs, with allthe right answers at one'sfinger,
tips. Prepared by Tony Bingelis specificallyforEAA and SPORTAVIATION,
these publicationsare profusely illustrated with photos,cutawaydrawings
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or maintaining sport aircraft. Orderyour copies today.
(Aircraft Conslruclion Melhods - 324pages)
(Engine Inslailalion Melhods - 308 pages)
TECHNIQUES .............$20.95
(ABuilder's Handbook - 372 pages)
Send check or money order - WI residenlS add
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5% sales lax. Add $2.40 poslage and handling OutsideU.S . call
lor each publicalionordered. lorshippingprices.
Order immediately by calling EAA's Toll Free Number.
Maior credil cards accepled.
Dept. M.O., PO Box3086, Oshkosh,WI 3086
TheGoldenAge ofAir Racing
Itwasa decadeofChampions. Names like Turner, Wittman, Wedell and
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justasfamous-"Mr. Mulligan," the "SuperSolution" and theTravel Air
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Now, the excitement ofthis era is captured in
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111/161'fi,'-:8111111 features first-hand accounts of
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hear comments from the pilots and builders who
madethisa decadeofaviationinnovation.
TheGoldenAge ofAir Racing comesalive in this 30-minuteretrospective
Steve Wittman
ofthe NationalAir Racesofthe1930s.You'll witness
thefamous Bendixcross-countryracesandThompson
TheGoldenAge ofAir Racing
Roscoe Turner
(plus $3shipping)
Wis. residents add 5% sales tax
or write:
EAA Video Sales, P. O. Box 3065, Oshkosh, WI 54903-3065
Major Credit Cards accepted.
'AVEMCO secured the
vreck, assessed the loss,
md the settlementwas
what Iexpected
rom them... quick and

_ong before Hurricane Andrew
nade its historic South Florida
3ndfall, aircraft owners were
Inxiously tracking its progress
Ind doing everything possible
o protect their investments in
ts path. One of them was
)avid Bodley, a professor of
:omputer science whose Piper
was tied down at
-amiami Airport. But by the
ime it became apparent that
-amiami was at ground zero,
unable to find hangar
;pace or to fly his aircraft to a
;afer location, tied his aircraft
;afely and hoped for the best.
Three days later, Bodley
In CanadaCall
was finally able to
get back into the
target area. He
found AVEMCO's
Disaster Assess-
ment and Re-
sponse Team
(DART) had been
at the site since
the wind stopped.
They had already protected
what was left of his invest-
ment. and were ready to
complete the paperwork that
would pay his claim on the
spot. By early October, he was
in the air again .... in his newly
purchased Piper Comanche.
Naturally, the Comanche is
protected by the same com-
pany that insured the Arrow.
"Without AVEMCO,"
he says, "I wouldn't
have been able to
continue flying."
Our three decades
of keeping promises
like the one we made
to David Bodley, is
why AVEMCO insures
more general aviation
aircraft than anyone else in the
Shouldn't you be enjoying
the same kind of security? Call
us today for a quote.
the one thing
place was my

there before
Tamiami, Florida
ByAviation People... ForAviation People