STRAIGHT AND LEVEUButch]oyce

2 VAA NEWS/ CALENDAR! H.G. Frautschy

6 lYPE CLUB NOTES
8

THAT'S MY BONANZA! Mark Phelps

12 VAA PARKING AND SAFETY FAMILY/

NickHunn

14 UP FROM NOTHIN'/ Budd Davisson

20 VAA CHAPTER NEWS
21 MYSTERY PLANE! H. G. Frautschy
22 PASS IT TO BUCK! Buck Hilbert
26 NEW MEMBERS

III

30 CLASSIFIEDS

www.vintageaircraft.org
Publisher

TOM POBEREZNY

Editor-ill-Chief

scon SPANGLER

Executive Director, Editor

HENRY G. FRAUTSCHY

VAA Administrative Assistallt

THERESA BOOKS

Executive Editor

MIKE DIFRISCO

COlllributing Editors

JOHN UNDERWOOD
BUDD DAVISSON

A rtIPhoto LayolII

BETH BLANCK

Photography Staff

JIM KOEPNICK
LEEANN ABRAMS
MARK SCHAIBLE

A dvertisillglEditoriai Assistalll

ISABELLE WISKE

ON THE COVERS
FRONT COVER: Bob and Susan Wyatt enjoy the smooth dawn air east of
Lakeland, Florida, in their customized 450-hp Stearman. EM photo by Jim
Koepnick, shot with a Canon EOS1 n equipped with an 80-200 mm lens on
100 ASA Fuji slide film . EM Cessna 210 photo plane flown by Bruce Moore.
BACK COVER: Boeing 314 Clipper is the title of George Guzzi's watercolor
of a pair of Boeing's famous flying boats. Always fascinated by the airplane,
he thought of it as the aeronautical equivalent of the Orient Express railroad.
Guzzi's work has been exhibited in books and galleries worldwide, and he
has been a member of the Air Force Art Program since 1967, contributing
more than 80 paintings. You can reach him at 11 Randlett Park, West
Newton, MA 02465; phone: 617/244-2932; summer studio: 207/883-9076.

SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

STRAIGHT' & LEVEL

by ESPIE "BUTCH" JOYCE

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

AirVenture Preparations

his Father's Day weekend a n umber of dads were

in the Vintage area on Wittman Field, cleaning
up damage caused by a strong thunderstorm that
raced thro u gh Oshkosh. All of the point stands and
other temporary buildings were out of storage and lined
up, unsecured and ready for distribution, and the storm
easily knocked them around. The storm also damaged
many of the large oak trees we all enjoy during AirVen
ture. Fortunately, there was little structural damage in
our area, but other areas of the convention site will need
some additional work.
Maintenance Chairman Bob Brauer directs the loyal
set of volunteers who build and maintain our structures
before and after convention so those of you who attend
AirVenture can have a more enjoyable experience. Many
folks came to help, including a number who come re
peatedly throughout the year. Phil Blake, Tim and
Joanne Fox, Paul Kyle, Randy Hytry, and Bob Lumley
came to help. They and other regular VAA volunteers ap
preciate the support given by the ladies in Nancy
Lichtenberg's volunteer kitchen. They do a great job
serving an appetizing breakfast and lunch for all the EAA
volun teers. My thanks to all of the volunteers who work
so hard to make your Oshkosh stay enjoyable.
Not only do we have volunteers who work on the
convention grounds, many volunteers toil all year to
coordinate AirVent ure activities. For example, Steve
Krog works with past grand champions, Jeannie Hill
puts together the an nual VAA picnic, Roger Gomoll co
ordinates the type-club-tent activities, and Steve Neese
arranges the metal shaping tent . Each VAA director is
responsible for specific areas. Some head up the various
judging categories. Dale Gustafson and Dean Richard
son lend their expertise in that regard, and Phil Coulson
are judges. Jack Copeland leads the distribution of the
participant plaques, and John Berndt helps coordinate

forums that have a vintage theme.

As he has been in the past, George Daubner is chair
man of Vintage Parking and Safety, and he's the vice
chairman of Vintage management . Geoff Robison is
chairman of security and Vintage management co
cha irman. I'm the Vintage area management chairman
(windsock@aol.com or 336/393-0344). Feel free to con
tact me with any concerns regarding convention.
E-mail ispreferred.solcan forward your concern to the
proper person more easily. Of course, phone or mail is
fine too!
Like last year, you can find almost any information
that you need at the VAA headquarters, better known as
the "Red Barn." Check with the folks at the VAA infor
mation counter, headed up by Jeannie Hill. They'll put
you on the proper track. If you have questions you'd like
answered before you head to Oshkosh, please see the list
of chairmen in "VAA News" on page 2.
Previously I've written here about working on my Lus
combe's instrument panel. I have the holes punched, the
instruments and radios mounted, and I'm ready to begin
wiring. To make the wiring easier, and so I can still fly
the airplane, I'm building the new panel while it ' s
mounted to a plywood frame. If the plan goes right I'll
finish the wiring and install the new panel this winter.
I also hope to install the turnkey starter so the weight
savings here will make up for the new equipment I've in
stalled.
Let us hear from you; tell us about your project so we
can share your experience with other members who
might be thinking of doing a similar project.
When you read this issue of Vintage Airplane AirVen
ture will be just a few short weeks away. Hope to see you
there. Let's all pull in the same direction for the good of
aviation. Remember, we are better together. Join us and
have it all!
.....
VINTAGE AIRPLANE

VAANEWS

compiled by H.G. Frautschy

VINTAGE AIRCRAFT ASSOCIATION
VOLUNTEER INFORMATION FOR
EAA AIRVENTURE 2001
EAA AirVenture 2001 will be held
at Wittman Regional Airport in
Oshkosh, Wisconsin, from Tuesday,
July 24, through Monday, July 30.
(Remember, that's a day earlier than
we started last year.) Volunteers will
again be needed to staff the many
different committees in the Vintage
area.
If you would like to participate in
activities as a volunteer, drop a note
or call the chairperson listed below.
As they plan for this year's event, it
would be helpful if you could also
include your previous experience or
training and the dates of your arrival
and departure.
Some of the committees that will
use volunteer help are:

Past Grand Champions

Steve Krog

262/966-7627

sskrog@aol.com
Security and Flight Line

Geoff Robinson

219/493-4724

chief7025@aol.com
Type Club HQ

Roger Gomoll

507/288-2810

rgomoll@hotmail.com
VAA Parking

George Daubner

262/673-5885

antique2@aol.com
Volunteers

Anna Osborn

(Contact before July 15.)

830/896-4614

annajohn@ktc.com
Operation Protect Our Planes
Noel Marshall
MbO 1@nothnet.net
2

JULY 2001

Others
Butch Joyce
President, VAA
336/393-0344
windsock@aol.com
H.G. Frautschy

Executive Director, VAA

920/426-4825

vintage@eaa.org
OTHER AIRVENTURE NOTES
If you've ever run into the situa
tion where yeiu plan on departing
with your airplane in the morning,
but don't wish to purchase a full
day's admission to the convention
(there are no refunds on weekly
wristband purchases), in the past it
has been awkward to gain access to
your airplane. Thanks to the re
sourceful staff members at EAA
Convention Headquarters, there is
now a procedure in place to accom
modate pilots who need to pass
through the admission gates on the
way to their airplanes. Check at the
VAA headquarters, and we will ex
plain the process and issue you the
proper credentials.
VAA Chapter 11 is embarking on
a new program to help transport pi
lots/crews and baggage to and from
their aircraft. Look for them in the
VAA minivan with the "Toni's Red
Carpet Express" magnetic signs.
The VAA picnic will be held at the
tent located just south of the pond
in the EAA Nature Center on Thurs
day, July 26. Tickets should be
purchased in advance and can be
bought at the VAA Red Barn.
VAA HALL OF FAME
Our congratulations to Ted Kos
ton, Melrose Park, Illinois, (VAA
131) and Roy Wicker, Quitman,
Georgia, (VAA 103) . They've been
selected to be inducted into the Vin
tage Aircraft Association Hall of
Fame. The induction ceremony will
take place during the fall 2001 board

meetings.
Ted's activity and support of the
vintage aircraft movement includes
his work as a photographer and his
torian. Roy's long tradition of
enthusiasm as he has helped fellow
members build replica aircraft and
restored antique airplanes often
meant his own projects were pro
longed, but he'd be the first to tell
you it was worth it.
We'll have more on the two hon
orees in later editions of Vintage
Airplane.
HELP THE FAA HELP US ALL
The Federal Aviation Administra
tion is seeking to locate the current
legal owner of the data underlying
the type certificates issued to various
Consolidated Fleet Aircraft models
manufactured in 1920-1940.
The last known holder of these
type certificates is Brewster Aeronau
tical Corporation, Long Island City,
New York. If you have any informa
tion about this company, or its legal
successor-in-interest, or about th e
current owner of the data underly
ing these type certificates, please
contact:
Deborah Fountain
Engine & Propeller Directorate
Burlington, MA
Phone: 781/238-7154
Fax: 781/238-7199
E-mail: Debbie.Fountain@(aa.gov
COKER TIRES
Jim Hildebrand of Coker Tires ,
800/251-6336, would like to hear
from people interested in purchas
ing 30x5 smooth tread or 26x4
clincher smooth tread tires. These
tires are intended for museum or dis
play purposes and are so marked on
the tire. If you are interested in
adding your name to the list, give
him a call.
EAA CHAPTER 1
EAA Chapter 1 has decided to
change the date of their annual open

house and fly-in. Held for 48 years in

the month of February, the dates
have been changed to September 22
23, 2001. Held at the famous Flabob
Airport (RIR) in Riverside, California,
the event is free to pilots and public.
Tickets to the Saturday evening ban
quet can be purchased in advance.
Call 909/682-6236 or e-mail eaachap
terone@yahoo.com.
GEORGE HARDIE

This month's Mystery Plane is

dedicated to the late George Hardie,
who passed away June 17, 2001.
George (right, at the 1958 EAA fly
in) authored one of Vintage
Airplane's most popular columns,
"Mystery Plane," from 1983 until
1995, and contributed to its success
beyond those years. George was a
past EAA director and EAA vice presi
dent and served as an employee in
the roles of managing editor of EAA
Sport Aviation and later as EAA dis
play designer and historian. George
also served as a director and as presi-

d ent of the
American Avia
tion Historical
Society, and in
1957 he was
awarded the Air
Force Associa
tion's General
Billy Mitchell
award for Air
Power Achievement for his work in
documenting the history of aviation
in Wisconsin.
He spearheaded the drive to create
the Billy Mitchell Ga llery of Flight at
Milwaukee's Mitchell field and de
signed many of the displays. He was
inducted into the Wisconsin Avia
tion Hall of Fame in 1991. A book
author and contributor to many
publications, George was a seem
ingly endless resource of aviation
knowl edge for those of us who are
still learning. We'd a lso like to ac
knowledge the help given to George
over recent years by Paul Celetti, a
fellow aviation enthusiast.
......

Kinzinger ColI.lEAA Foundation Library

Fly- In Calendar
The follOWing list ofcoming events is furnished to
our readers as a matter ofinformation only and does
not constitute approval, sponsorship, involvement,
control or direction ofany event (fly-in, seminars, jly
market, etc.) listed. Please send the infomration to
EAA , Att: Vintage Airplane, P.O. Box 3086,
Oshkosh, WJ54903-3086. Information should be re
ceivedfour months prior to the event date.
JULY 11-15 - Arlington, WA - Northwest EAA Fly
In. Info: 360/435-5857 or www.nweaa.org.
JULY 17-20 - Keokuk, IA - Joint Liaison & Light
Trainer Formation Coalition Annual Formation
Clinic at Keokuk Municipal Airport. Ground
School starts at 8:30 am with jlight training to fo l
low. All Liaison-type aircraft and Primary
Trainers welcome. Anythingfrom an L-I thru OV
I, PT-3 thru whatever. ILPA Fly-In immediately
following clinic. Info: 715/369-9769
JULY 21 - Wausau, WI - Wausau Downtown Air
port's 3rd Annual Swing Ding/Dinner and Dance.
Info: 715/848-6000 or website www.
jlywausau.com or e-mailjlyacub@ dwave.net.
JULY 21 - Washington Island, WI - 48th Annual
Fly-In al Wash. Is. Airport, hosted by Lions Club.
Music, crafts, hayride,fun for thefamily. Whitefish
Boil 11:30 a.m.-l:00 p.m. Info: 920/847-2770 or
Iharvellpru l@juno.com.
JULY 22 - Zanesville, OH (parr Airport) - EAA Ch.
425 Annual Pre-Oshkosh Fly-InlDrive-In Pancake
Brea~fast, 8 a.m.-2 p. m. Lunch items and airplane
rides afier 11 a.m. Info: Don 740/454-0003.
JULY 22 - Burlington, WI - 91h Annual Group Er
coupe Flight Into AirVenture. Wheels up at 12:00
noon. Everyone welcome to join. Info: 715/842
7814
J ULY 24-30 - Oshkosh, WI - AIR VENTURE
OSHKOSH 2001, Willman Airport. Info :
9201426-4800, www.airvenlllre.org.
JULY 27 - Oshkosh, WI - Stinsoll Lunch, Oshkosh,
11:30 a.m'. meet atlhe Vintage Red Barn for a
free, short bus ride 10 GolfCentral Restaurant.
Pay on your own at the restauranl. Sign up in Type
Tent or caI/ 630/904-6964.

This year's EAA AirVenture Oshkosh promises to be a great year for lovers of rare and unusu
al airplanes. We've been told to expect an Avro Avian (in the marking of the Avian Amelia
Earhart used during her American tour), a Fairchild FC-2 (the first aircraft actually owned by
the CAA), most of the flyable Spartan Executives, a Vickers Vimy replica, and a Ryan M-1
mailplane. Still not enough to get you unfolding maps on the floor?
Take a look at the above photo. That's the Boeing 307 Stratoliner. Boeing only built 10 of the
airliners, and one remains, the very same one seen in this picture, Pan American's Clipper

Flying Cloud. The Stratoliner was the very first pressurized airliner, and its design was based
on the B-17 bomber. Painstakingly restored by volunteers at Boeing in the very same building
in which it was constructed, the restored airplane was rolled out in preparation for its shake
down flights on June 23. Destined for display in the new Steven F. Udvar-Hazy Center of the
Smithsonian National Air and Space museum, the "new" airliner is scheduled for display at
EAA AirVenture Oshkosh. We'll see you here!

JULY 27 - Oshkosh, WI - American Moth Club wel

comes all In t 'I Moth Clubs & DeHa villand
enthusiasls to this year's Moth Club Dinner. 7:30
p.m. at Pioneer Inn. After dinner speaker is David
Baker, founding member ofDiamond Nines Tiger
Moth Demonstration Team. Also, Fri. a.m. Moth
Forum, time and tent number will be published in
the convention program. RSVP: to Steve Betzler at
stevebtz@cedar.netorfax 262/368-2127.
AUGUST 5 - Queen City, MO - 14th Annual Water
melon Fly-In, Applegate A irport. Info:
660-766-2644.
AUGUST 10-12 - Snohomish, WA - 19th Annual
West Coast Travel Air Reunion. Harvey Field
(S43) . Largesl Travel Air gatheringfor 2001. Lo
cal air lour, memorabilia auction and more. Info:
Larson 425/334-2413 or Rezich 805/467-3669.
AUGUST J1- Cadillac, MI - EAA Ch. 678 Fly
In/Drive-In Breakfast, Wexford County Airport
(CAD), 7:30 a.m.-11:00 a.m. Info: 213/779-8113.

-continued on page 28
VINTAGE AIRPLANE 3

VAAAEROMAIL

Is that Covering too Slack?

A few folks wrote to us with similar

questions, so we thought it best to an
swer them as a group.
You don't know me. I'm one of
the masses out here who has had
the airplane "affliction" since birth.
You know the type. If my wife wants
anything done around the house,
she has to draw a pair of paper wings
and attach them to the "task" in or
der to get my attention. My bride is
out of town this week, so [ get extra
time in the hangar.
While doing a little work in the
hangar two nights ago, I was graced
by an encounter with some fine
neighbors, including their visiting
father, Gar Williams. As we stood in
the hangar next to our beautiful old
family Gullwing, the topic of con
versation gravitated to the Stinson
108. Specifically, the beautiful 108
displayed on the cover of our recent
March issue of Vintage Airplane was
noteworthy. I guess I'll forgo the
small talk and get to the point.
Buck, [ have a couple of specific
questions about the covering of this
fine old ship. First, I draw your at
tention to Vintage Airplane, March
2001, page 13:
What method did the manufac
turer use to attach the fabric to the
airframe above the cabin? Perhaps
lacing or PK screws?
What method did the manufac
turer use to attach the fabric over
the fuel tanks?
From the "technique" point of
view, how does one judge proper
"shrinkage" (suppose no substitute
for experience applies)?
I surely don't want to see this dis
cussion in a public forum. But
4 JULY 2001

looking at the photo on page 13

brings a little concern to mind. I ap
preciate your expertise and candor.
Bryan Pender

Union, Illinois

G'day from Australia. Dave Dent

is my name. I've been a member for
11 years now, and I've made seven
trips to Oshkosh but still haven't
met half the people I should get to
know. Budd Davisson is a good
mate, as is Kent White.
The reason I was contacting you
was the picture on page 13 of th e
March issue of Vintage Airplane. The
amount of ballooning of the fabric
between the ribs on the Stinson
seems to be excessive. It also seems
to be lifting over the fuel tanks. If
the fabric is as slack as it looks, I
would be quite concerned about the
effect it will have on the attach
ments to the wing ribs. We only
have one or two Stinsons in the
country, so I have no knowledge of
the method used, but guess it is
This Stinson's fabric seems to balloon quite a
. bit over the cabin, but in this shot (right)
you can see that the fabric was glued to the
wing tanks. Fabric, by its very nature, is flexi
ble. The modern Dacron covering processes
commonly used today rely on shrinking by
an even application of heat using a flat iron.

screwed or riveted.
I run a small maintenance shop
at Camden Airport south of Sydney
and have a reasonable amount of
expe ri ence with fabric. I built my
own Pitts and look after a lot of fab
ric-covered aircraft. I'd be interested
with your thoughts.
Fly safe.
Dave Dent
Australia
Buck and I asked W.D. "Dip"
Davis for his thoughts on the ap
pearance of the fabric on that
particular Stinson and other air
planes we've noticed over the years
that had a similar appearance.
Here 's what he wrote to us:

Stinson didn't originally cover the

gas tanks on the 108s; they covered
the wing with the fabric glued to the
spar faces. Then they installed the
tanks and bridged the gap with a 4
inch tape cemented to the tank. I don't
believe they secured the fabric over the
cabin with rib stitching but instead de
pended on dope adhesion to the
stringers. Of course, the airplane was
covered with Grade A cotton and fin
ished with butyrate dope, which did
the tautening, and there was no prob
lem with ballooning.

This time around the aircraft was

covered with Poly-Fiber and fin
ished with Poly-Brush/Poly-Spray
and Poly-Tone or Aerothane, all of
which are non-tautening materials.
When properly done as spelled out
in the STC, the shrinking or taut
ening is all accomplished by heating
with an iron, and it is essential that
all areas are treated in three stages
of temperature, finishing with 350F
(Superflite says 375F) to be sure
that it has taken a "set ." This is all
done before applying any finishing
materials.
It will appear to be taut enough
when you get to 300F or so, but
during a cool or moist morning you
will see slack areas if you have failed
to reach the proper temperature.
The top of the cabin is a little diffi
cult to reach when performing this
task, and I would surmise that this
area just didn't get to that point.
Parked on the ramp or flying on a
warm day you probably would not
see that effect.
I don't mean to be picking on
Poly-fiber-all brands of polyester
fabrics, when finished with non
tautening materials, are subject to
the same rules.
Dip Davis
Marengo, Illinois
.....
Mark Schaible

Even after proper shrinkage, some move

ment of the fabric will be present. Take a
look at the top of the cabin and the tail sur
faces of the Aeronca Sedan in this photo
(left). On many lightplanes you'll also see
some "sucking in" of the fabric around the
sides of the aft fuselage. This fabric move
ment, while normal in this case, underscores
the reason why it is so important for the
fabric finish to remain flexible in a wide
range of temperatures. Is it any wonder why
cracking occurs?
In the case of both the Sedan and the
Stinson 108, I'd be tempted to rib-stitch the
fabric to the upper stringers on the fuse
lage. Do you fabric experts out there have
another method that will ensure the fabric
stays put? We're interested in more opinions
on this particular issue. Send them to:
Vintage Airplane, EAA, P.O. Box 3086,
Oshkosh, WI 54903-3086.
VINTAGE AIRPLANE 5

TYPE CLUB

Some Ideas on Troubleshooting from the Travel Air Log

by Robert G. Lock

Problem solving is an art. Some

times it is pure luck, but most
mechanics rely on experience for ef
fective troubleshooting. Let me pOint
out in the beginning that there could
be more than one solution to a prob
lem, so I welcome comments from
members. Let's begin with a recent
problem on Dick Sm ith's Travel Air
4000.
"The engine runs a little rough,
and there is a not iceable magneto
drop on the right mag. The engine
sounds like it is struggling to run on
a single mag."
First, radial engine magnetos are
set up so that the left mag fires the
rear bank of spark plugs, while the
right mag fires t he front set of plugs.
If the magneto switch 'P' leads are
wired correct ly, t h e above will al- .
ways be true.
The Continental W-670 engine ig
nition system u ses staggered
magneto firing; the right mag fires at
32 degrees before top center, and the
left mag fires at 29 degrees before top
center. So the logical first step is to
determine whether the mag drop is
smooth or rough. Excessive mag
drop (greater than 125 rpm) that is
6

JULY

2001

exactly where it should be! I checked

condition of the magneto points

Could the
the
and the point gap opening, and they
also okay. So what was going
magneto drop
were
on? Why did the engine run rough "
and then smooth on one mag?
sounded like the engine was
have been the
running
lean, so we ran the engine
with full carburetor heat and the
result of a
primer unlocked (to richen the mix
ture). Sure enough, the engine
responded, and the mag check re
lean mixture?
turned
to normal.
pushed in the
primer and locked it and then left
Possibly.

the carb heat on HOT and checked

It

If I

smooth indicates a magneto out of

time to the engine. On the other
hand, a rough -running engine indi
cates a fau lty spark plug or harness
lead (when one or more cylinders
don't fire, the engine will shake in
the mount). Also, pay attention to
the rpm spread be tween mags; the
maxim um allowed is usually 75 rpm.
The mag drop on Dick's Travel Air
was un u sual in that the engine
would occasionally backfire, but the
drop was smooth. Ichecked the mag
neto timing and found it to be

the mags again, the mag check was

normal! That led to the next ques
tion. Could the magneto drop have
been the result of a lean mixture?
POSSibly.
Carburetor mixture is a function
of the float level set at overhaul. So I
recommended that Dick send the
carb in for an overhaul. After he sent
it in, he received a call that his carb
was set up for a pressure-feed fuel
system; the data plate on the carb
said NAR-6G. The "G" indicates that
the carb is for 3 to 5 psi pressure-feed
fuel systems. Gravity-feed fu el sys
tems operate around 1 psi ,

depending on how high the fue l

tank outlet is located above the carb
inlet and how much fue l is in the
tank. With the fuel 39 inches above
the carb inlet, 1 psi is obtained. How
much pressure is fed into the carb
when the fuselage fuel tank outlet is
only slightly above the carb inlet?
Not very much; probably less than
1/2 psi. This is most likely the prob
lem. Outwardly, the NAR-6 carbs
look alike, but inside it's a different
story. The floats are a different shape
and set at a different level, and other
small internal components can be
different.
Check the spec of the carb before
installing it. Pressure-feed carbure
tors don't work on gravity-feed
systems. When I maintained 450-hp

then-current crop of Cessna singles.

I also wanted to examine the air
frame closely for signs of corrosion
and damage. To facilitate the paint
stripping and inspection process, I
completely disassembled the air
frame. Then I discovered and
corrected minor amounts of corro
sion and a few cracks. The airplane
was down for four months, but the
resulting paint job was outstanding.
I proceeded to fly the airplane for 35
years and added about 3,500 hours
and one new engine to the logs.
By now the shiny new paint job
was beginning to look pretty grungy,
so it was time to do it all over again.
I figured on another four months in
the preparation and paint shop, and
then I would be back in the air. Not

acquired a fair amount of surface

rust. These were bead blasted and
painted, and then all of the internal
surfaces were zinc chromate prior to
re-riveting the structures. All of the
empennage parts have now been
corrosion proofed and have a nice
shiny coat of white paint while they
await reassembly.
Mud daubers are just one of the
culprits that must be battled in the
fight to keep the airframe from re
turning to aluminum oxide. The
Gulf Coast climate does its share in
producing that white powder that
shows up on skin jOints and internal
surfaces. I have found that insula
tion packed into poorly ventilated
cavities, where moisture from the at
mosphere can collect, is a frequent

However, as I stripped the paint, rivet heads

started falling off here and there.

agricultural Stearman biplane many

years ago, our NAR-9 carbs were
stenciled "Gravity" so there was no
mistake. It's important.
Bob Lock can be reached by e
mail at waldo997@aol.com.
From The Texas Chapter of the Antique
AirpLane Association Newsletter-June
2001

DECAY
By CLeo Bickford
Decay, according to Webster,
means to fail slowly in health ,
beauty, or any form of excellence.
We of the World War II generation
are quite familiar with this defini
tion of the word . It also means to
decompose or rot. All of the defini
tions could be applied to describe
the aging process of our airplanes.
They may look good, but how sound
are they inside that pretty exterior?
Thirty-six years ago I needed to
get my airplane painted. I wanted to
bring the appearance of the 12-year
old airframe up to par with the

this time. I followed the same proce

dure as before, full disassembly and
stripping. However, as I stripped the
paint, rivet heads started falling off
here and there , mainly on the tail
feathers. This is something you can
not ignore, so I started opening up
the surfaces. I found large quantities
of mud, the remains of mud dauber
nests. These guys build a nest that is
as hard as a rock and sticks to the
surface like it was welded. The nests
are sometimes hidden by the struc
ture, and their presence may go
undetected for a long time. In addi
tion to the resulting skin corrosion,
the control surface balance had been
compromised . The corrosion dam
age was actually spotty and minor in
nature and cleaned up with very lit
tle loss of skin gauge. It did,
however, require a complete disas
sembly by drilling out all of the
rivets to ensure that all of the corro
sion had been found and corrected.
In the process I found that the eleva
tor torque tube assemblies (which
are of welded steel construction) had

source of corrosion. I am now in the

process of opening up some skin
laps on the fuselage top to correct
this corrosion.
Aluminum airframes are particu
larly susceptible to atmospheric
corrosion, but they are not alone.
Fabric-covered steel tube structures
properly painted before covering can
have a long service life, but they also
have a built-in trap. Back in the days
when Grade A cotton was the stan
dard covering, the airframe had to
be stripped and re-covered every few
years. Now with the so-called life
time coverings, such as Dacron, the
airframe may go 25 years without
exposure to the light . This gives
plenty of time for the protective
paint to develop pinholes and allow
moisture from the air to reach the
steel tubing. This makes for a nasty
surprise when the fabric is finally re
moved for re-covering.
All wood or wood and fabric air
frames don't get away scot-free
either. Remember, the second defin
ition for decay is called rot.
.....
VINTAGE AIRPLANE

AN "AVIATION
FIRST" FOR 1954

by Mark Phelps

Beech's Plane-O-Rama display for 1954 tout

ed "One Million Dollars" worth of
Beechcrafts. There are at least 20 airplanes
in the photo, including a number of Twin
Beech 18s and a Travel Air or two.

8 JULY 2001

hen I teU people I have a Bonanza, I

usually add something like, "But it was
built in 1954. It's almost as old as I am,"
so they won't think I'm one of those independently
wealthy pilot types. Angus Kydd, a young instruc
tor and charter pilot at my home airport puts such
modesty in perspective, though. He just smiles,
closes his eyes dreamily, and says, "Yea, but a Bo
nanza is a Bonanza." Of course, he's right.

It all started when I finally decided that dependable IFR transportation was
in my future. As an editor for a corporate aviation trade magazine, I have a
good excuse for using an airplane for my work, but I need it to be reasonably
reliable. I had owned a Grumman AA1-B Trainer for 19 years and loved it,
with its snappy handling, fighter visibility, and all the rest. But the Grumman
was not practical as a prospective IFR traveler for a number of reasons. Even
adding ILS equipment, IFR GPS, and the latest in moving maps wouldn't give
it range. I could add auxiliary fuel tanks, but that would cut the payload down
to Single-seater status. If anything, I could use a couple of extra seats. So the
little Grumman "kitten" had to go to a new home. I sold it to a good friend of
mine...who is still a good friend.
There's no doubt that [ have an itch to build an airplane, but not now. I
would love an RV-8, and I can easily see it as being my big retirement project.
But since I can hardly find time to cut the grass these days, the dream of
building an airplane will have to wait. I dallied briefly with my desire for a
Swift, but finally bowed to the pressure of having four seats available for extra
passengers.
At first, the obvious choice for a Grumman lover like me was either a Chee
tah (150 hp) or a Tiger (180 hp). (Earlier Travelers, produced before Grumman
American's Roy LoPresti worked his tinsnips magic on the airframe, are a good
value, but they weren't for me.) My 1998 search revealed the price for an ac

One of the most appealing aspects of the Bonanza is its timeless stature. Besides being a practical four-seat instrument airplane, it just looks
good. In time, N3473B will be repainted in a scheme more closely reflecting the way it looked when it was brand new.

ceptable Cheetah was at least

$45,000, and it cost another $10,000
to get a Tiger by the tail.
My search took me far and wide,
deep into cyberspace, and I spent
many hours with my nose buried in
the familiar yellow pages of Trade-A
Plane. One day on a business trip, I
found myself at Falcon Field in Mesa,
Arizona. As I wandered the ramp
scouting for Grummans with "For
Sale/l signs, I happened upon a V-tail
Bonanza, standing tall and proud, on
a broker's lot. The paint was a generic
Bonanza orange-and-brown on
white. Not bad, just not particularly
inspiring. I climbed up on the wing
and looked inside. The cloth interior
was in decent shape, and the panel
had a stack of Bendix/King Silver
Crown radios that started my imagi
nation humming with visions of
cloud flying. One thing I knew even
then about early Bonanzas was that
some had been modified with a cen
ter radio stack and the standard
T-shape instrument configuration, re
placing a hodgepodge arrangement

of instruments on the original, auto

motive-style panel. I knew that I
wou ld want that modification, and
this airplane had it, with late-model
gyro instruments to boot. I started to
feel early twinges of "gotta-have-it
itis."
I found a spec sheet. The informa
tion that shouted loudest was in big
type at the bottom of the sheet. "Ask
ing $45,000./1
Hmm. Maybe I should rethink this
Cheetah thing.
Mingling with the Arizona sun
shine was a tingle of excitement .
Could I possibly afford to buy a Bo
nanza? More important, and a little
sobering, could I afford to maintain a
Bonanza? This one was an E35, built
in 1954. How about insurance? And
would I be able to fly such a complex
airplane safely-especially one with
the checkered reputation of the but
terfly-tail Beech?
One of the Bonanza's most impres
sive features, I think, is that it's a tall
airplane. As I stood there looking up
at this one, it had a prideful appeal.

From the polished spinner to the

high, jaunty V-tail, it was graceful
and powerful at the same time. I
folded the spec sheet, stuffed it in my
back pocket, and resolved to look
into classic Bonanzas.
I think Al Gore or whoever really
invented the Internet must have had
airplane shopping in mind. What a
wonderful place to find information,
read old articles, see pictures of air
planes for sale, and send e-mail
questions to experts. (Apparently suf
fering withdrawal symptoms, I still
check Aircraft Shopper Online,
www.aso.com. and the Trade-A-Plane
website, www.trade-a-plane.com. from
time to time just to see what's new
on the mark e t.) One of my other
profitable cyber stops was the Ameri
can Bonanza Society's web page,
www.bonanza .org. Knowing its repu
tation, I joined up immediately.
Next, I phoned some friends who
had owned Bonanzas . I called Mac
McClellan at Flying magazine. Mac
used to own a V35 before getting his
current Baron (which is a Bonanza
VINTAGE AIRPLANE 9

The world under my wings.

While you can't exactly see the
curvature of the Earth from
Bonanza altitudes, the visibility is
great from all four comfortable
seats. (Photo by Rebecca Cleft)

with two engines, right?). I asked

Mac about the daunting prospect of
maintenance. He put to rest my fears
about the landing gear. lilt's pretty
bulletproof," he said. Yes, he admit
ted, Bonanza parts are usually more
expensive than those for other man
ufacturers' products-but they don 't
break as much. I don't know how
much of it was what he said and how
much I just convinced myself as I lis
tened, but I hung up from my
conversation with Mac harboring
much greater enthusiasm for Bo
nanza hunting.
The next step was reading Larry
Ball's Those Incomparable Bonanzas.
Larry was at Beech in Wichita as a
Bonanza salesman and project man
ager when a lot of what he writes
about was happening. For the stuff
that happened before his watch, he
knew whom to ask, and he wasn't
shy. As far as what changes occurred
with what models and what years,
Larry's book is a bible. For instance,
1954 was the first year Beech offered
a choice of the 225-hp E225 Conti
nental engine over the 185-hp E185.
Another factoid: The small third side
window was introduced the next
year on the F35 model, followed by
the longer third window and hat
shelf in 1961 with the N35. I know
this may sound boring, but when
10 JULY

2001

you start looking at real airplanes to

buy, these details can be as eXCiting
as who is conspiring against whom
on Survivor.
From the vintage Bonanza web
page at www.vintagebonanza.com. I
collected more information about
modifications and supplemental type
certificates that have become avail
able over the years for 1950s-vintage
V-tails. Among the most important
are the aforementioned so-called
"center-stack" panel modification (of
which there are several designs),
Cleveland brakes to replace the origi
nal Goodyear ones, a SO-amp
alternator to replace the original low
output generator, and a hydraulic
Hartzell propeller to replace the origi
nal Beech electric. (This is
controversial. Some owners swear by
the original Beech electric props, but
I wanted the Hartzell, killer AD and
all, on the theory that mechanics in
remote shops would likely be better
equipped to deal with it than with
the Beech prop.)
Less important are other modifica
tions, such as replacing the original
fixed-bench front seat with a pair of
adjustable later-model buckets; sin
gle-piece windshields, preferably the
later long "sloped" version; and kits
to add those third side windows,
preferably the longer ones that in-

eluded a hat shelf conver

sion affording more luggage
space. Also on the modifica
tion list were so-called
"M-tips," wingtips from
M35 models (1960) and
later that were more square
and improved takeoff and
cruise performance, or even
better, 15- or 20-gallon tip
tanks from various after
market manufacturers.
Bonanzas are among the
most modified aircraft in
the general aviation fleet, as legions
of owners have placed their individ
ual stamps on them through the
years.
As I searched the Internet for Bo
nanzas for sale that had all the
modifications I wanted, I kept com
ing back to the one I saw in Arizona.
It had just about everything, includ
ing a good set of radios that had been
installed in the late 1980s. This was a
common case with many Bonanzas.
While I would have loved an IFR
GPS in the panel, they were rare
among the Bonanzas for sale. But ex
pensive-for-the-time
LORANs
abounded. The Arizona airplane had
a King KLN88, which uses the same
operating parameters as the KLN90
and new KLN94 GPS units. Anyone
who has owned one will tell you it's
a versatile, easy-to-use navigator with
lots of features and a comprehensive
operator's manual written for pilots,
not software deSigners. The panel of
this airplane was redone in about
1988 with first-class equipment-an
other hallmark of the Bonanza breed
of ownership.
An IFR GPS is definitely in my fu
ture plans, but for the time being, the
Garmin portable GPSMap 295 pro
vides most of the situational
awareness and flexibility of panel
mounted
navigators costing

thousands more. While it can be used solid sedan on a smooth road. And when it's light. To quote John Eck
legally only to monitor conventional the deep-throated loping sound of albar again: " ... the stall functions as
non-GPS approaches, the large color the six-cylinder Continental at low an aerodynamic safety valve, limiting
moving map makes IFR flying a much rev makes most airport bench sitters the maximum possible 'g' value."
safer and more rewarding experience. look up when one taxis by.
So, you can inadvertently impose
There were a few other airplanes
The second required reading book dangerous loads on the V-tail by
that came close, but as time went on, for Bonanza pilots is John Eckalbar's pulling back too abruptly-as when a
my heart became set on N3473B. Flying the Beech Bonanza. It begins pilot emerges from the bottom of a
cloud in an unanticipated
Maybe it was love at first
sight. One feature that
steep, high-speed dive. The
moral is clear and sobering.
tipped the balance was a
smidgen of historical signif
Still, given the option of
icance. As I researched E35s
having a ISO-knot airplane
from 1954 (in those days,
that can land as slow as 45
Beech changed model num
knots, I'll bet there are more
bers every year), I noted the
unrecorded instances of pi
lots saving their lives with
range of serial numbers,
low-speed forced landings
from 0 -3699 to 0-3998,
301 airplanes including the
than there are those who
prototype, which was
broke up. But the breakups
plucked from the 1952 pro
are what you hear about.
I made the mighty reso
duction line of C35s. One
day I was glancing at the
lution to slow down and
spec sheet on N3473B and Many early Bonanzas have been modified with the now-standard T
even lower the gear if I ever
shape instrument configuration. The capable radio stack was one of
did a mental double take. the features that seduced me into buying N3473B. Next, an autopilot. felt a twinge of vertigo in
Wait a minute . This air
the clouds. With its gear ex
plane is serial number
tended, the Bonanza is as
stable as a Long Island railroad loco
0-3699-the first production E35 .
Okay, so it's not like finding with a daunting chapter on how and motive and just about as safe.
Nungesser and Coli's l'Oisseau Blanc why the limit load factors of the air
So it's been two years since I took
in a barn up in the Maine woods, but p lane are so critical. Beyond the N3473B home with me from Ari
it further warmed my heart to this complex equations, what I learned zona. I've flown about ISO hours
particular Bonanza.
from the chapter was the essential, each year, on business and pleasure.
So, to shorten a story, I tapped "When in turbulence, slow down. My first trip was to Oshkosh a few
Robert Tod, corporate pilot, A&P me When you're flying at lighter weight, weeks after I got home. I expect to be
chanic, and Bonanza owner to slow down some more."
back at AirVenture later this month
perform a pre-buy inspection. After a
The chapter enlightened me to with the "first" E35. It still has its
day's worth of poring over logs and one of the sources of the Bonanza's quaSi-70s paint scheme, but I already
poking into inspection holes, he pro bad reputation for coming apart in have plans to repaint it in a fair ap
nounced N3473B "a real nice flight. I had always known that it is a proximation of the way it left the
Bonanza." With that pronounce slippery airplane and could build up factory in January 1954. My desire is
ment, it became my airplane.
speed rapidly, especially if the pilot to have an airplane with a 1950s
I got acquainted with flying my was disoriented and entered a steep look, but new millennium comfort
new acquisition on the flight home, spiral. What I had not realized was and capability. If you want to see
from Phoenix to New Jersey. With that one reason for its vulnerability how it looked way back when, open
Robert there to watch out for me, I to this scenario is the Bonanza's slick Those Incomparable Bonanzas to page
made my first landing. I realized that airframe contrasting with its slow 83. There's a picture of the Beech
the Bonanza with flaps extended was stalling speed. Most pilots know that Plane-O-Rama display for 1954-one
easier to land than the Grumman. In if you pull back on the yoke at high million dollars worth of Beechcrafts.
cruise, the solid feel is a real confi speeds, you impose heavy loads on Today, that's about a Baron and half
dence builder, though you have to fly the airframe. When you pull too a Bonanza's worth. In the photo (see
it all the time, lest it drop a wing and much and stall the wing, you then re page 9), I counted at least 20 air
slide slowly into a downward spiral lieve those loads. An airplane that planes. Best of all, right in the front,
(an autopilot is at the top of my stalls at 65 knots has more protection is a dark-colored Bonanza with white
avionics wish list). Properly reined, built into it than one that stalls at as trim. The large number on the wing
the Bonanza has the robust feel of a low as 45 knots, as the Bonanza does is N3473B. That's my Bonanza. .....
VINTAGE AIRPLANE 11

The VAA Parking

and Safety Family

Volunteers help keep flight line operations safe during EAA AirVenture Oshkosh

by Nick Hurm

,
PJ

the feeling of touch

"It's nice to have them there to
ing down after a long
help guide you through such a
light en route to
busy place such as Oshkosh. By
Oshkosh. The body still hums
their efforts they've saved a lot
with the 1850 rpm your aircraft
of planes from possible dam
engine was cranking out since
age."
your last gas stop, and your eyes
The Safety and Parking vol
retain the shape of sectional
unteers are up and going from
charts and GPS screens.
sunrise to sunset. They have an
Landing safely at Oshkosh is
early morning briefing to dis
a gratifying feeling, but every
cuss the day's events and to
pilot knows that the trip isn't
train new volunteers. During
exactly over yet. There is a giant
the training, the new volun
maze of aircraft ahead that a pi
teers are handed a book that
lot must taxi the aircraft
stresses rules and procedures to
through to reach the real final
help keep everyone, including
destination, a safe parking spot.
themselves, safe.
Unlike the preflight checks and
From the start of Oshkosh to
the takeoffs and landings, there
its finish, the key volunteers
is finally someone prepared to
train an estimated 250 people.
help the self-reliant pilot out.
There's a core of around 50 reg
And after a long flight, it is a
ulars who come back every year
nice accommodation to have.
to help out.
These helpful folks are the EAA
From young teenagers to
Vintage Aircraft Association
older volunteers such as 82
Parking and Safety volunteers.
year-old volunteer veteran Art
Manor, there is no age limit.
They come from different back Patrolling the f light line during the dai ly air show is just one
grounds and places throughout of the many duties cheerfully fulfilled by the VAA parking
The youngest volunteers are as
the world, but they all have one and safety volunteers.
much involved as the older
thing in common. They're all
ones. They go by foot, scooter,
prepared to assist the incoming and mile trip from Red Stewart Airfield in and John Deere Gator, bringing air
Waynesville, Ohio, to Oshkosh in his craft in and out safely. They also try
departing pilots.
"Without those people helping to family's Taylorcraft BC-12D, said he to solve concerned pilot's questions.
wave pilots in, it would be almost has had nothing but good experi It's a task that requires planning, co
impossible to run an event like ences with the parking and safety ordinating, and lots of caution . It
Oshkosh," third-generation pilot in volunteers.
may sound a little stressful, but when
structor Emerson Stewart III said.
"They know what they are doing talking to the volunteers, they are
Stewart, who has flown the 400- and are there to help," Stewart said. more than happy to help out.
12 JULY 2001

(Above) Safely directing pilots through the

VAA parking area is one of the prime mis
sions of the VAA volunteers.
(Left) One of the perks of being a VAA vol
unteer in any area is the annual volunteer
appreciation party, sponsored in part by the
VAA's official insurance program provider,
the Aviation Unlimited Agency. When is the
party? Volunteer and we'll tell you!

One of the volunteer regulars is

Dave Thomas of Clinton, Ontario.
Thomas flew his )-3 Cub down to
Oshkosh back in 1987 and signed up
for volunteering with the VAA Park
ing and Safety crew. He hasn ' t
stopped since.
"I keep coming back year after
year to see the people that come year
after year," Thomas said. "There's
not that much stress involved com
pared to real life. Every once in a
while someone will say something to
you that makes all the difference in
the world."
Many of the volunteers camp to
gether each year, getting caught up
on happenings and sharing old sto
ries. The main message I got from
the regular volunteers was the feeling

that it was much like a family re

union, and that 's why they come
back year after year.
"This is like one big family here,"
Parking and Safety Co-Chairman Tr
ish Dorlac said. "We all have a
common interest and a lot of fun
while we are here. It's great coming
back and seeing all the people you
know."
Lou Lindeman, who works in
maintenance at the United States Air
Force Museum, knows all about plan
ning and coordinating parking for a
fly-in. Lindeman is in charge of the
EAA Mid-Eastern Regional Fly-In
(MERFI). Many of the strategies he
uses are emulated from the crew at
Oshkosh.
"There's a lot of respect out there

by people like me who know exactly

how big of a job they have," Linde
man said. "We try to pattern
ourselves after them, only on a much
smaller scale. We set up different
groups that entail doing different lit
tle jobs."
Dorlac said that thanks to the vol
unteers, aircraft parking and
departures have gotten better orga
nized. Thomas added that except for
allowing a couple of airplanes to
blow over some tents over the years,
the VAA Parking and Safety volun
teers' work has been pretty solid, and
they hope to continue that way.
The group is always looking for
new volunteers to help make things
run as smoothly as possible. As one
volunteer put it, "These airplanes
were built a long time ago and had
to be parked a long time ago. We're
still doing the same thing."
It's a plan the VAA Parking and
Safety volunteers look to keep doing
well into the future.
~
VINTAGE AIRPLANE 13

Bob and Susan Wyatt

He went through a series of more

or less normal airp lan es (Mooney,
172, etc.) before buying a BT-13 Vul
tee. " I was doing just fine with that
old BT until one day the fuel pump
shaft broke, and I found myself head
ing into the lake. I had the canopy
open, but the shock of the impact
slammed it shut, and the airp lane
started down into 35 feet of water. It
was upside down, but I managed
to get the canopy open again
and swam out."
The airp lan e suffered
only minor damage, aside
from that caused by the
water, and is flying again

but " ... now I've got a good backup

electric fuel pump," Bob said.
When he bought the Stearman,
he didn ' t have a clear idea in his
mind what he wanted the final prod
u ct to lo ok lik e. liThe airp lane
evolved, even as we were doing the
work. The only thing I knew for sure
was that I wanted something differ
ent. I didn't want it
to be like

The Day Bob's Stearman

Left the Military
It must have been a crazy time in aviation in
1946. Especially for the military, as they now had
thousands and thousands of airplanes sitting around
and no war to use them in. The majority of the com
bat birds had one last flight.. .to a scrap yard
somewhere where they were cut up and melted into
aluminum ingots. The transports went to work carry
ing freight in every corner of the globe. Most of the
primary trainers, the PT-19, PT-22, etc., were surplus
and went into private hands where they were played
with for a short period of time, until something
16

JULY

2001

broke or the fabric needed replacing. Then they

were relegated to long, slow deaths as they deterio
rated on the back tie-down rows at every airport
across the country.
The Boeing Stearman didn't suffer that fate for
one simple reason; it was an airplane that, when
equipped with duster chutes or spray bars, could be
put to work combating bugs. There were thousands
of them silting at airfields all over the country, and
the government set about disposing of them as
quickly and as orderly as they could, considering the

every other 450 Stearm an ."

He had plenty of time to let the fi
nal product percolate in his mind
because this was not an airplane that
was going to be finished in a few
years. The decades of dusting and
spraying had taken their t oll, and
there really wasn't much of the origi
nal airplane he was going to u se
anyway.
lilt had high-lift wings on it, and I
wanted to go back to stock. And,
there was no way I was going to buy
a stock set of wings," he said, "SO I
was going to do as much of the
building myself as I could."
Using only the original fittings,
he built both top wings himself,
with a lot of help. liMy wife, Susan,
did most of the ribs, and Buck Reed
helped me assemble them."
Out in Oregon, Big Sky Aviation
specializes in Stearman stuff. They

monu
mental size
of the task.
Bob Wyatt's Stearman was one of those faceless
yellow trainers that came out of the surplus market.
Almost without exception, little is generally known of
an airplane's history during that period, as it was
part of ayellow armada that instantly dispersed
across the country. Not so, Bob's airplane.
In afun quirk of fate, the pilot who picked up
Bob's airplane when it became surplus lives nearby
in Winter Haven, Florida. Joe leonard was working
for the legendary Joe Stoltfutz, who had ahuge op
eration in Pennsylvania where he was building a
business in ag-flying and surplus sales. At that time,

VINTAGE AIRPLANE

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VINTAGE AIRPLANE 16C

16D JULY 2001

got the job to rebuild the bottom

wings. When it came time for Bob to
do the fabric he said, "Cal Hanks was
central to the fabric work. He was re
ally sick, but it seem ed as if doing
the fabric on this airplane kept him
going. He had a passion for it . He
finished it and died two weeks later."
When he was rebuilding the fuse
lage, he did a lot of investiga ting,
" .. .I hit every piece of it with a ham
mer and a punch looking for more
corrosion. We repaired what we
found , but we didn't remove the
stiffeners Sonny had welded to the
lower longerons for the chemical
hopper. They just seemed like part of
the airplane's history. We did replace
the "X" member up front th at h ad
been cut out to put the hopper in."
The cover is Ceco nite, using the
Stits process up until the color coats.
"We used Imron with a flex agent
added, and the paint was shot by
Louise Roberts in her auto body shop
a half-mile east of the field. She has
guys working for her, but she wanted
to shoot this herself. She is some
thing of a character and had never
done an airplane before, and she re
ally got a kick out of it."
As the airplane was going to
gether, the image of what he wanted
it to look like began to take form in

he was one of the visionaries who saw ause for the

airplanes in the future and bought as many as made
sense, given his intended use.
In 1946 stoltfutz was the successful bidder for a
lot of adozen N2S Stearmans at Bush Field in Geor
gia. Joe leonard, along with fourteen other pilots
and mechanics, was dispatched down there to pick
them up.
"The weather was really awful. It was cold and
rainy and just miserable," leonard remembered.
"We were going to stop at Winston-Salem, which
turned out to be areal challenge because we were
picking up ice on the airplanes like crazy," he said.
"When we finally landed, the flying wires were at
least an inch in diameter with the ice.
"As Iwas silting in the airplane, one of the

Long before he became a warbird judge,

Joe Leonard ferried from the disposal depot
in Georgia to Pennsylvania the government
surplus Stearman Bob Wyatt would eventu
a lIy restore .

ground guys came up and said, 'What's the matter

with your head?' and Isaid, 'Why?' I tried to take
my helmet off and found Ihad this big furry layer of
ice, nearly 3inches thick all over il."
The desperate nature of the flight can be judged
by the fact that one pilot quit on the spot and refused
to go on.
"We left his airplane there, and when we came
back to get it, it was gone. We never knew what hap
pened to it," leonard said.
So, when it comes to Bob Wyatt's airplane, as the
saying goes, that's the rest of the story.
VINTAGE AIRPLANE 17

The front and aft cockpits are similarly equipped, but as the placard says, "Solo from Rear Seat Only."

his mind.
"I wanted a different look, so
rather than going with a full cowl, I
got a fiberglass speed ring from
Weatherly Aviation," he said, "and
we built the accessory cowlings at
my shop."
Bob is a mechanical contractor for
commercial buildings and has a
complete welding and sheet metal
shop in his business. "Having all of

the tools and knowing how to use

them made it much easier," he said.
"The oil cooler was moved behind
the rear seat to help with the CG,"
he said, "and we hammered out the
scoop ourselves. It took a couple of
tries, but we figured it out. The oil
tank went back there for the same
reason."
As with most people rebuilding
Stearmans, he depended heavily on
Duster
and
Sprayers Supply in
Chickasha, Okla
homa, which has
been supporting
Stearmans for sev
eral generations.
When he got to

Bob has plenty of help

from Buck Reed, a
local friend who also
loves Stearmans.
18 JULY 2001

the cockpits, he applied some of the

ideas he had been thinking about.
"I made oak floorboards with scuff
plates and a slick urethane finish. I
put all the electronics and switches
and stuff into a sheet metal console
on the right side and then made up
control sticks laminated from four
pieces of oak and purple heart, with
a 4130 center and ferrule at the top."
The sticks are unusual because of
the contrasting colors of the wood,
but the first thought that comes to
mind is, "How did he drill a hol e
that big and that long through
them?" The answer is, "He didn 't."
He laminated the stick in two halves,
routed a groove for the steel tubing
on each side, and then glued th e
halves together. Pretty obvious,
when you think about it.
In keeping with his custom look,
he made and mounted a headrest on
the turtledeck. He also put a smoke
system in the airplane using a Twin

(Left) Both the oil cooler and oil tank have been relocated to aft of the pilot's cockpit. The
metal scoops for intake and exhaust air for the cooler were hammered out by hand.
(Right) The carburetor heat muff f or the 4S0-hp Pratt & Whitney was expertly welded and
then finished with a method favored by antique restorers-"engine turni ng ."

Beech fuel transfer pump to move

the Corvis oil to the exhaust.
The engine was done by Dumont
Aircraft in Avon Park, Florida, and,
when Bob looked around and real
ized he'd finished rebuilding parts
and was ready to put the airplane to
gether, he called on Ken Williford,
right there on Lakeland's airport.
Ken runs AeroMech and helped with
the assembly and rigging. Bob said,
"He's an excellent mechanic and has
a feel for this kind of thing. He also
does outstanding car restorations, by
the way."
Bob's airp lane drew plenty of
compliments at Sun 'n Fun 2001, its
first outing. The most common com
ment was that it was fun to see an
airplane that didn't look like all the
rest. Guess that means Bob accom
plished what he set out to
do-created a machine that is as in
dividualistic as he is.
.....

After the paint scheme, the ring cowl and the air scoops
for the oil cooler tell you dearly this isn't your grandfa
ther's Stearman. Until cooling tests are completed to the
satisfaction of the FAA, the Stearman is being flown in
the Experimental-Exhibition category.

VINTAGE AIRPLANE 19

VAAchafJterNEWS
ne hundred forty-one kids
became Young Eagles on
January 20 during the first
joint flight rally of EAA Chapter 1
and VAA Chapter 33. This was some
what unique because the kids flew in
fixed-wing aircraft and tethered hot
air balloons. Additionally, 47 of the
new Young Eagles were blind kids
from the Braille Institute in Ana
heim. These kids have had a number
of unusual experiences including
river rafting, dune buggying, snow
skiing, and water skiing, but they
rated this at the very top of their list
of fun and exciting activities.

The two hotair balloons proved to be quite

popular with the students and staff of the
Braille Institute.

John Durant, our effervescent

ground school instructor, got the ball
rolling on this while talking about
the Young Eagles program to some of
the staff at the Braille Institute. John
and his wife, Elfriede, have spent
time at the Braille Institute, as El
friede is progressively losing her
eyesight. The staff members thought
that it was a great idea, and all it took
was planning and coordination to
make it happen.
John is also a member of the
Southern California Balloon Associa
tion, and they wanted to get involved
in the Young Eagles program. I gave
a presentation about the Young Ea
gles program at one of their monthly
meetings a while back. With some
planning and coordination, we were
20 JULY 2001

by Wes Blasjo, VAA Chapter 33

on our way to creating a great rally

experience.
The original plan was to do teth
ered flights at Flabob airport and
then a free flight from Perris the next
Saturday for those who were "bit
ten." The weather didn't cooperate,
and the free flight was "blown out,"
but based on the excitement shown
by the kids after the tethered flights,
they had the experience of a lifetime.
The blind kids did fly the air
planes, and the taller ones operated
the burner in the balloons. They
had an acute sense of ascending or
descending in the balloon, as well
as climbing, diving, and turning in
the airplanes. It was equally inter
esting to watch how much fun the
ground support people and pilots
had with the blind kids. It was of
ten a tossup as to who was having
more fun! The general atmosphere
was that of everyone having a lot of
fun and enjoying being around
friendly people.
So that we would not have long
lines for registration and certificates,
we had four computers networked
together by my son, Brian . Initially
we had some difficulty getting them
to print the certificates, and then one
of them kept "crashing," but thank
fully this was not a "pilot program"
(a little play on words). Thanks to
Rick Alvarez, Brian Blasjo, Darrell
Blasjo, and Joe Heagerty, who helped
work out a few bugs.
We welcomed a number of new
pilots. Rick Holmes, the owner of the
Silver Wings Cafe, was not able to
"retrieve" his Cess na 210 from Ari
zona, so he rented a Cessna 150;
Duane Pizzo also flew kids in this
plane. Stanley Pederson, a neighbor
of Bill Schicora, flew his Cessna 182.
Gary Eaton flew his balloon for a few
flights and then had Kim Lynch fly it
for the rest of the day. Ben Moody
flew his balloon the whole morning.
Thanks guys and gal, we appreciate
your joining in to make this da y a
great success. The Riverside Press-En

terprise did an excellent write-up for

the Sunday, January 21, edition.
John Durant's relentless press releases
finally paid off!
Thanks to all the pilots and
ground support people who made
this a memorable event for so many
kids and their parents. Thanks to
Al Gester who coordinated the ef
forts for Chapter 1. A special
thanks to John Durant for his coor
dination with the Braille Institute
and the Southern California Bal
loon Association, as well as his
work on the ground with the blind
kids. You all are what makes these
Chapters great!
.....

Note: John Durant received the fol

lowing letter of appreciation from
Wendi Kjar, of the Braille Institute.
January 23, 2001
Dear John, Chapter 33, Chapter
I, and Southern California Bal
loon Association,
On behalf of the students, staff,
and volunteers of the Braille Insti
tute , I want to thank you for a
truly memorable experience. This
past Saturday was one of the best
programs we have ever had! Your
enthusiasm and patience made
this a positive, motivating oppor
tunity for us to learn about
aviation. We thoroughly enjoyed
being a part of the Young Eagles
program. Please thank your volun
teers, EAA members, and
balloonists for sharing their love
of flying with our group. Through
programs like the Young Eagles,
our students realize that their
dreams are only limited by their
imaginations. Thank you for en
couraging us to have big dreams
and "reach for the stars."
Take care and God bless.
Sincerely,
Wendi Kjar,
Youth Consultant

This month's Mystery Plane is an

unusual biplane from the pioneer era
of aviation. Scott Bedenbaugh of
Monroe, Georgia submitted it. Scott
is an instructor at the Aviation Insti
tute of Maintenance in Lawren
ceville, Georgia, and a student of his,
newly minted A&P Pete Gardino,
brought him the photo. Scott's mom
is a dealer in antiques, and she occa
sionally finds aviation photographs
and shares them with him.
Send your answer to: EAA, Vintage
Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Your answer needs
to be in no later than September 5
for inclusion in the October issue of
Vintage Airplane.
You can also send your response
via e-mail. Send your answer to vin
tage@eaa.org.
Be sure to include both your name

by H.C . Frautschy

and address (especially your city and

state!) in the body of your note and
put "(Month) Mystery Plane" in the
subject line.
We had just a few responses

about April's Mystery Plane. At first,

John Rowles of Bemidji, Minnesota
thought it might be the St. Louis
Cardinal, but he settled on the Eye
rly-Lee Comet, and he's right, along
with Ralph Roberts of Saginaw,
Michigan. Lloyd Willis, who
wrote to us from Australia, says it
takes a bit of time for Vintage Air
plane to get there, but he says it's
worth it!
Surprisingly, we have nothing
on the Eyerly-Lee Comet 7D
Comet. It was built at the Eyerly
School of Aeronautics at the Salem
airport in Salem, Oregon, but the
registration number on the tail
does not appear in Oregon's list of
identified aircraft for 1930 or
1931. We don't have any more
photographs of the airplane in
the EAA Aviation Foundation col
lection. Our thanks to Ralph
Nortell for supplying the original
photo.
....
VINTAGE AIRPLANE 21

PASS IT TO BUCK

by E.E. "Buck" Hilbert, EAA #21 VAA #5

P.O. Box 424, Union, IL 60180

Tools? What Tools?

We've been doing owner-assisted
annuals here at the Funny Farm Air
field for several years now. Champs
and Cessna 170s, a couple of Pipers,
and an occasional Luscombe, with a
few homebuilts thrown in for fun.
Nothing exotic, like retracts.
I've got the repeaters pretty well
trained. They know what my pet
peeves are, and they act accordingly.
They leave their adjustable wrenches,
water-pump pliers, and buggered-up
screwdrivers at home. They use the
right tool, or they get in big trouble
with me.
Sadly lacking in today's education
system are basic tool-use programs.
When I took machine shop back be
fore the earth cooled, our first
assignment was to take a piece of
steel and by hand, using only a hack
saw and a file, make a cube exactly 1
inch square.
Now that was a challenge! After an
eternity, and with tips and instruc
tion from some of those old guys in
the shop, I eventually got it done. I
learned to use that hacksaw, what the
proper blade was, how to file and
which file to use, how to use a Mike,
and about leaving tool marks in the
work. That was the beginning.
But back to my pet peeve. A while
ago I watched this scene: A kid work
ing with an older carpenter was
choking up on his hammer. He kept
holding it about 6 inches from the
head and punching at the nails. The
older fellow said, Lemme see that
hammer! When the kid handed it to
him, he took his saw and cut the
handle off!
The next sentence from the older
carpenter told the tale: If'n you ain't
gonna use the handle, we might's
well get rid of it! That's the way I
learned to use the leverage of the
22

JULY

2001

hammer handle.
Later on, I stumbled across a book,
maybe in physics class, that ex
plained the principles of tool use. It
told me how most tools were and still
are derived from the lever and the
wheel. I wish I had that book today;
it would make writing this article
much easier. It was revelation, read
ing about early human achievements
and how humans adapted tools to
ease their way of life. If anyone has
access to this or other books on tool
history, I'd sure like to review them.
One of the greatest newer tools is
the screwdriver with interchangeable
bits. Seems like everyone of my
Phillips screwdrivers gets worn after a
while, and then they mess up the
heads of screws. I decided that all the
old Phillips screwdrivers were history.
I chucked them all, and now I have a
drawer full of replacement bits that I
automatically go for when the one
I'm using gets dull or worn. Okay, I
have to come clean. Bad habits are
hard to break-I did hide a few of the
old ones in the back of the drawer.
I know we've all seen the creation
of tools to do an immediate, can't
wait, job, but please, think for a mo
ment before you use a tool that isn't
the one for the job. Don't use an ad
justable wrench when the right and
proper size wrench is available. Don't
use a screwdriver as a chisel. Put the
hacksaw blade in correctly, and don't
use pliers in place of a wrench. Take
your time and use the leverage and
the wheel effect of your tools to your
advantage.
When you're working on an air
plane, remember, it was built piece
by piece, and it doesn't take a lot of
pounding and pushing to make it go
back together again. If it does, step
back and look. Take time to figure

out why.
Another great asset is the torque
wrench. If you don't have one, get
one. It's amazing how over torquing
can take place so easily. (Spark plugs
are some of the easiest to over
torque-you'd be amazed how 300 to
350 inch-pounds feels not quite tight
enough.) The charts and the books
tell us what torque to use on various
size bolts, spark plugs, valve cover
screws, and whatever else. Pay atten
tion and use the numbers. They were
achieved from experience, and that
information will keep you from hav
ing a bad experience. Finger tight
with a white knuckle grip might be
okay on a piece of farm equipment,
but never on an airplane.
Think I'm being too picky? You
won't the first time you strip out a
spark plug bushing because the spark
plug was over torqued by someone
who just wrenched until it squeaked!
Power screwdrivers can be your
airplane's worst enemy or its best
friend. I love them, but I do the final
torquing by hand . When I unscrew
something, I break it loose with the
hand screwdriver first. Sometimes a
power driver will jump out of the
screw head, and before you can catch
it, it can ream out the head and
maybe even do some handiwork to
the parent metal around the screw.
Use the proper tool. Don't impro
vise at the cost of your expensive
hardware. That's the word, and it's .. .
. . .Over to you, f( -z::::;a
c..!!::....-'t(ck. ~

I first found out about this little

bear on February 9, 1996. I received a
fax from a friend advising me of the
existence of five Piper Super Cubs
languishing in an extended winter
slumber. The airplanes had been in
this suspended state for around eight
years. Associate Professor Terry Dor
ris and I decided to try to get at least
one of the aircraft. We set the paper
work in motion with high
expectations. Within a few days I re
ceived the news that we were granted
possession of one of the yet-unseen
aircraft. Terry and I made plans with
some students from our school (Mid
dle Tennessee State University in
Murfreesboro) to travel to Columbia,
South Carolina, to claim our prize.
Our trip started uneventfully but we
soon ran into a snowstorm that cov-

Asleeping

Cub is revived

by

Bill Allen

ered the mountain pass between our

destination and us. After some slip
pery travel we arrived in Columbia
and found the entrance to the ware
house where our Cub was sleeping.
Unfortunately, the late hour pre
vented us from making visual
contact. The next day we drove to
the warehouse and saw for the first

time the cache of aircraft and aircraft

parts stored there. Deep within this
mass of pieces lay the heart of our
plane, the fuselage of N8994Y; what
had this Cub seen and done before
ending up in this den?
Super Cub PA-18-150, serial num
ber 74-09135, was originally
delivered to the U.S. Immigration
and Naturalization Service with a
150hp Lycoming 0-320 engine. The
U.S. Border Patrol in El Paso used the
aircraft until 1983. The slow speed
and gentle demeanor of this airplane
made it the ideal aircraft for flying
surveillance missions with a high de
gree of safety. The cruising speed of
around 110 mph means that you
won't get anywhere qUickly, but the
44 mph stalling speed means you
won't need much runway when you
VINTAGE AIRPLANE 23

service headquarters'
get there! Based on the
warehouse. That was
published figures from
the beginning of an
Piper, you can fly the
eight-year hibernation
Cub for 3.5 hours and
for this Cub.
leave yourself the re
We found the per
quired half an hour of
son in charge of the
fuel when you land.
warehouse and drove
When the U.S. Bor
to the side entrance.
der Patrol decided to
Upon entering the
let the Cub browse, it
warehouse, there were
was turned in to the
old chain saws, weed
federal government's
eaters,
tractors , a
General Services Ad
Cessna
180
(I missed
ministration. The next
that one), and the
agency to call on this
remnants of five Super
little bear was the U.S.
(Above) The Super Cub in its uncovered assembled form so the wing and control
Cubs. We learned
Forestry Service. Soon surface rigging could be checked. The new struts are built by Univair and comply
from our "guide" that
after the U.S. Border with AD 93-10-06. (Below) Eric Lorvig dons a full-coverage, pressurized protective
the plane we were
Patrol turned it in, suit and mask while using a high-volume, low-pressure (HVLP) paint gun to apply
Cub Yellow Superflight polyurethane paint to the bottom of the left wing. The
given was the least
they picked it up. The white undercoat, which you can see on the fuselage in the foreground, enhances
aircraft was to be the yellow color.
damaged of the lot.
We inquired as to
based in Columbia,
South Carolina, with
what parts and acces
the South Caro lina
sories went with
State Commission of
which aircraft. After
hearing "Well, I guess
Forestry. The aircraft
would spend several
you need to pick up
what looks like a com
years in Columbia fly
plete set of parts, " we
ing many different
missions related to the
started to load our van
conservation of wood
and trailer. We took
lands. The airplane
notice of a crushed
would use only a frac
vertical stabili ze r,
tion of its 17,OOO-foot
missing radios, and a
service ceiling during
missing engine cowl
ing. After loading the
these treetop opera
tions.
The
collection, we headed
exceptional, and con
back to Tennessee,
servative, 760-foot-per-minute head back as they were low on fuel, where we displayed our spoils to col
advertised rate of climb provided the but soon the engine began to sput leagues and students alike. I took
operators with an added sense of se ter. The pilot switched to the left inventory and found we had to pur
curity should they have to ascend tank, which should have had about chase some parts, including a new
rapidly. The 50 degrees of flaps en 30 minutes of fuel, but it too was vertical stabilizer, a rudder, an eleva
sured that the occupants could empty! They could not make the air tor, a main wing spar, some ribs, and
descend at a steep angle and drop port and decided to land in an open a complete engine cowl, to name a
into almost any field. This ability field that had a dirt road running few. The Cub then went back to sleep
would soon be tested.
through it. They landed longer than in our hangar while we finished an
March 7, 1988, started out as a expected, and with the engine no other restoration project.
routine fire patrol day for the pilot of longer running , there was no go
In 1997 Eric Lorvig, a particularly
N8994 Y and his observer. They left around. The plane flipped over, and ambitious Airframe and Powerplant
Orangeburg Airport at about 2 p.m. the soft dirt on the lower side of the student, told me he would work on
with full fuel tanks and headed to field claimed the little Cub. The two restoring the Cub without pay, if I
patrol the assigned area. The two occupants were unhurt and walked would let him. By the time the plane
flew for an hour on genera l patrol out of the field. They returned the was finished this became one semes
and then helped a fire tower find the next day to extract the airplane from ter of free labor for me and over two
location of a fire. They decided to the field and take it to the forestry years of paid employment for him.
24 JULY 2001

All covered and painted, the fuselage is at the "90 percent done, 50 percent left to do" stage of restoration. The Cessna 150 Texas Taildragger
conversion peeking out of the hangar door was converted at MTSU.

He started with the still and video

camera work of documenting where
all of the pieces went to ensure that
he would not have any "mystery"
pieces left over. He stripped the fuse
lage bare and commenced with the
sandblasting and priming of all the
steel parts. We inspected the balance
of the parts and made almost daily
orders to Univair and Cub Crafters
searching for new and serviceable re
placement pieces. The plane saw
almost steady progress despite bud
get constraints from time to time
and the occasional university break
or holiday periods. We installed a
new instrument panel since the vac
uum system was not retained. The
plane was re-covered using the latest
in synthetic fabric covering systems
and finished with Cub Yellow Super
flight polyurethane paint, with
sanding between each coat.
During the summer of 1999 it be
gan to look like N8994Y was going
to come together. The goal at that
time was to make it to EAA AirVen

ture Oshkosh. When it came time to

register this well-rested Cub, we
wanted a registration number that
fit this aircraft. We selected NI47MT,
representing our FAR Part 147 school
and MTSU. The airplane flew for the
first time, again, on July 22, 1999,
with Eric at the stick and a newly
overhauled 150 Lycoming out front.
He told me he would run it down
the runway a few times and see how
it felt. He gave it half power, and it
wanted to fly. He said he just de
cided to give it full throttle and see
what happened. It rose into the air,
climbed through the pattern altitude
in seconds, and then circled the air
port. He called back on the radio
periodically and landed after about
half an hour to check for leaks and
general condition. We found no
leaks or loose parts, and after mak
ing the required 91.407 logbook
entry, he set out again and flew until
almost dark.
The true test for the newly chris
tened N147MT would be the trip to

Oshkosh . We made the trip on the

Tuesday following the Friday test
flight, after building about six hours
on the engine. Eric flew the Cub to
the fly-in, and I followed him in
MTSU's Beaver. Although we took
different routes, we arrived in
Oshkosh minutes apart. The trip up
was uneventful as the 6,700-hour
airframe performed flawlessly. Eric
made the return trip and was very
appreciative for the opportunity to
display his work and to show it at
the biggest national aviation event
in the United States.
After returning from Wisconsin,
N147MT was put into service with
the MTSU Flight School, training
students pursuing their tailwheel en
dorsements. The plane also serves
in several other capacities, includ
ing as an air show display, a parts
chaser, a taxicab, etc. It shows a lit
tle wear from its 400 hours of duty
as a flight school trainer, but it has
come a long way from its South
Carolina "cave."
...
VINTAGE AIRPLANE 25

NEW MEMBERS

Viktor Kucera .............................. Czech Republic

John M. W. Sayers ..... ...Republic of South Africa

James O. House ......................... ....... Saginaw, AL

James Lee Reynolds ... ......... ... .... ...Pike Road, AL

Milton BuddyTol1ison ...................... Moulton, AL

Stephen Watson .. ........ ....... ........... .. Scottsdale, AZ

E. David Barker ............ Rancho Cucamonga, CA

Thomas K. Clark ................ ............... ...Jamul, CA

Dennis Diem ....... ... ................. .. .Long Beach, CA

Matthew Gelber ...... .................... Sacramento, CA

Mark Johnson .............. .. ....... ........ ... ..Malibu, CA

Curt Knapp ........ .......................... Carmichael, CA

Bob Norris .............................. Redwood City, CA

Terry Peterson .................................. San Jose, CA

Edward R. Zaleski ........................ Santa Ana, CA

Philip Trill .......................................... Denver, CO

Edward N. Paulouske .................... Windham, CT

John L. Barthelmess .................... Tallahassee, FL

Fabio 1. Cerioni ................. ................... Miami, FL

Benny Coleman ...................... Treasure Island, FL

A. B. Conine ......... ... ........... ....... ..Fort Meade, FL

Steven T. Derderian ................ Tarpon Springs, FL

Jonathan B. Hardwick ....... ..... ... ........ .Bartow, FL

Edward Hoover ...... ............... ....... ...... Sanford, FL

Todd L. Houdek ........ .... .... ......... .Jacksonville, FL

Adrian Jackson ........ ............................ Bartow, FL

Robert Leblanc ... ......................... Fort Myers, FL

Charles Lewis ... ........................ ...Cape Coral, FL

Philip R. Miller .. ............ ...... ...... .. Homestead, FL

Barry Murante ..................... ........... ..... .Tampa, FL

Michael R. Nissley .................... Palm Harbor, FL

Harrell S. Staton ................. ........ .Jacksonville, FL

Yoav Stem ...... .. .................... ~.Ft. Lauderdale, FL

Soren A. Campbell ................ ............ Cataula, GA

Troy McConaughey ....................... .Grayson, GA

Todd Simmons ...... ............................ Atlanta, GA

Mark E. Harvey ................................ Kamuela, HI

Donald Butler ............................... .Iowa Falls, IA

26 JULY 2001

Tim Delf ............ ............................ Blue Grass, IA

Ivan L. Simpson ............................ Spirit Lake, IA

Paula Crevier ................. ......................... Essex, IL

James M. Estey ..... ................. Mount Prospect, IL

David McChristy .. ....... .......... ......... Stonington, IL

William F. Meitz ....... ..................... .. ...... Alsip, IL

Andrew F. Reardon ...................... Lake Forest, IL

Michael C. Sailer ................................ Batavia, IL

Hayward E. Anderson .... ........ ... .Indianapolis, IN

Larry K. Golkowski .................... Crown Point, IN

Carla Larsh .. .... ................ .................... Colfax, IN

Timothy A. Boudreaux ....... .... ..... New Iberia, LA

Randal P. Camp ......... ................... Shreveport, LA

Richard Parsons .. ............ ... ....... Avery Island, LA

Peter 1. Regis ............... ............... Northridge, MA

James Pacquin ...... .......................... Baldwin, MD

Richard C. Cook ............................... .Holden, ME

William G. Eberhardt ........................ Orland, ME

David W. Lamb .. ........... ................... Brighton, MI

Mitchell Noble ............. ........... ... ..... ...... Saline, MI

Herbert Oberhaus ................ Bloomfield Hills, MI

John 1. Sucich .............. ..... ............. Belleville, MI

James D. Woodbury .. ........... ... ..East Lansing, MI

Edward D. Carroll ..... ............... Minnetonka, MN

William 1. Koza .......................... Albert Lea, MN

Clifford Nordine .......................... Roosevelt, MN

Robert A. Wagner ........ ... ..... .. St. Louis Park, MN

W. P. Williams .... ......... ..................... ..Duluth, MN

James Moore ........ ...... .... ............ St. Charles, MO

Joe C. Marshall .... .... .... .. .................. Byhalia, MS

Brian Grass ..... ....... ............. ... ....Fayetteville, NC

Clay D. Shock ... ...... ......................... Raleigh, NC

Fred Dexter .... .......... .... .................... Loudon, NH

Bruce Morley ...... ......... ......... .......... ....Jaffrey, NH

Richard J. Perrotti ...... ...................... Fremont, NH

Daniel R. Scott .... .... ... .............. ......... Flanders, NJ

Glen Word ........................ .............. Anthony, NM

Kent Tarver ... ... ....... .................... ......... Fallon, NV

Mary Brown ...... .............................. Menands, NY

Av A. Edidin .................................... Warwick, NY

Lonni Sue Johnson .................. Cooperstown, NY

Sean M. Sweeney .............................. Buffalo, NY

Shawn R. Barron .............................. Fremont, OH

Stephanie Bryant.. .............................. Dayton, OH

Chris Grasso .................................. Cleveland, OH

Michael A. Hickethier .................... ..Medina, OH

Fred A. Kusian .................................. Curtice, OH

David S. Meier.. .......... .................. Cincinnati, OH

Marla Simon-Boone .................... Covington, OH

Scott White .......................................... Orient, OH

Mark A. Yokers .............................. Hamilton, OH

Jerry Evatt ........................................ Ralston, OK

Richard C. Jackson ................ Oklahoma City, OK

C. Greg Lucas ............................ Pauls Valley, OK

Eddie Stewart .. ............ .............. Elmore City, OK

Bradley S. Unruh ........................ Collinsville, OK

Norm Decou ............ ........................ Windsor, ON

Robert Hawthome ............................ Oakville, ON

Bill Boyle ........................................ Portland, OR

Eric M. Parent .................................. Portland, OR

Harry W. White .................................... Butler, PA

Dean Thomas ...................................... Liberty, SC

Charles R. Beem ................ .... ..N. Sioux City, SD

Donald Lamb .................................. Spearfish, SD

Sterling Miller ............................ Chatanooga, TN

Thomas Oates ................................ Memphis, TN

Lloyd D. Carr ............................ Montgomery, TX

Patricia Darby .................................. Midland, TX

Edwin Fletcher .......... ...................... Granbury, TX

Ed Fogle ................ ............ .. .... ..San Antonio, TX

Jim G. Hail.. .................................... Crawford, TX

Gustave Heye .................................. Bulverde, TX

Susan Huner ........................................ Austin, TX

Clarence E. Neel .......................... .......... Azle, TX

Catharina Wilner ................................ Austin, TX

Michael Lee ........................ Colonial Heights, VA

Bruce R. Hinds ........................ Port Orchard, WA

John Miller .................................... Edmonds, WA

Athanasios Raptes .............................. Seattle, WA

Bill Rogers ...................................... Mukilteo, WA

Brian Godfrey .................................. Waupaca, WI

Don Halloran ................................ Marshfield, WI

Judd Koenitzer .................................. Rubicon, WI

James Lockbaum .................. Chippewa Falls, WI

Joe D. Paterick ............................ Milwaukee, WI

Johnson Samuel .................................. Racine, WI

James Stark ...................................... Waupaca, WI

Julie S. Weber ...................................... Ripon, WI

Larry A. Wixom .............................. Janesville, WI

John P. Breazzano ...................... Moorefield, WV

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VINTAGE AIRPLANE

27

-Calendar continued from page 3

AUGUST 12 - Auburn, IN - Hoosier Warbird Fly-in
and Pancake/Sausage Breakfast at the Hoosier Air
Museum, DeKalb County Airport. Info: 219/457
5924 or 44gn@kconline.com.
AUGUST 17-19 - Allial/ce, OH - Ohio Aeronca Avia
tors' Fly- In and Breakfast at Alliance-Barber
Airport (2DJ). Info: www.oaafly-in.com or
216/932-3475.
AUGUST 18 - Powell, WY - Wings and Wheels Fly-in
and Car Show. Municipal Airport (POY) . Info:
3071754-5583 or bibbeyt@wir.net.
AUGUST 19 - Daytol/, OH - EAA Ch. 48 Pancake
Breakfast, Moraine Ailpark. Info: 9371291-1225 or
9371859-8967.
AUGUST 18 - Spearjish, SD - 18th Anl/ual Fly-In ,
sponsored by EAA Ch. 806, at Black Hills Air
port/Clyde Ice Field. Camping under wing, Aug.
17th, "Cream Can Dinner" served at 7:30 p.m. Air
crajijudging, displays, steakfry, SD Aviation Hall
ofFame Ceremony, Cessna 150 sweepstakes, and
more. Info: 6051642-0277 (days), 6051642-2311
(evenings), or C21golay@mato.com
AUGUST 19 - Brookjield, WJ - VAA Ch.ll 's 17th An
nual Vintage Aircraft Disp lay and Ice Cream
Social, Noon-5 p.m. at Capitol Airport. Also, Mid
wesl Antique Ai/plane Club 's monthly fly-in mtg.
Control- line and radio controlled models on dis
play. Info. 2621781-8/32 or 4141962-2428.
AUGUST 19-Pontiac, IL - 2nd Annual Fly-in/Drive
In Pancake Breakfast sponsored by EAA Ch. 129
and Pontiac Flying Service. Pontiac Municipal Air
port (PNT). Raffle, aircraji judging, PIC eats free.
Info: 8151842-2707 or pontfly@dave-world.net.

AUGUST 24-25 - Coffeyville, KS - 24th Annual Funk

Aircraji Owners Assoc. Reunion and Fly-In Cof
feyville Municipal Airport. Info: Gerald
3021674-5350.
AUGUST 24-26 - Sussex, NJ - 29th Annual Sussex
Airshow. Top performers, ultralights, homebuilts,
warbirds. Info: 9731875-0783 or Sussex@nac.net
or WlVw.SussexAirportInc.com.
AUGUST 31- SEPTEMBER 2 -Prosser, WA - EAA
Ch. 391 's 18th Annual Labor Day Weekend Prosser
Fly-ln. Info: 5091735-1664.
SEPTEMBER 1 - Zanesville, OH (Riverside Ai/port)
- EAA Ch. 425 Annual Labor Day Weekend Fly
In/Drive-In, 8 a.m.- 2 p.m. Lunch items and ai/plane
rides ajier 11 a.m. Info: DOll 740/454-0003
SEPTEMBER 1 - Marion, IN (MZZ) - 11 th Annual
Fly- In Cruise-In, Marion Municipal Airport. Pan
cake Breakfast 7am-lpm. All types ofaircraji, plus
antique, classic and custom vehicles. Info: 765/664
2588 or rayjohnson @bpsinet.com or
wwwjlyincruisein.com.
SEPTEMBER 2 - MOl/dovi, WJ - 15th Annual Fly-In,
Log Cabin Ai/port. Info: 7151287-4205.
SEPTEMBER 7-9 - Mariol/, OR - Mid-Eastern EAA
Fly-In.
SEPTEMBER /4-16 - Walertowl/, WI (RYV) - 17th
Annual Byron Smith Memorial Midwest Stinson Re
union. Info: Nick or Suzette, 6301904-6964.
SEPTEMBER 15-16 - Rock Fal/s, IL - North Central
EAA "Old-Fashioned" Fly-ln. Whiteside COlmty
Airport (SQI). Forums, workshops, fly-marke t,
camping, exhibitors,food, and ail' rally. Aircraji
judging ends Noon Sun. Sunday Pancake Breakfast
lIifo: 6301543-6743 or eaaIOl @aol.com.

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trophies
without
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**
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e-mail: info@polyflber.com

JULY 2001

SEPTEMBER 22-23 - Riverside, CA - EAA Ch. One

Open House and F1y- [n al Flabob Airport (RIR).
Free Admission. Saturday evening banquet tickets
may be purchased in advance. Info: 9091682-6236
or eaachapterone@yahoo.com.
SEPTEMBER 28-29 - Visalia, CA - Vintage Years Air
& Car Show at VisaliaMunicipal Airport. Special
"Laughter In Bloom, A Tribute to Jack Benny" one
man show on 9128 at Fox Theater. Info:
5591289-0887.
SEPTEMBER 29 - Hanover, IN - Wood, Fabric, &
Tailwheels 2001, at Lee Bottom Airport (64i). 20
mi.from Louisville, Kentucky. (Rain date. Sunday,
Sept.
30)
Info:
8121866-3211
or
NX21 I75TH@aol.com.
SEPTEMBER 29 - Topping, VA - Wings and Wheels
2001 at Hummel Air Field (W-75), 60 mi. east of
Richmond, VA. Food, crafts, rides, NASA GA ,
USCG boats, Jayha wk helicopter, hot air balloon,
and much, much more. Contact for participant 's
fee. Spectator parkingfee $4. Info: 8041758-4330,

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Headliners
Carpet sets
Baggage compartment sets
Firewall covers
Seat slings
Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3 .00.

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www.polyfiber.com

28

SEPTEMBER 22 - Asheboro, NC - Aerofest 200 I

Old Fashion Grass Field Fly-In and Pig Pickin '.
EAA Ch. 1176. Info: 3361879-2830.

airtex!;RODUCTS, INC.

800-362-3490
FAX:909-684-0S18

S EPTEMBER 21-22 - Bartlesville, OK - Frank

Phillips Fie/d. 15th annual Biplane Expo. World's
largest gathering ofbiplanes. In conjunction with
Tulsa Regional Fly-in this year only. Info: Charlie
9181622-8400 or IVww.tulsajlyin.com.

Custom quality at economical prices.

ell, OK... maybe he didn't actually say that. ..

but we bet he would have if Poly-Fiber had
been around in the '30s. His plane would have been
lighter and stronger, too, and the chance of fire
would have been greatly reduced because Poly-Fiber
won't support combustion. Not only that, but
Gilmore's playful claw holes would have been easy

to repair. Sorry, Roscoe.

**

SEPTEMBER 21-22 - Abilene, TX - Southwest EAA

Fly-In.
SEPTEMBER 21-22 - Bartlesville, OK - Frank
Phillips Field. 45th Annual Tulsa Regional Fly-In,
Frank Phillips Field. Info: Charlie 9181622-8400 or
WWIV. tulsajlyin. com.

Aircraf1: Coa1:ings

website: www.airtexinteriors.com

Fax: 800/394-1247

wingsandwheels@hotmail.com or website:
http://jly.to/wingsandwheels
SEPTEMBER 29 - Zanesville, OH - VAA Ch. 22 0/
Ohio 10th Annual Fly-In. John's Landing Airjield.
8 a.m - 5 p.m. Brea~fast and lunch,free participa
tion plaques. Rain date Sept. 30th. In/o:
740/453-6889 or 740/455-9900.
OCTOBER 5-7 - Evergreen, AL - 11th Annual EAA
South East Regional Fly-ln. On field campground,
showers,/ood,jlying &/un. In/o: www.serji.org.
OCTOBER 6- 7 - Toughkenamon, PA - 31st EAA
East Coast Regional Fly-In. New Garden Flying
Field (N57). 25 miles west 0/ Philadelphia. Clas
sics welcome, awards, plenty o//ood all day. For
fun, come dressed in your yesteryear aviation at
tire. Info: 302/894-1094.
OCTOBER 6- 7 - Rutland, VT - Rutland State air
port. EAA Ch . 968 's I I th Lea/peepers Fly- In
Break/ast. Come see the/all colors in the Green
Mountains 0/ Vermont. Info: 802/492-3647.
OCTOBER 13 - Hampton, NH - VAA Ch. 15 Pump
kin Patch Fly-In and Pancake Breakfast, Hampton
Airfield. Rain date Oct. 14. In/a: 603/964-6749.
OCTOBER 13-14 - Winchester, VA - EAA Ch. 186
Fall Fly-In, Winchester Regional Airport (OKV), 8
a. m.- 5 p.m. Pancake breakfast 8- 11 a.m. Slatic
display 0/ aircraft; airplane and helicopter rides,
demos, aircraft judging, children 's play area. and
more. Concessions, souvenirs, good food. Info:
Ms. Tangy Mooney 703/780-6329 or
EAA 186@netscape.net.
OCTOBER 13-14 - Alliance, OH - Military Vehicle
Show and Fly-In at Alliance-Barber Airport (2D I)
put on by Marlboro Volunteers, Inc. Military dis
plays, reenactments &jly-bys. Info: 330/823-1168
orjbarber@alliancelinkcom.

want to see vour plane or pearls

of wisdom in print?

Write an article for

VINTAGE

AIRPLANE

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technical articles and photos
of your latest restoration.
We can't offer you money,
but we can make you a hero
among fellow Vintage
Aircraft enthusiasts
Send your submissions to
Editor, Vintage Airplane

Introduction To
Aircraft Building

Fabric Covering
What's Involved In
Building An Airplane

Composite Construction

TIG Welding

Finishing And
Spray Painting

Gas Welding
Sheet Metal
Sheet Metal Forming
Electrical Systems,
Wiring And Avionics

P.O. Box 3086

For pointers on format and

content feel free to call
920/426-4825

Test Flying Your Project

Kit Specific Workshops:
Lancair Assembly
Vans RV Series Assembly
Velocity Assembly

--~--

mm

1-800-WORKSHOP
1-800-967-5746
workshops@sportair.com
www.sportair.com

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Oshkosh , WI

54904
e-mail: vintage@eaa .org

Engine Installation

WORKSHOPS

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VINTAGE

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800-227-5951
30 different engines for fitting

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:;::::: C);,III

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Don't compromise your restoration with modern coverings...

finishthe job correctly with authentic fabrics.

Classified Word Ads: $5.50 per 10 words, 180

words maximum, with boldface lead-in Oil first tille.
Classified Display Ads: One column wide (2.167
inches) by J, 2, or 3 inches high at $20 per inch.
Black and white only, and no ji-equency discounts.
Advertisillg Closillg Dates: 10th ojsecond month
prior to desired issue date (i.e. , January 10 is the
closing date Jor the March issue). VM reserves the
right to reject any advertising in conflict with its
poliCies. Rates cover one insertion per issue.
Classified ads are not accepted via phone. Payment
must accompany order. Word ads may be sent via
Jax (920/426-4828) or e-mail (classads@eaa.org)
using credit card payment (VISA or MasterCard).
Include name on card. complete address, type oj
card. card number, and expiration date. Make
checks payable to EM. Address advertising corre
spondence to EM Publications Classified Ad
Manager. P.O. Box 3086, Oshkosh, WI 54903-3086.

Antiques, Warbirds, General Aviation

304-466-1724

Fax 304-466-0802

World of Flight

2002

BABBITT BEARING SERVICE - rod bearings, main

bearings, camshaft bearings, master rods, valves. Call us
Toll Free 1/800/233-6934, e-mail ramremfg@aol.com Web
site www.ramengine.com VINTAGE ENGINE MACHINE
WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.

EAA's 2002 Calendar

Features the Best In Aviation
Photography with...

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150 Different Airplanes Available
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BIPLANE ODYSSEY - Flying the Steannan to every
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display in your home and office.

World of FI ight

The Best in Aviat ion Phot og ra phy

Dates and web sites to assist in

plann ing your trip to EAA AirVenture
Oshkosh and the many EAA Regional
Fly-Ins throughout the US.

THERE'S JUST NOTHING LIKE IT

ON THE WEB!!
www.aviation-giftshop.com
A Web Site With The Pilot In Mind
(and those who love airplanes)
For Sale - Unique - One of a kind deHavilland Tiger
Moth 82-C. Restored and modified by Gar Williams to
resemble 82A. Over $125,000 invested. Best offer over
$89,000. Send for complete description. Write LNC, 4
West Nebraska, Frankfort, IL 60423 USA. Fax: 815-469
2555. E-mail: Loran@LNCmail.com
Wanted: "Brownback U or similar brand, radial engines,
complete or crankcase/shaft, circa 1920s-1930s, even
number of cylinders (six or eight). Write or call J. D. Hicks,
P. O. Box 159, Fisherville, KY 40023, 502-649-5833.

STAMPE SV4B - Totally rebuil! in vintage specialis!

workshop, zeroed engine, new propeller, new stainless
wires, Ceconrte. $75K or close. Contact John Gaillard
aeroair@iafrica.com Fax # (+271 1) 827 7740
For sale, reluctantly: Warner 145 & 165 engines. 1
each, new OH and low time. No tire kickers, please. Two
Curtiss Reed props to go with above engines. 1934
Aeronca C-3 Razorback with spare engine parts. 1966
Helton Lark 95, Serial #8. Very rare, PO-8 certified Target
Drone derivative. Tri-gear Culver Cadet. See Juptner's
Vol. 8-170. Total timeA&E 645 hrs. I iust have too many
toys and I'm not getting any younger. Find my name in
the Officers & Directors listing of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert

Full-color images ideal for framing.

To Orde r Ca ll:

1-800-843-3612
(Outside US & Ca nada 920-426-5912)

Send your order by mail to:

- -- -

EAA Mail Orders

PO Box 3086

Oshkos h, WI 54903-3086

Major credit cards accepted . WI residents add 5% sales

tax. Shipping and handling not included.

" "

is

:.!D _

22

21

" " "

The Leader In RecrearionalAPiation

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I.
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Membershi~ Services Directo!y_

VINTAGE

AIRCRAFT
Enjoy the many benefits ofBAA and the

EAA Vintage Aircraft Association

ASSOCIATION

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS
President
Esple Butch Joyce
P.O. Box 35584
Greensboro. NC 27425
336/393-0344
windsock@aol.com

Vice-President
Geerge Daubner
2448 Lough Lane

Hartford. WI 53027

262/673-5885
antique2@aol.com

Secretary
Steve Nessa
Hlghkmd Ave.
Albert Lee. MN 56007
507/373-1674

Treasurer
Chertes W. Harris
7215 East 46th St.
Tulsa. OK 74147
918/622-8400
cwh@hvsu.com

DIRECTORS
David Benneff
P.O. Box 1188
Roseville. CA 95678
916/645-6926
ontlqu9f@inreach.com

Jeannie Hili

P.O. Box 328

Harvard. IL 60033

815/943-7205
dingheo@owc.net

Robert C. ' Bob' Brauer

9345 S. Hoyne

Steve Krog
1002 Heather Ln.
Hartford. WI 53027
262/966-7627
sskrog@aol.com

Ch7~~~~9~~m20
photopilot@aoi.com
John Berendt
7645 Echo Point Rd.
Cannon Falls. MN SSOO9
507/263-2414
fci1ld@rcomect.com

Robert D. ' Bob' Lumley

1265 South 124th 51.
Brookfield. WI S3OO5
262/782-2633

John S. Copeland
1A Deecon street
North~n~t4~~ 01532
copeland l @juno.com

Gene Morris
5936 Steve Court
Roanoke. TX 76262
817/491-9110

n03capt@flash.net

Phil Coulson
28415 Sprtngbrook Dr.
Lawton. M14906S
616/624-6490
rcouIson516@cs.com
Roger Gomoll
321-1/2 S. Bracdway #3
Rochester. MN 55904
507/288-2810
rgomoll@hctmall.com
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis. IN 46278

317/293-4430

lumper@execpc.com

920/231-5002

BAA and Division Membership Services

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EAA AirVenture Fax-On-Demand Directory
.. . ... . . . . _. .. . _.... . . . . .... .. 732-885-6711
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Education ... . ................ . 920-426-6815
EAA Air Academy
EAA Scholarships

sto~i~97:~9
dar@apnlalre.com
Geoff Robison
1521 E. MacGregor Dr.
New Haven. IN 46774
219/493-4724
chief7025@aoi.com
S.H. "Wes" Schmid
2359 Lefeber Aveooe
WoJwcrtoso. WI 53213
414/771-1545
shschmld@gdlnet.com

E.E. ' Buck' Hilbert

P.O. Box 424
Union.IL 60180
815/923-4591
buck7ac@mc.net

EAA
Membership in the Experimental Aircraft Association,
lnc_is $40 for one year, including 12 issues of SPORT
AVIATION. Family membership is available for an addi
tional $10 annually. Junior Membership (under 19
years of age) is available at $23 annually. All major
credit cards accepted for membership. (Add $16 for

Foreign Postage_)

VINTAGE AIRCRAFT ASSOCIATION

Current EM members may join the Vintage Aircraft
Associaton and receive VINTAGE AIRPLANE maga
zine for an additional $36 per year.
EM Membership, VINTAGE AIRPLANE magazine
and one year membership in the EM Vintage Air
craft Association is available for $46 per year
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$7 for Foreign Postage.)

ADVISORS

lAC

Alan Shackleton

P.O. Box 6S6

Sugar Grove.IL 6OS54-06S6

630/466-4193

103346.1772@cor1'lJ(JSe1V.com

Current EM members may join the International

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per year.
EAA Membership, SPORT AEROBATICS magazine
and one year membership in the lAC Division is

Steve Bender
815 Airport Road
Roanoke. TX 76262
817/491-4700

sstlOO@emaU.msn,com

Dave Clark

635 Vestal Lane

Plainfield. IN 46168

317/839-4500

davecpd@iquest.net

Flight Advisors information ..... 920-426-6522

Flight Instructor information _. _920-426-6801
Flying Start Program ..... 920-426-6847
Library Services/ Research ...... 920-426-4848
Medical Questions ... ....... ... 920-426-4821
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Benefits
Aircraft Financing (Textron) ..... 800-851-1367
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MEMBERSHIP INFORMATION

Dean Richardson
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DIRECTORS

EMERITUS

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VINTAGE AIRPLANE

31

Dick McSpadden

Canon, GA
Bought first plane in

1980 - a Cessna 152

Currently owns a

1950 L-17 Navion and

a 1952 Beech 18 C-45

1950 RVAN NPoVION

L-17B
USED PRllIAW AS Aururt
AlRCIWT _
TNE KOREA."

D;ck McSpadden with his 1950 L-17 Na v;an.

"At the age of 42, on July 27, 1980,

with 146 hours in my log book I bought

AUAis

my first airplane - a Cessna 152. AUA

insured it for me. AUA now insures my
1950 L-17 Navion and my 1952 Beech

approved.
To become a
member of the

lower liability and hull premiums

Medical payments included

18 C-45 . I did not have to explain these

Fleet discounts for multiple aircraft

carrying all risk coverages

airplanes to them and when I asked for

No hand-propping exclusion

' fly-by' and' static' coverage, they knew

what I needed."

- Dick McSpadden

Vintage Aircraft

Slop by AUA's
boolli 01 Oshkosh

Association call

See you there!

800-843-3612

AUA's Exclusive EAA

Vintage Aircraft Assoc.
Insurance Program

#B2005

The best is affordable.

No age penalty
No component pa rts endorsements
Discounts for claim-free renewals
carrying all risk coverages

--

Give AUA a call - it's FREE!

Remember,

We're Setter Togetherf

800-727-3823

Fly with the pros...fly with AUA Inc.

AVIATION UNLIMITED AGENCY

/lIRVENTURE

Visit our exhibits at EAAAirVenture Oshkosh and see

how Henry Ford's example has shaped our future

OS H

I(

Significant Ford "Firsts" Ford History in Aviation

100'rears of Ford Racing Concept and Production Vehicles Daily Prize Giveaways

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VOLVO

S mazca il LI N C OLN ~

Mercury ~

JA~

ASTON MARTIN