EDITORIALSTAFF

Publisher
TomPoberezny
April1995 Vol.23,No.4
CONTENTS
1 Straight& Level/
Espie"Butch"Joyce
2 AlCNews/
CompiledbyH.G.Frautschy
4 Aeromail
5 Vintage Literature/DennisParks
9 TypeClubNoteslNormPetersen
PageS
11 FabricRejuvenationlDipDavis
12 Details, Details...
FrankSperandeoIll'sPiper
PA-20/22 Pacer/H.G.Frautschy
16 FrankWarren's
ThompsonTrophyPaintings
18 GaryGranfor'sCessna172/
Norm Petersen
21 TimeBomb- ThatOld
CompressorCouldbeDeadly/
Page 12
Cy Galleyand H.G.Frautschy
23 MembersProjects/NormPetersen
25 PassittoBucklE.E. "Buck"Hilbert
27 MysteryAirplane/George Hardi e
28 WelcomeNewMembers
30 Calendar
31 VintageTrader
Page 18
FRONT COVER . The 1960 Cessna 172 ofGary Granfors and his partners,
Gene Leclerc, Rick Worringer and Bill Worrlnger, was select ed as the
Contemporary Reserve Grand Champion of the EAA Ant ique/Classic Division
atEMOSHKOSH ' 95. EAA photobyJim Koepnick,shot with a Canon EOS-l
equipped with an 80-200mm /f2.8 lens. 1/250 sec. at f 10.0 on Kodak
EktachromeLumiere 100film. Cessna210photoplaneflownbyBruceMoore.
BACKCOVER ...The PiperPA-22/20PacerofFrank SperandeoIII washonored
witha Best CustomEngineInst allationaward. See thearticlest artingonpage
12 for a breakdown on Frank's many c ustom modifications to his Pacer. EM
photobyJimKoepnick,shotwi th a CanonEOS-l equippedwithan8O-200mm
/ f2.8 lens. 1/250sec. a t f 8.0on Kodak EktachromeLumiere 100 film. Cessna
210photo planeflownbyBruceMoore.
Copyright 1995 bytheEAAAntique/ClassicDivisionInc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EMAntique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthlyat EMAviation Center, 3000 Poberezny Rd. ,P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EMAntique/Classic
Division,lnc.is$27.00forcurrent EMmembersfor 12monthperiodofwhich$15.00 isforthepublicationofVINTAGEAIRPLANE. Membership
isopentoallwhoareinterestedinaviation.
POSTMASTER:Send address changes to EMAntique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurtacemail.
ADVERTISING - Antique/Classic Division doesnot guarantee or endorse any productoffered through the advertising. We invite constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescan betaken.
EDITORIALPOLICY:Readers are encouragedto submitstoriesand photographs. Policy opinions expressed in articlesaresolelythose ofthe
authors. Responsibilityforaccuracyinreporting restsentirelywiththecontributor.No renumerationismade.
Materialshouldbesentto:Editor,VINTAGEAIRPLANE,P.O. Box3086,Oshkosh,WI 54903-3086. Phone414/426-4800.
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENTION, EAA ANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks. THE EAA SKY SHOPPE and logosof the EAAAVIATION FOUNDATION and EAAULTRALIGHTCONVENTION are trademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
Vice-President
Marketing&Communications
DickMatt
Editar-in- Chief
JockCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
AssistantArtDirector
SoraHansen
ComputerGraphicSpecialist s
OliviaL. Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CorlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION.INC.
OFFICERS
President Vice-President
Espie'Butch' Joyce ArthurMorf]an
P.O. Box 1001 W211 N11863HilltopDr.
Modison,NC27025 Germantown,WI 53022
910/573-3843 414/628-2724
Secretory Treasurer
SteveNesse E.E. ' Buck' Hilbert
2009HighlandAve. P.O. Box424
AlbertLeo,MNfHJJ7 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendit RobertC. 'Bob' Brauer
7645EchoPointRd. 9345S. Hoyne
ConnonFalls, MN55009 2D
507/263-2414 m
GeneChose JohnS.Copeland
2159CarltonRd.
28-3 Williamsbur8Ct.
Oshkosh,WI 54904 Shrewsbury,MA 1545
414/231-5002 508/842-7867
Phil Coulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLone
Lawton,MI49065 Hartford,WI 53027
616/624-5490 414/673-5885
ChariesHorris StanGomoll
7215East46thSt. 104290thLone,NE
Tulsa,OK 74145 Minneapolis,MN55434
918/622-8400 612/784-1172
DoleA.Gustafson JeannieHill
7724ShadyHill Dr. P.O.Box328
Indianapolis,IN46278 HaNard,IL60033
317/293-4430 815/943-7205
Robert RobertD.'Bob' Lumley
1 708BoyOaks r. 1265South 124thSt.
AlbertLea,MNfHJJ7 Brookfield,WI 53OD5
507/373-2922 414/7B2-2633
GeneMorris GeorgeYork
115CSteveCourt,R.R. 2 181 SlobodaAv.
Roanoke,TX 76262 Mansfield,OH44906
817/491-9110 419/529-4378
S.H. 'Wes' Schmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.WlIIman
7200S.E. 85thLane
Ocala.FL 32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
55OakeyAv. 640AlamoDr.
Lowrenceburg,IN 47025 Vacaville,CA95688
812/537-9354 707/451-0411
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Madison.WI 53717 NewHaven,IN 46774
608/833-1291 219/493-4724
STRAIGHT & LEVEL
byEspie"Butch"Joyce
The 1995 Sun ' n Fun Fly-In in Lake-
land, Florida will most likely be in full
swing when this issue of VINTAGE
AIRPLANE reaches your mailbox. If
you've signed up for the Division dur-
ing Sun 'n Fun, you may have recieved
this issue at A/C Headquarters. Wel-
come aboard!
As the kickoff fly-in of the season,
people come to rekindle their aviation
soul, not to mention bask in the warm
sun and good weather. I'm looking for-
ward to this early spring gathering and
I hope to see you there!
I was pleased to have EAA Chap-
ter 1083, located at Salisbury, North
Carolina (Rowan County), ask that I
serve as the speaker at their Chapter
program. Jack Neubacher, a member
of the Editorial Advisory Board of
Southern Aviator magazine is the
spark plug of this group, but he cannot
do this deed alone. It takes all of the
other members of the chapter to help
keep it going. Joe Wilborn is the per-
son who invited me to address the
group. He's a retired aeronautical en-
gineer from Lockheed in Atlanta,
Georgia. I also found out that Joe's
wife Eleanor is a retired aeronautical
engi neer and A&P. One of the really
nice things is that they fly and main-
tain a Cessna 170. That's a long way
from a C5A!
Approximately 80-90 people showed
up that night (February 14, 1995) to
visit and talk about aviation. My talk
was intended to explain to everyone
that EAA does a great deal of good for
everyone in aviation all over the coun-
try, with the representation in Wash-
ington, DC and that EAA does not al-
ways get a lot of credit for these good
deeds.
A gentl eman at the rear of the group
held up his hand and said, " I know an-
other place EAA is doing a lot of good
and is not getting credit for this deed."
Somewhat puzzled, I asked him to ex-
plain his statement.
He explained, "Right here in Rowan
County." OK, you have my ear. "Well,
if it was not for the EAA, all of these
people wouldn't be here tonight. There
was a lot of flying going on here, but
this EAA Chapter is the only thing that
has brought us together. Now we are
doing things together. It's good. Thank
Paul and Tom for me." Well, I will,
and now that you have said so, I'm go-
ing to thank them myself also.
We took a break and I fielded a
number of questions about EAA and
A/e. After leaving the meeting, while
driving back home, I started thinking
(Which has caused me trouble from
time to time) that when you work with
the staff at Oshkosh like I do, you have
a tendency to forget what it's like on
the other end. At a number of Chapter
functions it's been pointed out to me
that if it were not for an EAA Chapter,
people would not have any kind of avi-
ation function to enjoy - other than
working on or flying their airplanes .
The Chapter system is good and worth-
while.
Asking for a show of hands, about
70 percent of any Chapter you visi t will
be flying an antique, classic or contem-
porary class airplane. This speaks well
for our type of flying when it comes to
EAA members.
I received a letter the other day from
Dick Matt. Dick is a Vice President of
EAA in charge of the Marketing and
Communications. In this letter Dick
explained that EAA had struck a deal
with ESPN to produce a 12 part avia-
tion series for ESPN. Dick writes, "I'm
very excited about the series because it
has the potential to greatly impact our
membership. As you know, commer-
cial time on the series would be highly
effective for many products. If you
know of a company, group or individ-
ual who might be interested in becom-
ing a sponsor, please forward the name
of a contact person and phone num-
ber." If you know of a company that
you think could benefit from this type
of exposure, drop Dick Matt at EAA
Headquarters in Oshkosh a note so this
project can move forward.
I have my Baron down for annual
again. I have always tried to do this an-
nual in March each year, but every year
it seems that I get rushed to get every-
thing back together before Lakeland.
This year I plan on having it signed off
in April. Besides all of that, it's got my
Clip-wing Cub blocked in the hangar
and wouldn't you know it, we've gotten
pretty weather early this year!
Your next mailer will be sent out
soon regarding our membership re-
cruiting program. The last mailer
proved to be successful; hopefully this
one will also. Ask your friends to join
up with us and enjoy your great
monthly magazine, VINTAGE AIR-
PLANE.
Your Antique/Classic Board of Di-
rectors will be meeting in May 1995. If
you have anything or concerns that you
feel need to be addressed, please drop
me a note . We want and nee d the
membership input.
Let's all pull in the same direction
for the good of aviation. Remember
we are better together. Join us and
*' have it all!
compiled by H.G. Frautschy
CI'WI
MANDATORY EMERGENCY LYCOMING AD
As this issue of Vintage Airplane was going to press, we were advised that an
emergency Airworthiness Directive applicable to Lycoming engines was to be is-
sued. The AD has been issued via Priority Mail to inspect for substandard connect-
ing rod bolts shipped by Superior Air Parts, Inc. between February 15, 1994 and De-
cember 20, 1994. If you have overhauled your Lycoming -360, -540, -541 or -720
series engine since February 15, 1994, you should immediately obtain a copy of AD
95-07-01 to determine if your engine is affected by this AD. The emergency AD im-
mediately grounds applicable aircraft until the AD is complied with. The AD does
not apply to aircraft engines overhauled by Lycoming.
The suspect rod bolts have failed in a random pattern, and are the result of the
parts having been manufactured by an outside source from substandard materials.
Superior Air Parts issued Service Bulletin No. 95-002, dated March 3, 1995, detailing
inspection and identification of the suspect rod bolts. Copies may be obtained by
contacting Superior at 800/487-4884, or by writing: Superior Air Parts, Inc., 14280
Gillis Rd., Dallas, TX 75244-3792.
For more information on this AD from the FAA, contact Richard Karanian,
Aerospace Engineer, Special Certification Office, FAA, Rotorcraft Directorate,
2601 Meacham Blvd., Fort Worth, TX 76137-4298, phone 817/222-5195, fax:
817/222-5959. or Locke Easton, Aerospace Engineer, Engine and Propeller Stan-
dards Staff, FAA, Engine and Propeller Directorate, 12 New England Executive
Park, Burlington, MA 01803-5299, phone 617/238-7113 or fax at 617/238-7199.
The FAA views this emergency AD as extremely serious - so much so, they will
not issue ferry permits to move affected aircraft.
OTHER FAA NEWS ...
PMA ENFORCEMENT
The FAA has announced that it will
fully enforce total compliance with the
regulations concerning the production
of replacement parts for sale and instal-
lation on type certificated aircraft.
If you produce parts for sale and in-
stallation on aircraft, you must be the
holder of a Parts Manufacturer Ap-
proval (PM A) issued by the FAA. As
detailed in Vintage Airplane in the
past , and confirmed in conversations
between the FAA and EAA, this policy
statement by the FAA does not effect
your ability to make parts for a type
certificated aircraft that you own, under
the provisions of FAR 21.303.
The policy statement by the FAA
made provisions for a 90 day period
during which persons may begin appli-
cation for a PMA without the informa-
tion in the application being used to ini-
tiate enforcement. At the very least, a
person desiring a PMA to make and
sell parts for installation on type certifi-
cated aircraft must submit a prelimi-
nary application to the FAA no later
than May 30, 1995.
For more information, contact
EAA' s Government Affairs Specialist,
Earl Lawrence, at 414/426-6522. You
may also contact the FAA directly at:
Production and Airworthiness Certifi-
cation Division, AIR-200, FAA, 800 In-
dependence Av., SW, Washington, DC
2 APRIL 1995
20591 or call 202/267-8361.
ANOTHER lOOLL
CONTAMINATION
The FAA has announced that an-
other fuel contamination incident has
occurred - this time on the East Coast.
3,000 gallons of 100LL fuel was conta-
minated with a small amount of diesel
fuel and was delivered to the Chatham,
MA airport. The fuel was used at the
airport between December 2, 1994, and
January 13, 1995.
The contaminated fuel tested at 89.5
octane and no significant damage has
been reported to the FAA as a result of
this contamination. The fuel was sup-
plied by Texaco, who has admitted re-
sponsibility for the altered fuel. The
FAA does not plan to issue any Air-
worthiness Directives unless further in-
formation comes to light. If you're con-
cerned about your engine and you used
fuel purchased at Chatham Airport
during the above mentioned time pe-
riod, you may wish to contact the ap-
propriate engine manufacturer or the
FAA. If you have a Continental en-
gine, contact Teledyne Continental
Motors, Service Engineering, phone
205/438-3411, extension 340. For a Ly-
coming engine, you can call them at
717/327-7187, and for other engines,
contact the applicable engine manufac-
turer or call the FAA's Locke Easton,
Engine and Propeller Standards Staff,
phone 617/238-7113.
FCC LICENSE NEWS
Back in mid February, a bill was in-
troduced in the United States House of
Representatives that could provide the
FCC with a way to avoid what has be-
come for them (and us!) a bureaucratic
headache. The title of the bill is: "To
amend the Communications Act of
1934 in order to permit recreational ra-
dio operations without radio licenses."
Representatives Stupak of Michigan
and Fields of Texas introduced the bill,
which was referred to the Commerce
Committee. It would allow the FCC to
get out of the licensing business for a por-
tion of personal aviation, maritime and
personal radio services. The part that
would affect aviation reads as follows:
" ... the commission may by rule au-
thorize the operation of radio stations
without individual licenses in the fol-
lowi ng radio services: (A) the personal
radio services; (B) aircraft stations op-
erated on domestic flights when such
aircraft are not otherwise required to
carry a radio station ..."
"... (2) Any radio station operator
who is authorized by the Commission to
operate without an individual license
shall comply with all other provisions of
this Act and with rules prescribed by the
Commission under this Act."
You' ll note that the bill would not
provide relief from a licensing require-
ment if you wish to fly your aircraft
outside of the U.S. - international
agreements still require a station li-
cense for international flights.
You may wish to contact your U.S.
Representative and Senator to urge
them to support this bill, H.R. 963 -
point out that the passage of this bill
will relieve the federal government of a
bureaucratic licensing burden, and pro-
vide you with a respite from what some-
times appears to be a never-ending list
of fees and taxes that we all have to
pay. With the current atmosphere in
Washington of " making government
more responsive to the people" this line
of thinking may well provide a founda-
tion of support.
PETER MARSHALL'S
PHONE NO.
For those of you attempting to reach
Peter Marshall in New Haven, CT, to
try and help him with his quest to re-
produce a Curtiss Hawk III (see "Aero-
mai l" in the February issue of Vintage
Airplane), his correct phone number is
2031773-3268. Peter is looking for any
and all information, including drawings,
concerning the Hawk III. Give him a
call if you have information to share.
KNOB RESTORATION
Member Bob Hollenbaugh of Mid-
dletown, OH and I both wonder if any-
body has a method to refinish the
SomeoftheseguystakethisSTCthingjustabittoofar...
StaggerwingClubmemberBill Helselldecided he'dgive thebusinessto theyoung FAAinspectorswho werecomingfor a
visit. (Shouldit be named the"StaggerwingOXtrainer?"Howaboutthe"Staggerox?") TheOX-5 seemstofit OK,andcould
certainlylenditselftoanicecowl ,butwe'renotsurethattheclimb and cruisewon' tsufferabitfrom the dragofthe radiator.
(Butoh,thinkofthecabin heatyoucould have! ) The90 "horseponies"putoutby theOXareabit onthelightside as well.
WesuspectBill andhis rebuilderOrvilleToschprobablysprainedtheirtongueswhen theyplantedthemsofar intotheircheeks!
Now beforeyougo sendoffanoteaskingfor moreinformationaboutthis modification for theStaggerwing,besureand
checkthecoverdateofthis issue ...
OurthankstoGeorgeYorkoftheStaggerwingClubfor sharingtheseshotswith us.
moldedplasticknobsfoundin thecock-
pitsofso manyofourairplanes. In
particular,Bobis rebuildingSIN 2
Aeronca llACChief,andhastore-
storetheknobsfor thethrottle,carb
heatandcabin heat. Withoutresorting
toa latheandsandpaper,whichwould
destroytheheatimprintedlegendson
theface oftheknob,orpaintingthe
knobsthemselves(theyhavea translu-
centlooktothem) is there a rejuvena-
tionprocessthatcanbedone? Ifyou
knowofsuchamethod,pleasesendthe
detailstous hereat EAAHQ,atthe
address at the endofthis next AIC
Newsitem.
AlC CHAPTERACTIVITIES
AntiquelClassicChaptershaveoften
beenthefocusoflocalactivitiesfor a
numberofourmembers. Thereare
now18Chapters,withonemoretobe
addedtothelist thismonth. (Congrat-
ulationsto AIC Chapter28in Lexing-
ton,KY!)
Withthatmuch interest,we'resure
thattheChaptersarecomingupwith
allsortsofprojects,from thefamiliar
fly-in toothersocialevents. We'dlike
tofeaturesomeofthoseeventsona
regularbasishere inthepagesofVin-
tageAirplane. A few sharpphotosand
awrite-uponwhatyoudoas a Chapter
willgiveyoua boosttoencourageoth-
erstojoinin thefun, andmaygive oth-
ersideasonways theycanenjoytheir
affiliationwitha localAIC Chapter.
Don' t justlimityourselftofly-ins-
Those folks in the Staggerwing Club certainly have a lot offun - member
JimGormanshareda list ofinterpretations for use thenext time you'reperus-
ingtheclassifiedairplaneads...Anybodyelsegotafew toaddtothis list?
HOWTOINTERPRETANTIQUEAIRPLANEADS
Recovered -Airplanewashed
Rebuilt -Recovered
TotallyRestored -Recovered,painted
FabricGood -Onlyflaps alittlewhen flying
FabricFair -Fingergoesthroughat theslightesttouch
RebuiltEngine -Newsparkplugs
Engineneedsslightadjustment -Needscompleteoverhaul
LowHours -About10,000hrs
Loststorage -Neighborsgotcourtorder
Needsinterior -Seatsaregone
NDH (No DamageHistory) -Onitsback twice
200 mphcruise -Airspeedindicatorbroken
Newtires Recappedfor thethirdtime
Modernradios -Omnigator
PropellerOverhauled -Straightenedafterhittingsteelpole
IFRequipped -Turnandbank
writeupavisit toa local restorersshop,
ora purelysocialeventas well. Per-
hapsyou havea Chapterrestoration
projectaswell- writeit up andwho
knows,you mightjustgetsomeunex-
pectedhelpfrom anothersource! Send
yourwriteupandphotos(andplease,
don'twriteonthebackofthephotos!)
totheeditorat:
H.G.Frautschy
EAAAviationCenter
POBox3086
Oshkosh,WI54903-3086
STAGGERWINGVIDEO
If you'rea Staggerwingfan, your
televisioncanbeyourtickettovideo
bliss. A 45 minutevideo hasbeenpro-
ducedwhichdocumentsthis famous
aircraft. Thevideo project , spear-
headedbyStaggerwingclubmember
DickHansen,chroniclesthehistoryof
thefamousBeechcraftandtheStagger-
wingMuseumin Tullahoma,TN,and
featuresair-to-airandhistoricalfootage
oftheModel17. Isawapreviewofthe
videoduringtheStaggerwingConven-
tion thispastfall, andwas quiteen-
thralled. It can beyoursbycallingor
writingtheStaggerwingMuseum,Box
550,Tullahoma,TN37388. Telephone
615/455-1974 or-3594. ...
VINTAGE AIRPLANE 3
MAIL
DearHenry,
I thought I'dsendyou thelatestup-
dateon the restorationofthe"MGM
Special." Alsoincludedis a photoyou
canpublish (seepage3). I'mstill trying
toworkupanarticleontheproject.
Anyway,here'sthelatest: Iwasable
togetacopyoftheoriginalstressand
design analysisdonein Spetemberof
1927. Thatlittlegemcame from the
San Diego Aerospace Museum. From
that ,I wasconfidentenoughtoordera
sufficientamountofchromolytubing(I
hope!)torebuildbothRyans.
Unfortunately,theanalysisdoesn' t
have anythingon thewoodstructures.
I'mstill lookingforsomeform ofcon-
struction drawings. I have a request
intothe FAAfora copyofwhatever
theyhaveofthe ApprovedTypeCer-
tificate for the B-1 series. (#25). If all
else fails, Yankee Air Museum in
Chino,CAhasofferedtocall mewhen
theirB-1 (c/n 141,NC6956) is rolled
ontotherestorationfloor. Theywill al-
lowme totake photos,dimensions,etc.,
todevelopmy ownplans.
FromHarmonDickerson in Colum-
bia,MO,I purchaseda partiallyover-
hauledWright J-5 "Whrlwind" engine,
withall accessories. It 'sabsolutely
georgeoustoo! Ican'twait until it's
finished and running.
Today, I purchaseda pairofB-1
aileronsfrom theAntiqueAirplaneAs-
sociation. I'malso in theprocessofob-
tainingfrom a privatecollectorthe
original fabric from the rudderofthe
"MGMSpecial!" Boy,was Isurprised
tofind that!
Otherthandrawings,I'mlookingfor
photosofthe" MGMSpecial " aswell
asany Ryan B-1 "Brougham." Icould
also use instruments,magswi tches,etc.
OnespecialthingI need is a complete
PioneerEarthInductorcompass,or
anypartsthereof. That' saboutit right
now. Hopefullyin the next few months
I 'll beable tostartactual reconstruc-
tion. I'llkeepyouinformed.
Sincerely,
ScottGifford(A/C17672)
550FrederickLn.
Prescott,AZ86301
4 APRIL 1995
DearH.G.,
Fora while nowI havethoughtthat
onethingthatwould addvalue to the
wholeofvintage/classicaircraft interest
wouldbewell preparedwrite-upscom-
pletewithphotosdedicatedsolelyto
whattocheckonanyparticularaircraft
priorto purchaseorrebuild.
Becauseitoccurssooftenthata per-
son, full ofenthusiasm, purchasesa
cl ass ic , andeven ifitwereperfectly
painted up,finds that becauseofper-
ha ps rustedouttubingin thelanding
gear,thathis beautifulJ-3orotherhas
justnowbeentotaled.
Therealwaysexistsa naturalfearof
the unknown wheneverI purchasea
classic. Ihaveownedseveralduringmy
lifetime and am currently down to
three,namelya PA-17Vagabond,aJ-3
Cubanda beautiful Pietenpol. Should
you publish in Vintage Airplanesucha
seriesofarticlesdescribingwhattoex-
aminecloselypriortopurchase,then
much ofthe usual uncertainlywill be
allayedwithin all ofyour members
,whetherpurchaserorseller. If nothing
more,itwould atleastlaysomeauthor-
itative"sortof"groundrulesintohow
much ofaninspectiona person should
expectorallowonspecificclassics.
Asan exampleofwhatI am refer-
ringto, I havewanteda "good"Er-
coupe/Aircoupefor years. I have the
manuals,I have bitsandpiecesofinfor-
mation,I havesavedmagazinearticles,
etc.,butstill Ishyaway from purchas-
ing. Asmuchas Iwouldlove toown a
goodaircraftofthistype,Iam reluctant
tojustjumpin andacquireoneunl ess I
feel that I havedonea thoroughand
meaningful examination . I am not
afraid to have to rebuildorchange
parts,thatdoesn 'ttroubleme. A failed
majorcomponent,due to my lack of
knowledge,would troublemesome.
Basically,whatis needed is a new
section in antique/classicmagazine.
Thesectionwouldcovera differentair-
craft eac h month. This would also
greatlybenefitownerssuchas myself
whowouldthen paymoreattention to
theirown aircraftthushelpinggreatly
to preservetheseclassics by perhaps
avertingdisastrousaccidents. Mybelief
is thatthereis much to begained by
knowledge ofwhat toinspectfor, not
onlyfor a potentialaircraftpurchaser
butfor thehealthofthe movementin
general.
Should mysuggestionsmeetwith
yourapproval,mayI suggestthefirst
articlebeontheErcoupefamily ofair-
craft. I feel certainthattheErcoupe
TypeClubwould behappytohelpout.
Perhapsthen I will feel moreeasyre-
gardingthepurchaseofone. I havead-
miredthis littleaircrafttype nowsince
firstseeingonebackin theforties.
Shouldyoupublishsuchan articlein
VINTAGEAIRPLANEthenI would
probablyhavemyfirst Ercoupe/air-
coupein shortorder. Atleast Iwould
feel quitea bitmoreconfidentregard-
ingtheaircraft,its futureandmyown.
Sincerelyyours,
RonM. Hynes
7MaywoodRoad
SherwoodPark,AlbertaT8AOJ9
Canada
P. S. EAAis oneofthethings in
thisold world that make life worth-
while. Thanksforall yourefforts,and
a special thanks to PaulPoberezny,a
greatman.
Ron's idea certainly has merit, as I'm
sure that most of our readers would agree.
The tough part comes with the execution -
were does one gather the information on a
wide variety of aircraft types? The an-
swer, certainly, lies with each of the Type
Clubs. Other than the few AI's out there
with antique/classic experience, there is
nobody with a broader knowledge of each
aircraft that those who keep the type clubs
going. Our staff here at EAA, while expe-
rienced, cannot possibly cover all the air-
craft that could potentially be in each of
the articles, so, here's my proposal:
l'd be happy to publish a series of arti-
cles on the pre-purchase inspection of spe-
cific aircraft types authored by people with
experience with that aircraft make and
model. If you are member of a type club,
please feel free to submit it though your
club, so that a compLete review can be ac-
complished before pubLication. PLease feel
free to submit photos of specific probLem
areas if you have them, and don't be self
conscious about your writing styLe - we'll
take care of that on our end.
Sendyourarticlesto:
Antique/ClassicAircraftRevi ews
EAAAviationCenter
P.O. Box3086
Oshkosh,WI54903-3086
If you need more guidelines, call me at
414/426-4825.
- H.G. Frautschy ....

b",[)ennis IJar-k.s!)
Libr-ar-", [)ir-ect()r-
From the pages of Aero
CHICAGO1911
DuringJanuary1910,airracingcametoAmerica
duringameetheldatDominguezFieldoutsideofLos
Angeles.Twenty-fivethousandspectatorsjammedthe
field toseeAmericanpilotsin WrightandCurtissma-
chinescompetewith BleriotsandFarmansfrom Eu-
rope. Curtissbroughtanewairplaneandwon$6,500in
prize moneyfor speedandendurancecontests. How-
everhewas outdoneby LouisPaulhamofFrancein his
Farman,whocapturedover$10,000in winnings. Both
Curtissand Wright formed flying schoolsandexhibit
teamsduringtheyear. Thenumberofpilotsrosefrom
twentyin 1909toonehundredby theendof1910. In
October1910theaviationworldgatheredagainfor
America'ssecondinternationalmeeton theoccasion
ofthesecondGordon BennettCuprace,the first in
America. ThiseventtookplaceatBelmontParkout-
sideofNewYorkCity. Prizestotaled$73,000with
$10,000setasidefora racearoundtheStatue ofLib-
TheTwenty-OnePrizeWinners
Aviator Machine Amount
Thomas SOpwlth............ Blerlot, Wright .......... $13,120
Lincoln Beachey.............Curtlss.................. 10,622
C. P. Rodgers ............... Wright.................. 9,960
G. W. Beatty............... Wright.................. 6,800
Earle Ovington.............Bleriot, Curtiss..... ..... 6,300
A. 1.. Welsh................. Wright............. ..... .,981
Rene Simon.................Molsant.................. .,282
Eugene Ely.................Curtiss............. ..... 3,796
PhllUp Parmelee............Wright.................. 3,701
James Ward................Curtiss .................. 2,900
O. A. Brindley..............Wright............. ..... 2,606
J. A. D. McCurdy............ McCurdy................. 1,900
Howard Glll ................Wright.................. 1,860
John J. Frisbie.............Curtiss............, ..... 1,.96
Lee Hammond..............Baldwin................. 660
George Meatach............. 460
J. C. Turpin................Wright.................. 460
Paul W. Beck............... Curtiss............. ..... 400
J. V. Martin................Grahame-Whlte........... 260
Frank T. Coffyn............Wright.................. 160
Andrew Drew......... .....Wright.................. 160
_ ..........
Ii

(Above) After the Chicago meet Cal Rodgers (on right) traveled to Appleton, Wisconsin where he gave rides to friends and
family of his wife.
VINTAGE AIRPLANE 5
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tional aviation to the Midwest. In April
1911 a group of businessmen met at the
Greatest Event in the History of Aeronautics!
invit ation of the Aero Club of Illinois.
They were asked to under take the pro-
INTERNATIONAL
ject of bringing international competition
to Chicago. Under the leaders hip of
Harold McCormick success was assured.
AVIATION MEET
The site chose n was alongside Lake
Michigan at Grant Park. The location in
downtown Chicago would ensure access
by large crowds. Call ed the INTERNA-
Grant Park-CHICAGO
TIONAL AVIATION MEET the event
was scheduled for nine days from August
August 12-20, 1911
12-20 and prize money was advertised at
$80,000.
ENTRANTS
Under Auspices International Aviation Meet Association-Full Official Sanction
T he A ugust S, 1911 issue of AERO
$80,000 IN PRIZES!
held that the many entries promised suc-
cess of the Chicago Meet. "With a great
entry li st assured so that hangars will be
provided for 30 machines at least, and
Largest purse and most ambitiolB program ever offered in any country.
each flier entering as a contestant rather
Aviation field exceeding one mile in length. Oval course over one and one-thiJd miles
than as an exhibitor, it is believed that
the competition will be the keenest that
in circumference minimum distance. Events embrace every feature and novelty
has ever been witnessed in America, and
that the meet will go down in aeronautic
in aviation. Hangars for 40 machines. Grand stand for 50,000 people.
annal s as the beginning of truly competi-
tive av iation in America ."The li st of
thirt y names published included Harry
Atwood, Tom Baldwin, James McCurdy,
SPECIAL RAILROAD RATES. NINE DAYS, EVERY AFTERNOON. Earle Ovington, Charles Willard, Lincoln
Many Free Seats.
Beachey, Charles Hamilton, Cal Rodgers
and Eugene Ely from the United States.
International entrants included Thomas
Sopwith, and Roland Garros. One of the
unusual fea tur es of the meet was the
Scale of Prices, 25c to $1.50 Box Seats $2.00
novel pl an of di stributing a large part of
the pri ze money according to flying time,
thus making the event especi all y att rac-
tive to skill ed flyers. The plan guaran-
t eed contestants two doll ars for eac h
erty. The Curti ss and Wright teams both weren' t able to match the performance of minute they were in the air during official
entered fo ur aviators each. There were the Europeans. Graham-White was out- hours. The program also included a vari-
also seven independent American en- st anding at th e meet winning both the ety of contests: durati on, speed, altitude
trants. England, provided three pilots in- Gordon Be nnett Cup and the race and cross-country races. This was the first
cluding Claude Graham-White and around the Statue of Liberty. With in- tim e flyers wer en' t paid appearance
France nine including Roland Garros. ternati onal events on both the West and money. For nine days the fl yers com-
The event was quite a disappoi ntment for Eas t coasts in 1910, it was dec ided in peted for records and pri zes. Top honors
the Wright a nd Curti ss t ea ms who Chicago that it was time to bring interna- in the speed contest went to Sopwith,
.
Fifteen hangars were built on the
Grant Park site for the 1911 meet.
The Blackstone hotel is in the
background.
6APRIL 1995
'.
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'fj\'JII;Ioo... -I
Beachey and Ovington. Sopwith
recorded seven first-, two secondo, and
one third-place awards. Prizes from the
speed contest netted t he Englishman
over $10,000. Along with his other prizes
he earned over $13,000, t he most for any
contestant. Beachey established an alti-
tude record of 11,642 feet which would
last for three years. This along with ten
other awards earned Beachey nearly
$11,000. Honors for total duration went
to a newcomer, Cal Rodgers. Using a
slow but reliable Wright B, he remained
aloft three hours nearly every day. At
the close of the meet his total time aloft
was 27 hours and 16 seconds, earning
him over $9,000. Another highlight of
the meet occurred on August 14 when
Harry Atwood, piloting a Burgess-
Wright biplane landed after a 283 mile
trip from St. Louis. It was the first part
of a flight to New York city which would
earn him the $10,000 prize offered by
Victor Evans, a Washington, DC patent
attorney. His journey of 1,295 miles ex-
ceeded the world's distance record by 82
miles.
(Above) Phillip Parmelee, one of the Wright team pilots, at the starting line in one of
the short wing Model Rs. Parmlee flew a little over five hours during the meet.
(Below) Wright Model B Flyer in the air. Probably taken at Detroit during
September 1910. The Model B first flew in July 1910.
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11 dr=====ll 1.1 III III U 1/ lEI III
PLAN OF THE CHICAGO INTmRNATIONAL MEET COURSE
(Above) This Burgess Model E, also known as the Grahame-White Baby, was flown in the Chicago meet by J. V. Martin. This
aircraft was designed by Grahame-White and manufactured by Burgess. It is very similar to a Farman biplane.
(Above right) The Curtiss hydro-aeroplane flown by Hugh Robinson attracted a great deal of attention. The use of this craft for
rescue work was demonstrated when the pilot landed at the site of Johnstone's crash into Lake Michigan.
ACCIDENTS
Even though it was a great meet, these
were the pioneer days of aviati on, and it
was marred by a few accident s, two of
them fa t al. Bot h of t he fa t aliti es took
place on Tuesday, August 15.
In the first , Willi am Badge r, flying a
Baldwi n bipl ane, overstressed hi s ma-
chine by making a sudden di ve a nd a
quick climb. As the climb was begun, the
wings coll apsed and the pl ane dropped 50
fee t t o the ground, killing Badger. He
apparently was trying to dupli cate a ma-
neuver of Li ncoln Beachey's, where he
dove into a sunken porti on of Grant Park
and then pulled up abruptly into a breath-
t aking climb, giving the appea rance of
coming up out of the ground to the as-
sembled crowd.
The other victim was St. Croix John-
stone fly ing a Moisant Bl eri ot mono-
pl ane. He had bee n in th e air fo r two
hours when his plane suddenl y dove from
about 3,000 feet into Lake Michigan. The
pil ot was trappe d in the machine as it
sunk out of sight. Some believed that the
gyroscopic forces of the Moisant ' s rotary
engine had caused the accident. St. Croix
had earli er announced that it was hi s in-
tenti on to give up fl ying at the cl ose of
the meet and go into the airpl ane suppl y
business on a large scale in New York.
GREATEST MEET
The August 16, 1911 issue of AERO
decl ared that the "Greatest Meet Ever
Held Ends Happil y." "What Tom Sop-
with call ed ' the greatest avi ati on meet
the world has ever seen,' ended yest er-
day, the facts and figures of the nine days
of fl ying proving it wi thout the shadow of
a doubt. " Proba bl y three or four mil -
li ons of people have witnessed at least a
part of the meet, a t which $80,000 in
prizes have been won, two new world's
records made and $140,000 taken in a the
gate. "How many peopl e have become
practically interested in aviati on as a re-
sul t of the meet is a matter of conj ecture,
but if one in every t housand who wit -
nessed the mee t has bee n conver ted,
t here are today 3,000 new foll owers of
the sport , science or industry. " During
t he nine days t here has bee n twice as
much fl ying as the world has ever heard
of in a like period. Lincoln Beachey, in
an all -American Curtiss bipl ane, has set a
new altitude mark of 11,578 feet fo r the
wor ld t o marve l at , and W.G. Bea tt y,
with the ink hardl y dry o n hi s pil o t ' s
brevet, has broken a long standing dura-
tion record with a passenger by flying 3
hours, 42 minut es 22-1/5 seconds in an
all -American Wright bipl ane. "Cal P.
Rodgers , in another Wri ght has fl own
more than 3 hours dail y without stop-
ping, save on one day when his duration
was less, using a Wri ght bipl ane that he
lea rn ed t o fly onl y a mo nth ago . He
showed the comparative simplicity of the
task by lolling in his seat each afternoon,
legs crossed and dangling a cigar in hi s
mouth. "Ameri can motors and Ameri-
can ae ropl anes have come to the front
with indisputable evidence of superiority.
Altitude and durati on with a passenger,
the two most searching tests, have been
met and passed with a rush of victory. A
Curtiss bi pl ane with a Curtiss motor has
taken the former, a Wri ght Biplane wit h
a Wright motor the later, with a worl d's
record to the credit of each." ...
(Above) Lineup of Curtiss entries at Chicago with the Burgess overhead. In the background (on the left) appears to be Lincoln
Beachey' s " headless" Curtiss.
(Above right) There were no injuries to aviators beyond the two fatal ones, but many accidents to machines occured. An auto
truck was kept busy carting machines to sheds, minus wheels, skids, parts of wings, etc. This was the unfortuante encounter of a
Mosiant Bleriot and Cottyn's Wright. Cottyn appears to be the pilot at fault in this instance.
8 APRIL 1995
Notes
Fromthe "InternationalCessna
120/140 Association Newsletter":
Bill Rhoades, Newsletter Editor
(612-652-2221)
Carb Ice
Through the years there have been
attempts to warn the pilot of carburetor
ice by showing the carb air temp, etc.
Back in 1946 when the Cessna 120 and
140 came out, an "MIT brain" and close
friend, introduced me to the installation
of a manifold pressure gauge in his sin-
gle engine airplane with a fixed pitch
prop. I soon made a similar installation
in a Cessna 140 and haven't been with-
out one since. Why? I think it is the
best power indicator to use and it is rel-
atively cheap. I take off at full bore and
climb at 26" HG and cruise at 23" HG,
which is around 65% power. Also re-
member that you lose about one inch of
manifold pressure per thousand feet of
climb up to 8,000' where it is slightly
less per 1,000' climb. Anyway, back to
the HG meter as an ice indicator. When
flying at a constant altitude and power
setting, if any ice starts to form in the
carb throat, it restricts the flow into the
induction system, which acts the same
as closing the throttle, except it is much
more sensitive. When this happens the
HG meter will drop. Ifthe ice build-up
is small and the meter reflects it slightly,
in most cases it isn't noticeable as far as
RPM goes. Ifthe meter is down but an
inch or two of HG, put on carb heat.
This will cause a further drop in HG be-
cause of less dense heated air plus pip-
ing resistance in the hot air system.
Wait a short time and take off the carb
heat. Ifthe HG needle goes up higher
than when heat was applied - you had
ice in the carb! Itworks!!!
- Curt Hewitt, Bethany, CT
Oil PressureUpdate
I am writing to follow up my plea for
help from Cessna 1201140 owners in
solving my recent oil pressure problem.
Many suggestions were made to raise
the tail, one friend claimed they had to
do this with brand new airplanes. How-
ever, my AI was opposed to doing it
with a fresh overhaul since it does not
solve the problem, it only gets around it.
byNorm Petersen
After the time and money to overhaul
the engine, there was too much to risk.
As it turned out we found the fault lay
in a new part of the oil pump.
Due to the way the new cover plate
was machined, it was warped and al-
lowed oil to escape from the pump cav-
ity.
My A & P who overhauled the en-
gine had used a petroleum based grease
in the pump to keep the gears from run-
ing dry until the pump primed, and this
apparently sealed the gap for some five
hours of running. Hard to believe, but
it did. Today, after lapping the cover
plate to the pump body I get a strong
40-45 psi at cruise and at idle. Thanks
for the help.
- Craig Kloppenburg, NH Rep.
Fromthe"AmericanBonanza
Society"magazine
Patrick Rowley, editor
(316-945-6913)
PropellerOrdeal
Which we'll subtitle - "It pays to get a
second opinion!"
I have just gone through an interest-
ing ordeal with my Beech 278 propeller
that may be of interest to our members.
About one year ago, I had my prop
overhauled by Thunderbird Propellers,
Inc. , in Bethany, Okla. (405-789-1830).
A short time back, after about 100 hours
in use, I began seeing stains on the back
side of one blade. After a call to Thun-
derbird, I was advised to have a me-
chanic look at the prop immediately to
determine whether the leak was oil or
grease. I was told that if the leak was
oil, I had a potential major problem, but
if it were grease, I only needed to have
the blade seal replaced.
An IA determined it was a grease
leak, but he did not want to open the
prop. I then agreed to have it sent to a
local prop shop to have the seal replace-
ment. Two days later I was informed
the prop had been disassembled, in-
spected and 10 discrepancies related to
the hub were noted. Four parts, includ-
ing the hub itself had been red-tagged.
Rather than agree to pay an estimated
$1600 to $1900 to have the prop re-
assembled with new parts by the local
shop, I returned it to Thunderbird.
Upon receiving the disassembled
prop, Thunderbird immediately sum-
moned an inspector from the Oklahoma
City FAA office. All parts were re-ex-
amined and micrometer measurements
were referenced to the Beech overhaul
manual by both Thunderbird personnel
and the FAA inspector. The hub was
sent out for an X-ray procedure and in
the end, all red tags were removed by
FAA. Additionally, not one of the 10
discrepancies cited by the local shop
proved to have any merit!
Itis interesting to note that the hub
in question was supplied during a previ-
ous overhaul by the local shop that pre-
cipitated this fuss. Additionally, both
the FAA inspector and Thunderbird
could not understand (1) why the prop
was disassembled for a simple blade re-
placement; and (2) the rationale behind
the red tags without reference to either
micrometer readings or the Beech over-
haul manual.
Throughout this ordeal, Thunderbird
responded professionally, in good faith
and with utmost courtesy. The hub was
reassembled and the prop was returned
to service. My billing from Thunder-
bird? Not one red cent! Thunderbird
even prepaid the return air freight!
From my experience, I would highly
recommend Thunderbird to owners of
older Bonanzas over any local prop
shop. These people are specialists and
appear to be in business to keep us fly-
ing by fixing and repairing rather than
selling new parts and props.
-Cliff Low, Oregon
Meltdown!
My wife and I were at Punta Col-
orada (Mexico) over Thanksgiving holi-
day when we took pictures of what re-
mains of a Model 36. This is the story
we were told: On about November 10,
an American Bonanza driver landed his
1980 Model 36 at a remote strip south
of LaPaz, Baja California Sur. He had
buzzed the Punta Colorada Hotel one
mile south for a pickup, but no one
came, so he started walking. Soon a
truck came by from the direction of the
airstrip with the driver gesturing franti-
VINTAGEAIRPLANE9
cally for the pilot to get in. They
roaredbackto thestripwherethe36
was billowingblacksmokefrom the
cabinarea!
Afterseve ral explosions,another
employeearrived withahand-held fire
extinguisher. Theaircraftwasalmost
totally melteddown,with flames com-
ing outoftheopen rootoftheright
wing. Thevolunteerfireman, risking
his eyebrows,squirtedout the remain-
ing fire.
Thepilot reportedthattheonlycon-
ceivablesourceofignitionwasa magni-
fying glass lyingon a map in theback
seat.
Therudderandelevatorsareall that
remain unscathed - and they may fly
again. (Therudderis equippedwith an
SMPUpperBracket.)
- DickWilson, California
From "TheTexasChapterAAA
Newsletter"-
Penny Richards, editor
(817-482-6175)
"Temple Monoplane" Arrives
Love Field
OnThursday,Jan. 19, theone-of-a-
kind "Temple Monoplane"wasflown
from Temple,TXby its restorer,Jerry
Ferrel,toLove Field. Jerrydonatedthe
planefor displayat the Frontiersof
FlightMuseum.
The"TexasTemple"was thefirst
aircraftdesignedtobemass produced
in Texasby the first commercialcom-
panyto be licensedtosell airplanesin
Texas. It was developedand flown in
1927byGeorgeW. Williams,Jr. who
wasthefirst man todesign and build
an airplanein ourstate. Hebuilt and
flew Texas' first airplanein 1910in the
pasturebehindhis homein Temple.
JerryFerrelhasbeen using aWarner
engineon theTemple,so on Monday,
January30, he andJoe Hayneschanged
outthatengine for itsoriginal Anzani.
TheAnzani is a ClydeCessnamodified
enginewhich addedpush rods for the
intakevalves. Ed McCrackendonated
awooden RogerspropwhichJerrytook
hometofinish.
Thislast remainingTemplewas as-
sembledfrom thepartsofseveral. It
was famous for introducingseveral
unique safetyfeatures,suchas landing
lightsthatwere fully adjustablebythe
pilotin flight. No planeswereever
mass producedas planneddue tothe
deathofGeorgeWilliamsand thestock
marketcrash.
Thesilverand redTemplewill be
temporarilystoredat Foxtronicswhile
the Frontiers of Flight Museum
arrangesfor its displayin themainter-
minalat Love Field.
10APRIL 1995
(Ed. note: The Texas Temple is listed in
Juptner's Volume I, Page 121, under ATC
#45 dated June 1928)
Square Tip Prop?
DavidStarkis progressingwell on
his StinsonSR-9, havingcompleted the
wings, tail, and putnewwood onthe
fuselage. This newswaspassedonto
(us) here byJoeHaynesalongwith a
question hecouldn'tanswerfor David.
Putonyourthinkingcaps.
David'sprophasa squared-offtip.
Thebladeis legal ,butdoesn'tlooklike
theoriginal blade. Thequestionis:
"Will thissquaretip provideanybetter
performance?"
If you havetheanswer ,call David
Starkat817-594-9519.
From "TheBuckerNewsletter"-
Chris Arvanites, editor & publisher
(815-436-1011)
Iattendedan FAASeminartheother
day regardingapproved partsfor air-
craft. It coveredacceptablestandardsof
certification,identificationofparts,ac-
ceptabletraceability,andhow todeter-
mineifthepartsconformtotypedesign.
All these partsthatareapprovedis any
partthatis manufacturedand approved
underthe provisionsofFARPart21,
providedthatthe partis used for the
purposeit wasoriginallyintendedand it
has beenmaintainedin anairworthy
condition. As far as beingairworthy,
theysay thata partmustconform to
typedesign and bein condition for safe
operation. Doyou know thatyoucan
produceapartforyourownaircraft?
A few importantthingstoremember
...knowyoursupplier,issuespecificin-
structionson the P.O.(Purchase Or-
der),performreceivinginspectionsand
haveagoodcertificationandtraceabil-
ity. Thereis anavitionsafety hotline
number:800/255-111l.
Alsosomethingto knowis theyare
goi ng to doaway with all yellow tags on
partsandan FAAform 8130-3 airwor-
thinessapprovaltag(which is reallyan
8X 10sheet)will be used from now on
andyoushould keep(thesheet)in your
record folderand don' tstapleit toyour
logbooks.
- ChrisArvanities,editor
Fromthe"CessnaPilots
Association" newsletter-
John Frank, editor
(316-722-1352)
Paper Towel Downs Aircraft
Duringacross-countryflight, thepi-
lotofa single-engineaircraftexperi-
enceda lossofoil pressureand anin-
creasein oil temperature. Whileat-
temptingtolocateanairportfor land-
ing, the engine quit. The aircraft
sustainedsubstantialdamageduringthe
off-airportlanding.
An investigation andengi ne tear-
down revealedsmall piecesofa paper
towelcaughtin theoil pickupstrainer.
Theremainderofthepapertowelwas
found in theengineoil sump. It was
determinedthepapertowelrestricted
and/orblockedoil flow totheengine,
resultingin #1 rodbearingseizureand
failureoftheconnectingrod.
Althoughthechainofeventsthat
ledto thepapertowelgettingintothe
enginecould notbedetermined,it re-
minds us ofthe care that must be
takenduringmaintenancetoassure
items are notleft in inappropriate
places. Quiteoftentowelsorrags are
used tocovercrankcaseswhencylin-
dersareremovedoroil dipsticksare
takenout. Additionally,toolsused
duringmaintenancehavebeenleftin
placeswheretheycouldcause"fatal"
damage totheaircraftand its occu-
pants. In thiscase,theoccupantssuf-
fered seriousinjuriesand a beautiful
aircraftwasdestroyed. Pleaseuse the
eventsrelatedin thisarticleas a re-
mindertoreviewyourproceduresfor
assuringpropercontrolofall items
notintendedforinstallationin theas-
semblyonwhichyouareworking.
From "CoupeCapers"-
ErcoupeOwnersClub-
Carolyn Carden, editor
(919-477-1832)
When RoyPrughwanted towork
onhis nosegearstrut,he had toraise
the noseoftheplaneandcontrolits
position by himself. Todo this, he
startedbyremovingthe cowl, then
loweringthetail with twobagsofsoft-
enersalt.
(Ed. note: [think I'd want to wrap
those bags in plastic, and then give the
airplane a good bath after this! You also
want to keep the added weight as close to
the centerline of the fuselage as possible.)
Thenheattachedacablebetweena
rafterandtheengine'sliftingring(with
a ratchetonthecable).
Afterremovingandfixing thestrut,
he removedoneofthebagsfrom the
tail. Then,usingtheratchetontheca-
ble,hewasabletolowerthenosedown
ontothestruta fractionofaninchata
time. When necessary,hewas ableto
re-raise the nose a little, adjust the
strut,thenlower the nosebackdown
ontothestrut.
With thismethod,Roywasable to
reinstall thestrutbyhimselfwithcom-
pletecontrol. ...
-- - ...
-BRIC
REJUVENATION
by W. D. "Dip" Davis NC 1804 Cooper Aircraft, Inc.
Restoring Your Aircraft's Dope Finish . ..
Here we go, misleading you right from
the title. Actually aircraft covering fabric
can't be rejuvenated. The term really
refers to a process of restoring the finish
that is applied to the fabric. Since syn-
thetic fabrics , primarily polyesters, have
almost completely replaced the organic
materials of coUon and linen, the useful
life of the actual aircraft covering has
been extended many times over, and un-
less given regular doses of tender loving
care, the finish will deteriorate to the
point of un acceptability while the fabric
itself is still airworthy.
Thought should be given to the condi-
tion of the structure which is hidden by
the fabric on components which can' t be
thoroughly inspected through access pan-
els. The amount of deterioration which
can occur in 15 or 20 years could be
enough to cause catastrophic failure un-
der severe loads. If you (and your in-
spector) are satisfied with the condition
of the basic airframe and have deter-
mined that the fabric itself still tests
above the minimum allowable tensile
strength, which is based on the wing load-
ing and never exceed (red line) speed of
the particular aircraft then finish rejuve-
nation can be done.
Airplanes with a wing loading of nine
pounds per square foot or less and a Vne
of 160 mph or less were originally allowed
to use Intermediate grade fabric which
tested 65 pounds tensile when new. Heav-
ier and/or faster aircraft were required to
be covered with Grade A cotton which
tests 80 pounds tensile strength. Since the
strength is allowed to deteriorate to 70
percent of the original before it must be
replaced, this means your 1-3 Cub or 7AC
Champ can test as low as 46 pounds and
still pass the test but your Cessna 140 or
Staggerwing Beech fabric must pull 56
pounds or better. (Reference FAA AC
43.13-2, Figure 3.1)
Chances are excellent that your poly-
ester fabric will still register readings well
above the minimum all owable unless
some areas have lost all of the finish, al-
lowing direct exposure to sunlight. How-
ever, there are probably cracks in the fin-
ish next to stringers or other supporting
structure. "Ringworming" can happen
where a sharp blow occurred, such as
from a hailstone or small stones from an
unimproved runway. These areas will re-
quire individual attention before begin-
ning an overall finish rejuvenation.
First, determine that the finish is dope
rather than enamel or other non-soluble
material. If there is any question about
the topcoat, a quick determination may
be made by dampening a cloth with MEK
or acetone and rubbing lightly in an in-
conspicuous spot. If the color comes off
on your rag, the finish is resoluble. Don't
be misled by the removal of a little oxi-
dized pigment-you can feel a drag or re-
sistance to your rubbing if the mat erial is
being softened. Check on the trim stripes
and registration numbers we well. It ' s
not uncommon to find that someone
sprayed enamel trim over a pigmented
dope base coat. This can usually be re-
moved using sandpaper and/or solvents.
An enamel finish is generally not re-
pairable. If the topcoat is beginning to
chip and flake in large areas it might be
feasible to remove dry using plastic scrap-
ers. Chemical paint removers almost
never produce satisfactory results in re-
finishing, as it is extremely difficult to
completely remove all the stripper
residue from the material under the
enamel. If the cracks are minor you
might merely fill them with a bead of ce-
ment, wet sand the entire airplane and
give it another light coat of enamel.
O.K. You have determined that the
finish is pigmented dope and it is becom-
ing brittle. The first step is to thoroughly
clean the airplane. I prefer to use a
strong, low suds detergent such as Spic &
Span rather than wiping down with sol-
vent cleaners which may just relocate the
grease, rather than removing it. Follow
the detergent wash with a clear water
rinse. Don't drown the airplane by hos-
ing it down or it might take a week to
dry. A terry cloth towel rinsed often and
pretty well wrung out will remove all of
the soap residue without a total soaking.
You will be amazed at the amount of oxi-
dized dope which will be removed, which
will open the pores and allow good pene-
tration of the rejuvenator.
When the airplane is completely dry
you can attend to the cracks and ring-
worms in the finish by brushing unre-
duced rejuvenator onto those areas using
a small watercolor brush. Allow a few
minutes for the solvents to work and ap-
ply a second coat. Thick finishes may re-
quire a third or even fourth application
to soften all of the material clear down to
the fabric. Avoid direct sunlight and
temperatures above about 85 degrees ,
which will dry the solvents before they
have had time to perform their task.
When the dope is pliable enough to allow
you to do so, "heal " the cracks by rub-
bing the softened dope into them with
your finger, making the surface as smooth
as possible and avoiding furrows.
After all the damaged areas have been
taken care of, a spray coat of rejuvenator
is applied to the entire surface.
Rejuvenator is a special blend of sol-
vents and plasticizers that are strong
enough to penetrate completely through
old, brittle or sun baked nitrate or bu-
tyrate dope.
It will probably be necessary to reduce
or thin the material to get it to atomize
properly for spraying. Use retarder or
retarding thinner rather than regular
dope thinner so that the surface will stay
wet long enough for the solvents to pene-
trate the entire dope film. Unless yours
is a minimal thickness finish, a second ap-
plication of rejuvenator will be required.
This is followed by a coat of non taut-
ening clear butyrate dope before the re-
juvenator has cured more than a few
hours. Clear dope doesn't make a good
topcoat as it will tend to yellow with age,
so a light coat of pigmented dope should
be applied as soon as practical. You will
find that the original trim stripes and reg-
istration number lines are still quite evi-
dent and it won't be difficult to mask off
and repaint using the original design. If
you wish to change the trim lines you can
wet sand the edges with approximately
320 grit wet-or-dry paper and copious
amounts of elbow grease before spraying
any rejuvenator.
Dope is not a suitable finish for metal,
so if your cowling and fairings are un-
sightly against your shiny new fabric fin-
ish, you will want to sand and repaint us-
ing a matching enamel. Or, better yet,
strip to bare aluminum, prime and re-
paint.
Sound like a lot of work? I didn' t say
it was easy, but carefully done this proce-
dure wi ll prolong the life of your fabric
for several years and give you an airplane
you can be proud of again. ...
VINTAGE AIRPLANE 11
by H.G. Frautschy
Details, Details

The Custom category of the judging
guidelines for Classic airplanes allows for
modification for those who prefer an air-
plane with a few more amenities. You
Frank Sperandeo II/IS
can take it as far as you wish, from the
simple addition of a shiny paint job to an
otherwise stock Piper Cub, all the way to
Piper PA-20/22 Pacer
what you see on these pages.
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(Aboveleft) Inthecategoryofaerodynamicmods,thewingssawa greatdealofcleaningup. Ontopofthewing,theaileron
hornswerecoveredbyapairoffairings. Thelighttwopieceaffairfitscleanlyovertheaileronhornsonboththetopandthebot-
tomofthewings,andastheaileronismoved,thefairingstelescopeinsideofoneanother. Theflaphingeswerealsogivenasim-
ilartreatment. Allofthesefairingsweremadeoffiberglass. Thefairingmoldswerefirstbuiltupwithbalsawood,andthenfash-
ionedoutofmulti-directionalglasscloth.
(Abovecenter) Eventhelowlytailwheelwasgivenitsproperattention. Yes, Frankassuresmethatthetailwheelspringswere
bakedtoeliminatehydrogenembrittlementafterchroming. Thinplasticspringshimsareusedtokeepthespringsfromchafing
oneachother.
(Aboveright) Goodgolly,evenhistiedownsweregiventhepolishingtreatment! Frankimproveduponthethreespiketiedownby
puttingabushing,madeofNylatron,agraphiteimpregnatednyloninventedbyDupont. HealsousedtheNylatrollforthecable
fairleads. Teflonwasusedforthecontrolyokebushingmountedintheinstrumentpanel.
(Aboveleft) ThedoorholdersonthePacerreceivedaerodynamicaswellasmachinetoolattention. A smoothpolishedclampis
usedtoholdthestrutmountedpinholder,whilethedoormountedreceptacleissecuredtothedoorusingapairofstudsand
nuts. Thepinisadjustable,andtheballattheendofthepinsnapsbehindaspringloadedballhiddeninthesideofthereceptacle.
Lookcloselyandyoucanseethethinrubberpadusedtocushionthestrapfromthestrut.
(Aboveright) Eventhewingfueltankdrainvalvesdidnotescapetheattentionofthefiberglassman- a smoothteardropcover
wasbuiltforeachofthedrainlocations.They'remountedusingdoublesidedfoamtape. Justtotherear(left)ofthedrainfairing
isthewingrootfairingmountedcourtesylights.
12APRIL1995
Eank Sperandeo III (EAA 387132)
of Fayetteville, AR wanted an airplane
he could fly, but he also wanted some-
thing beautiful at the same time, and to
his eye, that meant each and every sur-
face and fitting on his airplane was to
be worked on. Each part was to be
machined to a gleaming finish, pol-
ished, painted and buffed to perfection
or it didn ' t get on the airplane. He
works as a design engineer teaching
students the fine art of manufacturing
design processes in the physics lab at
the University of Arkansas, and solv-
ing difficult mechanical problems is
just part of the job. His job routinely
involves tolerances as tight as 1130 the
thickness of a human hair (1 mil).
Frank also enjoys the chall enge of
imagining modifications and then ma-
chining them into reality. (He 's a
pretty hot banjo player too!) On his
Piper PA-20-22 Pacer, Frank has 75
different modifications he worked into
the basic airframe.
Special spring-loaded gap seals on
the aerodynamic surfaces, based on
Frank's design of a spring loaded laser
mirror mount for the physics lab were
built and installed. During EAA
Oshkosh '94 they were some of the
most talked about modifications made
to the airplane.
Seemingly easy changes were made
to the airplane to make using it just a
bit easier. The baggage door is held
open by a gas-charged door opener
adapted from an automotive applica-
tion. When the door is opened, a mi -
croswitch activates a pair of lights in-
side the compartment so you can see
what you are doing. A custom de-
signed microchip circuit then turns off
the lights after 2-112 minutes. All doors
are carefully sealed with weatherstrip-
ping to preclude excess wind noise,
and the doors were installed with at-
tention paid to minimizing the gap be-
tween the doors and the fuselage.
The interior is finished with a velour
common to the '84 Chrysler New
Yorker, with a copy of the Cadillac
reef embroidery used on each seat,
complete with Frank's initial s in old
English script.
Electrical goodies include a mi-
croswitch on the landing gear to auto-
matically activate his enroute timer -
break ground and the timer starts, land
and it stops! Another function on the
clock counts down to a preset time, af-
ter which a beep is heard in the head-
sets and a light illuminates on the
panel, reminding Frank to switch fuel
tanks. Changing fuel tanks is impor-
The instrument panel does not depart from the original configuration as far as instru-
ment layout is concerned, but it was extended 2 inches on the bottom to make room for
switches and circuit breakers. It features a pair of yokes salvaged from a Piper Seneca
II. It has a few electronic gadgets that were fun for Frank to create. They're detailed in
the text. Full dual controls, including brakes, are included on this Pacer. An interesting
addition to the panel is a small receptacle (on the far left bottom of the panel) for the
external antenna of a handheld radio, just in case the panel mounted unit fails.
VINTAGE AIRPLANE 13
The upper end of the wing strut is also
faired, and the quick disconnect wing
tiedowns are neatly fitted into a ma-
chined block mounted to a spacer in the
wing. The ribbons, an idea of Betty Tur-
ney, Garfield, AR, are the same colors as
the airplane, and feature small pearls,
since Betty decided the airplane should
be called Pearl. Why? White Sandstone
Pearl paint (a Nissan Maxima color) was
used for the final color finish. The trim is
a Chevy truck red. Both paints are a
PPG automotive base coat/clearcoat
polyurethane with flex agent added.
14 APRIL 1995
tant on a cross country trip, because
he has two long range tanks installed.
Flying solo with the tanks filled to the
brim with 64 gallons of 100 octane
gives him an endurance of nearly 7-112
hours!
Another electrical change involved
a new pair of landing and taxi lights.
The landing light lamp, the same as
used on the Boeing 747, pulls 29 amps
when operating, hence the need for a
70 amp alternator.
".. .it absolutely lights up the whole
runway!" observed Frank.
What did all of this cost in terms of
weight? Frank says that his airplane
weighs about 40 pounds heavier that a
stock PA-20122 - not bad considering
the added mods and changes made to
the airplane. He says his useful load is
about 850 pounds.
Where possible, he paid close atten-
tion to trimming weight from the origi-
nal airframe, and kept the weight of
his modifications to a mInImum.
Amazing weight savings were realized
by shaving 17 pounds from the seat
cushions - the result of removing steel
springs from the cushions and replac-
ing them with progressive resistance
shock absorbing foam, commonly re-
ferred to by a trade name, Temper-
foam. The change to a smaller battery
saved 3-4 pounds (an STC is in the
works on this by B&C Specialty), and
8 pounds were shaved off with the use
of an STC'd starter from B&C.
Since visiting EAA Oshkosh '94, he
has been busy recovering the tail sur-
faces, and has been tweaking little de-
tails here and there, including the in-
stallation of a set of disc brakes. He
did mention that he plans on attending
EAA Oshkosh '95, so be sure and look
for him on the Convention flightline.
We've detailed some of the other
highlights on his modification list with
these photographs. ...
(Above) The engine compartment filled with the sparkling Lycoming 0-32OB2B en-
gine won Frank a special Antique/Classic award for the Best Custom Engine Instal-
lation. He says that a big portion of the credit for the compartments looks go to air-
craft restoration mechanic Bob Bell of Springdale, AR. The ripple free baffles and
firewall have a fine brushed finish, and even the rubber hoses in the compartment
get special treatment with some silicone and ArmorAII. On the back of the stain-
less steel baffles, you can see the twin air intakes for the cabin heater. Frank says
that he has not experienced any engine cooling losses due to this installation, but
he was careful to point out that the baffles and the cowling are all tightly fitted, so
there are few air leaks. The cowl tops are held in place by a pair of chromed tele-
scoping tubes that are locked in place with a thumbscrew. It's not visible in this
view, but the engine oil cooler is relocated to the back left engine baffle, using an
available STC. The fuel sample tester and mount are available from Sporty's Pilot
Shop - you'll have to add your own chrome plating.
(Above) The cowl has been extensively modified, beginning with the filling of all the
holes on the bowl save for the cylinder cooling holes and carb air intake. A starter
from B & C Specialty, manufacturers of an STC'd unit for the Lycoming was used,
eliminating the protruding starter drive on the front of the nosebowl. A new scoop
was built up out of fiberglass for the carb air intake. An NACA duct was used for
cabin air intake - the vent came from an aircraft salvage yard, and was originally
from the engine cowling of a Metroliner. Another NACA duct is mounted on the
bottom of the cowl for carb heater air intake, as well as a smaller duct used to sup-
ply cooling air to the back of the 70 amp alternator. Finally, a spinner from Aircraft
Spruce and Specialty smooths the airflow into the nicely finished engine cylinder
cooling holes in the cowling. Frank
noticed that after all of the work,
the engine's heat distribution was
more even, and it ran cooler.
(Left and right) The fiberglass
wheel pants were bought by Frank,
and then the exquisite strut fairings
were created to clean up each
strut/component intersection. The
wing strut/fuselage intersection
was also given the same treatment,
as well as the wing strut/fuselage
juncture.
VINTAGE AIRPLANE 15
1934
THOMPSON TROPHY
The winners:
#57 Roscoe Turner - Wedell Turner
248.13 mph
#33 Roy Minor - Brown B-2
214.93 mph
#92 John Worthen - Wedell-WIlliams 92
208.38 mph
Others in the race:
#39 Harold Neumann - Howard Ike
# 131 Roger-Don Rae - Rider R-1
# 15 Art Chester - Chester Special 'Jeep"
#44 Doug Davis - Wedell-WIlliams 44-
crashed on lap 8, structural fa ilure
#6 Lee Miles - Miles-Atwood Special-
Out on lap 4, engine trouble
16 APRIL 1995
1933
THOMPSONTROPHY
paintings by Frank Warren
Thewinners:
#44 Jimmy Wedell - Wedell-WIlliams 44
237.95 mph
#92 Lee Gehlbach - Wedell-WIlliams 92
224.95 mph
#38 Roy Minor - Howard Mike
199.87 mph
Othersintherace:
# 1 George Hague - Rider R-2
#54 ZD. Granville - Gee Bee Y
#2 Roscoe Turner - Wedell Turner
Disqualified - cut pylon
(had fastest lap speed in race - 265 mph)
VINTAGE AIRPLANE 17
by Norm Petersen
Pitted against some very determined
candidates for the top awards in the Con-
temporary Class competition at EAA
Oshkosh '94 was a highly polished 1960
Cessna 172A, N7758T, SIN 47358, that
was flown in from Sky Harbor Airpark at
Webster, MN, by Gary Granfors (EAA
242832, A/C 10666). Sparkling in the
morning sun, it was plain to see that this
was not your everyday, run-of-the-mill ,
Cessna 172. Even the huge crowds knew
it was something special and the An-
tique/Cl assic judges perked up their ears
and eyes, proceeding to go over the 34-
year-old airplane with their deliberat e,
methodical examination.
18 APRIL 1995
When all the shouting was over and the
hoopla had died down , the Tuesday
evening Awards Ceremony at the The-
ater-in-the Woods declared the Contem-
porary Reserve Grand Champion to be
Cessna 172A, N7758T, entered by Gary
Granfors. The extremely low time 172
(1184.18 hours T.T. at Oshkosh '94) had
pushed Lee Maples' Grand Champion
Beechcraft D18S to the very Iimjt and had
the judges scratching their heads for quite
a spell. However, all is not lost in that in
1995, the 172 can still enter the competi-
tion while the Beechcraft is retired from
competing and is to be honored in the
Past Grand Champion's paddock.
Gary Granfors is the first to acknowl-
edge that he is not alone in the ownership
and detailing of the beautiful 172. The
co-owners of the airplane are Gene
Leclerc, Rick Worringer and Rick' s fa-
ther , Bill Worringer (EAA 31317, A/C
21428) - all of the Bloomington, MN area.
In addition, Gary's lifelong friend from
Inver Grove Heights, MN, Mike Richard-
son (EAA 360620, A/C 16543), not only
aided immeasurably in the super detailing
of the 172, but also flew co-pilot with Gary
to EAA Oshkosh ' 94.
Presently flying co-pilot on a Northwest
Airlines A-320 Airbus, Gary Granfors is
36 years old with over 5,000 hours in his
logbook. He made his solo flight in a Civil
Air Patrol Cessna 172 at Fleming Field,
South St. Paul , and was so intrigued with
aviation that he went on to get all the rat-
ings. For five years he fl ew an Aztec for a
printing company whil e attending Inver
Hills Community Coll ege. He then be-
came an FAA controller, working at Rapid
City, SD, and Holman Field in St. Paul,
MN.
This was followed by a four month stint
with Mesaba Airlines flying Beech 99's.
The next three years saw Gary flying Con-
vair 580 prop jets for Republic Airlines,
which led him directly to Northwest Air-
lines in the buyout. Over the years, Gary
has owned at least 14 airplanes, so the 172
is not a new experience for him.
N7758T, SIN 47358, was built near the
middle of the production run of 992
Cessna 172A models (the first 172 with a
swept tail) and was delivered to its first
owner, a lady in Ottumwa, Iowa. At 160
hours, she lost her medical and sold the
airplane to Dr. Robert L. Moore, a dentist
(Above) Original interior and instrument panel of N7758T features
black and ivory coloring. Center console has knobby trim wheel
and manual flap operating handle - a feature loved by many pilots.
In this day and age, the chrome ash tray on the left wall looks a bit
superfluous! (Left) High among the fleecy white clouds, Gary
Granfors brings the award winning 172 in close for Jim Koepnick's
camera. Mike Richardson is in the right seat. Note the standard
landing light in the leading edge of the left wing. Dual 21-gallon
wing tanks caps are visible on top of the 36-foot wing. (Below)
Close friends since fourth grade, Mike Richardson on the left and
Gary Granfors on the right, pose in front of the award winning
Cessna 172.
13
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in the small town of Hampton, Iowa. Cessna award in the 1701172/175 classifica-
There is absolutely no doubt in anyone's tion - the very first official judging year for
mind that the fastidious care lavished on the new Contemporary class. Again, the
the beautiful new 172 by Dr. Moore dur- airplane had received excellent care along
ing the 20 years he owned it was the basis with numerous items to preserve its origi-
for the Reserve Grand Champion Lindy nality, however, the old bugaboo of keep-
award. Dr. Moore kept the airplane ing a polished airplane looking good really
hangared at Ed Doyle's (EAA 79606) pri- got to each successive owner's muscles!
vate strip at Hampton, lA, for all those Paul Isakson was in the process of trad-
years and every time the airplane flew, it ing the original looking 172 for a Czecho-
was carefully cleaned of any bugs or dust slovakian "Delphin" jet with plans to ship
of any kind before being hangared. the 172 overseas in pieces when the
Eventually, the ultra clean 172 was Cessna was flown to St. Paul for tempo-
moved to Amery, WI, where it was owned rary hangarage. It was here that Gary
by several parties; the last two being Granfors and friends saw the airplane and
Courtney Kuchler , who sold it to Paul purchased it on the spot - thus narrowly
Isakson (EAA 331354, NC 19076). Paul averting the overseas shipment!
brought N7758T to EAA Oshkosh '93 and The foursome began by finishing small
ran off with the Best Contemporary details such as locating and installing a
VINTAGE AIRPLANE 19
Reserve Grand Champion-
Contemporary Class
genuine nosewheel fairing, installing ex-
haust pipe ext ensions to help keep the
belly clean and carefully pl acing the ori gi-
nal deca ls (as rep rodu ced by Moody
Graphi cs in Fl orida) in their exact loca-
tions. A full -fl ow oi l filt e r kit was in -
stalled to help keep the original Continen-
tal 0-300 engine clean internally.
Perhaps nowhere else is teamwork so
important than in polishing a metal air-
plane. It takes gobs of elbow grease and
can be a real physical chall enge, such as
layi ng on your back, poli shing the bell y
above you. This kind of work will soon
make a convert out of the strongest be-
li ever - all airpl anes should be pa int ed!
However, this particul ar 172 came out of
the factory in bare metal and paint - and
that was the goal. The work began.
Using every kind of polish available to
get the oxidation and scratches removed,
the crew ended up with Rolite for the mir-
ror-finish shine. In spite of sore muscles,
the results were quite spectacul ar. When
contrasted with the original paint scheme
of ivor y a nd orange, along with bl ack
numbers on the wing and tail , the result is
a pleasing combination of brilli ant metal
and shiny paint. Again, the super detail-
ing improves the overall impression and
adds the important accents, so necessary
to achieving a balanced look. It is readily
apparent the Cessna marketing people did
their homework in 196O!
The 172 is fl own strictly as a VFR air-
plane in that it has a Comm radi o, a Loran
C for navigation and an EL T. The original
venturis on the side of the fuselage runs
the three gyros in the panel. Everything in
the interi or is just like it came out of the
factory in 1960. This includes the original
Owner's Manual and photos from 1960,
de tailing the ai rplane. (About the onl y
thing missing is the 1960 secti onal chart
the factory ferry pil ot would have used on
the delivery fl ight! )
The Annual Inspection on the airplane
was done by ve t eran mechani c, Wade
Lowry (EAA 138970), of Airl ake Indus-
tri al Airport. Wade went through the old
girl from stem to stern and said, "This has
t o be the cl eanes t ai rpl ane I have ever
seen! " And Wade Lowry has seen quite a
few airpl anes in his long span of years as
an " IA." It was at this point the fo ur own-
ers began to suspect they had a winner on
their hands.
Gary Granfors and hi s sidekick, Mike
Ri chardson, fl ew the pretty bird to EAA
Oshkosh '94 and the rest is hi story. Our
congrat ul ati ons go out to the " fa mous
foursome" who have worked so hard to
upgrade the Cessna to championshi p cal-
iber. We look forward to seeing your pol-
ished "swept t ai l" on th e line at EAA
Oshkosh '95. ....
20 APRIL 1995
(Left) Normally an area of grease and oil , the nosewheel , com-
plete with its original wheel pant, is remarkably clean. The gray
piston with the polished rod going through it is the nosewheel
steering damper. (Above) The aluminum wingtip is made up of
two compound curved pieces riveted together. A faired in
wingtip clearance light - green, for the right wing is also a nice
touch.
by Cy Gall ey
That OldAirCompressorCouldbeDeadly!
One of the first purchases when
setting up a shop is probably one of
those cheap roll-a-round air compres-
sors. Just about everybody is on a
budget these days, and since they
work and you only need one occa-
sionally, why not save a few dollars?
Wherever there are tires, or parts to
be cleaned, it comes in very handy.
An "old-timer" can tell you that it
will sandblast rusted parts and then
paint them so they look like new.
You can bust rusted nuts, cut off muf-
flers, drill holes, drive rivets, run im-
pact wrenches, plus sand and buff.
Very handy indeed without t he fear
of electrocution present with electri-
cal tools.
What some "old-timers" don' t real-
ize is that their old compressors are
also time bombs. Time bombs j ust
waiting to kill or maim them and pos-
sibly YOU.
What did you look for whe n you
went to buy your compressor? Most
people look to get the most powerful
motor, the largest tank, the most cubic
foot per minute o utput for their
money. These are very important
items for sure, but do we check the
working pressure rating, a reliable
pressure relief valve, or an easy work-
ing drain valve? Probably not.
Mark Bauer, an EAA Tech Coun-
selor and member of EAA Chapter 75,
brought the results of this time bomb
that is just waiting to "get cha" to our
last EAA Chapter meeting. When
Mark got out of A&P school , he
bought and gave his father an inexpen-
sive air compressor to use on the fam-
ily farm. It was a proud moment for
Mark. The compressor was the token
that showed his family that he was fi-
nally gainfully employed. He was a
full y licensed A&P with a real job. A
job that paid a living wage and bene-
fits . Now this happened in the middl e
1960s. After 25 years, it was still back
in the corner of the barn. Twenty-five
years of typical "put it in the corner of
the barn and forget it service." Plug it
in when air was needed. Then forget it
'til next time. Well , the last time they
won' t forget- it exploded! The cylin-
drical tank now looks like a pig- a fly-
ing pig with its wings fully extended. It
was on wheels. They found one of the
wheels at the opposite end of the barn.
The other wheel flew out the door
never to be seen again!
Mark brought it to our attention be-
cause there are probably many, many
other inexpensive compressor tanks
just waiting to " getcha." The best
guess was that the electrical pressure
switch stuck. Without a safety valve,
pressure kept building 'til fina ll y the
tank exploded!
Why wasn't there a mechanical pres-
sure safety valve? So it could be sold at
a low price, this corner was cut. Fortu-
nately no one was hurt THIS time.
I t oo k t he r e mai ns of the t ank
home. From t he rust line on the in-
side of the tank, water had been stand-
ing in the bottom of the tank at least a
coupl e i nches dee p for a long, long
t ime. Surpri singly, the conde nsate
drain valve was well worn by the pli-
ers used to open and close it after t he
handl e bro ke. The t ank o nce had a
wall t hi ckness of 0. 060 in. - after t he
fai lure, it now measures about 0.020,
with heavy pitting at the rupt ure line.
Unbelievably, all the welds held.
Befor e Ma rk unve il e d t he de-
st royed ta nk at o ur meet i ng I had
heard of ta nk expl os ions, but had
never seen the results. I took the tank
home to write t his art icle and started
aski ng q uestions. Ot her members
started telling me compressor stories.
One was about a fairly new rig. The
owner left it plugged in so that he had
air without a wait. Coming back from
town one day, he noticed a hole in the
metal roof of his shop. Yep! the re-
mains of the compressor, tank, and all
were out behind the shed. I called
several compressor sales companies.
Some comments were downright hos-
tile. Why all the hostility? They were
upset that the unknowing trusting
public were buying these cheap out-
fits, and that they could not compete
with the low prices. Yet they were
also concerned that these low priced
rigs down the road, IF not correctly
maintained and checked, could be
ki llers.
What does this ruptured tank tell
us? Check your compressor setup, es-
pecially if it is inexpensive. Does it
have a worki ng safety valve? If the
This inexpensive air compressor tank ruptured after many (20+) years of use. Water
condensed in the tank caused corrosion of the steel, leaving a weak spot that eventu-
ally cracked.
VINTAGE AIRPLANE 21
The corrosion found on the inside of t his air compressor tank is quite severe. As you
can see, the welded seam of the tank held when the steel tank ruptured.
tank is several years old, you might do
a hydrostatic pressure test. For the
test, the tank is completely filled with
water, and then pressure is applied
with a hand pump. Then if the tank
ruptures, the incompressible water
will spurt out. The difference in how
the water under pressure will rupture
the failure prone tank can be ex-
plained with the analogy of a water
filled balloon - rather than the loud
explosive bang you get when you over-
fill a balloon with gas, a completely
filled water balloon will simply
"sploosh" its contents out all over the
floor.
Oddly enough, Jim Smith, our
other Technical Counselor, said that
even though an air tank can be a prob-
lem, it wasn't as big a problem as the
common hot water tank in every
home. Every hot water heater should
have a pressure and temperature re-
lief valve. Code says that a new valve
must be installed with every new tank.
Why? Well , they also corrode and
stick closed. In the city, the pressure
will push back into the city mains. He
has had instances where the neighbor
had steam coming out of their fa ucets
from an overheated water heater,
when the burner did not shut down.
What if yo u have a we ll ? Then you
are in trouble. The check valve of the
pump contains the pressure. When
the tank ruptures, it releases super-
heated pressurized water , instantly
turning to steam. Whi le air at 150 psi
has expansion of about 10 times, wa-
ter turning to steam has an expansion
22 APRIL 1995
factor of 1600 times . It is instant
rocket time. He has pictures of the
roof exit points of several water
heaters. Navy guys should remember
that carrier launches are done with a
steam catapult, because of this very
large expansion figure. So make sure
when yo u install that new hot water
tank, to also install a new relief valve.
From my research, the test pres-
sure for hydrostatic testing is 150 per-
cent your working pressure, i.e. 150
psi if you turn the compressor off at
100 psi .
There are standards for tanks in the
work place determined by the Ameri-
can Society of Mechanical Engineers.
You can inspect ASME rated tanks
with working pressures of 125 and 200
psi. These can be visually inspected as
they have a large enough plug so you
can insert a mirror and light. If OSHA
comes around, the safety pressure re-
lief valve better be set for these work-
ing pressures or it is big fine time.
Your safety valve should not be for
more than 100 psi , which is the work-
ing pressure for most non-ASME
cheap tanks. Before you run the pres-
sure above the rated pressure on your
tank, take another look at the pictures
with this story. Do you reall y want to
do a dynamic tank test inside your
shop?
So safety check your tank. See that
it has a worki ng safety valve. Do a hy-
drostatic pressure test if it has been in
use several years. Make it a habit to
drain your tank after use before quit-
ting for the day. Waiting unti l the
next time yo u use the compressor
might be months. Months that just
might corrode your tank into a Time
Bomb! ..
You wouldn't want this to let go while you were standing next to it! The explosive
power of this air tank was more than enough to shoot one wheel of the compressor
cart out the barn door, never to be seen again.
IVIIATOUR.MEMBERSARERESTORING
----------------------------byNormPetersen
are then put in the 1979 T-Craft F-19, N2004A, SIN F-
153, powered with a Lycoming 0-235 with complete
elect rical systems, radios, gyros and the works to finish
out their Private license requirements - and never be ex-
posed to a nosewheel! There are a considerable num-
ber of students who desire this exact type of training
and are extremely proud when they receive their ticket.
The contact person at the club is Merton Meade, Jr., P.
O. Box 1132, Leesburg, VA 22075.
Vintage AeroplanesofLeesburg
These two Taylorcraft airplanes are specifically used
for training brand new students in the joys of flying a
tailwheel aircraft. The first is a 1946 T-Craft BC-12D,
N422JE, SIN 9689, powered with a Continental A65 and
swinging a wooden propeller. The students are taken up
through their first dual cross-country in this airplane
complete with hand propping and the whole bit. They
DonMacor'sRepublicRC-3Seabee
This beautiful photo of Don Macor's
Republic Seabee, N6224K, SIN 430, was
sent in by his good friend , Bruce Dudley
(EAA 347684, A/C 21819) of Duluth, MN.
A nearly original Seabee, it still has the
Franklin B9-F engine of 215 hp, control-
lable prop and wing splates. The Seabee
had been laying derelict for 23 years when
Don acquired the project and proceeded
with the long rebuild. He lit erally had to
teach the Seabee how to fly again - it's fly-
ing very well now and really looks sharp in
its original silver and blue paint scheme.
The Seabee is based at Sky Harbor Air-
port and Seaplane Base on the east end of
the Duluth harbor, a most deli ghtful spot
for watching seaplanes come and go.
TonyMorozowski's
WacoASO
This photo of Waco ASO, NC268M, SIN
DS3001, was se nt by Tony Mor ozowski
(EAA 246668, A/C 15283) of Zanesville,
OH, who says the 1929 biplane flies like a
brand new Waco. Power is supplied by a
245 hp Jacobs engine swingi ng a ground ad-
justable Hamilton Standard prop. Other
amenities include a fancy purple and white
paint scheme and large wheel pants. The
result is a really nice looking Waco ASO.
There are 38 Waco ASO examples remain-
ing on the U. S. register, making this beauty
quite a find!
VINTAGE AIRPLANE 23
LeeParsons'WacoQCF-2
ThisphotoofWacoQCF-2,NC11427,SIN 3488,was
sentin byTonyMorozows ky ,who took it attheir
Zanesville,OR,fly-in. Theaircrafthasbeenowned by
Lee Parsons (EAA304394, A/C 12214)ofCarreiton,
Ohio,sincehe boughtit from BillGiebin 1962. Acom-
pleterestorationwasdone from1970to1976including
a new Conti nental 220 hpengine from CliffDuCharme
atWestBend,WI. The Wacowon theSi lverAgeRun-
ner-uptrophy atOshkosh'76andtheBestCustomized
ChampionAntiqueatOshkosh'78. Italsogarneredthe
GrandChampionTrophyattheAAAFly-InatBlakes-
burg,lA,in ' 76. Leeis alsorestoringasecondF-2since
retiringas a Captain for USAir. With over30,000
hoursin his logbook,he feels veryfortunate tohave
flown DC-3 up through the "glasscockpit"ofthe
7571767.
FrakesTurbineMallard,G-73
ThisprettyphotoofaTurbineGrum-
man Mallard,N609SS,SIN 1-09, nosedup
on asandyshorein PuertoRico,wassent
in byCapt. MichaelSteers(EAA 480778)
ofSt.Thomas,U.S. Virgin Islands. Al-
though quitemodern looking,theGrum-
man Mallard was manufacturedin thelate
1940'sand is 12yearsolderthan Michael ,
who taughttheownerhow tofly theair-
planeandacquirea rating! Itwascon-
verted toturbine powerby FrakesAvia-
tionwhich in conjunctionwith thefully
reversingpropellers,allowstheairplaneto
push itselfaway from shore. Theoriginal
e ngineswere P&W R-1340'sof600hp.
Thereare presently32 GrummanMallards
remainingon the U.S. register.
OwenStiegelmeier'sMeyers145
Atwoandahalfyearrestorationwascompletedin1994onthis
Meyers145, N34360,SIN 203,thatis theprideandjoyoflongtime
EAAerOwenStiegelmeier(EAA65885, A/C 580)ofElyria,
Ohio. Owenreportsthespeedytwo-placeris the first ofthe
model145 thatcameofftheline atTecumseh,MI,andwas Al
Meyers'personalairplaneforquiteaspell. Ofthetwentythat
wereproduced,sixteenarestill on theU. S. register. Originally
poweredwith aContinentalC-145 engi neof145 hp, Owen'shas
beenupgraded toaContinental10-360engineof210 hp pullinga
constant-speedpropeller. Thenet result is a two-place hot-rod
thatreally movesoutsmartly!
24APRIL1995
Working on aproject of your own? Send your
photos along with ashort story on your airplane to:
Attn: H.G. Frautschy
EAAHeadquarters
P.O. Box3086
Oshkosh,VVI54903-3086

/ jJ." ')
('"". . t"
r . .,) . .;

by Buck Hilbert EAA #21 Ale #5 P.O. Box 424 Union, IL 60180
Dear Buck,
I was always under the impression that
years ago there was a type of Hobbs meter
that was used to record the engine hours
on aircraft that did not have an electrical
system. My thinking is that the recording
instrument was activated by the vibration
of the running engine. In one case I
thought I saw such an instrument that
was on the firewall of an aircraft and it
was held there by a magnet. The idea be-
ing, that since the aircraft was of show
quality and it did not originally come with
an engine hour recorder, it could be easily
removed when the aircraft was being
judged. My question is, was this just a
dream that I had or did such an instru-
ment exist? Of course, if it does exist do
you happen to know where I could find
one?
I have enclosed a picture of the aircraft
that I would want to put this instrument
on. You may not recognize the aircraft
but you should recognize the N-number
(84405). You used to own it!
Sincerely,
Richard F. Charette
Wadsworth, IL
Dick,
Good to hear from you! 84405100ks
just great after all the trials and tribu-
lations you went through-its' "Bee-
yooty-ful." Will we see it at aSH?
84405 "had" a mechanical hour meter
on it when you got it. Where'd it go?
We used it for all the years we had it.
It was mounted on the engine mount
right near the oil filler cap. Worked
just great. I don't remember where we
got it, but it was from an auto/motor-
cycle parts house and it satisfied all
the requirements of keeping a log.
Over to you,
Buck
So went a quick exchange of letters a
few weeks back. Dick had purchased our
7AC Champ several years ago, and after
a ntishap made the decision to do a com-
plete restoration. He has promised that
we will see N84405 at Oshkosh this year.
I'm really looking forward to seeing the
new old girl again. All our kids grew up
with this airplane and it was a fixture
here at the "Funny Farm." It was a dis-
consolate moment when we saw it fly
away. A poor decision, for sure, but now
it's coming back to OSH and dressed in
original factory threads.
Dick put everything back to original
factory, even to the nonrecording
tachometer. And thence comes the prob-
lem. He wanted to stay original, but then
he has to make a log entry in each of the
three logs: Engine, Propeller and Air-
plane after each flight. Somewhat of a
chore when you come back after flying
and spend time gassing, and cleaning.
You often forget to make the entry, and
again you may have even forgotten your
watch or to even remember the time.
What to do?
Well, I was thumbing through the
Northern Hydraulics catalog shortly
after Dick had called, and I found they
stock an item called the RTM (Run-
ning Time Meter). They have two ver-
sions of the meter, one electrical and
one mechanical.
Both are identical in appearance. They
are built by Computime, Inc., 2030
Florida Blvd West, Denham Springs, LA
70726, phone 504/665-1863. They are a
neat 1-5/8 inch by 2-5/8 inch package
with several mounting options. An LCD
Buck's son Bob spent a pleasant afternoon at his dad's
place flying his newly acquired Champ on skis for his first
time ever. Bob's first takeoff and touchdown on skis is
recorded by Buck's camera.
(Right) Two shots of the Funny Farm super-duper hangar
heater. The system heats the biggest heat sink you could
find in the hangar - the concrete slab floor, and the radiant
heat keeps your feet nice and warm. The high-temp flexi-
ble hot water line was laid in the floor a couple of years
ago, exiting the floor in a common location. A simple cop-
per manifold connects the tubes to the hot water heater,
recirculation pump and an expansion tank that has been
gutted, so it now acts simply as a heater fluid reservoir. A
50/50 mix of antifreeze and water is used in the system.
VINTAGE AIRPLANE 25
display gives running time (each run)
and keeps accumulating total time.
There is a little Lithium battery in-
stalled that will last about three years
under regular industrial usage (10
hours a day for 3 years, or 2,600
hours!), so it should last a very long
time for us antiquers. Computime
does sell direct, so if you think this
would be of interest, pick up the phone
and give them a call.
They are not TSO'd but this appears
to be the answer to keeping up with
the time. There was a German Moto-
Meter installed on 84405 at one time
that somehow got lost in the restora-
tion. This looks like an even better
substitute. If anybody out them
knows of any other manufacturers of
similar equipment, drop us a line and
fill us in on the details. As for the Run-
ning Time Meter, I think I'll get me
one and install it on our Sedan.
Over to you,
Buck
PS. Richard dropped me a note just
the other day to say that he bought
one of the Running Time Meter units
and that it works great on the Champ.
A couple of weeks ago, when the
Northern Illinois weather was exercis-
ing its winter muscle, H.G., our inter-
rupted editor, came down to do some
ski flying. He never did get to do it.
There was a three foot drift in front of
the hangar door and the temperature
was hovering in the vicinity of six to
eight degrees Fahrenheit. It was NOT
a day to get an airplane out. We could
have done it, but the idea of braving
the near 15 mph wind, shoveling snow
and my sudden and unexplained at-
tack of laziness gave way to a coffee
klatch instead.
After coffee, I took him out to the
shop to show him the J-5 we are work-
ing on. It came in for an annual and
the engine flunked the compression
test. OK! So we'll top it! Oh, yeah,
sure, we will. The owner was over-
joyed when the cylinder people called
and told us they were all next to junk!
Three were cracked and the last one
wouldn't grind within the tolerance
for chroming. We were looking at big
bucks to weld and chrome and re-
place. We settled for some used but
serviceable ones, and the airplane is
now about to come out of the shop.
H.G. walked into the shop and said
something like, "Hey, it's warm in
here!" " Yes," we said, "We got heat!
Look over there, see that hot water
heater with the tank above it? Well,
when we put the floor in the shop we
put hot water tubing in the floor with
the intent to have radiant heat. We
now have it."
"But that's just an electric hot water
heater. How did you do it?" So I told
him the story.
We had shopped around for a bot-
tle gas hot water boiler and found they
were horribly expensive. Then, too,
we don't have a water supply out there
in the shop, so that was another major
hurdle. Came a glimmer of an idea.
Why not a closed system? Fill it with
antifreeze and it should work. I called
my good buddy the plumber and
asked for his advice. He assured me it
would work so we started collecting
the parts.
Over at Sears I found a new electric
40 gallon hot water heater that had a
dinged outer cover. Cosmetically it
looked mean, but it was NEW and it
was just what I needed. I got it for
half price and it even came with a pop
off or pressure relief valve. My
plumber friend came up with a used
circulating pump and I bought a 110
volt thermostat. Up in the loft of the
barn I had saved a used expansion
tank.
We put all this stuff together, added
25 gallons of antifreeze and "presto"
we had a neat heating system where
we set the thermostat at 45 degrees
and it minds itself. This allows us to
work barehanded and with warm feet.
There isn't any air blowing around;
it's very quiet, no open flame burners,
and the cost of operation is reasonable.
Mechanically, the operation is sim-
ple. The thermostat is connected to
the 110 volt circulation pump. The
built-in thermostat settings on the
heater are set at the lowest value,
about 105 degrees. The water is hot all
the time and whenever the air thermo-
stat calls for heat, the pump turns on
and circulates the antifreeze through
the floor.
How much did it cost? Well, the
biggest item was the tubing in the
floor. It was done a couple years ago
at the time we poured the floor. I don't
remember how much it was but it
seems to me it was expensive, and
there is about 500 feet of it under that
concrete. The heater cost about $80.00,
the circulating pump and miscella-
neous fittings were another hundred,
and the thermostat sixty. The an-
tifreeze was about $3.60 a gallon and
we used 25 gallons . All together the
out of pocket expense was about
$330.00. We couldn't even buy a de-
cent space heater for that price, and
we are well pleased with the results.
It sure is nice working out there with
warm feet and the cost of operation is
far outweighed by the simplicity and
trouble free operation.
Over to you,
26 APRIL 1995
ysteryPane
J. F. Meade, Jr. of Hammondsport, NY adds:
Dear George,
"The mystery plane pictured in the
January issue of VINTAGE AIRPLANE
is the S Racer or 'Red Racer ' designed
and built by Harvey Mummert in the 1930-
1931 time frame at Mercury Aircraft in
Hammondsport, New York.
"An unusual episode took place with
this airplane when after a race in a nearby
city Mummert was unable to lower the
landing gear; instead of landing on its belly
at the airport he flew to Hammondsport
and after cooling the engine by stopping it
at a high altitude, he proceeded to spiral
down to a dead stick landing in the water
by George Hardie and H.G. Frautschy
Member Earl Stahl was kind enough to
send along a couple of photos of this month's
Mystery Plane. He actually sent them in
quite some time ago, but time seemed to slip
away on us. Answers will be published in the
July issue of VINTAGE AIRPLANE. Dead-
line for that issue is May 25, 1995.
The January Mystery Plane was a lot of
fun for afew of our readers. Racers seem to
evoke strong memories for many people, espe-
cially if they were seen in their heyday.
Our first answer is from Lynn A. Towns,
Brooklyn, MI:
Dear Mr. Hardie,
"The Mystery Airplane in the January
issue of VINTAGE AIRPLANE is the
Mercury S Racer which was designed by
Harvey Mummert and built by Otto Kohl
in Hammondsport, New York. Mummert
was chief engineer and Kohl was plant su-
perintendent at Mercury Aircraft (previ-
ously known as Aerial Service Corpora-
tion). This was a spare time project which
was intended to promote Mercury Air-
craft products.
"The construction was of all welded
steel tube with fabric covered wings and
removable formed aluminum panels on
the fuselage. The horizontal tail was an
'all flying' one piece type, and the main
landing gear retracted vertically into the
thick wing root with fairing doors. The
engine was a 90 hp Cirrus.
"Harvey Mummert flew the Mercury S
in the 1930 All American Flying Derby
(Cirrus Derby), but withdrew after a
forced landing caused by carburetor prob-
lems damaged the right wing."
Mercury S Racer
of Keuka Lake at Champlain Beach, where
he coasted up to the shore and stepped out
of the airplane without getting his feet wet ,
and very little damage to the plane or the
engine. The engine from this plane can be
seen today in the recently restored 'Mer-
cury' Racer at the Glen H. Curtiss Mu-
seum here in Hammondsport. "
Other answers were received from Herb
deBruyn, Bellevue, WA; Charley Hayes, New
Lenox, IL; Ralph Riedesel, Paton, lA; and
Ralph Nortell, Spokane, WA. Bob Pauley,
Farmington Hills, MI sent in photos of the
Mercury S-1 Racer after it's restoration by
the late Larry Wood which we'll publish in a
later edition of VINTAGE AIRPLANE. ...
VINTAGE AIRPLANE 27
NewMembers
Mike Abdul Westchester,IL
Harry Albert Silsbee, TX
Larry Allen Brockwood, TN
Gregg E. Anderson Naples, FL
Stephen H. Arnold Memphis, TN
Chuck Attema Santa Cruz, CA
Robert Baker Allen Park, MI
Ronald M. Bales Salem, OR
Duke A. Ball Oxford,IA
John Baratta Englishtown, NJ
Roderick W. Barnes Zanesville,OH
Bruce S. Barrett Pasadena, MD
G. Russell Berry Kingsland, TX
David P. Bigelow Quincy,IL
Dirck T. B. Born Cambridge, MA
Michael Boyette Diboll, TX
Stephen Brackley Pacific Palisades, CA
Robert L. Broaddus Corona del Mar, CA
Glenn E. Brooks Winter Haven, FL
Robert J. Brown Derby, KS
Terrell L. Burks Huntsville, AL
Fee Busby Conway, AR
Denis C. Bush Tekonsha, MI
Joseph Caccamise Edgewater, MD
Michael A. C. Chapman
Merrow, Guildford, England
Thomas W. Clements Scottsdale, AZ
Richard Clohecy Gravette, AR
Kenneth Collinge Trumbull,cr
D. E. Copeland Selma, TX
Jack E. Craiglow Lancaster, OH
Charles F. Davis Flossmoor, IL
Don A. De Gasperi Albuquerque, NM
Bruce DeStafdno Clearspring, MD
Steven C. Devine Haddonfield, NJ
Joel Draskovich Habbing,MN
Charles E. Dray Rockford, IL
Steven A. Eastburn Champaign, IL
John Eastman Rockport, ME
Russ Ellis Davis, IL
Ben T. Epps Atlanta, GA
John Everette Garner, NC
Charles Foust St. Clair Shores, MI
R. Dave Geer Maumee, OH
Bob Gillespie Bethesda, MD
John B. Graham, Jr. Lexington, MA
28 APRIL 1995
Jerry Gray Belgrade, MT
George Martin Gumbert, Jr.
Lexington, KY
Jerry D. Hail Keatchie, LA
Jeffrey E. Hamm North Little Rock, AR
J. Carl Hendershot Deleon Springs, FL
Jerry Henderson Zanesville, OH
Ken Hollis Haltom, TX
Donald D. Kamm North Bend, WA
Paul M. Keeku Kenosha, WI
Charles A. Keskimaki Naperville,IL
David N. Kieffer Kutztown, P A
Edward Kilanski Boyceville, WI
Brian W. Knechtel
Scotland, Ontario, Canada
Donald R. Krout Incline Village, NV
Bill T. Kuhar Cleveland,OH
Richard M. Lane Grafton, OH
Botero E. Lazaro Pereira, Colombia
James E. Leavitt Sanford, FL
Lyle Letteer Oakwood, GA
John E. Lukaszewicz Syracuse, NY
Chester A. Maciver Watertown, cr
John S. Magdic Doylestown, P A
Fergus H. Mann Bridgeport, MI
James A. Martin Rockwood, TN
Stephen J. Martin Pottsville, P A
Alan G. McGrady Bradenton, FL
Patrick E. McGuinness Cincinnati, OH
Douglas D McNaughton Lynnwood, W A
John E. Milczarek Round Lake, NY
Kenneth Miller Marietta, GA
Dale J. Milnes Richmond, IN
Charles R. Moor Worthington,OH
L. Dewey Nichols Panama City, FL
Dallas Nord Woodinville, WA
Irving H. Norton Harwinton, cr
Peter Onderak, Sr. Cleveland, OH
Jayne A. Orleans Eastsound, W A
John H. Osborn Austin, TX
Seth E. Owen Milwaukee, WI
Nancie Parrack Coral Gables, FL
Daniel Patrick Galena, AK
Delmer L. Pedersen Coeur D' Alene, ID
Victor Peres Erie, PA
Oliver William Perin, Jr. Cincinnati,OH
Mark E. Pfunke
William L. Philbrick
William L. Poole
Franklin V. Reagan
William Rees
James D. Rezendes
Gerald E. Rickheim
Richard Roath
Charles L. Rook
Harry F. Ropp
Scott Rustad
Clarence W. Rutter
Mendham,NJ
Eugene, OR
Alexander City, AL
Destrehan, LA
Franklin, IL
Summerset, CA
Waukesha, WI
Madison,OH
Bryant, AR
Wonder Lake, IL
Devils Lake, ND
Fairfax, VA
APRIL 22-23 - SPRINGFIELD, IL - 2nd
Annual Charlie Wells Memorial Fly-
InlDrive-In. 217/483-320l.
APRIL 22-23 - AMERICUS, GA - 2nd
Annual Lindbergh Days, held at the site of
his first solo flight. Homebuilts, Warbirds,
airshow daily. Contact: Dale Sellars ,
912/931-2561.
APRIL 29 - KITTY HAWK, NC - An-
tique (pre-1960) Aircraft Fly-In. Replica an-
tiques welcome. Wright Memorial Field, 9
a.m. to 5 p.m. Sponsored by First Flight Soci-
ety and Dare County Airport Autority.
Show aircraft advance registration requested.
Contact: Tim Gaylord, 919/473-2600.
APRIL 29 - OPELOUSAS, LA - EAA
Chapter 529 Fly-In. Rain date 5/6. 318/942-
2254.
APRIL 29 - LEVELLAND, TX - EAA
Chapter 19 Fly-In Breakfast. 8061797-1900.
APRIL 2930 - GRIFFIN, GA - Alexan-
der Aeroplane' s Builders' Workshop. 1-
800/831-2949.
APRIL 30 - CUMBERLAND, MD -
EAA Chapter 426 Fly-In Breakfast. 3011777-
2951.
APRIL 30 - HALF MOON BAY, CA -
Pacific Coast Dream Machines Fly-In.
4151726-2328.
MAY 57 - WOODLAND , CA - First
Annual Gt. Vall ey Fly-In. 916/666-1751,
FAX 916/666-707l.
MA Y 57 - ROANOKE RAPIDS, NC-
EAA NC Chapter 3 Spring Fly-In. Contact:
Ray Bottom, Jr. 8041722-5056 or Fax 804/873-
3059,
MA Y 67 - CLEVELAND, OH - 11 th
Annual Air Racing History Symposium.
216/255-8100.
MA Y 67 - GEORGETOWN, TX - 9th
Annual Fly-In/Airshow. 512/869-1759.
MA Y 7 - Rockford, IL - EAA Chapter 22
annual fly-in breakfast at Mark Clark's Cour-
tesy Aircraft , Greater Rockford Airport.
Wallace Hunt 815/332-4708.
MA Y 13 - PUNTA GORDA, FL - EAA
Chapter 565 Pancake Breakfast Fly-In .
813/575-6360.
MA Y 13 - VIDALIA, LA - EAA Chap-
ter 912 Spring Picnic/Banquet. Rain dat e
5/20. 3181757-2103.
MA Y 13 - TOCCOA, GA - EAA Chap-
ter 1011 Parade of Planes. Fax 7061779-
2302.
MA Y 1921 - PA ULS V ALLEY, OK -
Antique Airplane Fly-In . Contact Dick
Fournier 405/258-1129 or Bob Kruse 405/691-
6940.
MA Y 20 - DAYTON, OH - Chapter 325
EAA Day/U.S. Air Force Museum. 216/382-
0781.
MA Y 20 - CRESTVIEW, FL - EAA
Richard Savell Colton, CA
Sam Schaerer Bartlett , IL
Ken R. Schmitt Leverkusen, Germany
Thomas O. Schneider, Sr. Cle Elum, WA
William R. Schonasky Manassas, V A
Arthur F. Sereque, Jr. Westmont , IL
William P. Shaffer Huntington Beach, CA
Donald Sievers Minooka, IL
G. M. Simms Clovis, NM
Stefan Sonestedt Gammelstad, Sweden
M.Stow
Blayton Burn, Tyne & Wear, England
William J. Steffenhagen Grayslake, IL
Richard L. Surgent Pt. Pleasant, NJ
Gerald Sutterfield
Palm Beach Gardens, FL
Keith L. Taurman Virginia Beach, V A
David W. Thiel Auburn, CA
John P. Tomlinson Marana, AZ
Lori M. Traina Middletown, P A
William D. Tyler Tunkhannock, PA
Richard D. Vandecar Caro, MI
Terence D. Vaughan Royal Oak, MI
John S. Vigneau S. Yarmouth, MA
Jeary R. Vogt Malvern, PA
Jerome M. Weedman Buffalo Grove, IL
Mark A. White New Orleans, LA
Rodney L. White Stanley, NC
James M. Williamson Northfield, MN
Andrew B. Woodside Pickerington, OH
Christopher Lee Woodward
Murfreesboro, TN
Christopher T. Yaney Cheyenne, WY
Jimmy A. Y ohe Greenbree, CA
Richard J. Zak Kinnelon, NJ
Pat Zimmerman Piqua,OH
Chapter] 08 Pancake Breakfast. 904/862-
2673.
MA Y 20 - DAYTON, OH - EAA Chapter
325. EAA day at the U.S. Air Force Museum.
216/382-078l.
MA Y 20 - NEWPORT NEWS, VA - 23rd
Annual Colonial Fly-In, sponsored by EAA
Chapter 156. Newport NewslWilliamsburg
IntI. Airport. Contact Charles Collier for
info and no-radio entry. 804/247-5844.
MA Y 20-21 - WINCHESTER, V A - EAA
Chapter 186 Annual Spring Fly-In. 703/391-
0674.
MA Y 20-21 - BLAINE, MN - EAA Chap-
ter 237 Pancake Breakfast/Fly-In. 6121757-
4353.
MA Y 20-21 - MIDLAND, TX - Dynamics
of Flight Discovery Center. CAF Headquar-
ters. 9151563-] 000.
MA Y 21 - ROMEOVILLE, IL - EAA
Chapter ]5 Annual Pancake Breakfast.
3121735-1353 (after 6 p.m.).
MA Y 26-28 - ATCHISON, KS - 29th An-
nual Fly-In , sponsored by the Kansas City
Chapter of the AAA. Contacts: Del Durham,
8]6/753-6625 or Dr. A.F. Lindquist , 8161756-
094l.
MA Y 27-28 - SYRACUSE, NY - Alexan-
der Aeroplane 's Builders' Workshop. 1-
800/831-2949.
MA Y 27-28 - TOCCOA , GA - EAA
Chapter 1011 Fly-In. Rain date 6/3-4 .
7061779-3446.
MA Y 27-28 - RESERVE, LA - EAA
Chapter 971 Day on the Delta. Rain date 6/3-
4. 504/652-9270.
MAY28- CUMBERLAND,MD-EAA
Chapter 426 Fly-In Breakfast. 3011777-295].
MA Y 28 - SMOKETOWN , PA - EAA
Chapter 540] 3th Annual Fly-In Breakfast.
Rain date 5/29. 717/486-083l.
JUNE 2-3 - MERCED, CA - 38th Annual
Merced West Coast Antique Fly-In. Contact:
Mike Berry, 209/358-3728 or for concessions,
call Dick Escola, 209/358-6707.
JUNE 4 - DEKALB, IL - EAA Chapter
241 annual breakfast 7am - noon. 8151286-
7818.
JUNE 2-3 - BARTLESVILLE, OK - 9th
annual National Biplane Convention and
Expo. Biplanes and NBA members free - all
others pay admission. Charli e Harris - 918/622-
8400, or Virgil Gaede, 918/336-3976.
JUNE 2-4 - MERCED, CA - 38th Annual
Merced West Coast Antique Fly-In. 2091722-
6666.
JUNE 9-10 - DENTON, TX - Texas Chap-
te r of the AAA Annual Fly-In. Contact:
Danny Doyle, 214/542-2455.
JUNE 9-11- WICHITA, KS - Aerodrome
Days ' 95. 316/683-9242.
JUNE 11- LANSING, IL - EAA Chapter
----------
Fly-In
Calendar
The following list of coming events is furnished to our readers as a matter of information
only and does not constitute approval, sponsorship, involvement, control or direction of
any event (fly-in, seminars, fly market, etc.) listed Please send the information to EAA,
Au: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be
received four months prior to the event date.
260 Fly-In Breakfastl GPS rafflel Young Ea-
gles Rally. Info: 7081331-4276.
JUNE 11 - INDEPENDENCE, KS - EAA
Chapter 980 4th annual fly-in breakfast.
316/331-2592.
JUNE 10-11- COLUMBUS, OH - Alexan-
der Aeroplane 'S Builders ' Workshop. ]-
800/831-2949.
JUNE 15-18 - ST. LOUIS, MO - Creve
Coeur Airport. American Waco Club Fly-In.
Contacts: Phil Coulson, 616/624-6490 or John
Halterman, 314/434-4856.
JUNE 17-18 - CAMARILLO, CA - 15th
Annual Fly-In. Homebuilts, Antiques, Clas-
sics, Warbirds , featuring the CAF's B-29
"Fifi. " Contact: John Parrish, 805/488-3372.
JUNE 18 - RUTLAND, VT - 4th Annual
Traildragger Rendezvous! EAA Chapter 968
pancake breakfast , 8 a.m. to 11 a.m. Contact:
802/492-3647.
JUNE 23-25 - GREELEY, CO - 17th An-
nual EAA Rocky Mountain Regional Fly-
In/Airshow. 3031798-6086.
JUNE 22-25 - MT. VERNON, OH - 36th
Annual National Waco Reunion Fly-In.
"Greatest Waco Show on Earth." For info
call 513/868-0064.
JUNE 24-25 - GREELEY, CO - Alexan-
der Aeroplane's Builders' Workshop. 1-
800/831-2949.
JUNE 30-JULY 2 - GAINESVILLE, GA
- 27th Annual "Cracker Fly-In. " Sponsored
by EAA Chapter 611. Contact: Bennet Aiken,
404/532-8558 or Bob Savage, 4041718-1966.
JULY 2 - WISCONSIN RAPIDS , WI-
EAA Chapt er 706 Fly-InlDrive-ln Pancake
Breakfast. 8:01 a.m. to 11:59 a.m. 7]5/435-
3644.
JULY 5-9 - ARLINGTON, WA - 26th An-
nual Northwest EAA Fly-In/Sport Aviation
Convention. 360/435-5857.
JULY 9-15 - KALISPELL, MT - 26th
anniversary convention of the IntI. Cessna
170 Assoc. Contacts: AI Jennings, 406/837-
3133 or Terry Westphal , 406/257-4004.
JULY 14-16 - RED LAKE, ONTARIO,
CANADA - Diamond Jubil ee Norseman
Floatplane Festival. Events for both pilots
and pedestrians. Contact the Norseman
Festival Committee at 8071727-2809.
JULY 24-26 - LA CROSSE, WI - Short
Wing Piper Club Annual Convention.
507/238-4579.
JULY 27-AUGUST 2 - OSHKOSH, WI
- 43rd Annual EAA Fly-In and Sport Avia-
tion Convention. Wittman Regional Air-
port. Contact John Burton, EAA, P.O. Box
3086, Oshkosh, WI 54903-3086,414/426-
4800.
AUG. 20 - BROOKFIELD, WI - AIC
Chapter 11 10th annual vintage airplane dis-
play and ice cream social. noon ' til 5 p.m.
414178] -9550.
SEPT. 9-10 - MARION, OH - MERFI
(Mid-Eastern Regional Fly-In). 513/253-
4629.
SEPT. 16-17 - ROCK FALLS, IL - North
Central Regional Fly-In. 708/513-0642.
SEPT. 23-24 - ALEXANDRIA, LA -
Gulf Coast Regional Fly-In. 504/467-1505.
OCT. 6-8- PAULS VALLEY, OK -An-
tique Airplane Fly-in. Contact Dick
Fournier 405/258-1129 or Bob Kruse
405/691-6940.
OCT. 6-8 - EVERGREEN, AL - South-
east Regional Fly-In. 2051765-9109.
OCT. 6-8 - WILMINGTON, DE - East
Coast Regional Fly-In. 215/869-3484.
OCT. U-15 - PHOENIX, AZ - Copper-
state Regional Fly-In. 6021750-5480.
OCT. 20-22 - KERRVILLE, TX - South-
'* west Regional Fly-In. 915/651-7882.
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