EDITORIALSTAFF

Publ isher
November1996 Vol. 24,No. 11
CONTENTS
Straight&Level/
Espie"Butch"Joyce
2 AlC News/H.G.Frautschy
3 Aeromail
4 TheAAA Fly-In/H. G. Frautschy
and Paul Poberezny
6 TheMarion Fly-In/Crui se-In/
RayJohnson
8 VintageAircraftMarkings/
H.G.Frautschy
10 MysteryPlane/H.G.Frautschy
12 TypeClubNotes/NormPetersen
13 CommandingPresence/
H.G. Frautschy
17 WicksPiper Colt/
NormPetersen
21 HelpsandHints/BradHindall
22 WhatOurMembers
AreRestoring/NormPetersen
24 PassItToBuckl
E.E."Buck"Hilbert
26 WelcomeNewMembers/
Calendar
27 VintageTrader/Membership
Information
Page4
TomPoberezny
Editor- in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
Computer GraphicSpecialists
OliviaL. Phillip JenniferLarsen
MaryPremeau
AssociateEditor
NormPetersen
FeatureWriter
DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel KenLichtenburg
Advertising/EditorialAssi stant
IsabelleWiske
EMANTIQUE/ CLASSIC DIVISION,INC,
OFFICERS
President Vice-President
Espie' Butch'Joyce GeorgeDaubner
P.O.Box35584 2448LoughLane
Greensboro,NC27425 Hart1ord,WI 53027
910/393-0344 414/6735885
Secretary Treasurer
SteveNesse E.E.'Buck' Hilbert
2009HighlandAve. P.O.Box424
AlbertLea,MN56007 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerencff RobertC."Bob' Brauer
7645EchoPointRd. 9345S. Hoyne
CannonFalls,MN55009 Chicaw,IL60620
507/263-2414 312/ 792105
Phil Coulson JohnS.Copeland
28415SpringbrookDr. 283Williamsbur8Ct.
Lawton,MI49065 Shrewsbury,MA 1545
616/624-6490 508/8427867
CharlesHarris StanGomoll
7215East46thSt. 104290thLane,NE
Tulsa,OK 74145
Minneoolis,MN55434
918/622-8400 61 /784-1172
Dale A.Gustafson JeannieHill
7724ShadyHillDr. P.O.Box328
Indianapolis,IN 46278 Harvard,IL60033
317/293-4430 815/943-7205
Robert RobertD. 'Bob' Lumley
1708BoyOaks r. 1265South 124thSt.
AlbertLea,MN56007 Brookfield.WI53005
507/373-2922 414/7822633
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Madison.WI53717 NewHaven.IN46774
608/833-1291 219/493-4724
GeneMorris GeorgeYork
115CSteveCourt,R.R.2 181 Av.
Roanoke,TX 76262 Mansfield.OH 44906
817/491-9110 419/529-4378
S.H.'Wes"Schmid
2359LefeberAvenue
Wauwatosa,WI53213
414/771- 1545
DIRECTOR EMERITUS
S.J. Wittmon
1904- 1995
ADVISORS
JoeDickey RogerGomoll
55OakeyAv. 3238VicoriaSt .N
Lawrenceburg,IN 47025 Sf Paul,MN55126
812/5379354 612/484-2303
SteveKrog
930TaroHLE
Hart1ord,WI 53027
414/966-7627
Page13
Page 17
FRONTCOVER...Oneofthecreationsthethetalentedaero-engineerAlbertVoellmecke.
asbuiltbytheArkansasAircraftCa.. wastheCommandAire3C-3. This example.restored
byTomBrown.Unity.WI andownedbyArtKnowles.Jacksonboro.TX, wasbroughtto EM
t
Oshkosh '96, EMphotobyJimKoepnick,shot witha CanonEOS-ln equippedwithan
----' 80-200mmlens. 1/250sec@tllon 100ASAslidefilm. Cessna210photoplaneflownby
BruceMoore.
'. BackCover...TheReserveGrandChampionContemporaryselectedatEAAOshkosh
, '96wasthisPiperPA-22- 108Colt.a two-placetrainingversionofthePiperTri-Pacer. This
beaut ifulexamplewasrestoredbya groupofWicksAircraftemployees. Seethestory
startingonpage17 formoreont his neatlittleshortwingPiper. EMphotobyJim
Koepnick,shotwitha CanonEOS- ln equippedwithan80-200mmlens. 1/250sec@tllon
100ASAslidefilm. Cessna210photoplaneflownbyBruceMoore.
Copyright 1996 bytheEAAAntique/ClassicDivisionInc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthly at EAAAviation Center, 3000 PoberemyRd., P.O. Box 3086, Oshkosh, Wisconsin 549033086.
PeriodicalsPostagepaidatOshkosh,WISCOnsin 54901 and atadditionalmailing offices.ThemembershiprateforEAAAntique/ClassicDivision,
Inc. is$27.00forcurrent EAAmembersfor 12monthperiodofwhich$15.00 isfortilepublicationofVINTAGEAIRPLANE. Membershipisopen
toallwhoareinterestedinaviation.
POSTMASTER:Send address changes to EAAAntique/Classic Division, Inc., P.O. Box 3086, Oshkosh,WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurtacemail.
ADVERTISING - Antique/Classic Division doesnotguarantee or endorse any productoffered through the advertising. We invite constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescan betaken.
EDITORIALPOLICY:Readers are encouraged to storiesand photographs. Policy opinions expressed in articlesare solely thoseofthe
authors. Responsibilityforaccuracyin reportingrestsentiretywiththecontributor.Norenumerationismade.
Materialshouldbesentto: VINTAGEAIRPLANE,P.O.Box3086,Oshkosh,WI54903-3086. Phone414/426-4800.
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENTION, EAA ANTIQUE/CLASSICDIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are registered
trademarks. THE EAASKYSHOPPE and iogos ofthe EAAAVIATION FOUNDATION and EAAULTRALIGHTCONVENTION aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictly
STRAIGHT & LEVEL
It is hard to believe it is November already. The leaves
are just beautiful here in the foothills of North Carolina this
year, but if you haven't seen them by now, it is too late as
the wind and rain we are now having is taking its toll by
stripping the trees. This does, however, give people who are
looking for something to do the job of gathering up those
leaves and disposing of them. Each year I have the fun of
disposing of about two dump truck loads.
r am writing this just before going to the airport to fly my
Baron to Oshkosh for the fall Board meeting. I was looking
at the weather last night and thinking back on how many
trips r have made to Oshkosh for meetings. It seems that the
best I can recall is this will be my 89th trip for a board
meeting. Brad Thomas, past president of your
Antique/Classic Division who passed away this past year,
and Morton Lester, an EAA Foundation Board member and
past Antique/Classic Director, both live in the same general
area I do and in the past we'd trade off rides when going to
these meetings. The trips we made together were often an
adventure in themselves. I could spend a lot of time telling
you some war stories about them!
There are a number of Board members who have
volunteered more trips than I have by virtue of their long
time service to the board. I have enjoyed, and continue to
enjoy, my association with the Antique/Classic Division, the
EAA, and hope to be able to continue the enjoyment of
working as a volunteer in the future.
EAA's theme during the coming year, culminating in a
special series of events during the annual Convention, is
"The Year of the Volunteer." We hope that during that
week we will be able to show each volunteer how much
their help is appreciated and how invaluable their help is to
our operation in the Antique/Classic area. You will be
hearing more about this in the coming year. Should you
have any suggestions for the Antique/ Classic Division,
please send me a note anytime. For those of you who may
have missed it, the 1997 Oshkosh Convention will begin on
Wednesday, July 30 rather than on Thursday as in the past,
so make your plans accordingly.
As we start into the winter months, you might think
aviation activities should slow down. That may be true in
by Espie "Butch" Joyce
some areas of the country, but it certainly is not coming to a
halt. After Thanksgiving, as advertised in your VINTAGE
AIRPLANE, there is the "Vintage Weekend" held at the
Ocean Reef Club located just north of Key Largo, Florida.
They will have some of the most beautiful vintage wooden
boats and vintage autos you've ever seen on di splay, and last
year was the second time for vintage airplanes. The Ocean
Reef has its own private airport, managed by
Antique/Classic member and Swift owner Denny Moore.
Denny is responsible, in a large part, for the vintage aircraft
owners being invited for this fun weekend. If you want a
weekend of fun, sun, great seafood and fellowship, this is
the place to be. Norma and I will be there again this year;
come and join us. If you're interested, you need to give
them a call as soon as possible, since the normal deadline for
an RSVP has passed - perhaps they can still accommodate
you. Call Marcy Kilby, 305/367-5874 for more information.
You may wish to review the ad on page 29 in last month 's
Vintage Airplane before you call.
Also in December, the First Flight Society and the Man
Will Never Fly Society will meet at Kitty Hawk, North
Carolina December 16-17, to honor the anniversary of the
Wright brothers' first flight on December 17, 1903. As you
might have already concluded, the First Flight Society is the
serious group, while the Man Will Never Fly Society is the
party group. When you visit the Wright brothers' first flight
site in December on the outer banks of North Carolina, it
will give you an appreciation of what the they suffered
through in order to make their vision a reality. This year
will be double fun as the First Flight Society will induct
Paul Poberezny and Tom Poberezny into their Hall of Fame.
Speaking of Halls of Fame, in November of 1997 your
Antique/ Classic Division will again be inducting new
candidates into the Antique/ Classic Hall of Fame at
Oshkosh. Should you like to nominate a deserving person,
please send your nomination to Hall of Fame Chairman
Charlie Harris, 7215 East 46th St., Tulsa, OK 74145; phone
1/918/662-8400.
Be careful out there. Let's all pull in the same direction
for the good of aviation. Remember we are better together.
Join us and have it all! ...
VINTAGE AIRPLANE 1
A/C NEWS
compiled by H. G. Frautschy
120/140 FUEL CAPS
In the September issue of the Interna-
tional Cessna 1201140 Association ' s
newsletter, Neal Wright of Sunnyvale, CA
wrote a lengthy article detailing the haz-
ards of using a Cessna "half vented" fuel
cap on those Cessna 1201140' s that require
the fully vented type of cap. The fully
vented cap used on the 120 and 140 is not
interchangeable with the cap meant for use
on the 140A and later model Cessnas. We
can' t go into all the details here, but if you
are using that style cap on a 120 or 140
(it's OK on the later models), which is eas-
ily identified by a silicone tank vent valve
built into the section of the cap that ex-
tends into the tank, you are at risk to have
a fuel starvation incident, should the valve
stick and prevent air from entering the tank
as fuel is burned off.
This is an excellent example illustrating
why it is such a good idea to belong to the
type club for your airplane . Why go it
alone? Take advantage of the collective
knowledge of people who have been there
and done that! To join, contact Bill
Rhoades , the editor of the International
Cessna 1201140 Association' s newsletter
at Box 830092, Richardson, TX 75083-
0092 or call 612/652-2221. His E-mail is
pilotl40@AOL.com. If you'd like to buy
a back issue of the September newsletter,
call BeBe Owen at 407/595-9562 .
TYPE CLUB LIST
Once again, we will publish a list of the
Type Clubs who have contacted us over
the years to let us know they're out there.
We have sent out postcards to all those
listed jast year, and if you received one, by
the time you read this you should have
sent it back by now. Ifit's still hanging
around on your desk, please drop it in the
mail today, or you can FAX it to us at
414/426-4828. I f you're a new type Club
just getting started, drop us a line via the
mail and tell us who you are and your ad-
dress, how much membership costs, and
how often you publish a newsletter. Send
it to: EAA Type Club List, P.O. Box 3086,
Oshkosh, WI 54903-3086.
LUSCOMBE AWARDED
Charles "Sandy" Sanford of Cham am,
NM won the restored Luscombe 8E of-
2 NOVEMBER 1996
fered in a fund raising raffle sponsored by
the Don Luscombe Aviation Historical
Foundation (DLAHF). The drawing for
the raffle was held during the Copperstate
EAA Regional Fly-In in Mesa, AZ on Oc-
tober 12, 1996. Sanford, who owns a Lus-
combe, purchased his tickets several
months earlier in a effort to add his sup-
port to the work done by the DLAHF.
This was the fourth time the raffle has
been held, and a fifth Luscombe 8E will be
raffled off in 1997, and as in years past ,
there is a limit of 2,800 tickets that will be
sold. Tickets for the 1997 drawing are
now available at $40 each or 3 for $ I 00.
Proceeds from the raffles have funded the
preservation of the Luscombe Type Cer-
tificate and the production of needed parts.
Other prize winners in the drawing
were:
Thomas Brennan, Oil City, PA - a GPS
receiver
W.F. Surgi , Rockville, MD - an ICOM
hand held transceiver
William Loomis, Chattadoy, WA - a
$400 parts credit from the DLAHF
Charles Harrison and Orlo Ellison -
Luscombe Comprehensive Maintenance
Manuals
Kent Wilson and Mr. Hard - Coffee
table book "The Luscombe" by Saletri
Anthony Kulikowski, James Klover-
strom, Robert Fowler, Dennis Feltin - "Vi-
sions of Luscombe" book by Jim Zazas
The Foundation produces FAAI PMA's
parts using many of the original tools pur-
chased with the funds generated from the
drawings, and the sale of many new old
stock and newly produced parts . The
drawing archives, tools and materials are
currently stored in a temporary location in
Chandler, AZ while plans are being made
for the erection of a permanent museum
home for the DLAHF. Call the Founda-
tion at 602/917-0969.
SWIFT AWARDED AT WEST
COAST FLY-IN
The International Swift Association
also had an airplane raffle, hosted by the
Southwest Swift Wing. All the tickets
were sold, and when eleven-year-old Brett
Haley drew the winning ticket, the winner
turned out to be none other than Mark Hol-
liday of Lake Elmo, MN. Mark had pur-
chased four tickets to benefit the Swift
Foundation. A big contributor to this
year ' s raffle was Dr. Mike McCutcheon,
who was able to donate half of his invest-
ment, in addition to half of the cost of
completing Swift N80570 so it could be
offered in the drawing. Mark hasn't im-
mediately accepted the Swift, since he cur-
rently has three. He and his accountant are
checking how it might be possible to do-
nate the Swift back to the Swift Founda-
tion, so that next year there could be a
drawing for two Swifts, one stock and the
other modified. We' ll keep you posted.
Our congratulations to both the DLAHF
and Swift Foundation for their proactive
approach to dealing with the problems fac-
ing the production of replacement parts for
their respective aircraft, and their work to
preserve the heritage to these two great
Classic aircraft.
SWEDI SH SPIRIT OF ST. LOUIS
AlC Secretary Steve Nesse recently re-
ceived a letter from Pierre Hollander of
Prastgardsvagen 8, S-74637 Balstra Swe-
den, phone 46 0 171-59355. Pierre is pro-
ceeding with the construction of a Spirit of
St. Louis replica, with the wing ready for
covering, along with all the control sur-
faces. All the steel is welded, including
the fuselage and landing gear. He has the
control system ready, as well as an engine
and propeller, and he even has a working
Earth Inductor Compass. Right now, he
biggest hole in his li st of needs are a
Lukenheimer fuel distributor and the hand
driven fuel pump. I f you have a lead on
where he might be able to obtain these
items, please contact Pierre at the address
noted above.
AMELIA EARHART SYMPOSIUM
Hardon M. Wade, Jr. , 560 Campbell Hill
N.W., Marietta, GA 30060-1316 has written
to tell us that a series of symposiums about
Amelia Earhart are in the planning stages to
honor the 60th anniversary of her attempted
world flight and her 100th birthday. Loca-
tions considered include Oakland, CA, Mi-
ami, FL, Atlanta, GA and Atchison, KS.
For more information, contact Harmon at
the address noted above. ....
VINTAGE
AeroMail
MORE FRANKLIN DISCUSSION
Mr. K. C. Ostronik,
This is in response to your letter in the
September Vintage Airplane. I can't help
you with any info on the Lycoming-to-
Franklin cylinder mod, but as a Stinson 108
owner I sure know your problems with
Franklin parts availability. A few years
ago, I had some success with an outfit
called Carl Baker Co. in Van Nuys, CA at
least for my Franklin 6 A4-150-B3. I'm
not sure if they have parts for your model ,
but alot of Franklin parts are common
among several models. The address is:
Carl Baker Co.
209280 Osborne St.
Canoga Park, CA 91304
8181786-3120
Are you aware that PZL in Poland, who
owns the Franklin type certificates, is now
producing the 6A-350, a 220 hp model that
I think was a growth of your model before
Franklin was sold. Perhaps you could get a
one time approval for the Seabee without
too much problem. It might be worth the
research. As a Franklin owner I was con-
tacted by the U.S. distributor for the PZL
Franklin, who happens to be located near
me. PZL has no plans to support my en-
gine model, but if the part numbers are
common between you engine and the 6A-
350, perhaps you may find them helpful.
I've enclosed the information I received
from the U.S. Franklin distributor, Atlas
Motors. You may want to check with him.
Finally, there is a fellow in your area
who does Franklin overhauls, mostly of
150s and 160s. He is mostly involved with
Stinsons, and I have no idea if he knows
anything about the other engines. He is:
Bill Snavely
115 Heinley Rd.
Lake Placid, FL 33852
I hope this is of some use to you and
good luck with your spare engine.
Jack Young
Herndon, VA
KIDS, DON'TTRY THIS
AT HOME ...
Dear Sir,
I have just finished reading "Amazing
Float Recovery" by David Mathison in
Vintage Airplane of August 1996 and it re-
called an experiment I made during the
'50s.
I had read about a pilot who crashed af-
ter a failure in the elevator controls, who
tried to land using only the trim tab.
My friend Todd Crow owned a Lus-
combe 8-F and we talked about how to
solve such a problem.
We used his Luscombe and I set the
trim in full nose up position and started the
takeoff roll. As soon as the wheels were
off the ground, I took my hands and feet off
the controls. The nose started to rise and as
soon as the nose reached a good climb an-
gie I retarded the throttle to keep the nose
from rising too far.
Then in a climbing and mushing attinlde
we climbed to traffic altitude, reduced
throttle and pushed the left door open par-
tially open. The plane heeled over in a left
turn and at the proper time we closed the
door and opened the right door to roll out
level on the crosswind leg.
For the turn to downwind, we repeated
the use of the doors, and again on the turn
to base and final , while using throttle to
control altitude. On final , I set up a mush-
ing glide and as we cleared the fence by 5
feet I added power to fly level. Then I took
over and landed the plane normally.
We were on a short grass field and felt
confident that if the runway had been
longer, we could have easily made a suc-
cessful wheel landing.
Yours sincerely,
Walter E. Best
Indianapolis, IN
INTERNATIONAL HElP NEEDED
Dear Sirs,
The traditions of Lithuanian aviation are
deep. We remember when the squadron of
the aeroplanes constructed by General Gus-
taiti s surprised Europe. In 1998 we will
celebrate the 100th anniversary of A. Gus-
taitis. The group of aviation enthusiasts
from Kaunas University of Technology run
by A. Ziliukas has proposed an idea to re-
build A. Gustaitis aeroplane "ANBO-41."
This aeroplane would be useful not only in
Lithuania during aviation festivals, but
helping keep the memory of General A.
Gustaitis it would be possible to fly around
the Earth and visit the fairest Lithuanian
colonies. This would be an extension of A.
Gustaitis' idea to fly around not only Eu-
rope, but the World. This wouldn't be
so me record flight , but reminding the
younger generation about the name of
Lithuania. This idea was approved by the
Kaunas Department of Lithuanian Culture
Foundation, Aviation Museum, Haunas
Aviation Plant, Aviation museums have
done much of the work preparing draft s
(drawings?) of the aeroplane. With the
help of sponsors we will solve the ques-
tions of material. But we do have a prob-
lem with an engine, without which we
can't even talk about the rebuilding of an
aeroplane.
That's why we appeal to you with a re-
quest for advice. We have heard that there
are such engines. If you have information
or know where we could get it, we'd like to
obtain an "Bristol Pegasus .XI part I.M3
1000-1 100".
Please contact:
prof. A. Ziliukas
Kestucio 27
KTU
3000 Kaunas
Lithuania
Telephone:
(3707) 76 82 55 private
(3707) 22 46 03 office
(370 7) 20 26 70 office FAX
This will be a tough one, but perhaps
one ofour members has a lead on a Bristol
Pegasus engine. This request came to the
EAA Information Services office, via Tony
Bingelis. Ifyou get in contact with the pro-
fessor, please let us know how his search is
progressing. His l etter, which I have
edited, was in English, and based on it we
can safely assume he does speak English.
so don't hesitate to call. - HGF
VINTAGE AIRPLANE 3
EAAvlSlfSfHE
- August 30-
by Paul Poberezny
Fly-In
September 2, 1996
and H.G. Frautschy
One of the points of attraction on Antique Airfield are the AAA's hangars housing
their ext ensive collection of Antique ai rplanes.
(Above) AAA Founder and President Robert
L. Taylor and EAA Founder and President
Paul Poberezny after Paul ' s arrival via his
Harley Davidson.
In response to an invitation extended
by Brent Taylor, Executive Director of
the Antique Airplane Association, EAA
founder and chairman of the board, Paul
Poberezny and many of the Directors of
the EAA Antique/Classic Division trav-
e led to AAA ' s Antique Airfield in
Blakesburg, IA over the Labor Day
weekend for the annual AAA/ APM In-
vitational Fly-In.
The AAAlAPM fly- in brings together
a variety of AAA members who are vin-
tage airplane enthusiasts and their air-
planes for an extended weekend of shar-
i ng old airplane experiences and
discussing relevant issues. Brent invited
the folks from the EAA to enjoy the fly-
in and partake in a di scussion regarding
maintenance concerns that effect An-
tique, Classic and other older aircraft. In
1996, EAA and AAA have had a series
of discussions regarding these issues, in-
cluding how to present our collective
views to the FAA.
The meeting, held in one of the Air
Power Museum's hangars, was attended
by a large number of attendees, and was
opened by Bob Taylor, who founded the
AAA in 1953 and serves as its president,
had a few opening remarks before intro-
(Above) Nestled between the two hangars is the Pilot' s Pub, with a handy
shaded porch with is just right for pilot kibitzing.
(Right) The two founders take a moment to enjoy a working breakfast, dis-
cussing issues common to both organizations. Yes, that's Don and Ann
Pelligrino' s Fairchild XNQ-1 taxiing in the background.
4 NOVEMBER 1996
(Above and right) Brent Taylor, Executive Director of
the AAA, speaks t o the crowd about the mainte-
nance issues that are confronting the pilot/owners of
older airplanes. EAA and AAA have had a continuing
series of discussions regarding these issues, includ-
ing how to present our collective views to the FAA as
a group.
ducing Paul Poberezny to the as-
sembled crowd.
Paul made some remarks to his
fellow aviators regarding the issues
we all face, including an FAA that
has become too politically moti-
vated, and efforts being made to
keep the costs down of maintaining
a personal airplane. Paul and Bob
then retired to Bob's office, where
he and Paul reminisced for a couple
of hours about the past successes of
their respective organizations.
Brent Taylor chaired the meet-
ing held in one of the APM hangars,
with discussions centered around
many maintenance issues. AI C
Treasurer E.E. "Buck" Hilbert ad-
dressed the group concerning the
items that have been included in the
ongoing ARAC meetings.
Attending the Fly-In were AIC
Directors Gene Chase and his wife
Dorothy, Bob Brauer, Phil Coulson
and his wife Ruth, Dale Gustafson,
and Secretary Steve Nesse.
Of course, there were plenty of
other things to do during the laid
back event, including visiting with
fellow pi lots of antiques and check-
ing out the Air Power Museum, the
AAA's collection ofrare antiques
that include the one and only re-
maining General Aristocrat, an al-
most complete collection of Aeron-
cas, and the sole remaining Welch
OW-So The museum alone is rea-
son enough to visit the field , even
outside of the Fly- In dates. ...
It wasn' t all work and no play - after all , the AAA and
EAA Ale Division are dedicated to keeping the an-
t iques flying, and informing those who enjoy them.
The Wallace Touroplane (above) of Bill Jowett' s made
an appearance. This Meyers OTW (below, left), regis-
tered to Dale Benskin, Marshalltown, IA was present,
as well as the Hisso powered Travel Air (bel ow) flown
by owner Dennis Trone. Over 200 antiques, classics
and homebuilts (and their pilots!) descended on An-
tique Airfield for the AAA National Fly-In.
VINTAGE AIRPLANE 5
TheSixth
AnnualMarion,IN
Fly-In/Cruise-In
by Ray L. Johnson
(Above) Roy Foxwor-
thy and his Johnson
ACharityfly-in mightbe justthe
Rocket flew up from
Columbus, IN.
ticketfor some local good will
The pilot of this Stins on
V-77, George Mock, let
people who were so in-
cl ined to hop up insi de
and take a look a t the
big cabin a irplane from
the 40' s.
The idea for the Fly-in / Cruise-In
started in June of 1991. Our daughter was
in the Marion High School Marching Band,
and they were in need of a major fund
raiser. There's a lot of interest in antique
and classic automobiles in our area, per-
haps encouraged by the fact that a movie
legend, the perfect "tough guy," actor
James Dean was born in Marion, Indiana.
We decided that we could invite an-
tique, classic and custom vehicles as well
as anything that flies to our event. An all-
you-can-eat pancake and sausage breakfast
is put on by the Band Boosters, and this
one event has proven over the last six
events to be the major fund raiser for the
band. As a big added plus, we are able to
highlight our local municipal airport and
promote general aviation. You may wish
to promote your local aviation activities
with a charity event for the same reasons,
not the least of which is the sense of satis-
faction that you've contributed to some-
thing worthwhile when you and your fel-
low organizers complete your event!
This past August 31 we presented our
sixth annual event. The weather, thank-
fu ll y, was perfect, and we had 175 aircraft
of all types and 225 vintage vehicles, with
the cars and planes parked amongst one an-
other for the general public to enjoy. All of
the registered participants received a dash
plaque. Between the the general public
and the pilots who flew in with their pas-
sengers, 2, 100 breakfasts were served.
The 1931 Sti nson Tri -Motor from
Neenah, WI highlighted our event by sell-
ing rides all morn ing long. Also, r ides
were avai lable from the local FBO in a pair
of Cessna l 72s and a Cherokee Six. In ad-
dition, David Kewley and George Wilt s
flew their Cessna 172 in for Streator, IL
and volunteered to fly 13 Young Eagles.
What a' class act!
Special thanks to EAA Chapter 226 of
Anderson, IN for helping us get started six
years ago and EAA Chapter 304 of Jack-
son, MI for their conti nued support. Also,
the many EAA members who have helped
make our fund raiser successful. Mark your
calendars for the 7th Annual Fly- IniCrui se-
In, Saturday, August 30, 1997. '* Homebuilts are certainly welcome at the Marit
6 NOVEMBER 1996
Pam Workman zipped over from Zanesville, OH with this custom 7EC Champ restored by her husband Paul.
Walter Best' s
Stearman
certainly had
the crowd in-
terested in
front of the
hangars.
He' s from In-
dianapolis.
This pretty 1957 Studebaker pi ckup truck was brought to the Marion
Fly-In/Cruise-In by Robert Westfall, Bluffton, IN.
t - here's Rick Rademacker's Pietenpol from Urbana, OH.
VINTAGE AIRPLANE 7
Antique/Classic
Aircraft Markings
by H.G. Frautschy
You' re in the home stretch in your restoration pro-
j ect, reall y making headway and about to fi ni sh the
painting, when you reali ze you haven' t decided how
you' re going to layout the registrat ion numbers. How
big do they need to be? Where do they go? What do
the regs say? You' d have to look at "Subpart C - Na-
ti onali ty and Registrati on Marks" under "45.22 Exhi-
bition, antique, and other aircraft: Special rul es" for
the detail s. For the part that concerns most of us, it
reads:
(b) A small U.S. -registered aircraft bui lt at least 30
years ago or a U.S. -registered aircraft for which an ex-
per imen t al cert i f icate has been issued unde r
2 1. 19 1 (d) or 21. 19 1 (g) for operation as an exhibiti on
aircraft or as an amateur-built aircraft and which has
the same external configurati on as an aircraft buil t at
least 30 years ago may be operated without di splaying
marks in accordance with 45.21 and 45.23 through
45.33 if:
( I) It displays in accordance with 45.2 1 (c)
marks at least 2 inches high on each side of the fuse-
lage or verti cal ta il surface consisting of the Roman
capital letter "N" foll owed by: 12 inch numbers such as these are not required unless you plan to fly
(i) The U.S. registrati on number of the air-
through an ADIZ or DEWIZ, as well as in a foreign country. Even then, you
can mark your aircraft with temporary registration markings if you' re plan-
craft; or
ning on making that international trip, or you plan on transiting coastal
( ii ) The symbol appropriate to the ai rwor-
airspace. Adhesive tape that will not blow off is all that is requi red for your
thiness certifi cate of the aircraft ("C", standard; " R",
t emporary markings. By the way, although the ICAO standards call out f or
restri cted; "L", limited; or "X", experimenta l) fo l-
12" numbers, t he U.S. and Canada have a " gentleman' s agreement" that al-
lowed by the U.S. registration number of the aircraft ;
lows t heir aircraft to enter the U.S. with 6" letters and wing markings, while
and
Canada will allow aircraft at least 30 years old to enter with 2" numbers.
(2) It di sp lays no ot her mark that begins Even if you' re using a custom color scheme on your restoration, you can use
with the letter "N" anywhere on the aircraft, unl ess it t he markings appropriate to when your airplane was built. In this Champ' s
is the same mark that is di spl ayed under paragraph
case, a vertical stack of 2" letters and numbers on the rudder would be ac-
cept able. Check with your type club for the t ype and size of the marki ngs
(b)( I) of thi s section."
used on your aircraft when it was first built.
It goes on to expl ain what is needed if you wish to
fl y your 30-year-old or older airpl ane in an ADI Z or
DEWI Z, as we ll as in a foreign country. (Although
the ICAO standards call out for 12" numbers, the U.S.
and Canada have a "gentleman's agreement" that al-
lows their aircraft to enter the U.S. with 6" letters and
wing marki ngs, whil e Canada will all ow U.S. -regis-
tered a ircraft at least 30 yea rs old to enter with 2"
numbers.) There are ot her parts that are "attached" to
this regu lat ion, and if you're really interested, feel
free to review the regs in that section.
So what's all this mean?
Qui te simply, it all ows you to put the same type of
markings on your freshly restored Antique, Classic or
Contemporary aircraft that were installed by the fac-
tory, without having to deface or screw up an other-
wise beautiful paint scheme. It also means that you
can build a repl ica of any of these aircraft and mark
them as they did when they were built , with some
small exceptions (letters at least 2" high - remember -
the 2" is a minimum, not an exact size). Now none of
this is recent news - we've had this agreement via the
regulations for well over a decade. EAA Founder and
Chairman of the Board Paul Poberezny kept working
8 NOVEMBER 1996
Here' s a closeup of the markings you can use on the vertical
tail of your Antique, Classic or Contemporary aircraft. These
happen to be larger than the minimum required by the FAA,
but that 's simple to explain - that's the way they were done at
the Waco factory! The 2" dimension called out in the regs is a
minimum, not an exact size.
Barney Petersen' s Fokker D.VII replica is able to use these small N numbers un-
der the horizontal tail since it is a replica of an aircraft built more than 30 years
ago (and how!). In fact, the markings do not have to feature this much contrast.
Antiques with
marking such as
this are able to be
marked as such
under authoriza-
tion of FAR 45.22
(b) (1) (i and iiI.
Since aircraft
such as this are
exempted from
complying with
FAR 45.21, the
registration can
have ornamenta-
tion, and it can
also have little
contrast with the
background.
on this issue for 12 years with the FAA, and the AAA
was making their opinion known to the FAA as well.
Still, even after all these years, we sti ll routinely
receive ca lls stating that "my loca l FAA inspector
says I have to have 12" numbers." Here's the straight
skinny on that - you need 12" numbers only if you
plan to fly through an ADIZ or DEWIZ, as well as in
a foreign country. Even then, you can mark your air-
craft with temporary 12" regi stration markings if
you're planning on making that international trip, or
you plan on transiting coastal airspace. Adhesive tape
that will not blow off is all that is required for your
temporary markings. For aircraft over 30 years of
age, that's the only time 12" number s are required.
One other note - while you do have to put the reg-
istration marks on the fuselage or vertical tail surface
(usually on the rudder or vertical fin) you don't have
to put the large wing numbers on. If your airplane
was delivered with them, and you want to be authen-
tic, you certainly will want to do it, but you don't have
to as far as the FAA is concerned.
Take a look at the photos included in this article
for some explanati on. Now one of the first things you
may notice is that a many of the older antiques have
registration markings that have more than the letter
"N" included. In those instances, you can use for jus-
tification an FAA memo, number N8 I 30.61, dated
12/31 /90 and penned by Dana D. Lakeman, who was
the Acting Manager, Aircraft Manufacturing Division,
Aircraft Certification Service. It reads in part:
" An antique aircraft or replica of an antique air-
craft described in FAR 45.22 (b) may display the
symbols appropriate to the airworthiness certificate of
the aircraft as part of the nationality and registration
marks under the aircraft as part of the nationality and
registration marks under the regulation. The capital
letter "N" followed by either a "C", (standard); "R",
(restricted); "L", (limited); or "X", (experimental) fol-
lowed by the U.S. registration number of the aircraft.
When these marks are included with the nationality
and registration marks they add to the authenticity of
antique and amateur-built copies of antique aircraft.
However, if these symbols are added to the nationality
and registrat ion marks displayed on the aircraft, they
do not become part of the official aircraft registration
numbers."
Now I realize that this is exactly as spelled out pre-
viously in the regulations, but there was apparently
some confusion about the issue. Most of it dealt with
the fact that the official registration certificate issued
by the FAA will not include the added mark, since it
is not part of the official registration. This caused
some heartburn with some inspectors, who had noted
the difference between the airplane and the FAA air-
worthiness and registration certificates. The memo
was intended to clarify this issue to the FAA inspec-
tors in the field. ...
Antiques certainly have some interesting markings.
This is C. Harold Armstrong's Pitcairn PA-4, with wing
and tail markings for C3261, exactly as the biplane was
marked when built in 1927. Harold had carefully
documented the markings, including photos that showed
his exact airplane's registration numbers.
VINTAGE AIRPLANE 9
copter procurement at that
time was Col. Keith Wilson
and hi s
had

assis-
tant was
tive direction. - HGF)
by H.C. Frautschy
The August Mystery Plane was a helicopter, and it was well
known to many ofyou, particularly to someone who 1 had hoped
would write in - James Ricklefs, a long-time Ale Division member.
James was one ofthe principles ill the company that built the twill-
rotor helo ill the photo. Here's his Ilote:
LANDGRAF HELICOPTER
COMPANY
A Short History Compiled by James S.
Ricklefs, AlC 964
" Fred Landgraf started in 1941 to de-
velop the experimental Model H-2 heli-
copter which was a single-place proof of
concept design, built of wood and powered
with an 85 hp Pobjoy English engine. At
that time Fred was working at Douglas' EI
Segundo plant as a landing gear and hy-
draulics group leader. He quit Douglas
in 1943 to work on the helicopter full-
time at home. r joined Fred in 1944 as
his vice president, and also invested some
money in the com-
pany. We looked
around and found
an abandoned gaso-
line filling station at 8024 S. Western Ave.
in Los Angeles, and with the backing of 55
stockholders and six shop men, we started
making progress.
"The H-2 was ready to fly in late 1944. I
transported it on a trailer behind my 1941
Buick Roadmaster convertible to the Army
Lomita air strip near Torrance, California
where it first flew November 2, 1944. In the
test flight pictures as well as me you wi ll see
Fred Landgraf and his father Ed, Lt. Edward
E. Leatherbury ( in command of the Lomita
air strip), George Halsey (professional test pi-
lot), Mike Newshall, Harry Cornish, Gilbert
Magill (a helicopter designer and builder),
Owen Petty and Harvey Chapman. Initial
testing was done by George Halsey with very
limited forward speed. Fred Landgraf tried
his hand at hovering. Ed Leatherbury then
did the majority of the flights some at fairly
high forward speeds. Leatherbury crashed
10 NOVEMBER 1996
the machine on November 17, 1944 when
one of the wooden hubs let go in forward
flight. He suffered a broken jaw and other
IIlJunes.
"Landgraf then set about designing a
metal rotor hub which was done in the In-
dustrial Plastics Corporation building at
1440 West I 66th St., Gardena, CA. In the
spring of 1945 the Army awarded Landgraf
a $50,000 contract for the development of
a rigid rotor blade system to be used on the
H-2 .The head of Army heli-
Maj. George Woods. By the spring of
1946 the helicopter was agai n ready to fly
with test pilot Dean Hoatson. Extensive
flying was done both at Central Airport
near Compton, CA and at Vultee Field in
Downey, CA. I soloed the H-2 at Downey
on May 20, 1946. "A second, small er
Army contract came in January, 1948 for
additional strain gage testing.
Test pilot Dean Hoatson was killed
while giv ing instruction in one of Lee
Mansdorffs Sikorsky R4-Bs near Comp-
ton, CA in August 1947 . " In mid 1946
Landgraf sold forei gn manufacturing rights
to Firth Helicopters Ltd., London, England
for $100,000. This gave Landgraf the
money to purchase 13 acres of land adja-
cent to the Central Airport and build an
80'by 108' brick office and shop building
at 13440 S. Central Ave., Los Angeles ,
CA. "Fred and I tried
hard to get one of the
large aircraft compa-
nies in the area to con-
tinue the project, as we
ran low on money. We
conferences with
Robert E. Gross of
Lockheed and many
others , but nothing
jelled. The English com-
pany was also having money and
production troubles as can be seen in
the attached memo written by Landgraf for
the stockholders. " (The letter to the share-
holders details the concerns Landgraf had
about the overweight aircraft built by Firth
Helicopters, and expresses his belief that
the Firth project was not heading in a posi-
" In early 1948 I formed my own heli-
copter operating company and rented the
Landgraf faci liti es until 1955 when I
moved my operation to San Francisco and
Alaska. The Landgraf company had an
auction January 19, 1949 at which time all
the machinery and office equipment was
disposed of including the model H-2. From
a financial standpoint it was necessary to
sell it so we could write it off the books at
once rather than expense it off over a 17
year patent li fe. The machine was sold to a
local junk dealer. I think he sold the en-
gine and destroyed the airframe. Gilbert
Magill bought the patent rights but never
The November Mystery plane comes
to us from the EAA archives. It' s a ro-
bust looking biplane with an interest-
ing wing bracing arrangement, and we
await your answers. Replies must be
received no later than December 26,
1996 to be included in the February is-
sue of Vintage Airplane.
did anything with them as I recall. Mag-
ill died July 1986 in Texas at about age
76 after promoting two or three one-man
helicopters.
"The Landgraf company was dis-
solved in 1952 after selling the land and
building to Robert Schultz. I continued
to rent from Schultz until 1955. Fred
died July 12, 1973 in San Diego after a
heart attack. Fred and I kept in touch
through the years. In early luly 1973 he
sent me a long letter helping me with a
weight and balance problem I was hav-
ing on the 1916 Spad VII airplane I was
restoring in my shop."
~ n d g r f H-2
Thi s Mystery Pl ane was submitted by
Howard l ung, Monterey Park, CA. Be-
si des hi s des ign work on the Luscombe 8
seri es, Howard was also part of the team
working on the Landgraf H-2. In hi s note
that he sent with the photos, he wrote: " ..
. We all (6) were fellow engineers hired by
Douglas Aircraft-Northrop Division in El
Segundo, CA. Fred Landgrafwas our
group leader in the landing gear and hy-
draulics section. On the side, Landgraf
was designing a helicopter. We all were
interested and volunteered to work on this
project after hours, doing mostly shop
work. "
The H-2 was powered by an 85 hp Pob-
joy engine, and featured a pair of 16 ft. in-
termeshing, synchronized rotors, with the
helicopter's attitude controlled by ailerons
built into the trailing edge of each rotor. It
had automatic collective pitch control.
(Increasing power resulted in increased
collective pitch.) There was an override
for that system to "fine tune" the collec-
tive pitch control, and to provide control
during autorotation.
The cockpit controls consisted of a sin-
gle control stick and throttle. A later de-
sign evolution of the H-2 tested a yaw sys-
tem actuated by "rudder" pedals in the
cockpit which extended spoi lers at the end
of each rotor blade. By adding drag to the
rotor disc on one side, an increased torque
load was applied to that rotor, and yaw
during hovering flight was possible. With-
out the added control, when the H-2 was
brought into a hover, it would then weath-
ercock into the wind.
The retractable landing gear had long
stroke oleos buil t to soak up the impact of
a power off vertical landing. Landgraf
was working on the design of a pair of
larger helos based on the same configura-
tion, but no one was interested in fronting
the money to put the design into existence
or production. Other correct answers were
recieved from Charley Hayes, New Lenox,
IL; Vi Smith, Uxbridge, Middlesex, Eng-
land; Lennart lohnsson, Eldsberga, Swe-
den Doug Rounds, Zebulon, GA; Ralph
Nortell , Spokane, WA and Tim Wood, St.
Louis, MO. ...
These photos, supplied by Howard Jung,
were taken in early November of 1944.
The color of the H-2 was red overall,
with the top of the fuselage cream. The
rotor blades are cream, with red tips. A
few days later, on November 17, the heli-
copter crashed after a wooden rotor hub
failed. The hubs were redesigned with
steel hubs.
VINTAGE AIRPLANE 11
Type Club
NOTES
by Norm Petersen
Compiledfrom various typeclub
publ ications &newsletters
Twin BeechAssociationInc., Fountain
Valley, CA 714-964-4864
FromtheBeech EagleFlyer, Sept. '96
" Perrone Leathers Tri-Gear 18 was a
big hit at Oshkosh. If we were to give an
award for extreme patience in restoring a
Twin Beech, certainly Bill Perrone, Senior
and Junior, would be the recipients. They
have had more frustrations than anyone of
us could stand, time after time they ran
into problems with no sol utions in hand.
They continued to pour money into their
flying, leather di splay airplane and never
gave up hope. Their last anguish was that
they were upside down money wise in the
airplane. I assured them that they were
not - the proof came at Oshkosh as
hordes of people came to look at the
prominently displayed airplane. More
than once, check books were pulled out
with offers to the Perrones to name their
price. One person, who shall remain
anonymous, wanted to be first in line and
said he would make whatever offer it took
to buy the airplane. Bill and Billy, smiled
proudly as they declined all offers. Billy
ran into a problem when servicing the
nose gear hydraulic snubber cylinder.
Each time he did so, the right pilot 's mas-
ter cylinder went soft. Any ideas? Billy
suggested we come up with a li st of sup-
pliers of various components for the
Beech 18. We have a short list (so far).
Send us names and address of repair
shops, mechanics, and others who service
the airplane or do specialty repairs, etc.
Obviously, we want names of companies
and individual s of good repute. Enrico
Botteri, editor."
The Oregon Antiquer -
October, 1996
A very nice 8-page monthly bulletin
(with two pages of photos) of the Oregon
Antique & Class ic Aircraft C lub
(OACAC) does a fine job of telling the
story and happenings among a really
12 NOVEMBER1996
active bunch of antique and classic devo-
tees in and around the state of Oregon.
The president is Hal Skinner (541-746-
3387) and the editor is Tom Bedell (541-
929-5598) with the address of the club
li sted as P. O. Box 613, Creswell, OR
97426 . Annual due s are $10. The
October issue has an interesting member
profil e on Don Harrell (EAA 53378) of P.
O. Box 205, Brownsville, CA 95919, writ-
ten by Carol Skilmer.
"Don was born in Indiana in 1927 on a
farm near Monument City that is now
under water due to a flood control project.
He has lived in Brownsville, California,
for 12 years and after 17 moves during hi s
military career. he says he expects to die
there. Although it seems to him he has
only been married a few years, Lucille
reminded him it has been 18. Must be
wonderful years.
"Don spent 23 years in the Air Force
starting as an aviation cadet but the war
ended. With a B.S. and an ROTC com-
mission, he went back to flight school and
was a full-time pilot for 19 years. Service
as an officer was much more enjoyable.
"Soloing in 1943 in a brand new Piper
1-5 out of an Indiana cornfield, it was not
until 1945 that Don got his pilot's license.
He now holds commercial, single & multi-
engine land and sea, glider, helicopter,
rotorcraft , instrument, CFI and several
type ratings. Don says, ' I also have a
piece of paper that call s me an A & P but
that 's questionable. '
"Never having counted the number and
kinds of airplanes he has flown , Don
guesses a hundred or so. Naming hi s
favorite is difficult but he says the DC-3
or C-47 because of its reliability. It also
taught him about serious instrument fly-
ing. (Sounds like an interesting story
itself.) Aircraft that Don has owned
include a Piper 1-2, Taylorcraft BC-12D,
Luscombe and in Eng land, an Auster-
Craft which is a T-Craft with an inverted
four-cylinder in-line eng ine . He now
owns a Cessna 170B, a Ryan PT -22 and a
Starduster Too.
"I has heard that Don had done some
instructing outside the U.S. and thought it
would make interesting reading. First was
ferrying C-119s and setting up a school for
the Indian Air Force. The next year he
was a tactical helicopter instructor for the
Venezuelan Air Force. Then came two
years as an instructor/ advisor with the
Columbian Air Force where he was the
only English speaking person in town!
Shortly after Don and Lucille were mar-
ried, the Shah of Iran advertised on the
Q.T. for single engine jet pilots and heli-
copter pilots. Figuring hi s life expectancy
was better in the helicopter business, he
persuaded Lucille to give it a go.
" But then the Shah lost his job and so
did Don. Says Don, "Getting out is a story
in itself. Ross Perot is one of my heroes."
All thi s was followed by a stay in the Fiji
Islands.
" Don is somewhat of an expert on
Cessna 170s, having owned 14. Three
were totally rebuilt and restored to
absolute new condition. The only factory
jigs easi ly available to enable a perfect
rebuild are in Porterville, Cal ifornia. The
cost of living there in a motorhome for
four to six weeks increases the cost of a
170 to $45,000-$50,000 and nobody wants
to pay that much, so what started as a
business turned out to be a non-profit
hobby.
"Don and Lucille are one of 15 aviation
minded families who live at Brownsville
Aeropines, a narrow 2600' asphalt strip
between Oroville and Grass Valley,
California in the Sierra foothills. The air
port is privately owned and operated as
a public airport.
"Don is President and a member of the
Board of Directors of a homeowners orga-
nization that helps with the maintenance
and advises on operations.
"When asked about some interesting
aviators he has known and/or flown with,
Don said, "All aviators are interesting peo-
Continuedonpage28
Commanding
Presence
A NewlyRestored OX-5 Powered 3C3
HighlightstheWorkofPioneerAero-EngineerAlbertVoellmecke
by H.C. Frautschy
Albert Voellmecke came to the United
States from Germany during the economic
aftermath of World War I. He'd been work-
ing for the previous 12 years at the Ernst
Heinkel Airplane Works in Wamemuende,
Germany, but the opportunities in German
aviation of the 1920' s were not what he de-
sired. In the States, aviation seemed to be
ready to burst upon the scene. Plenty of
Iightplane work was being done in Ger-
many, under the restrictions of the Versailles
Treaty, but that didn' t satisfy the ambitious
engineer. Incorporated in 1926, the
Arkansas Airplane Company of Little Rock,
AR was licensed to produce the Heinkel
HD-40, a mailplane the company intended tj
to sell in the very active market of 1927 . .

Part of the deal saw a very capable German
engineer come to work for the Arkansas "
timl.
Voellmecke put the radiator for the OX-5 in
By 1927, Voellmecke was working in
the nose of the Command-Aire, giving an
Little Rock. Appointed the company's
unobstructed view forward, and lessening
Chief Engineer, he set about laying out a
the drag of the entire unit hanging out in the
new biplane that looked rather conventional.
breeze. Nothing comes free in aerodynam-
Itwas one of many from that era built to
ics, and this radiator placement was no ex-
take advantage of the many surplus Curtiss
OX-5 engines still stockpiled in the U.S.
ception. Itlooked great, but airflow through
I f you were standing on the grass at an
it was less than it would be if it were
airport in 1928 taking a look over your mounted elsewhere. When the larger 150 hp
shoulder, its design didn't strike you as Hisso engine was installed in a later model ,
something radically new, but a closer inves- the added heat generated exceeded the radia-
tigation after it had been parked and shut tor's capacity, and it had to be moved to be-
down revealed a well designed and thought
low the cowl , forward of the landing gear.
out airplane. A wide spread landing gear 78
The 3C3's designed evolved with a num-
inches across kept it stable on the ground,
ber of different engine installations, includ-
RestorerTom Brown, Unity, WI and
while the center of the upper wings was
ing the 115 hp Ryan-Siemens and 110 hp
ownerArtKnowles,Jacksboro,TX
braced entirely with struts, with no wire
Warner Scarab. The fuselage was re-de-
bracing used to reinforce it. The wing itself
signed to accept engines of higher horse-
had no center section - the upper wing pan-
The airplane was so stable hands off that
power, and the airplane was designated the
els are bolted together on the centerline.
the company test pilot, Wright "Ike" Ver-
5C3. A pair of crossed center brace wires
The triangular configuration of the "center
milya, thought it great fun to ride the air-
was also added. 185 hp Curtiss Challenger
section" struts is reminiscent of the Fokker
plane atop the fuselage as the biplane flew
engines were installed, as well as the surplus
D.VIl from WW I. A single set ofN struts
along in cruise flight! That's wild enough,
Hisso, still available in great numbers from
brace the outer wings, along with double
but Ike did it without a parachute - clearly he
wartime production . The Axelson and
sets of flying and landing brace wires.
had just as much faith in his grip as in the
Wright J-6-5 engines were also installed in
Other innovations included an adjustable
airplane's stabi li ty!
various examples built. Juptner's "U.S.
stabilizer, allowing the pilot to take advan-
tage of the Command-Aire 3C3's inherent
By the late 20's , most designers who
Civil Aircraft" lists no less than 10 different
used the availab le water-cooled engines
positive stability by trimming for hands off
ATC's for the various Command-Aire 3C3
flight. The flight controls are of the torque
placed the radiator in the center section or
and 5C3 models.
tube variety, as is the stabilizer trim.
below the fuselage near the landing gear.
Built as passenger carrying biplanes, the
VINTAGE AIRPLANE 13
(Above)ThestabilizeroftheCommand-
Aireisadjustablef ormthecockpit. The
largecutout forthestabil izerbraceis
necessarysincetheentirestructurefor
t he stabi li zerismovedwhen a trim
changeismade.
A brassf uel capandt heTASCOfuel
gaugerebuilt byPhilip KrauseofVintage
Aeroarebeautifult ouchestoamasterful
restoration.
standard model of the airplane was built
with a three-place cockpit, and the trainer
versions with dual controls were licensed
as two-place models. The cockpit of the
3C3-T trainer was in the "bathtub" config-
uration, with both pilot's seats encircled
with one elongated oval cockpit cutout.
Earning its ATC in May of 1929, the trainer
was in response to an increase in the de-
mand for trainer type airplanes. Although
only a short summer away, the great Stock
Market Crash of 1929 was still in the fu-
ture, and not many people heeded the warn-
14NOVEMBER 1996
(Below) The only instruments are
mountedattheforwardendofthebath-
tubstylecockpit,withalargecrashpad
mounted inthefront. Ontheleftisthe
tachometerandwatertemperature,and
ontherightistheheightindicatorand
oilpressure. A Johnsonairspeedindi -
catorismountedontherightNstrut,an
asmallswingdowncompassisinst alled
infrontoftherearseat,totheleftofthe
aftcrashpad. Theyhadn't learnedabout
shoulderharnessesbackthen.
ing of a few economists and businessmen.
Money was being spent, and the market
seemed limitless. Priced at $3,350, the
Command-Aire 3C3-T was deemed a good
ship, and at least 30 of them were pro-
duced, and another half-dozen or so exam-
ples were built with 110 hp Warner Scarab
engines, at a price of $5,500.
The bubble burst, as it did for so many
men and their companies, as the winter of
'29-'30 wore on, and the depth of the eco-
nomic plummet began to be felt.
Voellmecke valiantly soldiered on at Com-
mand-Aire, designing what he hoped would
be the prototype of a single place sport air-
plane that would keep the company afloat.
Called the Little Rocket, the racer, piloted
by Lee Gehlbach, won the All American
Air Derby in 1930. Itwas later destroyed
in a fire.
Half a century later, Joe Araldi of Lake-
land, FL, had finished the restoration of a
Command-Aire. After being given the ad-
dress of Albert Voellmecke himself, then
living in Silver Spring, MD, Joe visited him
with a photo of the restored biplane in his
hand. Over a drink of cognac, when Araldi
casually menti oned that he'd like to build .a
replica of the Little Rocket, Albert made it
possible by supplying a set of drawings and
lending technical support to the building of
what he referred to as "Little Rocket No. 2."
First flown in 1990, it can be seen on display
at the Sun ' n Fun Foundation's Museum, on
Lakeland-Linder airport in Lakeland. Albert
Voellmecke passed away in June 5, 1994,
after having relived a past glory with the
flights of the new Little Rocket. Joe is now
restoring a 5C3 Command-Aire, a project he
readily admits had gotten under his skin.
"The airplane has a soul," he remarked re-
cently.
Noted antique airplane collector Andy
Anderson had a Command-Air 3C3-T in his
collection, and in 1976, he advertised the
basket case project in Trade-A-Plane.
None of the aircraft forward of the firewall
was included, but a set of wings good only
for patterns was there, along with a complete
fuselage, tail surfaces and landing gear. It
was stamped on the data plate as a 3C3-T
model, making it a bit rarer than a straight
3C3. This particular 3C3 was built in March
of 1929 and sold a few months later on June
17, 1929 to the Curtiss Wright Flying Club
in Kansas City, headquartered at the Presi-
dent Hotel. Walter Briggs was the pilot who
picked it up and signed the papers for a bill
of sale that had $3,421.95 as the list price,
and a 25% discount gave the final price as
$2,584. That figure included 44 gallons of
gasoline at $13.20 (that's .30 a gallon) and
$6.26 for 5 gallons of oil (they must have
carried one gallon home, because the engine
only holds four gallons).
Delta Airlines Captain Art Knowles knew
what the ad in the yellow paper meant. He'd
been keeping an eye open for a Command-
Aire project ever since seeing one in the pile
of parts and pieces he helped antiquer John
Thurmon move to the now defunct Justin
Time airport near Dallas-Ft. Worth back in
the mid-1970's. Art also lived on the air-
port, and he was interested enough in the bi-
plane to do some research, work that would
prove useful when he looked at the airplane
that Andy Anderson had on hand.
When Art called Andy and obtained the
project, he was apparently the only inter-
ested party in 1976 - how times have
changed! Knowing that he had a pretty rare
airplane, Artdecided to restore it to its origi-
nal configuration, complete with an OX-5
and the bathtub cockpit. That's easy enough
to say, but doing it takes a lot more persever-
ance. While the 3C3-T he purchased still
had the OX-S engine mount welded in place,
none of the sheet metal cowl remained. It
was going to be quite a long haul, and it
wasn't quite time to start, since Art had a
Fleet 16 project he needed to complete.
Coincidentally, there was another Delta
I
To regulate the engine temperature, the
cowl shutters open and shut. This set of
shutters were handmade by Tom. The
radiator itself was made over a decade
ago by Forrest Lovely. With the OX-5,
Tom says the radiator i n the nose is
quite sufficient. A later model with the
Hisso engine installed needed more ra-
diator area, so it was moved to below
the cowling in front of the landing gear.
pilot who also had a 3C3 he was restoring,
and between the two of them they amassed a
collection of photographs, brochures, and
other information. Fifteen years ago, Art
asked Forrest Lovely to build up a pair of ra-
diators, one for his airplane and the other for
the Command-Aire owned by his friend
John Thurmon. That airplane is now owned
and flown by Dennis Trone.
The prop was also purchased early on in
the restoration, carved by Ole Fahlin and
carefully stored until it was needed.
The engine was of course , a problem.
Tom Hegy had one in Wisconsin, and Art
picked up the parts and pieces of a couple
more OX's so that a complete engine could
be built up out of the collection. The only
thing he has not been able to locate is one of
the original "Phylix" fire extinguisher sys-
tems installed by Command-Aire. Actuated
in the cockpit either manually or by G-force,
it consisted of an extinguisher mounted in
the cockpit, with a manifold running up to
and around the engine compartment,just like
some of the modem systems in use today.
Just north of the former Justin Time air-
port Richard Wilkinson has an airplane
woodworking business, and he had a young
lady working for him, Shirley Gerard. A
master woodworker, she came down to John
Thurmon's hangar to build up a set of wings.
After seeing her handiwork, Art said, "When
you're done with these, just move south to
my hangar. I' ll give you a set of keys and
you can build up another set of wings." He
just couldn' t pass up having the wings done
by someone with such talent and expertise.
She later covered the completed set after
she and her husband moved to the Austin,
TX area. After completion, the wings were
carefully stored, waiting for the rest of the
project to catch up.
After that, another slowdown in the pro-
ject was created when the Justin Time air-
port was closed by Ross Perot and his sons,
who bought up a large tract of land to build
the Alliance Airport. To ensure its longevity,
the Perot' s bought up much of the surround-
ing property, precluding any additional de-
velopment. The little residential airport was
in that category, and everybody on it hadt to
find a new place to live and keep their air-
planes.
Art bought a ranch in Jacksboro, TX, and
found that running the ranch, flying for the
airline and keeping up the machinery on the
ranch used up almost all of his time. What
he needed was someone who could finish the
project , someone he could afford but whose
work was excellent.
By 1992, it was time for Tom Brown of
Unity, WI to take part in the project.
At that time, Tom was just beginning to
look for additional projects to bring into his
shop . Interested in adding to his income
stream to help care and feed the Waco F-2
project he had completed, he wanted to do
restorations fu ll time, and had already built a
reputation as a fine craftsman. Art con-
tracted with Tom to finish the airplane, and
looking back on it , he says it was the best
bus iness deal he's ever engaged in. More
than that , he said it was the best friendship
deal he ever made. As soon as he saw how
Tom delved into the project and got on it im-
mediately, Art knew the best thing he could
do to help Tom was to pay the bills and let
Tom do his thi ng.
And do his thing was what Tom does
best. All of the sheet metal in the airplane is
flat wrap, with no compound curves in any
of it, save for the spinner cap, and all of it
was created by Tom in his shop. A master-
ful restorer, he hand built the shutters
mounted in front of the radiator in the nose
cowl. Even the cowl hold down latches
were built by Tom, using an original from
Dennis Trone's airplane as a guide.
The project also was aided by two of his
relatives. Tom 's father Ed Brown was on
hand for those two-man operations, such as
the rigging of the airplane. With 4-1/2 de-
grees of incidence in each wing, it cruises at
65 mph, and it flies as though it has a couple
of notches of flaps out at all times. The final
touches, creating the painted logo on the
fuselage, were done by Tom's sister Donna
Seckler, who lives in the Minneapolis area.
A talented artist, she's done a few portraits
of the airplanes built by Tom, and she'll be
doing the artwork on the Alexander Eagle-
rock he is currently restoring.
Sheet metal repair wasn't limited to cre-
ating sheet metal parts. The original airplane
had corrugated aluminum floorboards, which
Tom repaired using a set of dies he made to
re-form the original pieces.
All of the instruments, all four of them,
the water temperature, tachometer, height in-
dicator and oil pressure gauges, were refur-
bished by Philip Krause at Vintage Aero in
Westport , NY, who does an masterful job
maintaining the look and texture of the old
instruments. A T ASCO fuel gauge was re-
built by Philip as well.
Prior to starting the rebuild, Tom drove
the fuse lage and other steel parts down to
Leonard Manson of Winneconnie, WI.
VINTAGE AIRPLANE 15
Leonard has a reputation as one of the best
abrasive blasters in the area, and under-
stands the difficulties presented to aircraft
restorers who need the job done quickly and
right, so that it can be driven home and im-
mediately primed and painted. Tom says he
can work through an entire fuselage in about
2-1 12 hours, finding any flaws that are no-
ticeable with the naked eye, and he works as
fast as people can hand him the parts. Get-
ting there early in the morning meant it
could be back in Tom's shop getting a coat
ofTenaco epoxy paint and primer that same
afternoon. Obtained from Viking Paint in
Minneapolis, Tom swears by the stuff - in-
expensive, it is as hard as nails and sticks to
steel well. As a side note, all of the steel
tubing used in the Command-Aire is 4130,
not 1020 that was prevalent at the time it
was built.
All covering is with Ceconite and an STC'd
dope finish, with the wood fairing strips at-
tached in place per the original with rib lacing
cord. As you can see in the photos, no addi-
tional do-dads were added to the airplane (save
for a compass mounted on a small swing down
panel), and it is very original, leading one to
believe that the advertising numbers used for
empty weight were rather optimistic. 1410 Ibs.
was listed in promotional materials as the
empty weight (early on, an article in Aero Di-
gest gave it as 1275 Ibs.!). This airplane came
in at 1505 Ibs. To the uninitiated, that might
sound really high for an airplane equipped
with a 90 hp engine, but a good look at the pro-
peller will give you a clue as to what is going
on - those 90 hp are developed at 1400 rpm,
and you might wish to think of them as draft
horses who powerfully plod along, rather than
the quick thoroughbred who depends on speed
to develop its full power. The OX-5 is capable
of generating a large amount of torque at low
rpm, and translating that to a lot of thrust with
a large wood prop. No one would consider
one of these biplanes a rocket in the climb, but
they did their job well, and for a reasonable
cost. For 20 more horsepower you'd pay
nearly double the price for the airplane
equipped with a 110 hp Warner!
16 NOVEMBER 1996
Art let Tom just zip along on the project
with minimal influence . The last time he
saw it before it was completed and flying, it
was unpainted and still in pieces all over the
hangar. The engine was scattered all over
the northern U.S., still being prepared for as-
sembly. Later that year, while at home at
the ranch, Art answered the ringing tele-
phone, hearing what sounded like a thrash-
ing machine on the other end of the line.
"Hi, Art," said the cheerful voice on the
phone. Art knew then that the OX-5 was as-
sembled and running in the airframe, and
that the end of the project was in sight.
"I don't have to be there for the first
flight," he told Tom. "When you've got it
done and happy with it, get it in the air."
That's exactly what he did, and it wasn't un-
til three days before EAA Oshkosh '96 that
Art got to see the completed airplane. One
of the nice things about restoring this partic-
ular Command-Aire was the fact that Tom
was able to have the Milwaukee FSDO do a
conformity inspection on the airplane, rather
than needing a visit from the Minneapolis
FAA engineering office, which would have
taken more time. Why?
This palticular airplane was issued an air-
worthiness certificate on an annual basis,
until 1953. With an original of the last cer-
tificate, all that was required to put the air-
plane back in the air was a conformity in-
spection. That saved quite a bit of time
when it came down to the wire and EAA
Oshkosh neared.
With regard to the experience of flying
the Command-Aire, Tom reports that the
bathtub configuration was a pleasant sur-
prise. " It is a lot more comfortable than you
think it would be. I thought air would be
blowing up your pants legs and everything,
but it's not bad," he says. The few instru-
ments on board are mounted only in the
front cockpit, and you solo from the back
seat, so you sometimes have to peer around
your front seat passenger to check your alti-
tude. The 10hnson airspeed indicator is
. mounted on the outboard right N strut. The
airplane, like so many of its day, was not
equipped with an airspeed indicator when
delivered by the factory, but a 10hnson wind
vane type indicator was often bought and in-
stalled by the pilot.
When the appointed time came, Art ar-
rived over Tom's grass strip in north central
Wisconsin in his Cessna 180. The Com-
mand-Aire looked pretty good sitting in
front of the hangar as he circled above.
When he taxied up and got a close up look,
he said he was speechless - the completed
airplane was simply beyond his comprehen-
sion, it was so pretty to look at. The weather
didn't cooperate for three days, but finally it
relented enough to allow the pair to fly the
Command-A ire to the Convention. The trip
down to Oshkosh wasn't without its thrills.
During the early portion of the flight af-
ter it had been running for a hour or so, the
OX-5 hiccupped a couple of times, as it had
done once or twice before. Investigating the
problem before they departed didn' t tum up
anything out of the ordinary, but over the
Wisconsin River, the OX-5 decided to stop
running for a few seconds. Art thought it
was all over, since whatever you're over is
where you're going to land in an antique bi-
plane like the Command-Aire. Thankfully,
it picked back up again. Tom had a deter-
mined look on his face and pointed the air-
plane ahead, looking for a strip that he knew
of, one that was not on the map.
They landed at the duster strip used by
Tom Hegy, who had supplied the basic en-
gine a few years before. The two Toms and
Art decided that the coil in the magneto
must have gone bad. A call back to th e
house in Unity sent Tom' s wife Chris, Art's
wife Betsy and the Brown's two little girls,
Rea and Elizabeth to the hangar for the spare
magneto, then to Chris' car so the mag could
be delivered to the duster strip. A magneto
change and a nice stay overnight and they
were on their way. The OX-5 has run flaw-
lessly since. The Command-Aire will re-
main in Wisconsin over the winter months,
and then head south with Art Knowles, who
will be a retired airline pilot by then.
Here's to a happy retirement with his
new jewel of an airplane, which was se-
lected as the Silver Age (1928-1932) Cham-
pion at EAA Oshkosh '96. Fly it in good
health! ...
Highly detailed and immaculate engine compartment of the Piper Colt
reveals dedication to originality. Individual primer lines to each cylin-
der are visi bl e as well as new Slick magnetos and shielded harness.
Often referred to as a sleeper in the con-
temporary class, and probably one of the
best aircraft for the money on the used
market , the Piper PA-22-1 08 Colt comes
from good lineage. It's a sister to the Piper
Tri-Pacer and a first cousin to all the other
short-wing Pipers.
With Cessna making large inroads on
the training market in the late 1950's with
their Model 150, Piper decided to bring out
a bare bones trainer that was low in cost
and economical to operate. The result was
the PA-22-1 08 Colt that a number of flight
schools put on the line and many pilots
earned their wings in this two-place, tri-
geared airplane. In addition, the Colt was
certified on Federal skis (three required)
for the cold weather crowd and Edo 88-
1650 floats for the wet-foot crowd.
With the assembly line cranking up to
produce Colts in 1960, Piper went on to
build approximately 1850 of this model
during the next three years. Of this num-
ber, the current FAA register lists 1023 as
survivors some thirty plus years later. In
addition, a number of Colts have found
there way overseas and are serving their
owners well. The main features of the
Colt, even though the airframe is nearly
identical to a Tri-Pacer, include two seats
(side-by-side), no flaps, very large baggage
compartment (100 Ibs.), no inter-connect
between the rudder and the ailerons and up
front, a Lycoming 0-235-C I B engine of
108 hp. One out-of-the-ordinary item is
the 6:00 X 6 nose wheel (the same size as
the mains) which handles the bumps and
ruts in excellent fashion. Normal fuel ca-
pacity was an IS-gallon left wing tank,
however, many Colts left the factory with
the optional 18-gallon right wing tank in-
stalled, for a total of 36 gallons. This com-
bination gave a range of nearly 650 statute
miles at a cruise of lOS mph. With a use-
fulload of 71 0 Ibs., the Colt can carry 494
Ibs. of people and baggage with a full load
of fuel on board, a quite remarkable
achievement.
18 NOVEMBER 1996
(Right) Beautifully re-
done interior includes
flat black finish on in-
strument panel , all over-
hauled or new instru-
ments and original
herringbone fabric on
seats. Note trim handle
on overhead panel.
Side view of Colt reveals Tri-Pacer lineage including all three wheels being the same
size, small nosewheel fender to keep belly clean, non-skid step on right landing gear
for easier cabin entrance and polished stainless steel cowl latches.
The above mentioned information all
came to light when our award-winning
Piper Colt was discovered in 1992 at a
small airport in Fairfield, IL. The Colt had
been purchased new as a birthday present
for the owner's wife. It was flown until the
owner fail ed his medical, when it was sold
to a second party. This party had difficul-
ties with hangar payments, so the airplane
sat outside for two years. Eventuall y, a
hai l storm caused damage to the fabric and
meta l, so the Colt was put in a hangar
where it forlornly sat for the next six years
- gathering dust.
When the employee group at Wicks Air-
craft learned of the sad plight of the forlorn
Colt in 1992, a team was sent to examine
the dusty (and dirty) airplane and report
back to the group at Highland, IL. The
team had permission to cut small hoes in
the original cotton fabric (now 32 years
old) to examine the airframe underneath. It
looked to be in excellent shape and the low
total ti me of 1209 hours since brand new
reall y got their attention. In due time, a
deal was struck and the Colt was carefully
Looking up at Bill Weder as
he brings the Colt in close,
we get a good look at the
overall caliber of workman-
ship exhibited by the Wicks
employees. Thi s is one
sweet flying airplane!
dismantled and hauled back to Wicks Air-
craft facility in Highland, IL. This was to
be the very first experience with a fabric
airplane for the Wicks employees and they
eagerly looked forward to the new chal-
lenge. Before the airplane was taken
apart, they were able to start the 108 hp Ly-
coming engine and l isten to it run!
Granted, it only had 1209 hours, however,
the 32 years of little use and long periods
of idle storage had taken its toll , so it was
removed and taken apart for a complete
overhaul.
The leaders in the rebuild effort were
Bill Weder and Edward Faiss (EAA
181073), two sharp men of excellent enthu-
siasm, who really were able to keep the
employees focused on finishing the air-
plane. When the fuselage and wings were
uncovered, the airframe was found to be in
excellent condition with almost no corro-
sion. Once all the "prep" work was fin-
ished, the covering was done with Stits
Poly Fiber. Ed Faiss had attended the Stits
demonstrations at Oshkosh for the past five
years and was now able to put his training
to good use - teaching others as the various
parts were covered. A look at the finished
airplane reveals a fantastic job with the fab-
(Left) Ed Faiss, on the left, holds the record flight document
from the NAA earned by N4247Z on its flight from Highland,
IL, to Kitty Hawk, NC. On the right is pilot Bill Weder (with
the big smile) and in between is the Grand Champion
award won at the Short Wing Piper Club gathering. To this
collection, we have now added the '96 Contemporary
Reserve Grand Champion Lindy.
(Below) Near head-on view shows the short, thick (USA 35B
airfoil) wings that do a remarkable job of lifting 1650 Ibs. at
gross weight. The two fuel caps are visible on top of the
wings, each tank holding 18 gallons. Jury struts from the
wing struts to the wing spars are not used on the short
winged Pipers.
ric, an important point well noted by the
Contemporary judges.
All hardware in the entire airplane was
replaced with new hardware as the rebuil d
progressed. New control cables were fabri-
cated and install ed. Even the difficult-to-
make endless trim cable was carefully fab-
ricated and install ed - saving $ 150 in the
process! Dual toe brakes, so necessary
when the airplane is used for instruction,
were insta ll ed a long wit h new chrome
brake discs and new bungee cords in the
landing gear system. For safety's sake,
new seat belts and shoulder harnesses were
install ed - standard items available from
Wicks.
A new three- light strobe system was in-
stall ed on the wingtips and rudder to aid
visibi lity duri ng night flying. To make the
cabi n more comfortable in warm weather,
small vents were added to each side win-
dow that have a micro adjustment for vol -
ume. All side windows were replaced in
t he airplane, however, the 36-year-old
windshi eld was carefull y poli shed inside
and out, reinstall ed in the airplane and it
VINTAGE AIRPLANE 19
Left) High over Wittman Airfield at EAA
Convention t i me, the pretty Colt is i n-
deed a sharp looking airplane with it' s
original paint scheme in Daytona White
and Phoenix Tan.
looks like new!
The original instrument panel was to-
tally redone and finished off in the original
flat black finish. All new or freshly over-
hauled instruments were installed including
radios, transponder, etc. to where the air-
plane is now certified for IFR flight. The
original lettering on the instrument panel
was precisely duplicated by Moody Aero
Graphics.
The interior fabrics on the seats, walls
and door, were carefully matched by the
husband/ wife team of Jerome and Nancy
Hediger of the Wicks group, who did a fan-
tastic job of duplicating the factory interior
on the Colt. The fabrics were all treated to
meet the FAA fire retardant code before in-
stallation. The finished interior is a thing
of beauty and makes one feel like it's 1960
all over again when you enter the airplane
and sit in the comfortable seats.
One item that raised a few eyebrows
happened when the search began for an
original chrome plated ash tray that mounts
on the glareshield above the instrument
panel. A phone call to Univair (Aurora,
CO) revealed they had only one left - and it
was an original Piper ash tray. Almost
afraid to ask the price, they swallowed hard
and said, " How much?" The answer was,
"Two dollars and sixty cents! " (This was
probably the original Piper price from
1960.) Without hesitation, the group
bought the chrome plated ash tray and in-
stalled it in the square cut-out in the
glareshield - the one, true bargain of the
entire restoration.
The final colors were the original Daytona
White and Phoenix Tan that were carefully
matched to an original paint scheme drawing
provided by the Short Winged Piper Club
(SWPC) who were most helpful throughout
the restoration.
Up front, the original boot cowl had sus-
tained damage during the hail storm, men-
tioned earlier, so it was decided to fabricate a
new one from aluminum and stainless steel.
The result shows remarkable workmanship
and when combined with a fresh ly painted
cowling, it is easy to see how the judges were
20 NOVEMBER 1996
attracted to the airplane. The wing struts
were carefully punch tested and found to
be corrosion free. They were oiled inter-
nally, painted on the outside and installed
on the airplane.
When the 0-235 Lycoming was dis-
mantled, it was discovered the crankshaft
had a crack in it, so it was replaced with a
certified shaft. The camshaft also showed
signs of wear so it was replaced. In addi-
tion, four new cylinders from Lycoming
were installed along with a set of new Slick
mags with dual impulse and harnesses.
The propeller was sent out for overhaul and
was returned, complete with a yellow tag.
Eventually, the long hours of rebuilding
and the many sore muscles began to pay
off as the Colt rapidly neared completion.
The many details that have to be taken care
of -one at a time - slowly reduced to where
the pretty little tri-gear was ready for final
inspection and sign off for flight.
Bill Weder taxied the Colt to the end of
the runway on October 21 , 1995, turned,
opened the throttle and lifted the newly re-
stored airplane into the blue sky. It
cli mbed out smartly and even Bill was sur-
prised at how well the Colt flew. Before
long he was able to take each employee for
a well-earned ride. They all enjoyed it!
(Below) The rounded w i ngtips and
rounded tai l feathers are all part of the
design detail found in Piper products for
many year s. Both wi ngtip strobe lights
and left wi ng landi ng light are visi ble in
this overhead shot.
A visit to the Short Winged Piper Club
Fall Fly-In gave an inkling into the future
when the restored Piper Colt ran off with
Grand Championship Award at the fly-in.
Before long, plans were made to attempt a
record flight in December from Highland, IL,
to Kitty Hawk, NC. On December 16,
1995, with everything fine tuned, the Colt
made the flight to Kitty Hawk in eight hours,
two minutes and 24 seconds of flying time,
setting a new record of96.64 miles per hour,
for its official weight class.
By the time EAA Oshkosh '96 rolled
around, some 70 hours had been recorded on
the Piper Colt and once more, it was cleaned
up and polished and flown to the huge gath-
ering in Wisconsin. Representing the entire
crew of Wicks employees were Bill Weder
and Ed Faiss, two very knowledgeable repre-
sentatives. When the week was over and all
the shouting had died down, the pretty Colt
had run off with the Reserve Grand Cham-
pion "Lindy" award in the Contemporary
class. The supreme efforts of a dedicated
group of Wicks employees had paid off - in
spades! Along with thousands of other folks,
we add our sincere "Congratulations" to a re-
ally fine group of genuine aviation people.
You have earned it! ...
HELPS
and
by Brad Hindall, Ale#14860
-Occasionally the nozzle of pwnp sprayers
of degreasers and other cleaners will clog.
Trying to unplug it with a pin usually does not
work. Put an air nozzle with high pressure (90-
100 psi) against the outside orifice. This nearly
always removes the obstruction.
-During a restoration or repair of older air-
craft, it sometimes becomes necessary to
remove studs, bolts or machine screws that
have broken off in a part. "Easy Outs" can
occasionally do the job but a little trick is to use
a left-hand drill bit to drill the hole for the easy
out. This in itself will sometimes break the
offending fastener loose.
-A large nut, bolt, pipe or piece of tubing is
often difficult to rotate without scratching it
with wrench marks. Or possibly there is insuf-
ficient clearance to even get a wrench on it. A
solution can often be found by tightly fastening
a hose clamp around the piece and using slip
lock pliers to grab the worm drive and push or
pull as necessary. It may be necessary to loosen
and reposition the clamp occasionally. You
may also want to wrap the work piece with tape
or sheet rubber to aid in grip and protect from
scratching.
-An easy way to clean metal files is to place
duct tape fmnly across the face and pull it away
quickly.
-Before getting involved in a greasy job,
scrape a bar of soap under your fingernails .
This will keep the dirt out and make cleaning
your hands easier.
-We often take our pliers for granted but
they glip better if the teeth are clean and sharp.
It's a simple job to take a small triangular file
to clean the grooves while sharpening them at
the same time.
HANGARHINTS
-To hold a large pan gasket in place dur-
ing assembly, tie fine sewing thread through
a few holes on the pan and gasket. The
thread is too small to interfere with the seal
formed by the gasket after installation, or
you can snip and pull it out before tighten-
ing the bolts or nuts.
-An ordinary deck of playing cards can
be used as a sanding block for irregular or
grooved surfaces. Placed on edge, the cards
will conform to the contour of the surface to
be sanded and the sandpaper can then be
folded around them.
-Running wires through rubber grommets
in firewalls and other sheet metal areas can
be made easier with less wear on the wires
and grommets by inserting a short piece of
metal tubing of the appropriate size through
the grommet. The wires are then passed
through the tubing and the tubing is
removed.
-Hot melt glue can be used to hold nuts
or screws to a wrench screwdriver or dowel
in order to place them into hard to reach
places. When in place or stal1ed, the glue
breaks away easily.
-A soldering gun makes a great magne-
tizer or demagnetizer for screwdrivers. To
magnetize, insert the driver inside the loop
formed by the gun and tip, tum on the gun
and then tum it off, remove the driver. To
demagnetize the piece, insert it in the loop,
tum on the gun and pull the screwdriver out
at least six to eight inches from the gun, and
then tum the gun off.
-Favorite, often used tools seem to get mis-
placed. They can be easily located by painting
them with a bright Day-Glo color and then
coating with clear lacquer or enamel.
-Wire buffing wheels will last much
longer if occasionally turned around and
allowed to rotate in the opposite direction.
-Various size magnets make great hold-
ers for media blasting and painting small
steel parts.
-An old refrigerator compressor, after the
Freon as been properly removed, makes a
good vacuum pump with some tubing, a
gauge and valve properly installed.
-When checking clearances with a feeler
gauge, it is sometimes difficult to get the
proper "feel" to know exactly what the spac-
ing is. To check the clearance, use the go/no
go method. If the setting is to be 0. 15, use
the .015 and .016 leaves of the gauge. If
.015 fits but .016 does not, rest assured you
are right on.
-Plastic storage boxes make excellent
organizers for "stuff' in the baggage com-
partment of your aircraft. They are light and
keep everything from bouncing around and
reasonably organized.
- When sanding and scuffing a paint surface
in preparation for another coat, consider using a
3M Scotchbrite pad designed specifically for
that purpose. Produced to replace steel or alu-
minwn wool, the pads come in different grades
of coarseness, and work well to rough up an
aluminum surface prior to priming, and to
"scuff sand" a painted surface. They also make
a velY coarse, open pad for paint stripping for
use in conjunction with a chemical stripper.
They leave little pad residue, and best of all,
you won't get slivers from them! ....
VIINTAGE AIRPLANE 21
WHATOUR.MEMBERSARERESTORING
----------------------------by NormPetersen
John Gardner's 1940Porterfield CP-65
Rowland
Hall'sChamp
Above the fleecy clouds on a summer forenoon is
this pretty Bellanca 7ACA, N9165L, SIN 27-71, flown
by Rowland Hall (EAA146593, AlC 12951) of North-
field, IL. Originally powered with a 60 hp Franklin
two-cylinder engine, the Champ has been converted to
a Continental A65-8 for better and smoother perfro-
mance . Other differences from the original
Aeronca7AC are spring landing gear and squared off
22 NOVEMBER 1996
This very original looking 1940 Porterfield
CP-65 Collegiate, NC27224, SIN 721, is the
pride and joy of John Gardner (EAA 520119) of
Edmond, OK. Totally restored by the previous
owner, Wallace Black of Chickasha, OK, from
1982 to 1984, the tandem two-placer sports a
Continental C-85-8F in the nose which makes
for some very lively performance according to
John, who soloed an Aeronca Champ in 1945.
"The Porterfield is faster in cruise," he says,
"And is a real delight to fly ." The colors are
original silver wings and horizontal tail with a
red fuselage . There are presently 27 CP-65
Porterfields remaining on the U.S. register.
rear windows. Although only 25 years old at present,
Rowland 's Champ is patiently waiting for the day it
can be included in the Antique/Classic judging. Mean-
while it is flown on wheels all summer and skis in the
winter by a very enthusiastic Rowland Hall who just
passed his 80th birthday last June 24th!. Congratula-
tions to a real gentleman who puts us younger pilots to
shame with his vitality and "get up 'n go."
Ernie Kittner's 1956 Bell 47G-2
These photos of a completely restored Bell 470-2 heli-
copter, N2807B, SIN 1495, were sent in by owner, Ernie Kit-
tner (EAA 531071) of Honesdale, P A, who rebuilt the pretty
machine over the past six years. It is used for scenic tours, air
photos, student training and various special occasions. Ernie
has been active in aviation for 52 years and has been a very
busy CFI (fixed wing and helicopter) for the past 45 years with
over 27,000 hours in his logbook! He started flying in 1944 in
a Standard Biplane and presently has a 235 Apache, a Cessna
Aerobat 150 hp, a Cessna 150 and the Bell 470-2. We are
pleased to announce that Ernie' s lifelong dedication to aviation
has not gone unnoticed as he is a recent recipient of the Charles
Taylor A ward from FAA. Congratulations, Ernie, and many
more years of cherished flying experiences.
Phil Chandl er's Champion 7EC on fl oats
This photo of a pristine 1959 Champion 7EC, C-FWTZ, SIN 7EC-629,
mounted on a set of PK-1500 floats , was submitted by owner, I'hil Chan-
dler (EAA 517317) , of Sudbury, Ontario, Canada. The pretty paint
scheme of overall yellow with red trim is most becoming and is set off by
the silver floats. Power is supplied by a Continental 0-200 engine of 100
hp swinging a McCauley seaplane propeller. Note the landing light in the
left wing leading edge and the aux. seaplane fins on the stabilizer. Phil
says the Champ is a great two-place floatplane, especially with full electric
systems and all the "goodies". His area in Canada is heavily populated
with floatplanes because of the many fine lakes available - a virtual sea-
planer's paradise.
Per Skott's Auster V )-4 Archer
This very pretty 1946 Auster V J-4 Archer, OY-ECO, SIN
2071, is the pride and joy of Peer Sk0tt of Nordborg, Denmark.
The bright yellow with silver trim airplane was built in England
with a heavy influence from the American Taylorcraft which is
readily visible. Power is a 100 hp Blackburn Cirrus Minor II in-
verted four-cylinder engine swinging a Hoffman propeller. Be-
sides the Auster, Peer is involved with the restoration ofa 1937
Corben Junior Ace, OY-DBA, at their local flying field called
Nordals. Peer has been a member of the Danish antique airplane
club called KZ & Veteran fly K1ubben (EAA Chapter 655) for over
15 years. Photo taken by Simon Skl0tt of Nordborg, Denmark.
VINTAGE AIRPLANE 23
PASSdb
BUCK
by E.E. " Buck" Hilbert
EAA #21 Ale #5
P.O. Box 424, Union, IL 60180
Here's more about Harry L. Fenton's
dad, Han), D. , with more on hi s adventure-
some trip in the middle of winter with an
Aeronca C-3 Master.
Dear Buck,
"Thanks for inquiring about my dad and
his Aeronca C-3. The attached photos,
though somewhat worse for the wear, de-
picts the typical view of an airplane flown
from a pasture during the immediate post-
war 1940s. Incidentally, the bam and farm
are still owned by my fami ly, and can be
seen on U. S. 20 between Rockford and
Belvidere, Illinois.
" During the summer of 1945 he pur-
chased his little C-3 NC 15290, SIN A620,
and flew it home to the family farm near
Rockford, Illinoi s. An open pole shed next
to the barn was commandeered to house
the little plane, and the adjacent pasture
was used as his airfield. The bam was situ-
ated on the highest hill in the country, and
everything sloped away steeply from that
point, so takeoffs were downhill , and land-
ings were uphill. A beacon was affixed to
the top of the silo so that dad could find his
way home at night.
"The picture of the plane with my dad is
the condition in which he purchased it
origina ll y. Dad had the mechanic at the
airport in South Beloit, Illinois, a fellow
named Smitty, repai nt the airplane from its
overall yellow color to a medium blue
fuselage color, with yellow wings and ac-
cent stripes. The second photo shows my
dad and my grandfat her (both named
Harry, by the way), as it appeared during
the fall of 1946.
"This C-3 had a couple of un usual fea-
tures. Apparently it had been owned by a
CAA inspector of some sort and had been
fitted with position lights which were pow-
ered by a smal l battery behind the seat.
The tires were not your typical balloon
tires , but had a sli ght streamline profile.
(Standard equipment for the C-3 Master -
HGF.) Dad's optimistic recoll ect ions at-
tributed several miles per hour in airspeed
to these tires, although, with all respect, I
think that an inaccurate airspeed indicator
was the most significant contributor to the
24 NOVEMBER 1996
In this shot, which features Harry D. (right) and his father Harry in front of the C-3.
The single leg landing gear of the Master replaced the tripod landing gear of the
earlier C-3 and C-2, and the narrower profile of the streamline tires helped remove a
bit of the built-in headwind of the C-3' s design.
performance of the C-3.
"With only a couple of hours of time in
the C-3, dad decided to fl y to Miami from
Rockford to participate in the Gu lf Air
Tour of 1946. His mechanic prompt ly
grounded the plane upon learning of my
dad's intent ions and fina ll y re lented only
when my dad, under much objection,
mainly due to the $ 14 expense, agreed to
install a compass. Dad compl ained about
this event even 40 years later as he felt a
compass was a rather expens ive luxury.
He kept the compass, and some new spark
plugs for the E- 11 3, and I still have them
today amongst my collection of things.
"The next milestone for thi s trip was
announcing to the family collected at home
awaiti ng New Year ' s Eve dinner that he
wou ld not be able to join them as he was
leaving immediately in the C-3 for Miami!
The events at the very traditional Fenton
household following that announcement
unrave led wi th a feroc it y equa l to the
Marines hitting the beach at Iwo lima. Un-
daunted, dad trundl ed the C-3 out into the
snow and di sappeared into a wispy cloud
of white on a southerly heading.
"The destination for that day was Pur-
due University Airport and his first landing
on a cement runway, which resulted in
breaking the tail skid offofthe C-3. The
next day was spent dodging bad weather
wh il e working his way through Indiana.
Landings were made at Shank, Bush and
Gillespie airfields with several notes refer-
ring to hi gh winds, fog and use of the com-
pass that was lucki ly forced upon him at
the last moment. At one of these small air-
fie lds in Indi ana (I beli eve Ramsey) dad
befriended one of the owners and his wife,
who developed an almost parental concem
for this young pilot and his determination
to fly the C-3 to Miami. Dad often recalled
that they asked him to check in periodi-
ca ll y with them to inform them of his
progress and, for many years afterward,
my dad corresponded with the wife.
"After a coupl e of days of delay due to
poor weather, the mighty E-113 was fired
up and the flight continued south through
Bowling Green and Nashville. Southeast
of Tullahoma, Tennessee, the weather that
had menaced the trip from the outset fi-
nally closed in, trapping my dad and the C-
3 in a fog shrouded Appalachian valley.
Out of gas and in the dark, he landed in a
open field ten miles outside of Pelham,
Tennessee. After shutdown, he crawled
out of the little Aeronca and was shocked
to be confronted by several very unfriendly
locals pointing cocked and loaded shotguns
at him!
"At this point , the socia l standards in
place in the Appalachians of southeastern
Tennessee must be considered to put my
dad's reception in perspective. Knowledge
of the world beyond the hills was limited
and strangers, if encountered, due to the re-
moteness of the area, were received cau-
tiously. Given that much of the local econ-
omy was driven by moonshine production,
plane in the pasture and began to filter out
to take a look at the flying machine. As it
turned out, modem amenities were unheard
of and even cars were uncommon. The C-
3 was the first airplane that virtually all of
these country folk had ever seen.
"At this point dad became a reluctant
guest of sorts. He expressed a desire to get
gassed up and continue hi s trip, but he was
informed that, due to the lack of motorized
ve hicl es, there was no gas to be had for
miles. 1 suspect that gas was available, but
deep down, the country folk of this small
town realized that my dad represented a
glimpse of a civilization other than their
own, and they were not about to let him
disappear back into the sky and beyond the
hills until they were darn well ready. For
three days dad was treated to the Ap-
Belvidere Airport. Dick's fami ly has re-
mained active in aviation, and his son,
Steve, has built the now named Poplar
Grove Airport into a thriving aviation com-
munity. Dad finally sold the plane when
he became aware of a Service Bulletin
whi ch required an inspection (nitric acid or
magna flux) of the crankshaft every 25
hours. The C-3 had become too expensive
to own.
"When I was about five years old, dad
took the famil y on a vacation and revisited
the town of Pelham. A small reunion was
held in the local restaurant and the locals
recalled his visit from years before, espe-
cially the owner of the restaurant. It seems
that my dad's visit had a profound effect on
the then five-year-old boy and he realized
that there was more to the world than the
most strangers were sirnply not ~ ~ ~ ~ ~ ~ ~ ~ ~ 1 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
tolerated, let alone strangers in air- . J
planes (revenuers were known to
use aircraft to hunt for moonshine
sti ll s).
"So there stood my dad in hi s
CAP uniform, his gold wings
looking for all the world to these
unknowing Tennesseans like the
badge a revenuer would wear, bab-
bling in Yankee about flying from
a mythical place called Illinois to
an equally mythical place called
Florida. All of it sounded like
trouble to the suspicious Ap-
palachian farmers.
"The events that followed more
closely resembled the fate of a
downed American airman cap- Harry D. Fenton and his newly acquired Aeronca C-3 Master (500 Roundback series) during the
tured by the Gestapo hundreds of summer of '45 at the family farm between Rockford and Belvidere, IL.
miles deep into hostile Germany
territory. The pasture that dad had
landed in was full of cows that had taken
their own particular type of interest in the
C-3. One cow in particular had decided
that the C-3 had been placed there as a
scratching post for its hindquarters.
Alarmed that the cow was going to damage
his plane he tried to get the farmers to help
him move hi s ship. The shotgun toting
farmers, in a tone that did not mask their
intentions for my dad to do exactly what
they told him, shoved my dad into a wagon
and left the C-3 where it sat.
"The next several hours were very dis-
concerting for dad. Exhausted, he fell
asleep in a dark room at a house he was
taken to, only to be awakened and moved
several more times that night in a must un-
gracious manner. Ultimately, he was
placed in the company of a fanner who was
a local authority of some sort , listened to
my dad' s story and eventually calmed the
fears of the others.
"After a night 's rest, the farmers took
dad back out to the C-3 and helped him
move it to a more secure part of the pas-
ture. Although the curious cows had
scuffed the paint in a few places, no dam-
age was done to the C-3.
"The local populace had heard of the
paJachian lifestyle (including delicacies
such as mountain oysters), in trade for hi s
discussion of the airplane and li fe beyond
the mountains. Curiously, several of the
farmers took an interest in the zippers in
the C-3 fabric used for inspection access.
More than one thought that tho se areas
would make for excellent areas to transport
the local distilled commodities.
"Eventually, the locals let the young pi-
lot go free, and, after some rides, he disap-
peared to the south agai n. Eight days after
the trip began, he arrived in Chattanooga.
Weather would again be a problem, and fi-
nally, dad gave up his plans to go to Miami
and headed home.
"After IS days and 28 flying hours, dad
returned home to a less than enthusiastic
reception from his parents, tired, but en-
lightened from his adventure. Overall , he
had spent about $30 for gas and oil , and
$8.75 for mechanical repairs to the C-3.
"Dad flew the C-3 for a few more
months and had a few more interesting ad-
ventures and took many local people for
rides. To this day, many of the old-timers
still talk about the little Aeronca. One of
the people given his first airplane ride was
Dick Thomas , one of the founders of
surrounding hills. The littl e boy worked
his way through school and became the
owner of several area restaurants.
"Off and on since the late 1970s I have
tried to trace the subsequent history of the
C-3. It was last owned by a fellow named
Doncevic in the Harrisburg, Pennsylvania
and was de-registered in 1971 . I wrote to
him a couple of times and received no an-
swer. I have friends in the area, but no-
body seems to have much information on
him or the status of the plane. Last sum-
mer I had talked to a fellow in Ohio about
purchasing a C-3 project, and he told me
that he thought that this fellow had owned
a few C-3 projects and that my dad's was
probably used for parts. It would be nice to
have some more history on the C-3 , but I
suspect that it no longer survives as a com-
plete airplane.
"In the end, I don't think that it matters.
The real treasure is not really the airplane,
but the enrichment it has had on the lives
that it visited.
"Once again, Buck, thanks for your in-
terest. And as you say,
over to you!" rr
Neat
l
VINTAGE AIRPLANE 25
WELCOME
NEW MEMBERS
Aerospace Branch Library........Little Rock,AR
Richard S. Allen.. .........................Lewiston, ID
Steve P. Bentley.......... .................san Jose,CA
Charles Boswell.................... Brandywine, MD
Edmund T. Burke....................Toms River, NJ
WayneW. Burkhardt.....North Brookfi eld,MA
Dan R. Campbell.....Trenton,Ontario,Canada
James H. Crowl ey ...................... Rivervi ew, FL
Tony DeGrand ...... .................Cornell,MI
ArthurG. Douse.... ..........Ft. Lauderdale, FL
RobertJ. Floeder ...........Rosemount,MN
HenryJ. Frieh...................... ...............Joliet, IL
Frank Gleason........... .. ...........Darlington,SC
GeorgeGreene............................. Presque,MI
Scott Hagerman....Markham,Ontario,Canada
CharlesJ. Harrington....................Wichita,Ks
Fred P.Hodge .................. .. ............sanger, TX
Earl Ice..........................................Dewey, OK
Krista AnnJautz........ ...............Milwaukee, WI
CarlosJobke......................Olivios,Argentina
Rick R.Jones.................. ..........Greenville,NC
Barbara Kajiya.... ............ .............Duvall,WA
Russ W. King.. .. .... .....................Ingleside, TX
Glenn Kinneberg................springGrove, MN
Alan Lackie ..............................Melbourne,FL
UNITEDSTJJ.TES

VlNTAGR AIRPLAHE
b101.1,1-1.1.1. 9/30/96
._-
Monthly 12
EAA, P.O. Box 3086. OshkOSh, WI !l0t903- 3086
$21.00
-
414/426-4825
StatementofOwnership.Management,andCirculation
CiII POST,jJ, SERVICE,.
(RfIqUftd by :J!J USC3685)
EM. P.O. Box 3086, OShk06h. WI !l4903-3086
.......**J
Tbccas p, PoberezDY
ltAA. P,O, Box 3086, Oshkosh, WI 54'}03-3086

Henry G, Fraut.c::hy

AA, P.O. Box 3086, a.hkosh. loll !l4903-J086
Gold" G. COx
AA, P.O. Bolt 3086, o.hkosb. WI 5 4 903-3086
LTOIM{SI.nall$g,ISI>(I},.roI5h(2)}
............ -,."pcAIInI.."."'pU;/IIIWIDt.. ..._.wI1tdtIt9aJ

(I!icI ISQ,,'OOJ
InstructionstoPublishers
""-
Experu.ental Ai.rcraft Association
P.O. Box 3086. OShkosh NI 54903-3086
DodsonManly.....................Fruitland Park,FL
Steven A. Marsh........... .... .....Eaton Rapids,MI
George F. Martin........................Newville, PA
BurtM. Morrow.................Ormond Beach, FL
Carl R. Moser......................Bloomington,MN
Douglas G. Murray................MountainVi ew,
Alberta,Canada
Mi chaelNaramore....................Cornelius,NC
RobertC. Nelson ............. .. ............ .Fruita,CO
WayneM. Nichols.......... ........ ........Wray, CO
Kevin J. Nugent.... .....................Greenville, IN
Paul T. O'Reil ly...... ................ .....Burleson,TX
Alberto Ofenito...............................Venice,FL
R. G. Ohllll.......................... Emmitsburg, MD
James R. Ott........ ........... ....................Bath,PA
Aaron Petersen ............ ................51. Paul, MN
Ronald Riikola........ ... ........................ Elko,NV
Gary Root...... .. ........................ .. .Berkeley,CA
John M. Ruffcorn .....................Santa Rosa, CA
BruceSmith .................................Oxford,ME
WayneStoll ........ ... .... .... ................Miami ,OK
James Tittle.............. .................Pewaukee, WI
Crai gWolter............................Anchorage, AK
TedP. Wynn.......... .. .................... .Denton,TX
13.. PI.d:cb!r..
Vi.ntage Airplane

Calendar
The following list of coming events is fur-
nished to our readers asamatter of
information only and does not constitute
approval, sponsorship, involvement, control
or direction of any event (fly-in, seminars,
fl y market, etc) listed. Please send the
information to fAA, Att: Golda Cox, P.O.
Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months
prior to the event date.
JANUARY 1, 1997 - NAPPANEE, IN - EAA Chapter
938 5th annual New Years Day Hangar Over
Party/ Fly-In. 11:00 a.m. - 2 p.m.. For info ca l/
"Fast Eddie" Mil/eman, 2 19/546-4997.
FEBRUARY 28- March2 - 39th Annual Cactus Fly-
In sponsored by Arizona Antique Airc raft
Association at Casa Grande, AZ. Contact John
Engle 602/830-9670.
APRtL 6-12 - LAKELAND, FL - 23rd Annual Sun 'n
Fun EAA Fly-In and Convention. 813/644-2431.
MAY 24 - DECA TUR, AL - (KDCU) EAA Chapter
941 9th Annual Fly-In. Food, fun, aircraft judg-
ing. Doe more informati on contact Dick Todd,
205/971-4060 or205/961-4540 (work).
JULY 30-AUGUST5 - OSHKOSH, WI - 45th Annual
EAA Fl y- In and Sport Aviation Convention.
NOTE DA Y CHANGE - Now Wednesday through
Tuesday. Wittman Regional Airport. Contact
John Burton, EAA P.O. Box 3086, Oshkosh, WI
54903-3086,414/426-4800.
,... -...OIIebClrt>ADgno..lMIow
September. 1996
10902 10800
89 13
10082 10010
10171 10083
177 160
50
227 160
10398 10243
5 04 557
10902 10800
91.811 98.431
I. CompIeIeandlileoneCXI9Y04lt1islormwtth)"O'Jrpc:l$ClTl6SllllamuaJlyonOfbefOfVOdober I. Iormlol
...

whom!hot bu&1M is1Iding."leo namesandaddresMsat IndMc:tJaIe: whoareItoeknoIdefSwt.o 0Wf'I01 hold I pefOlfltOf
IIIlQ01 thetotal amount01 bonO&, mongagu.()fOlherneurfIIef; Melfl l!.11 none.c;h(dI.lMl)(IX. UN

:l. Besure10 lumlsh 15. e, andI.
4. IfItIepubl'tcalionhad IIUII'IorizaIk,&5 IIgerwtral or requutlllrpW1lca1lOl'l. It*Statement010wnefWIip. MsnaQImWfIl. and
mUSl bepubkhed:itmUllbepmtedIn anyINueit! OdoberOf, itthepublic;at:ion is notp\bkhedIb1ngOctober. !hafIrsI:
....JP*-J
IMuepriNedafterOctober.
__........Ior .....
5. In iIem 16,fl6cat.tIM! diltltot!hotINueinwthlhil$ !)tal.rnen;01 beptbIiIhed.
.......... ,

26 NOVEMBER 1996
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental Aircraft
Association. Inc.is$35foroneyear. including 12
issuesofSPORTAVIATION.Familymembership
isavailableforanadditional$10annually. Junior
Membership (under 19years ofage) is available
at$20annually. Allmajorcreditcardsaccepted
formembership.
ANTIQUE/CLASSIC
Current EAA members mayjoin the Antique/
Classic Division and receive VINTAGE AIR-
PLANEmagazineforanadditional$27peryear.
EAA Membership. VINTAGE AIRPLANEmag-
azine and one year membership in the EAA
Antique/Classic Division is available for $37per
year(SPORTAVIATIONmagazinenotincluded).
lAC
CurrentEAA membersmayjoin the International
AerobaticClub. Inc.Divisionandreceive SPORT
AEROBATICS magazine for an additional$35
peryear.
EAA Membership. SPORTAEROBATICSmaga-
zine and one year membership in the lAC
Division is available for $45 peryear (SPORT
AVIATIONmagazinenotincluded).
Something to buy, sell or trade?
Aninexpensiveadin the VintageTrader
may be just the answer to obtaining
that elusive part. AOperword, $6.00
minimum charge. Send your adand
payment to: Vintage Trader, fAA
Aviation Center, P.O. Box 3086,
Oshkosh, WI 54903-3086, or fax your
ad and your credit card number to
414/426-4828. Ads must be received
by the 20th ofthe month for insertion
in theissue thesecondmonth following
(e.g., October 20th for the December
issue.)
AIRCRAFT
For Sale: 1943 Stinson V/77 (AT/19).
Completely restored in 1994. Call for informa-
tion and color photos. Ernest Denton, 1325
2800 Lane, Hotchkiss, CO 81419, 970/872-
4712 or Maryj Hartman, 1048 "R" Road, Mack,
CO81525,970/858-7299.
1941 Culver Cadet Project - Fuselage rebuilt,
wings recovered, Franklin 90, new propeller.
$15,OOOOBO. 860/974-3399. (1224)
WARBIRDS
Current EAA members may join the EAA
Warbirds ofAmerica Division andreceive WAR-
BIRDSmagazineforanadditional$30peryear.
EAA Membership. WARBIRDS magazine and
oneyearmembership in the Warbirds Division is
available for $40 peryear (SPORTAVIATION
magazinenotincluded).
EAAEXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTERmagazineforanadditional$18
peryear.
EAA Membership and EAA EXPERIMENTER
magazine is available for $28peryear (SPORT
AVIATIONmagazinenotincluded).
01940 Aeronca TC65 - Restoration by A&P
90%complete,ceconitecover, lowtimeengine.
All partstocomplete. 916/621-1822
MISCELLANEOUS
SUPER CUB PA-18FUSELAGES- Newman-
ufacture, STC-PMA-d, 4130 chromoly tubing
throughout, also complete fuselage repair.
ROCKY MOUNTAINAIRFRAME INC. (J.Soares,
Pres.), 7093 Dry Creek Road, Belgrade,
Montana 59714, 406/ 388-6069, FAX 406/388-
0170. Repairstation No. QK5R148N. (0387)
FREE CATALOG- Aviation booksand videos.
How to, building and restoration tips, historic,
flying and entertainment titles. Call for a free
catalog. EAA. 1-800-843-3612.
FOREIGN
MEMBERSHIPS
Please submityour remittance with a check or
draft drawn on a United States bank payable in
United States dollars. Add$13 postage for
SPORTAVIATIONmagazine and/or$6postage
foranyoftheothermagazines.
EAAAVIATIONCENTER
P.O. box3086
Oshkosh,WI54903-3086
WEB SITEhttp://www.eaa.org
E-MAILVintage@eaa.org
PHONE(414)426-4800
FAX(414)426-4873
OFFICEHOURS:
8:15-5:00mon.-fri.
1-800-843-3612
MEMBERSHIPDUESTOEAAAND
ITSDIVISIONSARENOTTAX
DEDUCTIBLEASCHARrrABLE
CONTRIBUTIONS.
Ragwing Replicas - Ultralight legal
Aircamper,Heath,Pitts, Duster,Triplane. Plans
$52. Brochure$3. P.O. Box39, Townville,SC
29689. (0400)
Freshly Minted Aeronca hubcaps and metal
placardsllabel plates. SASE for information:
7AC Specialties, 835 New London Turnpike,
Stonington,CT06378. (1004)
ATTENTION AVIATION ART COLLECTORS!
Add style, class and prestige to your collection
by adding a selection from: Ferris, Kodera,
Galloway (& many more). Acquiring prints and
originals from the masters is easy and afford-
able through AmericanAviationArt. Call now,
1/900/950-2233 and order your 3.5" PC
diskette screensaverlcatalog for $7.95, receive
valuable discounts, visit us www.amavart.com
(0991)
A Life in theClouds - Written by retired Eastem
Captain John Anderson. An interesting story
about Aviation Cadets, crop dusting, fl ying as a
fighter pilot and flying forthe airlines. 388 pages,
$19.95 +$2.00 shipping. IL residents add $1.45
sales tax. Order from Jean Anderson, 605 West
SpringSt.,SouthElgin,IL60177.
BabbitBearing Service - Camshaft regrinding,
cam followers reground, piston rings, piston
pins, valves. For shipping instructions, call
1/ 800/233-6934. Jack H. Bunton, Machinist,
Vintage Engine Machine Works, N. 604 Freya,
Spokane,WA99202. (11/96)
Curtiss JN4-D Memorabilia - You can now
own memorabilia from the famous Curtiss
"Jenny," as seen on "TREASURES FROM THE
PAST" We have T-shirts, posters, postcards,
videos,pins,airmailcachets, etc. We also have
RIC documentationexclusiveto thishistoricair-
craft. Sale of these items supports operating
expensestokeep this "Jenny" flying forthe avi-
ation public. We appreciate your help. Send
SASE to Virginia Aviation, P.O. Box 3365,
Warrenton,VA 22186. (0052)
Midwest Randolph Distributor - All Randolph
products and services, dopes, epoxies, paints.
Call or write for product information and color
chart. BrownAero,B716CTP,Unity,WI 54488,
715/223-4444. (1194)
Will trade land in Florida Keys valued at
$15,000+ for airplane. Looking for Aeronca
Champ or Chief. Please, no projects. Call
904/428-3591.
FREE WORLDWIDE BOOKSEARCH for out of
print books. ALSO, over1,000 aeronautic titles
available. Leatherstocking Bookscout , 738
Hillside Ave., Lake Wales, FL 33853, 800/230-
8071. (1272)
Northeastern Ohio maintenance and restoration
facility is seeking qualified applicants for A&P
mechanics, various positions open,
craftsmenlcraftswomen for antique aircraft
restoration. Experience is a must. Maintaining
piston and turbine singles and twins. LA. certifi-
cate is helpful. Benefits program. Wages com-
mensorate with experience. Gemco Aviation
Services, Inc., Youngstown Elser Metro Airport ,
10800SharrottRoad,NorthLima,OH 44452.
1930's "Bubble Face" Panel Compass - high
quality Kollsman Model 132-B,have several avail-
able, $395. Aircraft Yearbooks by Aero Chamber
Commerce, 1923-1924-1925-1927-1929-1931-
1933-1934, $125 each. Brass Venturi, 2" by
Pioneer, haveseveral, $125. 01' JonAldrich,POB
9, Big Oakflat , CA 95305. PH 209/ 962-6121
(1315)
o AVIATION INSURAICE 0
All aviation insurance
poliCies arenot
created equal.
Call AVEMCO about Direct Approach2000,
tile nelV standant in aircraft insurance.
US and Canada call
800-276-5207
NOLavaliable inQnebec
..

iNSURANCE COMPANY
VINTAGEAIRPLANE27
mechanical moving elements are showing housing is not properl y supported, you can
signs of advanced wear. Additionall y, break it. Also, if the drift is allowed to
Type Club
they are subject to internal corros ion in the damage the surface of the pin hole in the
screen/sediment bowl area. Depos its of casting, an oil leak is likely. When a new
the corrosion product may clog the screen pin is installed the casting must be peened
and/ or cause a valve to sti ck closed or to lock the pin in pl ace.
block open. Aero's levers are laser cut, carbonitride
NOTES
If the time has come to do something hardened (case hardened) and ground. Be
Continued from page 12
pie." Don paid OACAC a real compli-
ment by saying we put the fun back in fl y-
ing. They enj oy meeting the wonderful
peopl e who go on the (Oregon) tours, vi s-
iting with them, and not to mention seeing
the beautiful old planes. To quote Don,
'Each and every tour has been enj oyabl e.
Keep the tours going! ",
Ercoupe Owners Club 910/572758
Charles Wood, Aero Accessories Inc.
800-822-3200, FAX 919-449-5461
From "CoupeCapers
"AC" Diaphragm Fuel Pumps
The "AC" diaphragm fuel pumps used
by the Ercoupes and many other small
Continental engine powered airplanes are
very reliabl e. However, as with anything
mechanical, they will wear out, or simpl y
"age" out, given enough time.
Many of the fuel pumps now fl ying are
20, 30, 40 or more years old. Even if they
are working okay, the rubber part s are
surely embrittl ed a nd if typi ca l , th e
book.It's thecl earest, just
quality Classic interior
mostthorough,and howeasy itisto
most fun-to- read coveranairpl anewith
Complete interior assemblies for do-it-yourself installation.
step-by-stepbook Pol y-Fiber,andhow
Customqualityateconomicalprices.
ofitskind. It muchfun itcan
Cushion upholstery sets
be. Itincludes our willguide
Wall pa nel sets
you all the entirecatalogof
Headl iners
waythrough tools, products,
Carpet sets
andothergood- theentire
Baggage compartment sets
Poly- Fiberprocess ies, too.All you needto
Firewall covers
in plain easy language makeithappenisour
Seat slings
and withasense of brand-newmanual...
Recover envelopes and dopes
humor. and adream.
Freecatal ogofcompleteproductline.
Just $5.00! Order Yours!
Fabri c Select ion Gui de showing actual sampl e colors and
stylesofmaterials:$3.00.
800-362-3490
www.info@polyfiber.com

PostOfficeBox 31 29 259Lower Morrisvi ll e Rd. , Dept. VA
Air c raft: Coatings Riverside, Californi a925 19
Fall si ngton, PA 19054 (215)295-4115
Fly high with a
Spiral-BotUld
Classroont.
Ournewmanual isn't It' ll
just areference - it's a show
coveringcourse in a you
about your fuel pump, you' re in luck.
Even though Continental no longer sup-
pOliS the pump, there is a current fully cer-
tified source of parts for overhaul repair
kit s, complete overhaul ed pumps, and
bra nd new pumps. Ae ro Accessori es
makes them all. We speci alize in making
hard to get and out of producti on aircraft
parts as well as making thousands of other
parts and pi eces for currentl y produced
planes.
All parts for the pump are availabl e,
even new levers and castings. In contrast
to the ori ginal , a laser cut, all welded, all
stainl ess steel screen assembl y is offered.
The new stainl ess steel screen produces
virtuall y no electro lytic reacti on w ith
either the casting, moisture in the fuel, or
between the frame and the screen. Best
of all , the new screen costs much Jess than
the ori ginal!
The pumps can be overhaul ed success-
full y using common tool s along with a
few special ones that are eas il y made.
Tool speci ficati ons come with the repair
parts kits. Care needs to be taken when
tapping out the pin on which the lever piv-
ots. If too much force is used, or the
careful that you get the ri ght lever by part
number as there are two di ffere nt ones.
One is used in engi nes having the large
di ameter cam eccentric. The other is used
with small cams. Techni cal personnel can
provide assistance in determining whi ch
one your engine takes. Using the wrong
one can cause catastrophi c fa ilure of the
pump and possibly the engine.
Aero overhaul s pumps on a custom or
exchange basis. In their overhaul s virtual-
ly everything except the castings, and
when needed, even those are repl aced.
Essenti a ll y th ei r ove rha ul prov ides a
"new" pump.
Amazingly, however, the price of a
brand new Aero pwnp is onl y a few dol-
la rs mor e th an a n ove rha ul! The
Centurion Series Pump does not require as
much labor. What we save in tear down,
wash up, and repai r time, we pass along to
the customer. Aero's new pumps run
from just over $350 to a littl e over $500
for the rare "hi gh pressure" type.
In additi on, to the fuel pumps, Aero
makes ignition parts, vacuum pumps and
parts and lots of other good stuff. Call for
your free catalog: 1-800-822-3200. ...
Gr
Earl Smith
EAA member
Antique/Classic member
Chap 66 member
in Ft Myers, FL
Won Best Modified in
1994atInternational
120/140 Meet in
Maryland
Won Best in Type in
1995atSun &Fun

t-
0

fROM AUA,INC.
Tobecomean
EAAAntique&
ClassicDivision
Member,call
800-843-3612
"I find AUA, Inc.Insuranceto bea
money-saver! Ilike the the broad
coverage - the open pilot'sclause
also allowsmy qualified friends to
enjoymy classic aircraft. AUAgives
me veryreasonable rates and
excellentcoverage." - Earl Smith
The bestis affordable.
GiveAUAa call - it's FREE!
800-727-3823
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Antique/Classic Division
InsuranceProgram
lowerliabilityand hull premiums
Medical payments included
Fleetdiscountsfor multiple aircraft
carryingall risk coverages
Nohand-propping exclusion
Noagepenalty
Nocomponentpartsendorsements
Discounts forclaim-free renewals
carryingall risk coverages
Remember,
We're SeHerTogetherI
AVIATION UNLIMITED AGENCY
Offical EAA
Antique Classic
Merchandise '97
30 NOVEMBER 1996
(Coverand insert)
A. GolfShirts
Show your interest in the
Antique/Classic Division with
one of these snazzy golfshirts.
Available in three different col-
ors to suit any taste. Made of
comfortable 100% combed cot-
ton. Two-buttoncollar.
Jade
M-XXL41-41150 $26.95*
Navy
M-XXL41-41131 $26.95*
Turquoise
M-XXL41-41127 $26.95*
B. Antique/Classic
Windbreaker
Made by Swingsterthis jacket
is 100% nylon. Has elastic cuffs
and waistandtwopocketsonthe
front. This quality windbreaker
has the Antique/ Classic logo
embroidered in classy gold
stitching. Available in two pop-
ularcolors.
EggplantWindbreaker
M-XL 41-41036 $34.95*
2X 41-41039 $36.95*
NavyJacket
M-XL 41-41031 $34.95*
2X 41-41034 $36.95*
C. Polar Fleece Pullover
This cozy pullover will definite-
ly keep the chill out! Made of
100% polyester fleece for long-
lasting comfort. Embroidered
with Antique/Classiclogo.
SizesM-2X 41-41070 $52.95*
Toorderorformoreinformationcall:
1-800-843 3612
(OutsideUSandCanada414-426-4800)
24-hourFAX:414-426-6761
Short-SleeveOxford >-
This Van Heusenshirtfeatures short
sleeves and a button-down collar.
Antique/Classic logo adorns the front
Made from 60/40 cotton/ poly blend
Available in two colors in halfsizes
from 15 - 17 1/2.
BurgundyShortSleeveShirt
Size 15 - 171/2 41-41099 $23.95*
BlueStripeShortSleeveShirt
SizeI5-171/2 41-41105 $23.95*
Needle-OutSweatshirt Y
Our most elegant Antique/ Classic
sweatshil1, features needle-out stripes
foratrulyclassy look. Grayand navy
ribbed collar, cuffs and waist.
Embroidered AlC logo on front. Soft
70/30cotton/polymaterial.
Sizes M-2X 41-41066 $33.95*
orwrite:
ExperimentalAircraftAssociation,
Dept.MO,POBox3086
Oshkosh,WI54903-3086Majorcreditcards
accepted. 'Plusshippingandhandling. .
....c: BlueAviatorShirt
This timeless design looks great on
any Antique/Classic fan. This long-
sleeve shirt is a 65/ 35 cotton/ poly
blend for comfort and easy care. It is
embroidered with the Antique/Classic
logo and epaulets adorn the shoulders.
Available in sizes 15 1/2, 16 1;2 and 17 1/2
only.
Sizes 151;2-171;2 41-60016 $29.95*
A CommemorativeT-Shirt
The 25th Anniversary ofthe Antique
Classic Division is celebrated in this
high quality T-Shirt. A/C logo with
25th Anniversary banner is embroi-
dered on the front. The back ofthe
shirt features a silk screened image of
AntiqueClassic Division Director
Emeritus Steve Wittman and his
famous airplane"Bonzo".
100%cotton.
SizesS-XL 41-20176 $17.95*
VINTAGE AIRPLANE 31
-II( Oatmeal Sweatshirt with
Cowl Collar
Unique features like a drawstring cowl
collar and contrasting navy and green
trim make this sweatshirt a real winner.
Soft 70/30 cotton/ poly blend material.
Features ribbed cuffs and waist and an
embroidered Antique/Classic logo.
Sizes M-2X 41-41062 $33.95*
Embroidered Sweatshirt >
A sure hit with any Antique/Classic
fan, this forest green sweatshirt is
adorned with an attractive laurel leaf
embroidery. 50/50 cotton/ poly blend
with ribbed collar and cuffs.
Sizes M-2X 41-40819 $35.95*
Antique Classic Division Accessories
Caps With Embroidered AIC Emblem
Light weight blue poplin with embroidered 25th
Anni versary logo. One size fits all.
41-00818 $10.99*
Grey, 65/35 cotton/poly blend with embroidered 25th
Anniversary 10go.One size fits all.
41-11219 $10.99*
Antique Classic cap in either white or navy blue. 60/40
cotton/ pol y fa bric embroidered with Antique Classic
Di vision logo. One size fits al l.
White 41-00358 $10. 95*
Blue 41-41030 $10. 95*
Antique Classic Division Commemorative Tankard
12 ounce glass tankard is imprinted with the Antique
Classic Division's 25th Anniversary emblem.
41-20 165 $7.00 Each*
Antique Classic Division Jacket Patches
Add a new patch to your trusty fli ght jacket. 25th Anniversary
patches come in two styles. Style 1 features Antique Classic
logo with "25th Anniversary" on a red banner. Style 2 fea-
tures "25th Anniversary" and the dates"1971 - 1996".
Style I 41-00806 $3.00*
Style 2 41-11212 $2.50*
32 NOVEMBER 1996
Official Division Patches, Pin and Decal
Offical Division Patches
Large 41-32560 $2.70*
Small 41-32360 $1.75*
Window Decals
Outside 41-3060 I $.60*
Inside 41-30603 $.60*
Official lapel Pin
A distinctive addition to a hat or jacket.
41-30101 $2.50*
Division Coffee Cup
Royal blue ceramic coffee mug is highlighted with gold trim
on the rim and a gold Antique Classic logo.
41-41054 $8.95 / Each*
Desk Set with Pen
A great gift for that special fan of antique and classic air-
craft. This StoneArt desk set includes a mable-like base
with space for adding a personali ze name pl ate. Base is
engraved with Antique Classic logo. Brass plated pen holder
and pen are included.
41-60025 $ 12.00*
Button-DownClassic
Special Antique/ Classic 25th
Anniversary embroidery on the front
marks 25 years of flying history. A
silk-screen scene featuring pioneer
aviator Steve Wittman. 100%cotton
construction with button-down collar
and front pocket. Available in two
colors.
FadedDenim
SizesM-XL 41-40919 $38.00*
Khaki
SizesM-XL 41-40922 $38.00*
HOWTOORDER
Call our toll-free number anytime numberand expirationdate,the listof and mail it to EAA, P.O. Box 3086,
between 8:15 a.m. and 5:00 p.m., items you wish to purchase and your Oshkosh, WI 54903-3086. EAA also
MondaythroughFriday(central time). EAA membership number handy hasexpressshippingavailablethrough
One ofour operators will be ready to when you call. Ifyou would rather UPS. For detail s on thi s service,
assist you in selecting your merchan- place your order by mail , simply fill please call 1-800-843-3612 or FAX
dise. Please have your credit card in the order form found on this page 414-426-676l.
Official Merchandise Order Form
Write:EAACatalog Sales,PO Box3086,Oshkosh,WI54903-3086orCall Toll Free: 1-800-843-3612
Name_________________________________________________ EA.A#_______________________________
Address_____________________________________________________________________________________
Phone(Daytime)_________________________________________ FAX
PLEASESPECIFYMETHODOFPAYMENT: (CheckOne)
o EnclosedCheckorMoneyOrderin theAmountof$__(Makecheckspayableto EAA. Sorryno COD's)
Chargeto: 0 AMERICANEXPRESS 0 VISA 0 MASTERCARD 0 DISCOVERCARD
Account#___________________________________________________________________________________
ExpirationDate _________________________________Signature

Item# ItemDescription Size
(Signature required ifusingcreditcard)
Color PriceEach Amount
AddthefollowingSHIPPINGand HANDLING CHARGEStoU.S.ordersonly:
$ .01to 10.00 ........................ ............................. . ..... $3.50
$10.01 to 20.00 ................................................................... $5.00 SUBTOTAL
$20.oJ to 30.00 ........ ....... .. ......... ............... ............................. $6.50
ShippingCharge
$30.01to 45.00 ................................................................................................................... $8.00
$45.01to 60.00.... ............................ ......... $9.50 WisconsinResidentsadd
$60.0 1to 75.00.. ............................................... .............................$11.75
5%SalesTAX
$75.01 to 90.00 .......................... .......................................... ............................$12.50
$90.01 to No Limit ...............................................................................................................$14.00
TOTAL
Foreignorders, pleasecall orwri teforactualshi ppingchargeviaeithersurfaceorai rmail. (Pleasesubmitin U.S. Dollars)
PRICESANDAVAIlABILITYSUBJECTTOCHANGE
SOMEQUANTITIESLIMITED ALLOW3-4WEEKSFORDELIVERY
CALLTOLLFREE:1-800-843-3612(OUTSIDEUSAandCANADA414-426-4800)