VA-Vol-26-No-7-July-1998 by EAA Vintage Aircraft Association

EDITORIAL STAFF Publisher

To m Poberezny

July 1998

Vol. 26, No.7

Editor-in-Chief

Jack Cox

Editor

CONTENTS

Henry G. Frautsch y

Managing Editor

Golda C o x

1 Straight & LevellEspie "Butch" Joyce

Computer Graphic Specialists

Nancy Hanson Olivia Pierre Katze

2 AlC News

L. Phillip

Staff Photographers

3 Aeromail

Jim Koepnic k LeeAnn Abrams

Ke n Lic htenbe rg

4 From The EAAlWorthington

Collection/John Underwood

Advertising/Editorial ASSistant

Isabelle W iske

8 Cessna 140 F uel Caps/Neal Wright

r---------------------~--~

11 Mystery PlanelH.G. Frautschy

President Espie "Butch' Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344 Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 flJ7/373-1674

12 David Gay's PT-17 Stearman! H.G. Frautschy 17 Flight of an Angel/Pat Quinn 21 A Handy Welding Table/ H.G. Frautschy

Vice-President George Daubner 2448 Lough Lone Hartford. WI 53027 414/673-5885 Treasurer

Charles Harris

7215 East 46th St.

Tulso. OK 74145

918/622~

DIRECTORS

23 What Our Members Are Restoring/H.G. Frautschy 26 Pass it to Buck/Buck Hilbert 28 Calendar 29 Welcome New Members 30 Membership Information/ Classified Ads

EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS

Page 23

FRONT COVER ... The Grand Champion A ntique of the 1998 Sun 'n Fun EAA Fly-In was David Gay's 1943 Boeing Stearman A75 Nl, a PT-17 finished in the bright colors of the U.S. Army Air Corps. EM photo by Jim Koepnick, shot with a Conan EOS-l n equipped with an 80-200mm lens. l/tJJ sec. @ f20 on Fuji Sensia 100 ASA slide film. EM Cessna 210 plane fiown by Bruce Moore. BACK COVER ... During the last half of the '30s, the aviation magazine Popular Aviation featured a series of full-color plates depicting squadron markings, in signia and civilian color schemes on their back cover. This p late, from the Feb ruary 1937 issue of the magazine, shows the rhyme and reason behind those colorful markings on Navy shipboard aircraft. The closely trimmed edges of the plat e are as the magazine was p roduced.

John BerencU 7645 Echo Point Rd. Connon Falls, MN 55009 flJ7/263-241 4 Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490

Gene Marris 5936 Steve Court Roanoke, TX 76262 817/491-9110 Robert C. ' Bob' Brauer 9345 S. Hoyne Chica,W, IL60620 312 79-2105

Joe Dickey 55 Ookey Av. Lawrenceburg, IN 47025 812/537-9354

John S. Copeland 1A Deocan Street Northborout, MA 01532 fIJ8/3 3-4775

Dale A. Gustafson 7724 Shady Hill Dr.

Indianapolis, IN 46278 317/293·4430

Stan Gomoll

1042 90th Lone, NE MN 55434 61 /784-1172

Minneo~lis,

Jeannie Hill

P.O. Box 328

HOIVOld, IL60033

815/943·7205

Robert licktel~ 1708 Bay Oaks r. Albert Lea. MN 56007 flJ7/373·2922 Dean Richardson 6701 Colony Dr. Madison, WI 53717 tJJ8/833-1291

Robert D. "Bob' Lumley 1265 South 124th St. Brookfield, WI 53005 414/782·2633

S.H. 'Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771-1545

Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724

George York

181 Sloboda Av.

Mansfield, OH 44906

419/529·4378

DIRECTORS EMERITUS Copyright © 1998 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd.• P.O. Box 3086, Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh, WISConsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, tnc. is $27.00 for current EM members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORiAl POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426·4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EAA, EAA tNTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAl AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION, EAA ULTRALIGHT CONVENTION and EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 920/231-5002

E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60 180 815/923-4591

ADVISORS Steve Krog 1002 Heather Ln. Hartford, WI 53027 414/96&7627

Roger Gomoll 321-1/2 S. Broadway Apt. 3 Rochester, MN 55904 507288-2810

Alan Shackleton P.O. Box 656 SugOl Grove, IL60554.Q656 630-466-4931

David Bennett 403 Tonner Ct. Roseville. CA 95678 916-782·7025

STRAIGHT & LEVEL

by ESPIE "BUTCH" JOYCE

This is the last Vintage Airplane those of you who are making the trip to Oshkosh this year will read until after you return home in August. When I listed the Judging Chairmen in the June issue, there were a couple of mistakes I would like to correct these items now as I got several phone calls concerning this error. You know the old saying "one ah - wipes out a thou sand attaboys ." Our members do read the magazine cover to cover, and we get both good and bad comments on a regu lar basis. The correct Iisting of the Judging Chailmen is as follows . Antique A wards: Dale Gustafson, Chairman 317/293-4430 Classic Awards: Dean Richardson, Chairman 608/257 -880 I Contemporary Awards: Richard Knutson, Chairman 608/592-3712 While writing about the Judging Chairmen and volunteers, I would like to pass along some information about Pete Covington of Spencer, Virginia. Pete was Co-Chairman of the An tique Judging for many years until his health caused him not to be able to at tend Oshkosh any more. It had been my privilege to have known Pete since the late' 50s. It was in the mid-sixties that he began to show his talent for building aircraft. At that time I was building a Pitts SIC and Pete was build ing an EAA Biplane. We helped each other out in looking for parts and other materials - at that time homebuilts were built from scratch. Also , what we now call Classics were modern aircraft, and I had not even used a radio , since the red and green lights worked fine. One of the very first Antique projects I remember

Pete doing is a Clipwing Monocoupe 110 Special that belonged to Morton Lester. Pete and Morton were cousins and resided in the same area, and these two people evolved into a team that was unmatched. Pete's craftsmanship com bined with Morton's ability to find and finance projects brought back many air craft from a premature grave for all to enjoy seeing again. After being ill for some time, Pete passed away during the second week of June . His talent, craftsmanship, and ad vice will be missed by many people in the future. During the 1998 edition of EAA Air Venture, because of the joint display of aircraft with the NBAA , we will not have a Parade of Flight this year. We will , however, have a number of activi ties you can take part in to add to your enjoyment. The Red Barn, located at the North end of the Antique/Classic area, is the fo cal point to check out when an activity will take place and how you might be part of the fun. On the porch or inside the Mini-Museum is our information booth, where you can get just about every one of your questions answered. rf the people there do not know the answer, they'll be able to direct you to a person who will be able to help with your con cern. If you would just like to sit on the tour tram and be carried throughout the showplanes with someone who can de scribe what you are seeing, we have that available for you from morning until the airshow begins. On Sunday night, August 2, we will have our annual Antique/Classic Picnic. Tickets for this scrumptious dinner can be purchased at the Red Bam. This is a good time for all, but there are a limited number of seats. Since the tickets sell very good, don't wait too long to pur chase yours. Once again this year we have the Antique/Classic Fly-Out to Shawano, Wisconsin. As a pilot , you will be hosted to a free breakfast sponsored by the people of Shawano . You will be back at Oshkosh in time to be returned

to your parking spot before the air show begins. This Fly-Out will be conducted on Monday, August 3. A first for us this year is the addition of a metal working demonstration , hosted by a number of metal shaping experts. One of our expanded efforts to educate our membership, it will take place in the workshop tent located next to the Red Barn. They'll be demonstrat ing their skills, and at the same time explaining how you might be able to do the same yourself. We will again be running transporta tion from the first Antique/Classic row to the last one, row 140 or so. Last year we had almost 1,200 show aircraft in the Antique/Classic area alone! All of the showplane camping area and most of the Antique/Classic area's layout will remain unchanged this year. There are a great many of changes to the other areas of the Convention site, so r would advise you to take time to look at a site map (it' s included in the Conven tion program which is available from the Telephone Pioneers of America volun teers). Check the map before walking a mile or so , only to find that your quest has been moved in a different direction! When your day at Oshkosh needs some relaxation time, come join us at the Red Barn and relax on the porch . Once you have rested, it's a good time to shop in the merchandise section of the Red Bam. Anytime you have any concerns or need some help with a problem, please do not hesitate to ask for help at the Red Barn and we will do our best to help you. All of your Division Officers, Di rectors, Advisors, volunteers and myself want your stay with us to be a reward ing experience . You can lend your support to the membership during the rest of the year by asking your fellow pilots to join up with us . Let's all be safe out there - we want you to be able to continue to be a member for a long time. Let's all pull in the same direc tion for the good of aviation. Remember we are better together. Join us and have it all! ... VINTAGE AIRPLANE

A/C NEWS

compiled by H.G. Frautschy

PETERSEN MOVES! Norm Petersen, who's been an Associate Editor of EAA publications for 17 years, has moved within EAA to work full time with the EAA Information Services staff headed by Ben Owen. As anybody who has called or written Norm over the years can attest, he's long been a fountain of knowledge on the widely varying aspects of sport aviation, from homebuilding (he built his Starduster II, N7NP back in the 1970's) to float flying (when the next person on the staff gets their float rating, that'll make two float pilots on EAA's staffi). That doesn't mean that he's not going to ap pear in print any more (who else could write "Vintage Seaplanes"?), but it does mean that he will get to do one of the things he does best interact on a daily basis with EAA members from across the world, helping them solve the questions that come up for each as they enter the world of sport aviation. We certainly wish Norm the best in his new endeavor, and we thank him for the thousands of words he's written to further the cause of vintage aviation. Great job so far, Norm! If you're looking for an elusive bit of info, or just need some help getting started on a restoration or homebuilt project, as an EAA and Antique/Classic member you can get the information you need from EAA's Informa tion Services. Want to know how you can have 2" high registration numbers on your vin tage airplane? They'll cite you the FAR and head you in the right direction. It's just one of the many ways EAA stands ready to help you - give them a call, at 1-920-426-4821, or -6761 (Fax), or E-mail them at infoserv.eaa.org. You can even send them a letter via regular mail (!) at Information Services, EAA, P.O. Box 3086, Oshkosh, Wl 54903-3086. 2 JULY 1998

ELECTION REMINDER Don't forget to mail in your ballot for the election of officers and Directors of the EAA Antique/Classic Division. Included in the June issue, just tear it out, fill in the appropriate blanks and send it on its way with a stamp on it. To be counted, it must be received no later than July 27, 1998.

Web page: http://members.aol.com/HowardClub Submitted by: David B.Schober, CPE Instructor, Aviation Maintenance Fairmont State College National Aerospace Education Center Rt. 3 Box 13, Bridgeport, WV 26330-9503 (304) 842-8300

PARKlNG AT OSHKOSH? We'd all like to make a volunteer's job a lit tle easier as they stand in an orange vest directing a line of airplanes to the right spot for parking. You can do your part by making up a legible sign to hold up to the Flight Line Operations volunteers after you clear the runway at EAA AirVenture Oshkosh '98. If you're flying an Antique (built on or prior to August 31 , 1945), Classic (9/1145 through 12-55) or Contemporary (1955 through 1960) into the Convention, make up a sign that you can read from 50 feet away (filling up an 8-112" x II" sheet of paper would work well) with the letters "ACC" printed on it. Got a seaplane? "SP". How about your buddy flying in with his Cherokee? "GAC" (General Aviation Camping) or "GAP" Gen eral Aviation Parking). Even the warbirds can do it - WB- as can the homebuilts - HR.

BARRY GOLDWATER One of America's most ardent support of military and civilian aviation has passed away at the age of89. Barry Goldwater is known to most of the nation as the founder of modem day conservatism, an influence that continues after his death, but to EAAer's around the world, he is remembered for his love of aviation, and his willingness to put his enthusiasm into action. When asked, he enthusiastically added his efforts to EAA's "Wings On Dreams" cam paign, serving as the chairman of that fund raising drive that would result in the realiza tion and construction of the EAA Aviation Center in Oshkosh. Long respected for his views on aviation matters, he also served on EAA's President's Council. For EAA, his legacy lives on in the Goldwater Conference Center, which is decorated with plaques which feature half-shell model airplanes of many of the over 160 different aircraft, both civilian and military, he flew during his lifetime as a civilian aviator and in the military, where he eventually rose to the rank of Major General in the Air Force Reserve.

NEED EAA AIRVENTURE INFO? If you're planning to attend EAA AirVen ture by flying in, you'll need to obtain a copy of the NOTAM issued by the FAA. The easiest way is to sinlply pull it out of the June issue of Sport Aviation- it is located between pages 80 and 81. You can also access it via EAA's "Fax On Demand" service. Call 732-885-6711 and be ready to enter the Fax number you wish to have a copy of the Fax-On-Demand Directory sent to. Follow the voice prompts for your instruc tions. The NOTAM is also available on EAA AirVenture's website at http//www.flyin.org [fyou're planning on flying in no-radio, it is required you follow the NORDO proce dures exactly at this late date, you should get your copy as soon as possible. We strongly recommend you obtain your copy of the NOTAM as early as you can and familiarize yourself with the instructions. It's not hard to fly in, and many pilots consider it a lot of fun, but there are a lot of aircraft in bound to Oshkosh, and it helps knowing what you're supposed to be doing without having to rustle through the papers in the cockpit trying to find the NOTAM. Keep your eyes outside and follow the controller's directions, and we'll see you at EAA AirVenture Oshkosh! TYPE CLUB ADDITION

Howard Aircraft Foundation

P.O. Box 252, Volga, WV 26238 Dues: $15.00 per year Newsletter: 4 issues per year E-Mail: HowardClub@members.aol.com or dbs@fscvax.wvnet.edu

GEORGE GRUNDY The name George Gundy may not leap to one's mind when pioneer aviation is talked about, but it may from now on, for George was the very last of his kind - he was the sole re maining Early Bird, having soloed prior to December 17,1916. George, the son ofa wealthy New York family whose fortune was sufficient to allow the young Grundy the chance to dabble in just about anything his heart desired, took up flying as a sport while a teenager. He soloed a Benoist biplane on Sep tember 17, 1916, a short time after his 18th birthday. Last year, both he and fellow Early Bird Walter 1. Addems were presented with Early Bird pins which had been flown on the space shuttle Atlantis in the summer of 1997. Addems passed away this past November, making Grundy the last man in their "last man's club." Grundy, who was 99 years old at the time of his passing, had managed to survive the turbulent early days of aviation even though he had done some airshow wing walking, as well as instructing at his father's "Staten Island School of Aviation" (his dad never showed any interest in aviation, preferring to run various businesses rather than run an engine). Aviation was a youthful avocation for Grundy, who moved on to other things, remaining a busi nessman until his retirement to Florida. ....

VINTAGE

AeroMail

FRANCE AFTER THE GREAT WAR This is a rather belated answer to Re becca Clark's letter and photo of an apparent airplane factory in France during World War 1. (See page 4, March issue). The building containing all the air plane is not a factory. It is part of the giant U.S. Army Air Service Production Center No.2 at Romorantin, France. The photo was taken after the war, when hun dreds of French and German warplanes were disassembled and stored for ship ment to the U.S. With the exception of 142 Fokker D.V II's, over 100 SPAD XIII's, 204 S.E.5's and SA's, 43 Nieu port 24's and 20 Nieuport 28's, relatively few of these got to the U.S., much less set up and flown here. The photo is one of quite a few offi cial views taken of the interior of the warehouse. Some were reduced to post card size and could be bought in the Post Exchange. Quite a few of these have turned up in various photo collections as well as fami ly albums. I have a few , and have been able to borrow others to copy. Enclosed are three different views that should interest Vintage Airplane readers. To comment on Ms . Clark 's photo (right): From right front, the airp lanes are French built British Sopwith 1-1 /2 Strutters. The French unloaded just over 500 of these obsolescent two-seaters on the A.E.F. Nearly 70 got shipped to the U.S. The fourth plane, judging from its visible wingtip and size, is a Fre nch Breguet 14. Those farther down the line appear to be Nieuports.

(Right) This could be a view across the aisle from Ms. Clark's photo. The plane front left is another 1-1/ 2 Strutter, and its rudder , with French stripes and let tering, is on the ground under its nose. The next four are Nieuport 24's. Three of their rudders have stripes in the American order, with the blue at the trailing edge . The rudder on the fourth Nieuport has the stripes in the French order; red at the trailing edge. Father down the line, under an unidentiflable model, is a rudder with stripes in the erroneous and little-used American stripe order of red at the trailing edge, blue, and white at the front.

Sincerely, Peter M. Bowers EAA 977, AlC 7583 Seattle, WA

-Continued on page 25 (Right) This view shows most of the factory-new Fokker D.VlI's that were shipped to the U.S. About a dozen were used at McCook Field for test work with new engines up to 300 hp. Others went to Army flying schools in Texas, while some were assigned to Pursuit Squadrons as backup for the SPAD XIII 's and S.E.S's with which they were then equipped. Others served as squadron hacks. VINTAGE AIRPLANE

eWorthin by JOHN UNDERWOOD (EAA 1989, AC 1653)

In 1976, the EAA Aviation Foundation was given a collec tion ofglass plate negatives by W L. Worthington (EAA 100415) ofInglewood, CA. The photog rapher is unknown, but we do know he worked for the promi nent Packard dealer, in Los Angeles, Earle C. Anthony. An thony was a pioneering motorist, who built his own car as a

teenager, circa 1900. It is said he was involved in the first auto mobile accident in Los Angeles! He later owned radio and televi sion stations. The photographer was tasked with showing off the Pa ckards in th e best light, and that often meant combining avi ation and the autos. Noted aviation writer John Underwood has lived in the Los

Angeles area for many years, and has had an interest in the aviation history of Southern California, long a hotbed ofavi ation activity. We asked him to look over the collection and fill in details he may have regarding the people or airplanes shown in the photos. Thanks for your help, John! - HG.F

(Left) " Cactus Kate ' s Kid ," a Packard Eight painted rather loudly, shows up in a few of the photos taken at Burbank. On the right is John Macready, one of the Shell 011 pilots under Jimmy Doolittle. The Lockheed Vega, NC926Y, ended up in the Lithuanian Air Force following its hitch as Shell No.4. (Lower left) The Lockheed assembly hangar at Burbank, CA. That's not a Russian 6-wheeler with the red star, but a Ford Model A 2-Ton truck. The same vehicle was built in Russia from 1929 onward Into WW-II. (Below) Lockheed Vega SIN 24, NC194E, after being repossessed from Brock & Schlee, who operated an airline out of Detroit (on floats). It crashed soon after this picture was taken, with fatal results.

JULY 1998

Collection

(Pictures on this page) This Vega 5, NC7441 , was another Brock and Schlee airpiane. The automobile is a Packard Sport Roadster. The photo must have been taken i n 1929, because the Vega was written off early on that year. There are no license plates on the Packard, and the two gents remain unknown.

VINTAGE AIRPLANE

(Above and right) We've published these photos in the past, but they certainly deserve another look. Everybody loved Marvel Crosson. She helped her brother Joe run a garage in San Diego, so he could take time off to learn to fly. Then Joe taught Marvel in 1923-1924. She held a Commerc ial Pilot ' s license and flew in Alaska before entering the first Women 's Transcontinental Air Derby, becoming a fatali足 ty on the second leg, probably due to carbon monoxide poisoning. The Viking Sedan auto足 mobile was close kin to the Olds and LaSalle, but only lasted the 1929-30 seasons. The Travel Air must be one of the San Diego Air Service 's W 40005. This was a very rare model and the SDAS had a fleet of them . Joe later became a Pan American executive.

(Right and below) Herb Lippiatt, (in helmet, gog足 gles and lace-up flying boots) with his first Travel Air 4000, powered with a Wright 14. Lipp became the Los Angeles area distributor for Travel Air before switching to Waco. He was outstandingly successful in aircraft sales and had the Cessna line in 1947 when he died suddenly. Most likely these photos were taken at the old Clover Field in Santa Monica.

JULY1998

(Photos on this page) Center stage In this series of shots Is Ryan B-5 Brougham NC731M . This airplane belonged to Ted Glldred, Sr., of San Diego, CA and It's the one he flew to Ecuador with Dean Farran in March足 April 1931. A similar 8-5, painted in the same markings, is on display In the San Diego Aerospace museum in Balboa Park. The original airplane was named " Ecuador. " The Glldreds had business Interests in South America, Including the Culver Cadet agency in Peru.

VINTAGE AIRPLANE

"JUSTALITTLE TRIP

AROUND THE PATCH"

by NEAL F. WRIGHT, Cessna 120/140 Club

THE GAS CAP STORY One of our Cessna 120/ 140 club members and an associ ate had the exciting and traditional "moment of terror" in his Cessna 140. The plane, fully fueled and going for its first flight after an electronics addition at a remote foothill air port, was being flown off a field which had a cliff at the end, with the town below some several hundreds of feet. Just off the end of the runway, near the edge of the cliff, the engine quit. After the pilot did all the recommended things, the en gine caught just above the power poles along the streets. A climb and a safe landing from a very high downwind was made. Knowing that stopped engines often mean fuel starvation, the FBO removed the gas caps in turn and when the brand new half-vented gas cap on the right tank was removed, a moaning sigh was apparent to all the bystanders - the tank apparently had not been vented during the exciting half of the flight. A vacuum developed as the fuel was used until vacuum and the hydraulic head of fue l were equal, meaning no more flow. Fortunately, there was only one of the new half-vented gas caps on the plane and the emergency switch over to the norn1ally-vented tank allowed fu ll fuel flow and recovery before the lower elevation landing that seemed so imminent only lifetime-long moments before. Upon inspec tion of the new cap, it was noted that the red si licone "valve" of the new-style gas cap had adhered to its seat and had not allowed any air to flow into the tank. The red si licone valve of the gas cap should not have sealed to its seat, but it had and could on others. The new half-vented cap had been a mandated addition at the recent annual, supposedly to comply with the Airworthi ness Directive 79-10-14 rl (referred to as the AD from here on) . The big town prominent and well-paid FBO A I had been adamant ... buy the new gas cap and install it or we won't sign off the plane! What the "expert" missed was that the cap should only be used on l40A and subsequent Cessnas, not on the older 120s and 140s. There was no admonishment in the AD nor was there any literature from the gas cap man ufacturer about the risk of using the caps on other types of planes. These participants weren't the first or the last to be misled since the half-vented cap continues to be misused to this day, and there are 120s and 140s out there at serious risk right now. Every time this event of loss of power and the quick de scent is discussed , someone mentions that if the plane had 8

JULY1998

landed or crashed in the street, it would have been another accident totted up to "pilot error" because, by the time the FAAINTSB fellows did their thing, the tank with the stuck valve would have been bent-vented by a power pole in the street. Since planes built during the same as the 120/ 140 period shared common small parts like gas caps, it seems likely that other types of planes may now have the same potential for stoppages if the owners have purchased the half-vented caps without knowing their hidden dangers. And yes, even the Cessna dealers will sell you the wrong caps because they know that "all those little planes are the same". The "half vented" cap looks like this:

Air Inlet Port (3) Allen Head Screw

Gasket iIIIII"'_iiilll_iiiiilllll.~ Retainer Lugs (2)

Cap Body

Polyethylene Spring Washer

Silicone

Valve Holder

This text refers to a "half-vented" gas cap though that term will not be found elsewhere; I use that name because that is what it does and no other name so descriptive has appeared in the research. It is "half-vented" in that it is supposed to allow air inflow to the tank, but prevents any outflow of air or fumes or even fuel if the fuel ex pands from heat. It is a nicely designed unit, looks good, and the culprit model appears about like the illustration above suggests. Why was the gas cap designed to be half-vented? The 140A and later Cessnas have three feature s which our older planes lacked: I) a forward-facing tank vent on top of the wing, 2) a juncture of this common vent to a tube running between tanks to allow sharing the common vent, plus 3) non-vented gas caps on both tanks. Vent blockages occurred on the newer planes, fuel stoppages occurred, and that led to the AD for the Cessna planes starting with the 140A. Properly used on the designated planes, the cure mandated by the AD would provide an alternate path for inflow of air as fuel is used even if the common external vent has a blockage. Mandating only one new cap instead of two was based on the premise that, if one blockage was possible but unlikely, then two vents (the new half-vent cap and the original common vent) would surely make a blockage statistically impossible. The problem outlined here is not a complaint of poor design, but rather of the misapplication of the half-vented caps. They should not be used on airplanes such as our Cessna 1201140's which depend on full-vented caps. The Airworthiness directive 79-10-14 rI states (paraphrased) "...To provide an alternate source of fuel tank venting in case of.. .vent obstruction by foreign material. This can be accom plished by the new half-vented (my word) fuel caps." There is no diagram in the AD showing the vent systems, either before or after the modification. In hindsight, based on the misuse ofthe half-venting caps, it is unfortunate that the AD did not note the "half-vent" feature, it did not show a system, and it contained no admonishments about not using the gas cap for a type of sys tem which was not made for it and could be vent-strangled by it. Do you see the trap? It is made up of three things: a) the new mandated gas caps were half-vented, which means that they will let air in, given that the valve in them is faultless, but they will not let air or fumes or expandingfilel out, one ofthose "little" things the AD fails to mention; b) the gas caps are supposed to be used

only on the 140As of our group, plus all other Cessnas that have a common fuel vent, but that was not made crysta l clear either by the AD or the manufacturer of the cap or the STC for the caps or the distributors and dealers; and c) Cessna owners are unaware of the hazard so they blithely assume the new caps must be better than the old ones, and, if they are good for the 140As, they must therefore be okay for the 120s and the 140s' When misapplied, with or without having a stuck silicone valve, pilots and tanks are at risk.

The half-vented cap sectioned, indicating the free flow of fumes or air if the silicone valve is removed.

The important part of the cap showing the silicone valve is shown as though it has two wings, but really is round.

The same view, but with the silicone valve in the closed po Sition, as it would be if the pressure on the tank side is the same or greater than the pressure outside the tank. The air flow, of course, is shown halted. Not only fumes can 't get out, but fuel can't get out if it happens to ex pand from being heated by the sun. If the 120/140 takes off on the left tank, and if the right tank has the half-vent cap, then there is a hazard if the pressure builds up as the altitude increases!!

This greatly expanded view shows what the silicone valve looks like. The material and shape of the valve ensure the valve is pliable so as to open easily. The valve is 5/8" in diameter.

Here 's what the vented and non vented cap looks like: The original cap (top) for the Cessna 120s and 140s look some thing like this, with the two vent holes providing air inflow or fume outflow without restriction. They are both way vents since fumes can exit and air can enter without any valve inter fering. The non-vented cap (bottom) looks identical, but without the vent holes, only weld bumps which secure the inner cap to the outer cap. VINTAGE AIRPLANE

These half-vented caps should never be used on a plane that was designed to be dependent upon the through-hole, two-way venting, individual gas caps! A hot sun, a full tank, a long wait between flights, and some of the new fue l which sme ll s so odd and gums so we ll can cause grief. If the tanks on our 120s and 140s can ' t get air in when they need it to replace the fuel volume depleted when flying because the si licone valve sticks to its seat, then that is one hazard, and another hazard exists when the plane with the new cap is heated by the sun. With a half-vented cap installed, the effect of the force of the expansion of the fuel, and the fumes within, should be quite a sight to behold when the fumes or fuel can't get out, as would also be the case simply from altitude-induced pressure differentials. The tanks and the wings and the fuel system downstream can suffer extreme trauma from the pressure! Remember! These half-vented caps are designed to only let air in, and nothing out. The greater the pressure from the inside, the tighter a seal the silicone va lve will make. (Since this was written, I have heard from 12011 40 owners who now under足 stood why their sealed tanks bulged and/or leaked with the half-vented caps!)

The later 120/140s had a tank-to-tank vent tube added as this sketch indicates. In the event one gas cap was blocked , both tanks could still vent in both directions.

Systems The AD had no diagrams, as though written by someone who did not really understand what he was describing, or maybe there were too many variations to cover properly; here, note the "normal" 1201140 early and late versions and the "normal" 140A fuel systems and then take a look at the expected action of the half-vented gas caps. To make the systems simpler, items such as drain cocks and gas gauges are not depicted. The early Cessna 120/140 version of the fuel system. Note that if one tank cap inlet vent is blocked, as happened with the 140 mentioned in the beginning of this article, there is no other source of inlet air to replace the volume of fuel used. Note, too that if a tank vent is outflow blocked, there is no way for internal tank pressure from solar heating to escape so the tank will have to bulge; the half-vented caps are that style. They prevent any outflow of air, fumes or fuel and are meant to allow only inflow, and that only if the silicone valve doesn 't stick!

The as-designed Cessna 140A fuel system, again simplified and stylized to show only that there is a tank vent and no-vent caps. If the single vent is blocked by a hornet's nest or ice, there is no way to get fuel out of either tank after a vacuum de足 velops from fuel outflow. Venting was totally dependent on the single, top of the wing common vent.

The Cessna 140A tank system with the AID mandated re足 dundant half-vented gas cap installed. The new cap allows air inflow as the fuel is used in the event the central vent is blocked. Otherwise, the tanks breathe just as in the older 120/140s. Note that if the central vent is blocked, there is danger of tank pressurization for a plane on the ground.

-Continued on page 27足 10 JULY 1998

From Brian Baker comes

July Mystery Plane

this month's Mystery Plane, which does look a bit like

our answer plane this time - but it is different! Your answer needs to be in to EAA HQ no later than August 25, 1998 for inclu sion in the October issue of Vintage Airplane.

April Mystery Plane It seems a lot of you remembered this good looking cabinjob from before WW-II. Supplied by James Rezich, Winnebago, IL, it is ... well, I'll let Charley Hayes tell you ... Hi H.G., Something supernatural says surely the April Mystery Plane is the one-ofa kind Wendt. Charley Hayes New Lenox, IL Here's what Ralph Nortell, Spokane, WA wrote: The Mystery Plane for April is the Wendt W-1 , Series 400 monoplane. Introduced in Aero Digestfor Feb., 1938, the Wendt W-1 was described as a two-place, dual-con trol monoplane ofconventional design and structure. Power was a 90 hp Warner "Scarab Jr. ", and performance figures listed were: high speed, 140 mph, cruise, 125, landing speed, 30; and a range of 600 miles. The trim proportions included a span of29'9", and a length of19'9". Western Flying Annual Directory of April, 1939 lists the Wendt as the Fal coner W-2, Series 400. The only apparent significant change was a new wing of NACA airfoil section, in place ofthe orig inal Clark Y

WendtW-l

by H.G. Frautschy Aero Digest Annual Directory ofMarch, 1940 lists the Wendt as the Swift W-2, now powered by a Ken Royce/LeBlond 5-F of 90 hp. No other significant changes were indicated. As there are no later listings, the Wendt apparently faded out with other promising aircraft of the period with "ATC Pending. " The Wendt W was designed and built by the Wendt Aircraft Corp ., North Tonawanda, NY. President and Treasurer was George W. Wendt; Sales Manager, George Contant; V.P .lSecretary Kopf; General Manager, Robert Klimas. Unfortunately, we didn't receive word as to its final disposition, but it did prove

to be one-of-a-kind. We hope to dig up more on the Wendt, and when we do, we'll do an article on the airplane else where in the magazine, where more space will allow a more in depth feature . Correct answers were received from: Robert Nelson, Bismark, ND and David M. Albright, Cincinnati, OH, who both sent in a copy of the factory brochure; Marty Eisenmann, Alta Lorna, CA; Larry Beidleman, Granada Hills, CA; Peter Havriluk, Granby, CT; Archie Block, Cozad, NE; Charles Trask, York Haven, PA; Ted Giltner, Tamaqua, PA; William Knox, Woodstock, GA; James B. Hays, Brownwood, TX; Doug Rounds, Zebu lon, GA; Ken Muxlow, Minneapolis, MN and Russ Brown, Lyndhurst, OH. Earl Leverentz, Jackson, TN also sent in a response, and a big surprise-he has most of the drawings for a Wendt W-2 Swift, and is nearly complete with its con struction! We'll have more on the Wendt and this project in a future issue of Vintage Airplane. Send your Mystery Plane correspon dence to: Vintage Mystery Plane

EAA P.O. Box 3086

Oshkosh, WI 54903-3086 VINTAGE AIRPLANE

...

aving an eye for esthetically pleas ing lines has long been a part of the life of David Gay (EAA 397118, AlC 20291), Orlando, FL. One of the principles of Gay and Morrissey Archi tectural Group in Winter Park, he and his partner are one of the featured architects in Disney's planned community, Celebration. The flowing lines of an airplane have also been a strong part of his life since he was a youngster. His photo album for the Stearman starts off with a shot of Dave as a proud fifth grader, holding his new Carl Goldberg 112A Skylane. Al ways busy with his hands, David's late father Jerry, bought him and his brother Jerry a table saw when Dave was seven years old. He was given plans for an 8 ft. long rowboat and the plywood to build it for his eighth birthday. Dave gives a lot of credit to his dad for taking the time to carefully show the boys how to use the tools correctly and work with a wide va riety of materials. Dave built surfboards during his col lege years to earn money, and he and his brother Jerry restored an Aeronca

7EC Champ when they were teenagers. He's also built a few houses along the way as well. Amazingly, this is only his second aircraft restoration. He's owned a Super Cub and a Husky since restoring the Champ, and 7 years ago he went for a ride in a Stearman at Bob White Field. When he got in the cockpit, the pilot said to him, "This is probably going to be an expensive ride for you." He was right! In October of 1993 Dave bought a project from Mike Danforth, who had re cently purchased a basketcase to get a few parts he needed for repairs. Mike had been involved in a mid-air collision, which fortunately didn't result in serious injury. But his Stearman needed repair ing , and the rest of it was available. David spent the next couple of months simply sorting out the parts and pieces of seven wings (all rotten, but with good hardware) a very good fuselage (it had been cut for the duster modification, but was hung up in '47 and never completed) and all sorts of other miscellaneous parts. Dave took the fuselage to Jim Kimball's

shop in Zellwood, FL, where Jim did the welding to return the fuselage back to its original configuration. After sandblast ing, a coat of epoxy primer, followed by a topcoat of urethane paint in the appro priate shade of green to duplicate the look of zinc chromate. Dave's philosophy on tackling the project was similar to any large project that can be intimidating. Break it up into a series of smaller projects, finishing each one and then moving on to the next. Each one became a two-week project, or whatever it called for. The landing gear seemed like a good place to start, so he had it taken apart by Joe Wright in Hamilton, OH, who had the fixture and hydraulic press needed to disassemble the struts. The parts then went back to David, who reworked the oleo struts and put in a new set of chevron seals. The brakes were next, with a used set of Hayes brakes getting replacement pads, and the slave cylinders getting replaced with over hauled units. The brake master cylinder is one of the "new-restored" made by Gid Air, with the original housing used in

Jim Koepnick

VINTAGE AIRPLANE

JULY 1998

(Far left) The moming after the awards ceremo ny, David Gay is all smiles as he proudly holds the 1998 Sun 'n Fun Antique Grand Champion. (Above) With the side panels lifted (the Stearman is a great example of an early military airplane designed for easier maintainability) the cockpit controls and firewall forward equipment can be seen. All of the green paint is a urethane enamel, carefully matched in color to the dark zinc chromate used on the original. (Upper right) As an expedient method to inspect the fittings, the Stearman features these trans parent inspection panels at critical brace and control locations on the wings and tail. (Below) The cockpit of the Stearman is as close as one can get to the original from the days of WW-II, right down to the wide lap belts. He even has the original instrument panel facia covers, a rare item these days.

conjunction with a new sleeve. Starting his project also put him in touch with one of the world's leading suppliers of Stearman parts in Chickasha, OK. "I purchased a new gas tank from Dusters & Sprayer Supply, along with about a jillion other parts from them," said David. " I basically took the whole airplane down to its very smallest com ponent and rebuilt it from the ground up. I've replaced all of the bearings and put in new control cables, old wear surfaces and tried my best to keep everything in an authentic stock condition, other than fabric and the finish." Covered in aircraft quality Dacron, with the final finish is a urethane paint that is no longer available. He opted for

the 1942 yellow wings and blue fuse lage scheme, with the red and white striped tail. The wings, as mentioned before, were a real mess, and their rebuilt took almost a year and a half of effort. A set of wing ribs of outstanding workman ship were built by Jeff Morgan, and they comprised the core of the wing restora tion. Having a complete set of blueprint microfiche of all the Stearman drawings, and a full set of assembly drawings also made putting the parts back together a lot easier, but you still have to do the work! It was also a big help that there are eight other Stearmans based on Bob White Field in North Orlando, so he has plenty of support.

VINTAGE AIRPLANE

"Bob White Field is just a real friendly place for tail draggers and there's a lot of local Steannan knowledge," says David. He also wanted to point out the support and encouragement, not to mention ex pertise, he was given by Jim and Kevin Kimball, along with Jim's brother, AI, who helped with the reconstruction of the ailerons. Plenty of other folks helped as well. Tim Preston is a flight instructor in Steannans at Bob White Field, and Steve Fletcher, who used to own this particular airplane, is a duster in Immokalee, FL. Dave's wife, Ann had been very tolerant and encouraging, allowing various parts of the airplane to be stored in and around the house during the restoration. The Gay's home, a traditional Florida design with a tin roof, has a large porch pro tected with a beautiful overhang. At the beginning of the restoration, the 220 hp Continental was stored on the front porch, and in the best tradition of having fun with a restoration, they decorated it with Christmas decorations when they held a holiday party! Later, the engine would go out to Claude Holland of Holland Aircraft Engines - it would prove to be one of the last engines overhauled by Claude. Along with Ann, his other two biggest supporters are Rachel and Lorena , the Gay's daughters. Lorena has really taken to flying, and enjoys it very much. Flipping through the restora tion book, we can watch the girls grow, as they were 8 and II years of age when the Stearman project was started , and are now 13 and 16 now. Other helpers include Jim, Connie, Bryan and Joel Smith who are the Gay's next door neighbors, and Gary Osoling, a friend of David's. Michael Morrissey is his business partner, who was also taken with the project. Special thanks also go to Roger Painter, who allowed him access to his Stearman, including about 50 hours of flight time as Dave got ready to fly his biplane. Finally, Dave ' s brother Jerry, who also helped rebuild the Champ, also helped on the Steannan. Jerry put in lots of hours dur ing the restoration, and continually gave encoragement. First flown on March 16, a small gathering of family and friends wit nessed the PT -17 roar down the runway at Bob White and reclaim the sky. The next month, David brought the Stear man over to Lakeland-Linder Regional Fly-In for the 1998 edition of the Sun ' n Fun EAA Fly-In, where it was awarded the Grand Champion Antique trophy . .... 16 JULY 1998

by PAT QUINN EAA 261 781, A / C 10079 t was Sunday, March 16, the day be fore St. Patrick's Day. My day. After consulting with noted air racer Klaus Savier (EAA 258013), master builder Joe Krybus (EAA 140019) had finished the adjustments to the Ellison Throttle Body injector. His work was done. The owner, Bruce Kemper (EAA 22106) and I pre pared it for flight. Bruce's friend, Kathym Mora, carefully recorded the events by photograph, video camera and tape recorder, transcribing all that was said and done. It was rolled out of Joe's hangar and was now ready for flight. Bruce tumed to me and said, "Are you ready to go?" I was a little overwhelmed, but yes, I was ready. It was my tum to fly the Jungmeister. Bruce Kemper has been an antique air plane pilot since the mid 1950's, owning several Stearmans, a Waco UPF-7 and a PT-22. He flew into Santa Paula Airport

one day following some aerobatic dual with the great Lindsay Parsons. Lindsay introduced Bruce to the legendary Mira Slovak, who offered Bruce an opportunity to fly his 180 hp Lycoming powered Bucker Jungmann of his own. In the 1960s the Swiss Air Force re leased to private ownership its fleet of Bucker Jungmeister Bu-133 aircraft that had been manufactured under license by Domier prior to WW-JI. Bruce traveled to Switzerland and purchased as many Jung meisters as he could get. Bruce met and became friends with Albert Ruesch , the late, great Swiss Bucker pilot and many time European aerobatic champion. For nearly 30 years, Albert ran an aerobatic school at Porrentruy, Switzerland utilizing Jungmanns and Jungmeisters . So well thought of was Ruesch that the Swiss government made it mandatory for all

Swissair and Swiss Air Force pilots to graduate from his aerobatic course. Bruce retumed home from his buying spree with six Jungmeisters for his friends and himself. A couple of years later he re ceived a phone call from Albert Ruesch suggesting that he purchase a very special Jungmeister that he had found for sale, U n . This was in Ruesch's opinion, the sweetest flying Jungmeister around . It was built by Dornier in 1940 as serial number 19 and had been registered as HB-MKK on the Swiss civil registry. Bruce bought and shipped this beauty home to Santa Monica, CA. Knee deep in Buckers and going through a personal crisis , he placed it in the back of his hangar unassembled where it languished in storage. Eventually, it became the sample air frame for a planned modernizing using a VINTAGE AIRPLANE

U-72 and Joe Krybus in flight over one of the many fertile valleys in southern California, with the Barksdale church just below the left wheel in this photograph_ The cockpit of Bucker Jungmeister U-72, com plete with the offset control stick and modern Instruments. The fold-down sides allow the cock pit to neatly surround the pilot, without restrict ing their view.

18 JULY 1998

180 Lycoming firewall forward conver sion kit for Ruesch's Jungmeister fleet. Unfortunately, the kit builder, Hank Kennedy of Santa Paula, CA was killed in an unrelated flying accident and that pro gram died with him. U-72 sat around another fifteen years

while Bruce flew his Seimens-powered Jungmeister, U-88 , and a newly com pleted Jungmann with a 180 hp Lycoming powerplant owned by Bruce and Ken Williams. But that old "What if?" seed had been planted, so Bruce asked Joe Krybus, one of the most knowledgeable Bucker experts in the country, if not the world, to plug U-72 into his Bucker restoration shop at Santa Paula on a part time basis. Recently, with some shop time available, the project was attacked in earnest. The plan was to restore the plane using modern materials where needed for practical flying but keeping it as original appearing as possible. And, oh yes, install that 180 hp Lycoming that Al bert Ruesch had dreamed about. The result was breathtaking. Finally, on March 9,1997, it was ready for the first flight. That honor went to Bruce, followed by Joe Krybus . Another flight was taken by Joe a few days later. The fourth flight was mine. r strapped in, started, then taxied to the runup area. All systems checked and it was ready to roll. To compare accelera tion differences between the stock 160 hp Seimens-powered Jungmeister and this

U.72 rests on the ground at Santa Paula Airport, northwest of Los Angeles, CA.

lightweight Lycoming version, I decided to come on with the power quickly. Just as quickly, torque began to lift the right wing! Right stick was added along with some back pressure and it virtu ally leaped into the air and climbed out at a deck angle that would impress any Pitts driver. WOW! After the obligatory clearing turns and some stalls, it was time to see what this goldenrod baby could do. Loops great. Snap rolls impec cable. Four-point rolls super crisp. Slow rolls, oh boy! What perfect slow rolls . Now, every pilot knows when they botch something. Others may not recognize it, but the pilot knows. In the Jungmeister, it lets you know but it also makes it so easy to do it right. The controls are so light, so well balanced and so harmo nized. Words cannot accurately describe it without a comparison. I suppose a real

good concert violinist could playa de cent tune on a one hundred dollar fiddle and great music on a quality violin, but an average violinist on a Stradivarius could sound like Itzhak Perlman. So it is with the Jungmeister - even an average pilot looks good. I completed my aerobatic sequence with one final slow roll then left the aero batic box and headed back towards Santa Paula. A mechanical gremlin has bitten the airspeed indicator, so I had to fly

strictly by feel. I approached runway 22 into a strong and roily wind. The touch down on the long oleo main landing gear was a squeaker. What a great feeling! Landing completed, I taxied back to the ramp, rolling up to the waiting Bruce Kemper, who saw my huge grin and sim ply asked, "Well?" To which I replied, "Bruce, if! die and go to Heaven, I'm going to ask God for a Jungmeister like this one, because angel wings couldn't possibly be any berter." VINTAGE AIRPLANE

About Albert Ruesch and Bruce Kemper When Bruce arrived at Porrentruy, about 50 miles north of Bern, Switzer land , it was a warm, late spring Saturday in 1968. The setting was like something out of a television travel log. It was a beautiful green valley set in rolling hills between two distant moun tain ranges with the upper spires tipped in a virgin white snow. The airport was a grassy meadow set in this emerald valley. Alongside were the administra tive buildings and an indoor/outdoor restaurant with patrons eating, drinking and watching the airport activities . A class of about twenty-five aerobatic stu dents were undergoing a rigorous ground school while waiting their tum to fly. This was in an effort to earn the "Vol de Vwtu osite," the state approved permit to do aerobatics. The instructor was the young and overbearing Chief Pilot. Albert Ruesch had promised Bruce his first flight in one of his school's lung meisters while in Porrentruy. Bruce was there to meet this legend in person and to see if the promise would be fulfilled. They conversed in some small talk, which was difficult because Albert spoke very little English and Bruce spoke even less of the native French. Soon it was time to fly the lungmei ster , so Albert turned Bruce over to the English speaking Chief Pilot for instruction. The superior acting Chief Pilot treated Bruce as if he were a novice dummy student. With the entire class of students looking on, he con ducted a very long preflight and cockpit Porrenbuy, Switzerland, 1972. In this beautIfUl country setting In a Swiss VIIIey, Bruce Kemper was given his to ..." the JungmeIster. Albeit Rueach'a __

check. Then came his flight instructions, punctuated with lots of "you will" and "you must." It was implied that aerobat ics were prohibited. The final instructions were to stay within sight of the airfield and to overfly it when finished , where upon the Chief Pilot would indicate by hand signals whether it was okay for Bruce to land. Well, the Seimens engine was running strong and the warmth of the beautiful day, along with the intoxicating smell of the fresh grass rising into the air simply overtook Bruce's better judgment, so he proceeded to put on a half-hour display of the finest aerobatics he had ever flown. Cuban eights, inverted spins, hammer heads and every other maneuver in his aerobatic repertoire. He capped this with a grass rubbing blast down the runway with a chandelle around the wind sock to the downwind. When the Chief Pilot did not show himself, Bruce did a steep 180 de gree slip to the touchdown point marked

by red flags. Kicking it straight at the last moment, he completed a perfect touch down and ultra short ground roll. Taxiing back to the tie down area, the gentle ticking of the Seimens radial was drowned out by the wild cheering of the twenty-five aerobatic students and the ap plause of the restaurant patrons. After shutdown, the jubilant students escorted Bruce into the airport Pub for a mandatory celebration. As they passed the arrogant Chief Pilot, he refused to ac knowledge Bruce's presence. Albert Ruesch came up to Bruce, threw an arm around his shoulder and said in the best English he could muster, "Aerobatics okay." Thus started a friendship and mu tual admiration that lasted until Albert's passing in 1989. In a bit of irony, Ruesch's young son, Markus, would make his first lungmeis ter flight in Bruce ' s U-88 during the Bucker fly-in at Santa Paula, CA in 1993. A favor returned. ...

obatIc school used both the two-place .Jungmann and sIngIe-pIace JqneIster for aerobatIc 1natruc:tIon. On the far right you can _ the tables for the outdoor

serving area of the airport restaurant, 81 well 81 a PlIatua Porter, often used 81 a gilder tug or Jump plane for paracllutlata, 81 well 81 many other utility !Olea.

A Handy Welding Table

by H.G. FRAUTSCHY

If you ' re into restoration, a welding table is pretty handy for fabricating small to medium sized parts. Dur ing the EAA Air Academy, novice welders work on a half dozen tables designed and built by Bill Roerig, our ace volunteer welding instructor. Now there's nothing special about a weld ing table, except that it must contain your fire bricks, and be at a comfortable height for your to work upon. I' ll give you the dimen sions for the EAA Air Academy Table you see here, but I'd caution you to start by buying your supply of fire bricks before you start trim ming metal- layout your bricks on the floor, pushed pretty tightly together, and measure each side ofthe cube or rectangle you've laid out, and then trim your top angle iron to allow the brick to The Air Academy students use the tables throughout the week while they leam the fine points of welding with a oxy· nestle inside while laying acetylene torch. The sturdy nature of the tables means the welder does not have to worry about his work being compro on the sheet metal bottom mised while he tries to juggle the torch and the piece to be welded. of the working surface. Also, one more caution: DON 'T USE check with the local material supply of the table were 27-1 /4"x 22-3/4". The ANYTHING BUT FIRE BRICK AS yard here in Oshkosh says the cost of top and middle braces are made of YOUR WELDING WORK SURF ACE! each 9" x 4-112" x 2-112" fire brick is .90¢ 2-1/2" angle iron, and the legs are 1-5/8" Regular masonry bricks are not made to each. With the scrap lumber you proba O.D. pipe, with one end threaded to ac withstand the heat generated by a weld bly already have, you could easily get cept a screw-on pipe cap. (They give the ing torch, and moisture inside the brick buy with a 20 dollar bill, even if you table a finished look and besides, you can explode as steam, sending particles had to go to the local thrift store to buy can use the caps to level the table on or chucks of the ordinary brick flying an old buggy for the wheels! Probably concrete floors!) into your body, arms or face. your only caution would be to avoid the The top of the table has a piece of Having your fire bricks on hand will edges of your wooden table, since you sheet steel inserted and welded in place also give you a surface on which you don't want to set your table on fire. It to contain the bricks. It's better to com can weld your table if you choose to wouldn't be a good idea to throw a pletely support the bricks, rather than build it out ofwood! bucket of water on a burning table use a few cross braces underneath As you can imagine, there is no re loaded with hot fire brick- the steam the bricks occasionally crack, and it quirement for the table to be built as we explosion could be dangerous. would be inconvenient for the brick to have done it- also included in this arti EAA's welding table is 35" tall, ex fall on the floor or your toe while your cle are a couple of shots of Air Academy cluding the bricks. 15 bricks are used, were welding. Instructor Tom Seversen' s portable with a couple more purchased to act as The call outs on the photos should table, complete with baby buggy fixtures to hold various pieces while help fill in the details so you can build wheels! Indeed, the only component welding.For our particular bricks and you own to su it your purposes . Let's Tom had to buy was the fire brick. A layout, the inside dimensions of the top melt some metal! VINTAGE AIRPLANE

Extra fire brick to hold parts to be welded

9" X 4- 1/2" X 2-1/2" fire brick

Welding rod holder Heavy sheet metal bottom

1-5/8" Pipe

Table is 35" tall, excluding fire brick

(Above) Adult Air Academy partic ipant Lanny Guyton, Honolulu, HI, practices his technique on one of the welding tables built up by Bill Roerig_ You can see how the fire brick is laid out tightly to one another, and extra bricks are used to hold parts to be welded_ This one varies slightly from the one in the lead photo, In that the welding rod holder Is made up of a pair of round tubing sections, the bottom one with a small round plate welded to the bottom_

1-5/8" Pipe

(Above) The standard EAA Air Academy welding table_ On a welded tab on the corner of the table is a length of square tubing used to hold spare weld足 ing rod in a convenient location_

JULY 1998

(Lower left and below) Here's Tom Seversen's welding table, built up from scrap lumber and made portable by adding buggy wheels and a extending the sides on one end, which serve as handles_ A new set of fire bricks on the tops gives Tom a great surface to do his welding work_

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - by H.G. Frautschy

any members will remem足 ber the beautiful Caproni M CA 100 I-ABOU restored by Gero足 lamo Gavazzi (EAA 360771, A / C 15849) of Milan, Italy. We published a story of the airplane in the July 1995 issue of Vintage Airplane. Well, it seems he has hard at it again, this time restoring a land plane version of the CA 100, I-AMBT. Built in 1933 as a float plane for training in the Italian Air Force (above, left), it was sold in ' 39 to a private individual, and spent the war years in the same hangar as I-ABOU. Af足 ter the war, it was sold to a company in Milan who used it to tow banners, launching the banners in mid-air via a pair of bomb-bay type doors (left). The airplane continued to be used for aerial advertising with both banners and smoke writing until 1962, when it was left to rot in a hangar in Milan. The photos showing the airplane after it had been in prolonged storage (below) were taken in 1986. After protracted negotiations, Gerolamo was able to buy the airp lane and is now in the process of making his dream of seeing both I-ABOU and I-AMBT in the air together come true. We look forward to seeing reports of his progress on the airframe and the Columbo S63 motor.

VINTAGE AIRPLANE

Looking so pretty sitting in the water off the shoreline filled with pine woods is Republic Seabee N87493, SIN 44 . It's owned and flown by Odell (EAA 262957, A IC 26561) and Diane (EAA 513115) Matthis, Havelock, NC. Diane, proudly wearing her "99's" tee shirt, stands ready at the handy bow door of their amphibian. One of 492 Seabees still on the reg ister, it is powered by a Continental GO-480 of295 hp.

This is Floyd Schorsch (EAA 510948), Bismarck, ND, who's tickled to be standing with hi s new ly restored Aeronca 7 AC . It was finished on May I, 1998 after he had to overcome a few challenges to hi s hea lth . Floyd would like to thank Gary Gylten and Gary Stagl for their help - he says it couldn't have been done without them. Powered with a Continental A -65, it cruises at 85 mph.

24 JULY 1998

(Left) A portion of the German section. Two Albatros D-Va's in front, then a Fokker Dr.l, and an Albatros 0.111. Two more D-Va's ahead of another Dr.1. That's a Pfalz 0.111 beyond the Fokker, and the others down the line cannot be identified.

Aeromail

"STARDUST"

-Continued from page 3

Dear Mr. Frautschy, In January 1936, Zimmerly Bros. Air Transport, Fred Zimmerly a nd Bert Zimmerly of Lewiston , ID owned the Brunner-Winkle Bird BK, 3 place open biplane NC 10676, sin 2060-40, which may be the aircraft you are interested in. They also owned Zenith Z-6-8 NC935Y, but this was a 7 place cabin biplane. Earlier, in 1932, NC 10676 had been owned by Pounder Flying Service Inc. of Portland , OR . Int eres tingly , Bird NC10675 wa s owned by Mi ss Edith Foltz, a lso of Portland , who flew a Bird in the 1932 Cord Cup Race from Burbank, CA to Cleveland, OH. Wayne King, born 16 January 1901 in Savannah, IL, was an alto sax player and vocalist, before becoming the band leader at the Aragon Ballroom in

Pete wasn't finished with his obser vations on published material in Vintage Airplane ...

SWIFT SPINS Dear H.G. , Here's a "w ha t if' for you. Say I have a Citabria, based at Blaine, W A right at the Canadian border. There is a strong south wind blowing as I climb to 12 ,000 feet over the bay , west of the airport to see how many turns of a spin I can get before pulling out at 2,500 feet. Because of the wind and the time to spin down 9,500 feet, I fmd that I have drifted across the Canadian border. Is this the prohibited " International Spin" mentioned in the May issue on page 24?

C hicago about 1927, Known as "The Waltz King," " Stardust" was one of his early recording hits. He was still an ac tive band leader into the 1970' s. I hope that this is of some interest, and I have sent a copy of this e-mail to James Glass . Best wishes Vic Smith NC 13710 vicsmith@argonet.co.uk

In the May 1998 issue of Vintage Airplane, we published a letter from Jam es Glass ofNorth Hills, CA re garding th e identity of the airplan e flown by Wayn e King, the 1930s era band/eader. Our thanks to Vic Smith of the United Kingdom for filling in the details. - HGF .....

What ... No Landing Field? Peter M . Bowers EAA 977, NC 7583 Seattle, WA

Aw, heck! Peter and afew other fel lows kindly pointed out the accidental humorous misspelling ofthe word "in tention al " related to th e operating limitations on the Temco Swift . You have to admit, it g ives a whole new meaning to th e phrase "borderlin e aerobatics!" - HGF

Adventures of an Alaskan Seaplane Pilot by

Robert E. (Bob) Ellis and Margaret R. (Peg) Ellis

The story of Bob Ellis, pioneer Alaska aviator Many photos - Waco, Bellanca, Kingfisher, Stinson, Gru mman Goose . . . and More!

Proceeds benefit the Bob Ellis Aviation Scholarship Foundation Send $24.95 plus $4.00 S&H to E. S. Richardson, P.O. Box 662, Ward Cove, Alaska 99928 e-mail: erich@ktn.net; fax: 907-225-6086; Visa, MC, American Express accepted 8 '/2 x 11; 170 pages; Soft cover; ISBN 0-9660396-1-0 VINTAGE AIRPLANE

PaSSitto

Buel{

by E.E. "Buck" Hilbert

EM #21 NC #5 P.O. Box 424, Union, IL 60180

for landing on the northwest run ways or maybe the southwest, whatever the pattern of the day.

We were descending through 10,000 when the RAPCON con troller advised us of fast moving traffic coming from our left side. We were in the clouds in solid IFR so I asked the controller to keep an eye on it. He asked if we wanted to take evasive action. My Captain (yep, the same one from the DC-7!) refused.

Then one day in a United DC-7 just about right over downtown De troit we had a very near miss with an F-84 at 25,000 ft. I had been idly staring out the front windshield and it happened so quickly all I had time to do was crank the wheel hard over as the fighter went under the left two engines. My Captain never even saw the other airplane and I got a very dirty look and a chewing out for grabbing the controls away from the autopilot and doing the hard over. He didn't believe me when I told him what happened.

Bases of the clouds were reported to be about 10,500 by previous traf fic. The controller was giving us a second-by-second update as we be gan to break out. I was looking past the Captain out the left side window and *&"'%$! there he went! I went, because I had a head on view of him and his F-94 as he pushed down and went under us and could make out his head and snot catcher (02 mask) ashe threw back his head and came out under my side window. Thank goodness the DC-8 had such a long nose, or he would have had us right in the Nos. I and 2 engines!

ore years ago than I care to talk about, Dorr Car penter handed me a little brass plaque that reads "One Mid Air Collision Can Ruin Your Whole Day." We laughed about that, and I tucked it away in one of my many drawers.

I've had three near misses in my airline career. All three were in controlled airspace, and would you believe that two were with the same Captain? The second was with this guy go ing into New York's JFK in a DC-8 . Normal approach procedure was off Colt's neck VOR in those days, and descent was out over the bay as the vectors put us in the string of pearls 26

JULY 1998

When I got my breath back I told the controller what had happened. He asked if we wanted to file a near miss report and the captain adamantly refused! Again, the cap tain had not even seen the other airplane and again I caught some flack for overstepping my boundary as a First Officer. I was advised that he was the Captain, and darn it, he would make the decisions. I shut

up, but I vowed this would never happen to ME. Shortly after that, maybe within a year or so, I got promoted to Cap tain. I began carrying the little brass plaque with me and I would prop it up on the instrument panel glare shield to remind me, and my duly briefed crew, that someone would be looking out the window(s) at all times. If there was any disturbing influence on the flight deck, instead of all three crew members having their heads inside, someone, and usually it was me, would be looking out the window. I'm sure more than one Flight Attendant or jumpseat rider thought I was being standoff ish, because they would be talking to my back as I focused attention out the window. I almost forgot one other incident that happened at Des Monies, Iowa when I was Convair 440 co-pilot back in the fifties. This one really wasn't a near miss, more of a close but not too close for comfort thing. A B-47 was on a practice ILS back course coming in from the South east, for runway 31 and we were doing a straight in on 4. He was supposed to pull up at his mini mums of about 400 feet. The tower was watching the whole thing and to this day I believe the B-47 jock deliberately continued his approach down to about 100 feet and passed directly over us at an intersection as we rolled out on runway 4. My Cap tain, one who I still maintain

....

I-

I- ~

Cessna 140 Fuel Caps

ONE MID-AIR COLLISION CAN RU IN YOUR WHO LE DAY.

e I- I-

--....... relations with to this day, now eighty-plus years of age, went bananas! It took a while to cool him off, and I'd be willing to bet that if I were to mention it to him today, he'd go through it all over again. As time went on, and I flew with the same first offi cers, most of them knew of my fetish of always looking out the window, the little plaque drifted to the bottom of my flight bag and languished there for years. I'd all but forgotten about it until a couple of weeks ago. Here at the Funny Farm we have an East- West and short North-South runway. It's almost sunset, and I'm going out and smash some bugs with the Champ. I'm at the south end of the north runway taking off to the north, There is a row of pretty high bushes on the east side. My fie ld of view towards the east is obscured, but gee whiz, this a grass fie ld and the traffic is usually al most non-existent, except this ONE TIME! I never even saw the Cessna 140, they to ld me about it later. He is making a straight in approach from the east, landing west into the sunset. Get the picture? His buggy and dirty windshie ld and the glare of the setting sun all but blind him, and just as he is flaring , I squirt out from behind the bushes, RIGHT in FRONT of him! He hadn't time to do any kind of evasive maneuver. I never even saw him, and when I got back about f ifteen minutes later his knees were still shaking and after I heard about it, my knees were shaking as well! The saying is that rules are made to be broken , but we now have a rule here at the Funny Farm - You do a 360 0 overhead pattern entry and look for deer, migrant workers, children or whatever, and check the entire pat tern before you land. NO MORE STRAIGHT IN approaches, period, exclamation point! AND NO ONE breaks that rule under threat of vio lent bodily harm , so there! This brings to mind too , that fact that some pilots are so captivated by their GPS they are not looking out the window. In fact, one guy told me he couldn't find the airport. He was right dead center over it, the GPS was right on, but he was so intent on reading it, he never saw the field. Now what if there had been traffic in the pattern? Think about it. Over to You, f(

€3«ck. ...

- Continued f rom page 10 For short term use, say a trip or two, the half-vented gas caps can be made safe for our 1201140s if the red silicone valve is pulled out, a step easi ly accomplished. Realize that a mechanic or fuel person might subsequently notice the silicone valve being missing, not know why, and reinstall a new silicone valve or like cap. If you have them, the only safe long-term solution is to go back to the full vented caps. Be careful of buying new caps, because the majority of Cessna dealers I tested for the error would sell you the half-vented "new" type for the older planes, and at least one large parts distributor ad vertised the half-vent cap as okay for all the Cessna models until our club maintenance advisor, guided by this input, advised them of the error. To compound the errors possible, the Cessna parts manuals are incorrect in their callouts for caps, so be careful! (Editor's Note: The Cessna parts manual illustration may lead you to believe the vented and non-vented caps look exactly the same-be careful! No holes = no vent! See the illustration included in this article. - HGF) When this story was presented to Cessna, they stated that they were going to distribute a service letter, but that never happened, though they did write a letter to the International Club about the hazard. There is one cap maker who claims that his caps are good for "all" model s of Cessnas; letters to him to find out if the caps were full or half-vented are still unanswered. At Oshkosh in '96, three of the Cessna 1201140s in the display area near the club tent had the half-vented type and one had the caps on both tanks. It is disheartening that some of the owners don't want to know about the caps because, so far: "... I haven 't had a problem yet ... ". Some owners seem to not want to know about the lisk, believing that, if the FAA and Cessna did not say no, reason and logic and good sense should not interfere. FOliunately, there are those who have appreciated the information and changed back to the fully vented style caps. There's a simple procedure published in the 1201140 Newsletter and in an old West Coast 1201140 club newsletter to keep rainwater out of the tank with the fully-vented original caps. Put a tuna can over each cap after flight. In the tips section of the new Cessna 140 Web site, this tip is restated by Bill Rhoades, and it is a good one. If you forget them (none of us will, of course), the air flow at takeoff will remove them for you; or, tie them to your chocks or control locks. (I can't help this ... picture a runway after a 1201140 meet lit tered with tuna cans ... what would the non-knowing who saw them think ... a cat convention?) Alternatively, in a recent note, another member mentions that he has used the "rubber" part of a plumbing plunger, without handle, in the same manner. With one of Bruce's fuselage covers, there won't be any rainwater in the tanks because the two flanges of the cover which go over the top of the plane cover the caps as well ... neat. (Changing to the cute caps with vent tubes whichfaceforward or aft is not the correct solution, either. If you want to know why they can do you in, ask me for the article I wrote about them.) References:

Airworthiness Directive: 79-10-14 r I as amended 30 May, 1988.

Cessna 0311360-4 is the part number of the original cap for the 140A, but

microfiche says go to CI56003-OI0l, the part number of the half-vent cap.

Cessna 0422009-1 is the correct part number for the original 12011 40's

cap, since superseded by C I00084-5 (which is the made-to-order part).

Neal F. Wright 1542 South Wolfe Rd. Sunnyvale CA 94087 cougarnfw@aol.com VINTAGE AIRPLANE

F1y-In Calendar The following list ofcoming events is fur nished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Aft: Golda Cox. P. O. Box 3086, Oshkosh, WI 54903-3086. Infor mation should be received fo ur months prior to the event date. JUL Y 8-12 -ARLINGTON, WA - Northwest EAA Fly 111.3601435-5857. Web site: HIJiIIv.llweaa.orglmveaa! JULY 10-/2 - LOMPOC, CA -14th GllI/ual West Coast Piper Cub Fly-In. Info: Bruce Fall, 805/733-1914. JULY 10-12 - ALLIANCE, OH - Alliance-Barber Air port (2DI). Taylorcraft OWllers Club and Taylorcraft Old-Timer's 26th Annual Reunion. Info: 330/823-9748, 823-1/68 or email at tcraft@alliancelink.com JULY 10- 12 - PITTSFIELD, IL - Pittsfield Penstone Airport - July 10-12. Gathering ofEagles. Fly-In breakfast on Sunday. Camping on field, 1Il0tels and trallsportation available. Info: 217/285-4756. JUL Y II - FREDRICKSBURG, TX - Shannoll ranch fly-in . Info: Stan Shannon 830-997-8802 or shan nons@jbg.net JUL Y II - PUNTA GORDA, FL - EAA Ch. 565 B'fast. Y. Eagles. 941/575-6360 J ULY II-1 2 - ATL ANTA, GA - EAA SportAir Work shop. 800/ 967-5746. JULY 12 - RENSSELAER, IN - EAA Ch. 828 Flv-Ill/ Drive-In Lunch. 2/9/866-5587. JULY 12 - NA PLES, FL - EAA Ch. 1067 Pancake Breal.fast. 941/ 261-5701. JULY 12-13 - GA INESVILLE, GA - EAA Chapter 611 30th anllual Cracker Fly-In at Lee Gilmore ailport (G-VL).lnfo: Mick Hudson, 770/531-0291. JUL Y 13-16 - MIDDL E TOWN, OH - Short Wing Piper Club Convention Fly-In. 513/398-2656. JULY 18 - OGDEN, UT - Ogden-Hinkley Ailport. Pio neer days Fly-Ill/Opell House Pancake Breakfast. Competitions. Free Shuttle to Hill Aerospace Mu seu/II.III/o: Jerry TaylO/; 801-629-8251.

JULY 26 - BURLINGTON, WI - 6th annual group Er coupe flyin to Oshkosh. Wheels up at I p.m. Everyone welcome to join. Info: Syd Cohen, 7/5/842-7814. .~

SEPT. 19-20 - STERLING, IL - Sterling-Rock Falls Whiteside Co. Airport (SQ I). NCEAA Old Fash ioned Fly- In. IlIfo: Dolores Nellnteufel, 630-543-6743.

JULY 29-A ug. 4 - OSHKOSH, WI - 46th Annual EAA Fly-In and Sport Aviation Convention. Wittman Regional Airport. Contact EAA, PO Box 3086, Oshkosh, WI 54903-3086, 920/426-4800.

SEPT 24-27 - CHINO, CA - 23rd Annual Cessna 1201140 Assoc. Fly-In. HQ hotel: Ontario Airport Hilton, 909/980-0400. Hosts: Eloise and John Wes tra, and Glen Porter 909/947-4456.

AUG. 1- ELLLSWORTH, KS - (9K7) - EAA Chapter 1127 Fly- In Breakfast (Oshkosh stop-over) and Cowtown Days. Info: Larry Adamek, 785-472-3665. AUGUST 9 - QUEEN CITY, MO - Applegate Airport 11th annual Fly-In. Everyone welcome. 660/766-2644. A UGUST 9 - MENDOTA, IL - Grandpa's Aitport. EAA Chapter 263 Fly-In breakfast, pillS trans portation to the Sweet Corn Festival that afternoon. Info: 815/539-6815 or -5378. AUGUST 9 - LAPEER, MI - Dupont-Lapeer Airport. Yankee Air Force, Mid Michigan Div. Fly-In/Drive In Pancake Breakfast. Warbirds/C1assics on display. Info: Dave Hingst at 810-664-6966. A UGUST 15-I 6 - KANSAS CITY, KS - Downtown Kansas City Airport (MKC). Kallsas City Expo '98. Young Eagles rally. AUGUST 16 - BROOKFIELD, WI - Capitol Airport 15th Annual Vintage Aircraft Display and Ice Cream Social. Noon - 6 p.m. Info: Capitol Airport at 414/350-5512 or George Meade at 414/962-2428. AUGUST 22 - SPEARFISH, SD - Black Hills Air port/Clyde Ice Field. EAA Chapter 806 15th Annual Fly- In. Camping, earlybird "Cream Can Dinner" Friday night. Info: Black Hills Aero 605/642-()277 (days) or Bob Golay, 605/642-2311 (evenings). AUG. 29 - PRESCOTT, AZ - EAA Chapter 658 Pan cake Breakfast, 7-11 a.m. Municipa l Airport 70th Anniversary. Info: Bill Raney, 520/778-4188.

SEPT. 25-26 - Bartlesville, OK - 41st Annual Tulsa Re gional Fly-In. Info: Charliej Harris, 918/622-8400. SEPT. 25-27 - ATWATER, CA - Castle Airport (for merly Castle Air Force Base) Golden West EAA Regional Fly II,. Info: Lela EdSall, 5301626-8265 or email: edsOlI@!oothilLnet SEPT. 26 - OLATHE, KS -Johnson County Airport (OJC). K.c. Aviation Center sponsors the Seventh Annual EAA/FAA Fly-In and Young Eagle Flight Rally, hosted by EAA Chapter 868, Antique/Clas sic Chapter 16, and the FAA FSDO, KC Region. Info: F. Blasco, 816/942-1745. OCT. 4 - TOMAH, WI - EAA Chapter 935 11th An nual Fly-In Breakfast. Static displays, food, flea market, milch more. 7 a.m. - 4 p.m. Bloyer Field. 608/372-3125. Oct. 8-11 - MESA, AZ - Copperstate EAA Fly-III. 5201228-5480. Oct. 9-1 I - EVERGREEN, AL - Soutlreast EAA FlyIn. 3341765-9109. . Oct. 10-11- WILMINGTON, DE - East Coast EAA Fly-III. 3021738-8883. OCT. 17 - ADA, OK - 2nd Annual Plane Fly Fly-In. sponsored by EAA Chapter 1005. Free food for fly in pilots. All aircra/i welcome. Info: Terry Hall, 580/436-8190.

SEPT. 5 - MARION, IN - 8th Annual Fly-In/Cruise-In breakfast sponsored by Marion High School Band Boosters. Classic Cars also welcome. Info: Ray Johnson, 765/664-2588.

OCT. 25 - ALAMOGORDO, NM - Alamogordo-White Sands Regional Airport (KALM) Airport Apprecia tion Day. Hosted by EAA Chapter 251 and Alamogordo Aviation Association. Spot landing and flollr bombing, RIC model demos. breakjclst and lunch available. Info: Chapter 251: Ray Back strom, 505/437-8962. AAA: Maurice Morgan, 505/434-1487.

SEPT. 6 - NA PPANEE, IN - Fly-In/Drive- III Ice Cream Social. 1-4 p.m. Info: Fast Eddie Milleman, 219/773-2866.

• AIRCRAFf INSURANCE •

SEPT. 4-5 - HAYWARD, CA - Hayward Air Terminal. Hayward Air Fair '98. Info: Bud Field. EAA A/C Chapter 29 president, 510/455-2300.

SEPT. J/-/3 - TR UCKEE, CA - Tnlckee Tahoe Airport Old and New Fly-Ill featllring the Beech Stagger wing and Lancair. Info: Jerry Short: jshort@Sunset.net SEPT. 12 - TRENTON, NJ - Chapter 176 Young Ea gles Fly-In, rain date 9/13. Call 609/895-0234 jar location. Sept. 12- J3 - MA R/oN, OH - Mid-East ern EAA Fly-In (MERFl). 513/849- 9455.

Insure it as you restore it! Thil feathers to nose gear, we love vintage aircraft! USand Canada

JULY 18 - HUNTSVILL E, AL - Moontown Airport. EAA Chapter 190 Fly-In sausage, egg and pancake Eat 'Em Up Break/ast. 205-852-9781.

Sept. 12-13 - MARION, OH - Mid-Eastem EAA Fly-In (MERFI). 5/31849- 9455.

800-276-5207

JULY 18 - COOPERSTO WN, NY (N Y54) - EAA Ch. 1070 Fly-In B'Fast. 607/ 547-2526. Rain: 7/19.

SEPT. /2-13 - HAGARSTOWN, IL - EAA Chapter 373 F(y-In. Cook alit and camping Sat. afi./evening, break fast Sun a.m. Info: Marvin Slohler, 765/489-4292.

.WWW.avemco.com

SEPT. 18-20 - JACKSON VILLE, IL - 14th Annllal Byron Smith Memorial Midwest Stinson Reunion. Info: 630/904-6964.

Ee CiiC [jI

JUL Y 19-23 - OACAC Oregon Air Tour 1998 - starts 7/19 at Cottage Grove, OR. Info: Hal Skinner, 541 746-3387. JULY 24 - COFFEYVILL E, KS - FUllk Aircraft Own ers Assoc. Reullion. IlIjo: 302/674-5350. JULY 24-26 - MERRILL, WI - Hatz CB-I Anniversary Reunion. 7/5/536-3197. 28 JULY 1998

SEPT 19 - ASHEBORO, NC - Smith Airjield (25NC). Old Fashioned Grass Field Fly-In and Pig Pick-In. Antique. Classic Sport and Warbirds welcome. Info: JejJSmith 336/879-2830.

Not,,\'ailabie in Be and Quebec

CAVEMCO INSURANCE COMPANY

Joao B. Lemos . Florianopolis SC, Brazil

William Robert Andrews .... Miami, FL

John S. Lohmar . .. . . .. St. Charles, MO

Monty Oakes 路 ... . . .. . . . Kitchener, Ontario, Canada

Roger A. Dick ..... . . Coral Gabels, FL

Robert A. Osterloh .... . . St. Peters, MO

James E. Guidi ..... Daytona Beach, FL

Don 1. Coan . . . ..... Sherrills Ford, NC

Shawn C. Lynch .. West Palm Beach, FL

Scott R. Meister .. .. . ... . Somerset, NJ

Peter K. Nielsen .... ... . . Maitland, FL

Douglas W. Olson . .... . . . Milltown, NJ

Richard A. Osborne . . .. ... Hialeah, FL

P. Hans Rottau........ Birmingham, NJ

Roger Baehr..... . Le Brevedent, France Smari Amason ..... . . Akureyri, Iceland Peter Bowmar ...... Gore, New Zealand Colin Smith. ....... Gore, New Zealand

Rene L. St. Julien ..... ... . . Jupiter, FL

Eric De Chalain 路 ... Fourways, Republic of South Africa

Thomas W. Tripp .. West Palm Beach, FL

Mark Sahd 路 .. Queenstown, Republic of South Africa

George B. Harrison........ Atlanta, GA Carl E. Carson ... .. . . Cedar Rapids, IA

Allen J. Pomianek ...... New York, NY Roger M. Teck . . ......... Galway, NY Edward M. Low . ..... .. Columbus, OH John E. Russell .... . . . . . Kettering, OH

Kurt Eich ... ..... Rothrist, Switzerland

Shane VandeVoort . ... ..... . Sully, IA

Stanley Gelvin . . ........ . Central, AK.

Mike 1. D'Amico . .. . . . ... .. Boise, ro

Edward Ketzer, Jr. 路 ... . . ...... . Hot Springs Nat PK, AR

Floyd Bucheit ...... . ... . . Chicago, IL Amy Hansen .... . ....... Parkridge, IL

Eddie L. King ... ..... . Little Rock, AR

Fred Robinson . . .. . .. . . . ... MOITis, IL

Terry L. Tucker .... . ... EI Dorado, AR

Fred L. Rodgers . .. . .. .. Barrington, IL

Bill Hauprich ...... ... Cave Creek, AZ

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

Dennis Zander ..... Hendersonville, TN

Hugh Bikle . .... .. Mountain View, CA

Dominique 1. Youakim .. .. . Mattoon, IL

A. 1. Bauereisen ... . . . ..... Joshua, TX

Rhett Calkins ........ . ... Turlock, CA

Roy Cecchi . ..... . ... . .... . Jasper, IN

Nicholas L. Dudley ...... . . Austin, TX

Donald R. Conklin .... Frazier Park, CA

Terry H. Crowell ... .. . Georgetown, IN

Doug Feigl .. . . .. .. ....... Dallas, TX

Karl C. Cox ... .......... Lompoc, CA

Richard A. Darling . ... Bloomington, IN

Carl E. Fleece .. . . . . . . . Fort Worth, TX

Wilfrid L. Essex .. . ...... . Visalia, CA

Billy W. Griggs . . ..... ... . Liberal, KS

Frank Johnson ......... .. . Spring, TX

Barry Jay ... ... . ....... Torrance, CA

Timothy R. Roberts . ... Owensboro, KY

Roma Skinner . . . . . . . Grand Prairie, TX

Robert 1. Leonard .. Huntington Beach, CA

Earle F. Andrews ..... Georgetown, MA

Andrew 1. Smith . . ...... Hillsboro, TX

James Neal .. . . Rolling Hills Estate, CA

Bryan P. Douros . ... . Framingham, MA

David M. Stratton .. . .. .. . . Kemah, TX

Tracy Peters . . . . ..... .. . Concord, CA

Douglas R. Peck .. . .. ... Cohasset, MA

John R. Henderson ...... . . Rainier, WA

James L. Pollard . .. . . . . Santa Cruz, CA

William Dawson Cave, Jr. . ... . . . .......... . . . Bryantown, MD

Robert O. Mosley ....... . Vashon, WA

Michael Richie . .. . .. . . Santa Cruz, CA

Richard H. Holcombe . . ... Florence, OR Charles S. Guenther. .. State College, PA Brian E. Kurtz .. . ....... Pottstown, PA Anthony B. LaRosa . .. Landsdowne, PA Jim Streeter ... . .. . .. . .. Lexington, SC

Jay V. Sakas .. .. .... . . . Kingston, WA

Richard C. Schnepf ... Agoura Hills, CA

Douglas Poage ... .. .. Westminster, MD

David B. Spanknoble ....... . .... . .... Redondo Beach, CA

Guy G. Scarpino .. . ...... Portland, ME George Pemberton ... .. ..... Saline, MI

Rex R. Smith . . . . . ... Woodinville, WA

Roger Sullivan . ...... . . Santa Ana, CA

Alfred D. Smith .... .... Ontonagon, MI

Michael 1. Cushway . . .... Madison, Wl

Craig 1. Tabery .. . . Foot Hill Ranch, CA

John Blume .. . . .. ..... . . Nicollet, MN

John L. Edgar .. ... ... .. . Hubertus, Wl

Dean C. Thomas . ... Mountainview, CA

Thomas E. Chatfield . . . Little Falls, MN

David P. Herrmann .... Two Rivers, Wl

Mark R. Thome ... ... .... . .. lone, CA

Max Davis ... ..... .. . .. Waconia, MN

Thomas E. Jones ... . . . . Sun Prairie, Wl

Earl F. Voelz ......... Santa Clara, CA

Dave A. Baltz . .... . Independence, MO

Christopher L. Kislinger . . . Holmen, Wl

Frank T. Whiting . . . . ... .. Coming, CA

Kenneth W. Kotik. .. .. . . St. Peters, MO

Tom M. Lewis ........ Fond du lac, Wl

Lane W. Smith . ... . White Salmon, WA

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EAA-:/

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

MISCELLAN EOUS BABBITT BEARING SERVICE -rod bearings, main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/233-6934. e-mail ramremfg@aol.com http://members.aol.com/ ramremfg/home/sales.html VINTAGE ENG INE MACHINE WORKS, N. 604 FREYA ST ., SPOKANE, WA 99202. FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog. EAA, 1-800-843-3612. CASTINGS: Stock and custom manufactured, exhaust manifolds, heads, water pumps, pulleys, air intakes, brackets, cylinder sleeves, blocks. Wax investment, plaster and dry sand molding. Complete tooling and machining. MOTOR FOUNDRY & TOOLING, INC., 1217 Kessler Dr.. EI Paso, TX 79907 USA, Ph. No. 915/595-1277, Fax 915/595-3167. AnN: Valor D. Blazer. GREAT LAKES 2T1A-SN200 -New yel. tag fuse lage. 3 partially assembled wings with new spars & ribs. Spar & ribs for 4th wing plus extra new ribs. Elev. and stab. primed. Ailerons/H stabilizer & rud der repairable. All parts from damaged alc. Full cowl, great condition. Complete alc inventory list of all parts missing or damaged. Warner eng. 165hp disassembled and complete. Excellent rebuildable core with good crankcases and cylin ders. $24,500. Contact: Brad Barrett, AI & AP, 903-464-5472 Pgr or 940-759-2786. STRATEGIC SALE: STAGGERWING BEECH 017S , N4HX, SN6672-Cream Puff-Total restoration by L.A. Humphrey and Ray Keesler '93. Probably the only Bendix Fuel Injected (P&W IR 985-APS4) with 12.1 Blower. IFR panel including WX11A1Argos 5000/Garmin 150. etc. "S-TEe" 60-2 coupled auto pilot, oxygen, much more. Current annual. Dove gray-red trim. $400,000.00 Contact Brad Barrett, AI & AP, 903-464-5472 Pgr or 940-759-2786. DO YOU OWN PLATING ! Aviation Industry proven plating process for top-quality plated finish. ELECTROLESS NICKEL PLATING is super-hard wearing and ex1ra-corrosion-resistant. Ideal for all gene r al , p reci sion an d spec ial i zed parts. RANGE OF COMPLETE PROFESSIONAL ELEC TROLESS NICKEL PLATING SYSTEMS FROM ONLY $50! FREE Infonnation Brochure! CHEMI CAL PLATING CORPORATION. Tei/Fax (954) 344 3592. PO Box 771364, Coral Springs, Florida 33077. chem-plate-corp@msn.com RARE! CURTISS/REED ALUMINUM PROPELLER 102 " W/FRESH YELLOW TAG. 717-627-1531 EVENINGS.

30 JULY 1998

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://,eaa.org and http://www.flyin.org E-Mail: Vintage @eaa.org

EAA and Division Membership Services 800-843-36 12 •• , ••• • ,. , • . • FAX 920 -426-6761 (8:00 AM -7:00 PM Monday- Friday CST) • New/renew memberships: EAA, Divisions (Antique/Classic, lAC, Warbirdsl, National Association of Flight Instructors (NAFI) • Address changes • Merchandise sales • Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory .... ... . , ...... , .............. 732·885-6711 Auto Fuel STCs ............. . .. 920-426-4843 Build/restore information . . .... 920-426-482 1 Chapters : locating/organizing .. 920-426 -4876 Education... .. . .... .. .. ....... 920-426-68 15 • EAAAir Academy • EAA Scholarships • EAA Young Eagles Camps

Flight Advisors information ... . . 920-426-6522 Flight Instructor information ... 920-426-6801 Flying Start Program . • ......•.. 920-426-6847 Library Services/Research .... . . 920-426-4848 Medical Questions .... . . . .... . . 920-426 -4821 Technical Counselors ........ . . 920-426-482 1 Young Eagles ...... , ...... . .... 920-426-483 1 Benefits Aircraft Financing (Green Tree) .. 800-85 1-1367 AVEMCO . . . ...... . .. ..... , ... 800-638-8440 AUA ....... .. ... ............. 800-727-3823 Term Life and Accidental ... . . . . 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/photo; advertising information 920-426-4825. , • , • , •••• . . , FAX 920-426-4828

EAA Aviation Foundation Artifact Donations .. .. ... ... ... 920-426-4877 Financial Support ......... . ... 800-236- 1025

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ ation, In c . is $40 f or one year, including 12 issues of SPORT AVIATION. Family mem ber sh ip is available for an addit ional $10 annually. Junior Membership (un d er 19 yea rs o f age) is availab le at $23 annua ll y. Al l major cred it cards accepted for membership. (Add $ 16 for Foreign Postage.)

Division is available for $50 per year (SPORT AVIATION magazine not included). (Add $ 10 for Foreign Postage.)

WARBIRDS

Current EAA members may join the EAA War birds of America Division and receive WARBIRDS magazine for an additional $35 per year. EAA Mem bershi p, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION ANTIQUE/CLASSIC magazine not included). (Add $ 7 for Foreign Current EAA mem bers may jo in t he Ant iq ue/ Postage.) Cl assic Division and rece ive VINTAGE AIR PLANE magazine for an additional $27 per year. EAA EXPERIMENTER EAA Membersh ip, VINTAGE AIRPLANE mag C urre nt EAA me mbers may receive EAA azine an d one year membershi p in the EAA EXPERIMENTER magazin e for an additional Antique/Classic Division is available for $37 per $20 per year. year (SPORT AVIATION magazine not included). EAA Membership and EAA EXPERIMENTER (Add $7 for Foreign Postage.) magazine is available for $30 per year (SPORT AVIATION magazine not included).(Add $8 for lAC Foreign Postage.) Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT FOREIGN MEMBERSHIPS AEROBATICS magazine for an additional $40 Please subm it your remittance with a check or per year. draft drawn on a United States bank payable in EAA Membership, SPORT AEROBATICS maga Unit ed States dollars. Add require d Foreign zine and one year membershi p in the lAC Postage amount for each membership. Membership dues to EAA and its divisions are not tax deductible as charitable contributions .

Robel1 A. Frear Huntersville NC

Pilot for 21 years 13,000+ hours Type ratings: 8757, 8767, FK-28, EMS-II0 Currenrly First Officer 8757/767 for USAirways, Inc.

AUAis

•

approved.

Tobecomean

EAA Antique &

"When another pilot had an accident in my fully restored Stearman, I was unsure

antly surprised with the courteous and

Lower liability and hull premiums

professional treatment. They never tried

Medical payments included

to skimp on the repairs, and in fact, they

Fleet discounts for multiple aircraft carrying all risk coverages

recommended Vintage Aeroplane in Kiln,

No hand-propping exclusion

Mississippi, one of the best Stearman

No age penalty

was covered just as advertised! "

No component parts endorsements Discounts for claim-free renewals carrying all risk coverages

- Robert Frear

Member call 800·843·3612

Exclusive EAA Antique & Classic Division Insurance Program

of what to expect from AUA. I was pleas

repair facilities in the country. Everything

Classic Division

AUA~

The best is affordable .

Give AUA a call - it's FREE!

Remember, We're SeHer Together!

800-727-3823

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

AVIATION UNUMITED AGENCY

~Wll~~

THE NEW CITATION HVlP

lies

COMBO SYSTEM

WAS A BIG HIT AT

OSHKOSH!!

Triple Chrome - Nickel- Copper - Black Oxide - Anodizing - Brass - Silver & Gold

Zinc & Chromating - Brush Plating Kits - Copy Cad "Cadmium" - Copy Chrome

Electroless Nickel ~~~\ Plating Kits

If you happened to stop by the Antique/Classic Builders Workshop at the convention you probably saw our new respirator/paint sprayer system at work. Many of you stopped by the Fastech booth to get a closer look at this unique system. Because of the tremendous interest in the product we have decided to extend the show price for a limited time. If you didn't get a chance to see it, the CITATION system combines a fresh air respirator and HVLP paint sprayer in one cabinet to offer the utmost in safety, convenience and spraying technology at a very competitive price! Total system priced at just $799.00 (for a limited time only)

CALL FASTECH CORPORATION AT 1-800-462-2471

So Simple - Just Like Boiling An Egg! 1 Liter Kit 4 Liter Kit 12112 Liter Kit

$49.00 $155.00 $255.00

• The Ideal Way To Plate Small Parts - Easily - Economically - Quickly • No Batteries, Rectifiers or Other Power Sources Required • Plates Many Metals - All Steels, Irons, Copper, Brass, Bronze, Titanium, Lead Free Solders & Nickel Alloys • Even & Uniform Layer, Inside Tubes, Corners etc. - No Anode Shadow! • No Bath Maintenance - Simply Use & Make Up New • No Disposal Problems - Drain Safe After Treatment (included)

FREE Catalog

The Complete Plating Manual $25

Instantly receive our faxed literature Use our fax phone to call 315-597-1457 and follow instructions

4336 Rt. 31, Dept. VIN, Palmyra, NY 14522 Phone 315-597-5140 or 315-597-6378 ~ax phone 315-597-1457 [_]! IIIS4 i EMail: sales@caswellplatlng.com [ "_I ~ Web Page: http://www.caswellplating .com ~.C- ~

We Ship Worldwide

Spirnl-Botmd

Classro OlD.

Our new manual isn't just a reference - it's a covering course in a book. It's the clearest, most thorough, and most fun-to-read step-by-step book of its kind. It will guide you all the way through the entire Poly-Fiber process in plain easy language and with a delightful sense of humor.

It'll show you just how easy it is to cover an airp lane with Poly-Fiber, and how much fun it can be. It includes our entire catalog of tools, products, and other goodies, too. All you need to make it happen is our new manual ... and a dream .

Order YourslJust $10.001 Plus Shipping l!t Handllng

Aircraft.

JULY 1998

800-362-3490 www.polyfiber.com E-mail: inf.o@poIyfiber.com C o a t i .... gs

FAX: 909-684-0518

electro latin in miniature

Fly high with a

quality Classic interior

Complete interior assemblies for do·it·yourself installation.

Custom quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

Qir'~RODUCTS,

INC.

259 Lower Morrisville Rd. , Dept. VA Fallsington , PA 19054 (215) 295-4115

Share the EX<;itement ofEMs Antique/Classic Divisio with a Friend If you love the airplanes of yesteryear, chances are you know other people who love them too. Hel~ the Antique/Classic Division grow l:iy recruiting new members. The EAAAntique/Classic Division is a erson's best resource for information ana stories al50ut Antique, Classic and Contemporary aircraft and the people who fly them. As a member, you already know what being an Antique/Classic member is all about, or do you? As a member, you receive:

• 12 COIOl~-filled issues of VINTAGE RPLANE, the officialmagazine-ofthe Antique1Classic Division. • The exclusive "members orili.' Antique/Classic aircraftinsurance pro~am aOministered by AUA,Inc. • During EAA OSHKOSH, educational work shops and seminars offered by fellow mem bers who are experts in their field. • The opportmtity to network with other mem bers with similar interests through the various Type Clubs in the Antique/Classic community.

Recruit New Members and Win Some Great Awards*

• Recruit just one new member and receive a stylish collector's cap featuring the Antique/Classic Division logo. • Recruit two new members - in addition to the cap, get anAlC jacket patch and a free video tape.

• Sign up three new members and you'll also receive a FREE one year AlC Division member ship renewal. • CALL 1.-80().8.43..3612, BE SURE TO MENTION CODE "1.~N-1." WHEN YOU CALL TO RECEIVE YOU AWARD.

NEW MEMBER CAMPAIIN HELP

YOUR

DIVISION

GROW!

*NEW MEMBERSHIP APPLICATIONS ONLY-MEMBERS CANNOT SPONSOR THEMSELVES. SPONSORSHIP RECRUITMENT ALSO VALID FOR RENEWALS WHO HAVE NOT BEEN CURRENT MEMBERS FOR

(TWO) CONSECUTIVE YEARS.

The above views of a typical naval airplane shows the general color scheme adopted by the U. S. Navy for all h.eavier-th~n-aircraft . .Planes are entirely gray and aluminum excepting the tops of the upper wing and hOrIZontal tail surfaces wh,ch are chrome yellow . The color of the balance of the plane depends on its material: allmetal surfaces are painted gray, fabric is painted aluminum. The Navy service insignia as shown is placed inboard from each wing tip a distance equal to the chord of the wing, on the top of the upper wing and the bottom of the lower wing. The branch of the service-U. S. Navy or U. S. Marines -is painted on each sid e of the fuselage where shown.

SECTION I.EADERS

A typical squadron has six sections of three planes each. Each section is colored in the order shown. Only section leaders carry a color band around the engine cowl and around the fuselage. The plane to the left of each leader has the upper half of the engine cowl colored ; the plane to the right, the lower half. All planes carry th eir squadron designation

on the fuselage as: 5F meaning 5th Fighting Squadron, fol足 lowed by the plane's number (I to 18). The number reveals the position of the plane within the squadron and within the section as shown above. Thus the section leaders are always numbered I, 4, 7, 10, 13, or 16. All planes carry their num足 ber and a chevron of their section color on the upper wing.