vintage airplane - jul 1986

8/12/2019 Vintage Airplane - Jul 1986

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STR IGHT ND LEVEL

by Bob Lickteig

In firming up our plans for "An Air ofAdventure , Oshkosh '86 - listed beloware additional details of our EAA Antique/Classic activities. Please makeplans to join us for these interesting andexciting events. Contact any of thechairmen for additional information orreservations.

Antique/Classic Fly OutChairman - Bob Lumley, phone 414/255-6832, has firmed up our Antique/Classic Fly-out on Monday morning,August 4, to Hartford, Wisconsin - 40miles southeast of shkosh hardsurface and grass runways - 80 oc

Antique/Classic Parade of FlightChairman - Phil Coulson, phone 616/624-6490, has scheduled our annualAntique/Classic Parade of Flight Tuesday, August 5 at 3:00 p.m. Due to themany requests, this event will be stagedone day earlier than previous years.The field will be closed . Briefing 1 00p.m. at Antique/Classic Headquarters.Join us and be a part of this historic airshow activity.

Antique/Classic Riverboat CruiseChairman - Jeannie Hill, phone 815/943-7205, has reserved the ValleyQueen for Monday evening, August 4.Departing from the Pioneer Inn dock at7:00 p.m., refreshments and dinner willbe served aboard. Tickets on sale atthe Antique/Classic information boothoutside of Antique/Classic Headquar

ters. For an enjoyable evening, sign onfor this.Antique/Classic Picnic

Chairman - Steve Nesse, phone 507/373-1674, has scheduled the annualAntique/Classic Picnic at the NatureCenter on Sunday eve ning, August 3,starting at 6:30 p. m. Tickets on sale atthe Antique/Classic information boothlocated outside of the Antique/Classicheadquarters. For refreshments andgood fun, don't miss this.Antique/Classic Workshop

Chairman - George Mead, phone414/228-7701, has his committee of in

shop is located next to the Antique/Classic Headquarters.Antique/Classic Photo Contest

Chairman - Jack McCarthy, phone312/371-1290, will again conduct theAntique/Classic Amateur Photo Contest. (See June 1986 issue of THE V -T GE IRPL NE for 1985 winners-congratulations ) Please check Antique/Classic Headquarters or with JackMcCarthy for details and contest rulesor any help you may need. Pleaseshare your talents with all members andget those shutters clicking.Antique/Classsic Participant Plaque

Chairman - Jack Copeland, phone617/366-7245, has streamlined the procedures for presenting each registeredaircraft a free recognition plaque with acolored photo of the aircraft parked atOshkosh '86. A lifetime remembrance.Please register your aircraft and thecommittee will do the rest.New Addition to Antique/ClassicHeadquarters Building

Construction co-chairmen BobLumley and Tom Hampshire plus yourofficers, directors, advisors and othervolunteers have been busy constructingthe new addition to your Antique/Classic Headquarters building. (See AIC News.) This expansion of our buildingwill make it possible to better serve youduring our annual Convention . Soplease come by and see us .Please check your Convention pro


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PUBLICATIONSTAFFPUBLISHER

Tom PobereznyDIRECTORMARKETING&COMMUNICATIONSDick MattEDITORGene R.Chase

CREATIVEART DIRECTORMike Drucks

MANAGINGEDITOR/ADVERTISINGMary Jones

ASSOCIATEEDITORNorman PetersenFEATUREWRITERS

Dick CavinGeorge A Hardie, Jr.

Dennis Parks

EAAANTIQUE/CLASSICDIVISION,INC.OFFICERSPresident VicePresidentR. J.Lickteig M.C."Kelly" Viets1718Lakewood Rt.2,Box128AlbertLea,MN56007 Lyndon,KS66451507/3732922 913/8283518Secretary TreasurerRonald Fritz E.E."Buck" Hilbert15401SpartaAvenue P.O.Box145KentCity,MI49330 Union,IL60180616/6785012 815/9234591

DIRECTORSJohn S.Copeland Stan Gomoll9JoanneDrive 104290thLane,NEWestborough,MA 01581 Minneapol is,MN55434617/3667245 61217841172DaleA.Gustafson EspleM.Joyce, Jr.7724ShadyHillDrive Box468Indianapolis,IN46278 Madison,NC 27025317/2934430 919/4270216Arthur R.Morgan Gene Morris3744North51stBlvd. 115CSteveCourt,R.R.2Milwaukee,WI53216 Roanoke,TX 76262414/4423631 817/4919110Daniel Neuman Ray Olcott1521BerneCircleW. 1500KingsWayMinneapolis,MN55421 Nokomis,FL 33555612157HJ893 813/4858139

John R. Turgyan S.J.WittmanBox229,R.F.D .2 Box2672Wrightstown,NJ08562 Oshkosh,WI 5490360917582910 414/2351265

George S.York181 SlobodaAve.Mansfield,OH44906

JULY 1986 Vol.14 No.7Copyright 1986bytheEAA Antique/ClassicDivision, Inc.All rightsreserved.

Contents2 StraightandLevelbyBobLickteig4 AlCNewsbyGeneChase5 VideoReview- "TheGoldenYears"

byGeneChase6 TimeTravelsof aPietenpolbyFrankM.Pavliga11 RestorationCorner- EnginesITheRoundEngine,OtherwiseKnown Page6asthe RadialbyM.C."Kelly"Viets,DaleGustafsonandRon Fritz13 Oshkosh'85- PlanesandPeoplebyLarryD'Attilioand Pam Foard14 ItwasParasolWeatherbyOwenBillman16 AftermathbyArtMorgan18 BarbaraFidler'sLike-NewPA-22-20byDickCavin20 TypeClub ActivitiesbyGeneChase21 MysteryPlanebyGeorgeE Hardie,Jr.22 VintageLiterature

by DennisParks24 TomCrowder's BoeingP-12ReplicabyDickCavin26 Oshkosh'86- Antique/ClassicForumSchedulebyRon Fr itz Page1827 WelcomeNewMembers28 Calendarof Events28 VintageSeaplanebyNormPetersen29 VintageTraderFRONT COVER . . .A typical summer scene at Wittman Field,Oshkosh;thesetwoCubs arekeptbusyforownerJohn Monnett.(PhotobyJim Koepnick)BACK COVER . . .AworkingDeHaviliandBeaverinYukonTerritory.(PhotobyDickMatt)ThewordsEAA ,ULTRALIGHT,FLYWITHTHE FIRSTTEAM,SPORT AVIATION ,andthelogosofEXPERIMENTAL


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Compiled by Gene ChaseRED BARN ADDITION

A new addition to the Antique/ClassicRed Barn at Wittman Field will be inevidence at Oshkosh '86. This 16 x 20extension to the west end of the Barnwill result in much needed additionalfloor space. Co-chairmen of the projectare Bob Lumley, Colgate, Wisconsinand Tom Hampshire, Milwaukee, Wisconsin.The new structure will contain permanent shelving for the display ofmagazines and other sales items whichhelp finance various activities of the An- Photo by Gene Chasetique/Classic Division. Bob Tom and (L-R) Bob Lumley and Tom Hampshire begin construction of the 1st roof truss for theother volunteers have spent many new addition. This was mid-morning of the 1st day of the project.hours in this construction project.

toric black and white photos featured in sed thousands of photos from the perNew Old Look the past. Beginning with next month's sonal collections of Steve Wittman,When we began to regularly feature issue of VINT GE we will begin to Louise Thaden, Earl Noffsinger, Mikefull color back covers with the March showcase black and white photos on Rezich, Casey Lambert, Dick Stouffer,1985 issue of THE VINT GE the back cover, selected from the EAA Ted Koston, Dorr Carpenter, Truman C.IRPL NE we received comments Library's extensive collection, as well as Pappy Weaver, Warren Lee Worthfrom several members praising the photos offered by members for this pur ington, Wally Norman, and Hugh Buttercolor but bemoaning the fact they pose. field to name a few. Many of these

missed seeing some of the rare and his- Over the years the Library has am as- photos are of historic value and have


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never been published. So once again The goals of the museum, which Goals also include a flyable collectionwe will take the opportunity to present founders hope to realize by 1991, in of light planes, including at least one ofselected examples of the Library 's mag clude: an aircraft manufacturing every Piper model and a representativenificent photo collection, on the back museum with early Cub assembly line selection of other historically significantcovers of VINTAGE. manufacturing parts and components light planes. These planes will also beused by Piper in the assembly of J-3 . obtained by donation and through thePIPER AVIATION MUSEUM PA-11 and PA-12 Cubs. The same tools aircraft sponsor program. Funds forLock Haven, Pennsylvania, a name and fixtures used in the 1937 through maintenance and operation will be prosynonymous with Piper has been 1947 era will be used. Visitors and stu vided by sponsorship and by museumselected as the site of the new Piper dents will be invited to watch this oper shops.Aviation Museum. The purpose of the ation and properly trained and qualified Attendees at the Piper 50th annivermuseum is to provide for historic pre museum volunteers will participate. sary fly-in, "Sentimental Journey to Cubservation of Piper-built aircraft and Cub assembly line products will be Haven" will see the site and first enother artifacts re lated to light plane avi used in the restoration of aircraft of this deavors of this new museum. For addiation history, to promote education in era to flying condition. Restoration will tional information on the museum, conair sc ience, stimulate educational cur be done in museum restoration shops tact Ray Noll , Chairman, Box Y, Paoli,ricula in aviation and to enhance public with money provided by the aircraft PA 19301. Phone 215/644-7920.understanding of general aviation , and sponsor program.to acquire, restore, maintain and oper An engineering department and li WRONG NUMBERSate historic general aviation aircraft. brary with the necessary technical Some pilots are still using 122.9 MHzThe collection will be limited to Piper depth will oversee the manufacturing for air-to-air communications. The frerelated and historically significant ar museum. Also available will be video quency for this activity is now 122.75tifacts. For the arch ives: documents, and hands-on displays of state-of-the MHz. The 122.9 MHz frequency is repictures, drawings, technical manuals, art manufacturing methods and aviation served for airports that have no controlbooks, oral history and Piper history that will stimulate the apprecia tower, no FSS and no Unicom on thememorabilia. For restoration: aircraft , tion and understanding of general avia field. It has been designated commonengines, instruments, radios, parts, jigs, tion 's potential for the 1990s and the Traffic AdviSOry Frequency (CTAF) fortools and fixtures. 21 st century. position reports in traffic patterns

The Goden YearsThis action-packed video tape is oneof the latest additions to the EAA VideoAviation Series. It opens with an introduction by Bill Purple, President of Bendix Aerospoace, who on October 30,1985 hosted a reunion of of BendixTrophy Races winners and theirfamilies.As the name implies, these raceswere sponsored by Bendix and exceptfor the WW II years, were held annuallyfrom 1931 through 1962. The Bendixraces were cross country speeddashes, usually from California toCleveland, Ohio where the contestantscrossed the finish line during the National Air Races. The N.A.R. were tremendously popular events held annu

speed contests, the National Air Racesalso featured aerobatics and other flying events. any aviation notables attended those annual extravaganzasand so did the military. This video contains shots of a Boeing P-26 in flight,Amelia Earhart in her Lockheed 10,Capt. Alex Papana from Rumania flyinghis Bucker Jungmeister, and some footage of the pilots clowning around whilesocializing after the competition.Following World War II , the militaryentries and surplus military aircraftdominated the racing events. With theappearance of jet fighters, a separate

division was created for them and theycontinually set new transcontinentalspeed records. Some excellent footageis shown of the young military pilots andthe planes they flew.Racing is inherent in the nature ofman and this 20-minute video , "TheGolden Years," does a fine job of portraying this. The video can be orderedfrom the EAA Aviation Foundation for$24.95 plus $3.00 shipping and postage. (WI residents add 5% sales tax.)Please specify BETA or VHS formatand include your name, address, phonenumber and EAA number and mail yourcheck to EAA Video, Wittman Airfield,Oshkosh, WI 54903-3065. Or, phone 1800-843-3612 between 8:00 a.m. and5:00 p.m. (Wisconsin residents phone414/426-4800 , and use your VISA orMasterCard .Gene R Chase


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I V N -ofa

by Frank M. Pavliga(EAA 111054) (Photos cou rtesyof the author)

This is a story of a trip through time ;a trip consisting of far more than justmiles on a sectional chart ; a trip built ofdreams spun of the year 1929 out ofsomewhere in midwest America. Thatwas the year a 28-year-old MinnesotaFord mechanic, Bernard H. Pietenpol ,along with two local friends, designed ,built , and flew an aircraft destined forlegend . an aircraft capable of traversing 56 years of time . . . all the whilegaining momentum, gaining popularity,gaining respect, an aircraft odernechanics magazine named the "AirCamper".Not long afterward, a young Ohioman decided, as many of his peers did ,that the only way to touch the sky as he

so desired was to build his own flyingmachine. He would build his ownPietenpol. In fact , in the next few yearshe would build two . The first was powered by a Model 'A' Ford engine, theengine for which B.H.P. originally designed the ship. The second used aContinental A-40 aircraft engine.After a few seasons of successfulperformance with ship number two , oneday an official looking gentlemanshowed up complaining that due to thesunburst paint scheme of the young

Ohioan 's wings, his registration numbers appeared garbled and did not readwell from the ground below. Donning(for the first time ever) a parachute, thebuilder/owner climbed into his pride andjoy and set out to prove that government man wrong once and for all. Onceairborne , the red and yellow aircraftpassed overhead and dived as if toenter a loop. Arching upward and overon its back . it stayed there . halfflying , half fall ing followed soon bya crunch and the inevitable folding ofwings.A little neighborhood boy watchingnearby gasped in disbelief as pilot andaircraft separated, both hurtling towardthe ground. But there it was Theparachute . it worked By th is time,one wing panel had separated completely and sliced downward toward thesilken canopy, nearly taking its he lplessoccupant along to destruction . Nearly,but not quite. Narrowly missing our bystander s hero, the flailing wing burieditself in the ground below, soon followedby a dazed but alive and well pilot .in the cemetery across the roadThe little boy never forgot the excitement of that moment and in the ensuingyears built models and dreamed of

someday building and flying his own fu llsize ai rplane. He felt sure the day wou ldeventual ly arrive when he cou ld affordsuch a dream. Perhaps it might even bea Pietenpo l.As with all dreams, however, sometimes one must be patient. Years passed , a family arrived , and more delays.The airplane would have to wait. Butthe young man now had a young son ,who all too obviously loved the sightsand sounds of aviation every bit asmuch as his father. Someday theywould both build an airplane, but fo rnow a trip to the 1961 EAA fly-in atRockford , Illinois would have to do.Being only four years old at the time ,the young man 's little boy would, in lateryears, not remember it clearly, but hetoo had now seen his first Pietenpol AirCamper. It was a red and silver beautypowered with a Model 'A' and owned bya Wisconsin contractor named AllenRudolf who had already been flying th issame ship for 20 years.Thirteen years and more delays later,the man and his son returned , this timeto Oshkosh for the 1973 fly-in andsomehow knew it was now or never.But what would it be? A Baby Ace?Flybaby? Great, but it should have two


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seats, after all flying is twice the funwhen it's shared. A reprint of the 1932Flying and Glider manual was purchased in the book store and the loveaffair was revived th is time for good.Father and son would bu ild a PietenpolSo it was that ten years , gallons ofsweat, and many dollars later my dadand I shared what we still believe to bethe ultimate thril l. On June 18 , 1983, at7:30 p.m., we hooped and ho llared aswe watched Taylorcraft test pilot andno . 1 instructor Forrest Barber, lift ourown piece of yesterday into theheavens on its maiden voyage. If thedream had ended there and then, itwould have been worth it. We had madeit

In the next twelve months, all the annoy ing little problems one takes forgranted with a new aircraft were slowlyironed out, one by one. A taiiskid keelconstantly grinding itself out of ex istance, bungee cord landing gear shockabsorbers fraying themselves to piecesone after another, and a gas tank thatcouldn't seem to remember it was builtto hol gas, not to shower the pilot witha volatile spray. By July of 1984, however, when nothing else could be foundto fix, our 40 hours of restricted timehad been flown off, and we knew it wastime for our open-air wind machine toprove itself.For the past seven years, the firstweekend of the Oshkosh Fly-in had

Frank S. Pavliga n Sky Gypsy n 1983.to Brodhead weekend , we were ready,but mama nature wasn t quite so enthusiastic. Threats of rain and low visibility forced us out to the airport for amuch earlier than anticipated departure . That darned Ohio weather was outto ruin us againFirst one at the field . Unlock thehangar, slide open the heavy doors.Grab hold and push Ah , out into thehazy gloom of 8:00 a.m. with evening'sdew on soggy tennis shoes tracing ourpath from the safety of the hangar outinto the uncertainty of the day .Before my still sleepy mind couldquite focus on the chores at hand , myparents arrived in the chase car and ast ill dazed airport operator, ForrestBarber, yawned a "mornin" and "ya really think this thing 's gonna make it ,huh?" Funny guy.Gassed up, warmed up, good byes allsaid , the throttle hit the firewall and agutsy 40 hp hauled us quickly upwardinto the dreary morning sky. A glanceat our brass trimmed , Johns Mansville1916 tachometer indicated we eitherhad a disconnected tach cable or thatspinning hunk of lumber ahead was allan illusion . A hasty retreat followed .After two minutes of fiddling and tightening, we were off again . Just before liftoff this time, I chopped it again. Youdummy I had left a screwdriver wedgedagainst the front windshield and thiswas only the beginning

morning, ceiling and visibility reallyweren't that bad . It looked darker upahead, but right now making Shelbywas a piece of cake. With a mild slip tosee past the radiator, we were soonporpoising toward an eventual stop atthe pumps. After topping off the tank Ihad time to sit and think. Mom and Dadwould not be here for at least a halfhour or so. I thought it curious that anairplane which cruises at 60 mph minusa 15 mph headwind, and designed 55years ago, could arrive so far ahead ofthat four-wheeled piece of progress.HmphFirst one drop, then another, andanother, and then a full-fledged downpour, the kind that lasts forever. Wewere grounded for the remainder of theday. Then dawn the next morning arrived a mirror image of dusk the nightbefore, but after two hours of "ya thinkit looks any better? , "I dunno, maybe alittle, morning in Shelby had clearedsufficiently to press on .Route 30 running east and westthrough Ohio and on into Indiana is alow and slow Pietenpol pilot's dream .Straight as a snapped chalkline, it provided some real security as we wereoccasionally forced down to a palmdrenching 300 feet of altitude by theslowly scattering cloud deck. By thetime we reached Delphos, Ohio, however, airplane and pilot were basking insoothing warm sunshine. We landed ,


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(L-R) Frank S Pavliga, Allen Rudolph and Frank M. Pavliga. Allen had just flown SkyGypsy with a proud Frank M on board. Allen lives in Clymer, WI and has been flyinghis 1933 Pietenpol since he purchased it in 1941.sprawled out in the grass using thelanding gear spreader bar as a pillowand waited for Mom and Dad .What was that noise? Glancing upward, I could barely make out twospecks off in the distance looming everlarger with the passing of time . Nodoubt about it . an Aeronca and aputtering sunflower-yellow T-craft. Talkabout timing As they both entered thepattern , I became aware of still anotherlower, throatier noise and looked overmy shoulder just in time to catch thebright blue/white flash of ' anotherTaylorcraft buzzing overhead atscarcely more than treetop height. "Forrest, you son of a gun " A familiar carcrunched to a halt in the gravel driveand our entourage was complete.Once the greeting and handshakingwas complete, it was time to head outagain . It was already afternoon of thesecond day and fully over one-half our500 mile voyage' still lay ahead. Therewas a lot of flying yet to do to makeBrodhead by nightfall. I climbed into thecockpit , turned fuel and switch on, andDad proceeded to swing away at oldHenry up front. No dice. It wouldn 't start.

After several other stops for fuel andnumbing backsides, we eventually didmake Brodhead that same evening.Dick and Neal flew on ahead while "BigJim" and I closed up ranks for the lasthalf of our final leg. To this day, one ofthe most serenely enjoyable memoriesof the entire trip was looking off to theright and seeing that beaming grin staring back as the intense brightness ofthe low evening sun shown irridescentiyoff both Taylorcraft and earth below.Our second home was only minutesaway and I scooched down in the seatlike a school kid waiting for the bell toring. And there it was Swooping downfor a "grass cutter" pass across the field ,I could see it was all there - the people,the airplanes, the memories of yearspast. We really were . . . home at last.

Allen Rudolf (the same'), DickWeeden , Sandy Saunders, Bill Kn ight,Charlie Rubeck, Chriss Eggsgaard, TedDavis , Vi Kappler, Dave Harris, TomNolan, and many more all namessynonymous not only with "Pietenpo l ,but with the truest of friendship . It surefelt good to be among them again thatweekend.It's hard to explain the Pietenpol fly- inat Brodhead to someone who's neverbeen there. It 's like explaining the exhilaration of flight itself to one who's feethave never left the ground. Too manysights , sounds, and emotions to put intowords. Words like friend , fun, blue sky,late night campfires, Polly Weeden 'sbratwurst, the Saunders' hospitalityand, unifying it all , a kinship with an air-craft design that not only has survivedthe test of time, but has flourished .After all the buddy rides were given(they were a real shot in the arm for uswhen we were building) , all the acquaintances renewed , and the last embers ofSunday night's campfire faded to memory, "Brodhead '84 " was over. Nowhereelse on earth could twelve Pietenpols ,of every imaginable powering, be foundon the same piece of ground at thesame time, their owner/builders thrilledand delighted at just being there . Wewere proud to have been one of them.The next morning, after hours ofgood byes, we took off enmass andpointed our noses north toward Oshkosh . With Wittman Field being justbeyond the safe range of our machines,we chose to stop at Fond du Lac andgas up before proceeding. Three Model'A' Ford-powered Pietenpols took off information from Fond du Lac and followed the railroad tracks northwardalong the coast of Lake Winnebago . .. three tiny specks in a sun-drenchedsky.


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Bill Knight of Brodhead, Dan Krejchikof Portage, Wisconsin and I entered thepattern at Wittman Fie ld in unison andtouched down on the grass one behindthe other. We later would learn of thecontro l tower chief, a Ford Pietenpolbuilder, who followed our arrival withtears in his eyes and shouts of "That'swhat I'm building . Look at that "There is no need to describe the Oshkosh fly-in here. You all know. Sufficeit to say it was sure bigger thanBrodhead . In addition to meeting suchav iat ion notables as Ray Hegy, BiteLiv ingston, Frank Rezich, Joe Halsmer,and Andy Anderson, the big thrill wasparticipating , (along with Dick Weedenflying Bill Knight's Air Camper) , in the"Parade of Flight." Very few eventshave ever brought a bigger lump to mythroat than flying fourth in line behindDale Crite's Curtiss Pusher, a Spartanbiplane and a Stearman C3R. If thatisn 't aviation history hitting you on thehead, I don 't know what isIt's funny how, in an age of superRevel-kit homebuilts looking like specialeffects from Star Wars, something assimple and unpretentious as a Pietenpol can be the center of attention. Butit was, and it had absolutely nothing todo with how we did or did not build it.The one word which constantly reappeared over and over was "cute". Whowere we to disagree?All week long at Oshkosh, the hazyblue sky continued to grow hazier sti ll.We had planned on heading homeThursday, but decided to stick aroundone more day in anticipation of a littleclearing . It never came, but we headedout anyway on Friday in hopes of betterweather south and east. Flying back toBrodhead in tight formation with BillKnight in his Air Camper, we dodgedrain showers for a while, then broke outinto relatively clear sky. Looking up atthe red /silver machine ahead andslightly to port, I kept hearing that wordover and over gain. "Cute." I thought tomyself, "If they think a Piet is cute on

Frank M Pavliga taking off in Sky Gypsy at Shelby, OH on a hazy morning in July 1984 .You can see the ice on the intake manifold . . . it was cold, too.the ground, they should see it fromwhere I'm sitting "The idea that p opl make a fly-incould not have been proven moregraphically than upon our re-arrival atBrodhead airport. It was not only qu iet,it was downright depressing. Wherewas everyone? This place had beenchock full of life just a week before . It'salways sad when it's over. GoodbyeBrodhead - but we 'll be back.First stop on the solo trip home wouldbe Sandwich , Illinois, somewherethrough the clouds and rain ahead .Picking out the paved runway, the DC-3jump plane, and finally the sod strip, shesqeaked herself in for a real greaser.Hey, this is getting easy All sloweddown, just a short taxi through the highgrass to the "whamm " "What the heckwas that?"After a shaky shut-down, I slowlycl imbed out of the cockpit not reallywishing to see what I knew had to beseen sooner or later. Sure enough, hidden in the 12 " high taxiway grass wasa cast iron catch basin just waiting forus. The main gear had straddled it. The

tailskid, not as fortunate, had beenforcefully ripped right out of the lowerlongerons carrying chunks of wood withit. Ugh Of all places for a catch basinWhy here? Why now? We were nearly400 miles from home and no matterhow I pictured the immediate future ,things looked bleak.With help from a few local flyers , wedragged the broken monoplane acrossthe ramp to an empty shop buildingwhose tenants had just moved out thatmorning. It was about to ra in again soit would be nice to get her inside. Aftera half dozen phone calls, Mom and Dadwere finally reached . They were as faraway as Kankakee, Illinois, some 70miles east. Upon their arrival , I informedthem of Dick Alkire's offer to drop offwood, glue, and whatever else we mayneed on his way home the next day.By 10 :00 the next morning, not onlyhad Dick and his son arrived by air, butFrancis Saunders and Charlie Weisnerhad actually driven 2-1 /2 hours fromtheir Brodhead homes to help in anyway they could. Folks, if that isn't thetruest of friendship, I don't know what


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Sky Gypsy at Oshkosh n 1984 with Buck Hilbert's replica Model A .is By 4:00 p.m ., new wood had beenspliced to splintered longerons,plywood gussets glued and nailed overthat, fabric re-secured with cellophanetape, and the tailskid re-united with itsformer mounting. The repair was complete.After a well-deserved dinner, we bidfarewell wi th fondest appreciation to ourrepair crew. As that station wagon spedout of sight, I wondered to myself if thisis how it was done 60 years ago. Wasthis what it was like to have been anitinerant barnstormer, miles from home,with a crippled Jenny or Eaglerock? Myrespect for their resourcefulness haddeepened considerably in the preceding 24 hours.The true meaning of the word "hazy"is being in the same traffic pattern, at asmall airport , as a DC-3 and notbeing able to see him Such were theconditions we awoke to on Sunday. Nodecision was easy there in the quiet Illinois morning. Dad and I both had tobe at work Monday, so it appeared thedecision had been made for us. Like it

Were it not for our own memories ofthe 1980's far behind, and to which wemust eventually return, we could easilyhave slipped back in time 50 years,none the wiser. After all , it was still thesame land, the same barns, the samehumans below, and above all the sameaddictively fascinating sky above.There is much time to think, duringcross country in a Pietenpol.Enough with philosophy. There wasMiller Field, just ahead, only twentymiles west of an invisible Ohio line.Touch down, right rudder, left rudder, alittle more left rudder, watch the crosswind , more left rudder and a quick blastof power warding off that ever-threatening ground loop and we coasted to astandstill at the gas pumps. Climbingout of the cockpit , I immediately became aware of the silence, quiet likeI've never heard it before in my life. Onlythe sound of wind rustling the tips ofmillions of corn tassels . It was even alittle spooky.Finding no one in attendance, no onearound at all, I took a walk up the road

sage for Dad, and we were off forBucyrus, Ohio, and one of the hairiestcrosswind landings this dumb kid eversurvived. After gassing up, I actuallyhad to get out and walk the ship , engineidling, back to the end of the runway .The wind was just too much for a brakeless, tailskidded old Piet.Airborne again, Mansfield slowly slidby and our last stop, at Blatter Field inOrrville, came and went. Threading between Akron Municipal and Akron Canton airports, the sun broke through theclouds just long enough to reflect off thewalls of the old Taylorcraft factory , stillmiles ahead in our home territory of Alliance.As Barber Field came into view, Ithought back over the preceeding twoweeks. It truly had been an "aerial adventure", one we would never forget.But I also thought back further. Ouryears spent building, earlier years ofdreaming, new and lasting friendships,that first trip to Rockford in 1961 .Little did I know, even now, that soonthe owner of the first Pietenpol I'd ever


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Restoration CornerEditor's Note: This sixth installment othe Restoration Corner discusses vin-tage aircraft engines. Previous articleshave dealt with selecting, purchasingand restoring the airframes themselves.The coverage o the various topics isgeneral in nature and represents theauthors ' personal views drawn on yearso experience . We welcome readerinput on subjects previously covered oron those not yet mentioned. GeneR Chase.Enginesby Kelly Viets(EAA 16364, AIC 1D)

Here we are talking about that part ofour aircraft which can most seriously affect the safe, comfortable and worryfree completion of our adventures intothe skies. Therefore, we must approachour engine work very carefully and withcomplete attention to detail.First, I must admit total ignorance ofexact procedures and therefore Isuggest everyone should procure thevery latest overhaul and parts manualfor the engine on which they propose towork.Having had experience with onlythree engines, namely, a 150 hpFranklin from our 14-12F Bellanca(which turned out to be a prototype150), a 160 hp Franklin from our 108-2Stinson, and the Continental C-85 in ourErcoupe, I do not claim to be an experton any engine. So the following aresome suggestions I have from the experience I have had with these engines.First, as has been so well put in articles preceding this, consider all LogBooks works of fiction . In other words,DON 'T TRUST THEM. Secondly, if youare not a mechanic and must look forone, do so very carefully. This selectionis going to have a major bearing on the

gine apart, scatter it all over the hangarand leave it like that for weeks. Now,friends, that just can t be good for allthose shiny metal parts to be left out,exposed to moisture, dirt and varyingdegrees of temperature . Later, muchtime was lost trying to find the partswhen he tried to put the engine backtogether. Even though the engine wasrunning when he took it apart, he saidthere were no valve lifters and I wouldhave to buy new ones. (They were in acoffee can behind one of the columnsin his hangar. 'Nuff said )On the other hand, I have seen aclean, well lit, orderly shop, which to meindicates the quality of the mechanic'swork. Now, let me quickly explain thatthe shop does not have to be large, pretentious, chrome plated and , therefore,expensive, but it should be clean andorderly.What I am suggesting is that you assure your mechanic has a good cleanplace to work; and the job proceeds ina clean, orderly manner while followingthe procedures shown in the manuals.This should result in a good, dependa leengine when the overhaul is completed.

Another question, does yourmechanic have a good torque wrenchand does he use it religiously? I couldtell another horror tale about this butwill leave it until another time.What this all boils down to is; "Treatyour engine with care and respect andit will return the favor. "Now let's get to work and get ourplanes back in the sky. Let's do everything we can to use them and to getmore enjoyment from them .THE ROUN ENGINEOtherwise Known as theRadial

Not too far down the road, the smallturbine engine may become the common powerplant. Corporate and airlineaircraft have been mostly turbine-powered for years.At the EAA Convention each year,fewer radial engine-powered aircraftseem to attend. Why? There are manyreasons, but I think the main one is thecost of operation. With the high price ofaviation fuel today and the fact that ra-dials have a large appetite, many owners cannot afford the cost. I believethey've become more selective aboutthe fly-ins they go to , and the ones theydo attend are closer to home. Anotherreason is the spare parts situation forthese older engines. Generally speaking , parts are hard to locate and evennon-existent for a few of the older models.Before I proceed any further , I willname a few of the manufacturers of theolder radial engines that come to mind :Wright, Pratt & Wh itney, Lycoming ,Continental, Jacobs, Warner, Kinner,Lambert, Ken Royce, and LeBlond.Today at Oshkosh we still see quite afew P&Ws, Lycomings, Continentals,Jacobs and some of the others in lessernumbers.A few years ago, while operating asmall general aviation airport in addition to my regular employment) I hadthe opportunity to rent shop space to agentleman for the purpose of overhauling P&W R-985 engines. The quality ofhis work was first class all the way. Ispent a lot of time in his shop watChing ,conversing and picking up any pointersI could about the R-985 and the overhaul of radials in general.One thing I learned is that it is falseeconomy to use "used serviceableparts" if new ones can be found. Somehow, he had sources of supply and wasalways able to locate the new parts heneeded (never would tell his sources,


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small stock of spare parts, just in case.A spare cylinder or two would be a goodstart.People should keep in mind that ra-dial engines do not have the service lifethat the flat Continentals and Lycomings have today. Getting 1000 to 1200hours from a radial between overhaulsis good. I believe that the P&W R-985has a TBO of 1600 hours, wh ich is thehighest of any radial engine I'm awareof. For those owning a radial in need ofan overhaul, I suggest they locate aneng ine shop that has experience withthe round engines. Some special toolsare required and they would have them.Also, they have the necessary manualsand should be current with the ADs forthe engine.Those wishing to do their own overhaul should be prepared to farm outvarious phases of the operation. Justbe sure that those to whom you takeoutside work are certified by the FAA todo the job. This is for your own protection . Just about everyone I know with aradial-powered aircraft has a spare en gine and propeller stashed away (justin case).Having spent about half of my professional flying career in aircraft poweredby radial engines, I firmly believe that ifyou treat them right, they will treat youokay, too. However, they do have theirproblems. Did you ever see a radial thatwasn't dripping a little oil? I've seensome engines that dripped more oilthan they burned . They tend to load upif idled too long, a plug may decide tostart fouling, a magneto begins to dropmore than the allowable limits during amag check, etc. , to name a few. Backin the thirties these engines operatedon 73 octane, then later, 80/87. The1 OLLfuel of today makes the old engines want to throw up. At least, that'sthe impression I get when I'm forced touse it in my aircraft .Recently I purchased a Cessna 195with a 245 hp Jacobs. The engine runsbeautifully but the plane needs a lot ofT.L.C. including a new paint job. Acouple of later model radios, then it's offto the fly- insIt's fun again just to fly an aircraft

most important parts of your plane isthe engine, and you will want to makeit as safe and reliable as possible. Youmay want to do the necessary work onit yourself or farm it out to someoneelse. That is a decision you will have tomake yourself , taking into considerationyour abilities, your time and the moneyyou've budgeted for the project. If youhave never worked on an airplane en gine before, there are a few things youmay want to consider before starting .Assuming your project was obtainedwith an engine and log books, the firstthing you should do is go through thelogs and other paperwork very carefully.The logs contain the maintenance andrepair history of your engine and , whencarefully scrutinized , will give you someidea of the condition of the engine aswell as the treatment it has receivedthroughout its service life. For instance,certain entries such as regular oilchanges, carefully documented annualinspections and other pertinent notesmight indicate a conscientiously, wellmaintained engine. This could be a bigfactor in deciding whether or not youwill have to tear down the engine for atop or major overhaul. If your knowledge of engines is limited, now is thetime to contact a licensed mechanic orknowledgeable engine person to adviseyou on what route to take with your engine. Remember, all engine work willhave to be performed by, or supervisedand signed off by a licensed powerplantmechanic.After you and your mechanic havegone over the log books and made acareful inspection of the engine , a decision can be made as to how involvedyou want to get with the engine work.Keep in mind that it is not absolutelynecessary to overhaul an engine if thereis sufficient evidence, etc. to indicatethe engine is already in good condition.This can be determined by noting thenumber of hours the engine has runsince the last overhaul , how extensivethe last overhaul was, whether or notthe engine was running well when lastused it and how the engine looked during a careful inspection.There is no need to go through a

few hours since overhaul.All of the above situations show anecessity for an inspection of the interior of the engine in order to determinethe amount of wear that has occurredand to see if rust or corrosion exists . Inthe case of the engine that has beenstored for a long period of time, you willwant to inspect it for acid etching of certain interior parts. When an engine hasbeen run and then stored for a longperiod of time without special preservation, moisture in the oil may react withcompounds (such as sulfur) in the oil toform acid which can cause pitting of themetal. Such pitting, or etching, will mostoften be found on the crankshaft orcamshaft bearing surfaces. I have seenthis occur on a 65 hp Continentalcrankshaft and most recently on thecrankshaft of a B-55 Kinner that hadbeen stored for about 20 years. Otherareas where etching may occur are inball or roller bearings that have set inthe same position for long periods oftime. Pitting in the bearing races is easyto miss unless viewed through a magnifying glass and, if overlooked, couldlead to catastrophic engine failurewithin a few hours of running .If engine work is necessary, it mightsimply be a top overhaul. This will entailthe removal of the cylinders to replacethe pistons rings and grind the valves.Sometimes a top overhaul can be qu iteextensive as the cylinders may needgrinding or extensive valve work. Yourmechanic will advise on this and youshould do what he says as your life depends on that noise maker in front ofyou.If a major overhaul is in the works,you have several ways to go. You mayopt to ship the engine to a certified engine overhaul facility and be done withthe whole matter. This method is by farthe most costly.

Your nearby fixed base operator mayhave a good mechanic who will overhaul your engine for you for a fixed priceplus parts. This may be cheaper butmay necessitate reusing some of theserviceable parts in order to keep costsdown. Large overhaul facilities may discard some serviceable parts as a matter


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Generally speaking, it is not too dif mags fail over a swamp that seems the OX-5 powerplants. The changes wereficult to overhaul, or find a shop to over size of the Pacific Ocean. made as OX-5s were not available orhaul , most of the classic Continental , Researching your engine will proba were not considered reliable enough toLycoming and Franklin engines. There bly be easier than restoring it. Engine guarantee safe flight.are large numbers of these engines still manuals are available on most every If you desire an engine change, conin use and parts are readily available engine built. ESSCO in Akron, Ohio and tact the nearest FAA General Aviationfor most. Many parts are still available Air Service Caravan in New Bedford, District Office (GADO) or FAA En-for the Continental R-670 and Lycoming Massachusetts have large lists of man gineering Office to see if they will apR-680 engines and overhauls are com uals available. If you need something, prove the engine change. Rememberparatively easy on these engines. they probably have it. to do this BEFORE you start theWright and Jacobs engine parts are Another source of information is the change. You may save a lot of moneygetting a little scarce but not impossible forum program at the EAA Convention and time by doing this. Your job will beto find. Ranger parts are still available in Oshkosh, Wisconsin. At almost every greatly simplified if you can show thein larger numbers but Warner parts are antique and classic airplane forum you FAA that the change has been done bevery scarce. There are many other en- will find a true expert on aircraft en fore and you can provide documentagines you will encounter in the older gines. Being a member of EAA's An tion to that effect.airplanes, including: Kinner, LeBlond, tique/Classic Division or the Antique This has been a brief introduction toLambert, Menasco, Aeronca, etc . etc. Airplane Association will put you in what you might expect when dealingThe list almost seems endless. Many touch with other knowledgeable mem with the engine portion of your restoraantiquers have found it necessary to bers who can help with your problems. tion project. Most questions can bemanufacture their own parts to keep If you happened to purchase your answered by a mechanic or found bycertain engines running. This illustrates plane without an engine in hopes of researching the literature available onthe dedication they have for the hobby. finding one later but cannot, don't de the various airplanes and engines. TheRestoring or overhauling the engine spair. It is legal to substitute a different one factor that must override all othersalso includes the accessories. These type of engine from the original in many is safety. Don't skimp on your restoraare the magnetos and carburetor and airplanes. For example, there are many tion, don't cut corners and don't takethey are just as important as the engine Travel Airs flying in the United States chances. Your safety in the air and theitself. Don 't cut the corners here as the with Continental and Lycoming radial safety of those on the ground is ofsilence can be deafening when the engines replacing the original Curtiss paramount importance.

OSHKOSH '85: Planes and Peopleby Larry D'Attilio and Pam FoardAlC Press Co-Chairmen

Carmen and Wynn Fisher's Porter-field, NC37862I was sitting in the N Press Tent atOshkosh '85 when an unassumingwoman walked up and claimed ownership of the pretty navy and white 1941Porterfield that we'd stuck a note on.Her name was Carmen Fisher, and she

proceeded to relate this remarkablestory.In 1943, one and a half years aftershe and her husband Wynn had purchased a Porterfield with a Continental65 it was conscripted by the CivilianPilot Training Program. It had 500 hours

Carmen Wynn FisherCarmen found the Porterfield in a rotting barn with six other antiques: aWaco, 2 Aeronca C-3s, a Cub, a Fair-

child and a Meyers OTW. The engineswere pickled and the wings hung up.The woman wanted $100,000 for thelot and refused to separate them.Carmen spent the next one and a halfyears trying to find enough buyers forthe group of airplanes, but before shesucceeded the planes were sold toanother party. Her son had the idea ofcalling the Porterfield Club, and sureenough, the airplane was traced to BillRoss of Chicago, Illinois.Bill Ross restored the Porterfied andfound old photos of the original paintdesign. Through another twist of fatethe original wheel pants were found inPennsylvaniaCarmen and Wynn, congratulationson your airplane. You were truly fatedto be together


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ITWASPARASOLWEATHER

by Owen S. Billman(EAA 648)(Photos courtesy of the author)

Yes, it was parasol weather inAmsterdam , New York this past September 14 . That was the day that EAA'sChaper 602 and members of the HeathAero Club celebrated the 75th Anniversary of Ed Heath 's first flight of hisHeath Model 1 from the Antlers Country Club. Early fall brings sparklingclear, invigorating air to these Adirondack Mountains and this day was typical. It was parasol weather in that, hadit occurred that day 75 years ago, allthose gentile ladies in attendance wouldhave sported their best parasol to markthis most significant event.But it was parasol weather in yetanother way because very much in evidence on this recent day were exam-

Ed Heath makes the first f light in his Model 10 over the Antlers Country Club, Amsterdam, N.Y., September 13, 1910.pies of Ed Heath's design of the midtwenties , the Heath Super Parasol , andlook-alikes such as the Pietenpol Aircampers flown in to help celebrate theoccasion.Of all the events taking place thatday, however, the one of which Chapter602 members were most proud was thefact that in attendance were Roger andMary Lorenzen, who traveled from theirhome in Niles, Michigan to observe theafternoon's activities an d to speak atthe banquet held at the Antlers CountryClub that evening . This couple not onlyknew Ed Heath during the last years ofhis life, but Roger was Heath 's righthand-man in charge of the propellershop throughout the period when somany exciting new ideas were burstingfrom Heath's so-prolific mind.

On becoming a member of Heath 'sstaff in 1928, Lorenzen s first assignment was to design and produce a suitable propeller to propel the HeathBaby Bullet. That he was successful isattested to by the fact that this little ballof fire was clocked at 150 mph, powered by the meager 28 hp put out by itsBristol Cherub engine, making it themost efficient aircraft of its day; whatother airplane of its time, regardless ofits powerplant, could boast as manymiles per hour per horsepower as that.None could touch it for efficiency andfew for flat-out speed . Even today itwould stack up pretty well in an efficiency race.The other guest of honor at HeathDay was Helen Heath, Ed's cousin. Shewas among those present when that


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Roger Lorenzen proudly shows off oneof his own propellers of recent production. He was head of the propeller shopat Heath Airplane Co.

first flight was made in 1910 and stilllives in the family home in Amsterdam.She was just ten years old at the timebut recalls that it was her father, GeorgeW Heath, who provided the horse andwagon used to transport the new aeroplane the five miles from the JohnsonMachine Works to the Antlers Club westof the city. On that short drive, Helenrode in the wagon box just behind thedriver.That portion of the day stands out vividly in her memory but there is little elsethat she recalls with certainty.

So it was that on this recent autumnday admirers of Heath and his geniusgathered to pay tribute. They came fromVermont, from Pennsylvania and allover up-State New York. Cole Palen ofOld Rhinebeck Aerodrome sent a Heath(Continued on Page 17)

Roger and Mary Lorenzen


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by Art Morgan(EAA 17674, Ale 2355)Oh my God It's happened . You'veread the advertisements that say, "Forsale - cheap 1939 airplane. Must

sell, lost medicaL" That's alwayssounded kind of lonesome, hasn't it.Time and again you've heard someonesay, "I'm getting out of aviation. I lostmy medical, couldn't pass my physical,so, well, what the hello" That always leftyou wondering and feeling kind of cold,didn t it.But, well, that always happens to theother person. And, sure ya feel realsorry about it but, well , life goes on ,right? It'll never happen to you. Well,my friend, it could.Let's say you 've just been told byyour doctor that you can no longer passyour "medicaL" At first it didn t sink in.That little piece of paper that you havecarried in your wallet all these years hasalways been there and always wouldbe . But, it's gone now. For whateverreason, (heart attack, diabetes, etc.)they've taken it from you.You never realized before just howmuch that darn piece of paper meant toyou. Now that the news has finally penetrated beyond your eardrums andsoaked into that mellon-sized graymass you sometimes jokingly refer toas a brain, it occurs to you that someone out there who you hardly know hasjust taken away a very large part of yourlife.Of course, you still have your family,and in fact you do have your life. But,we are all creatures of desire, and thedesire to fly is very strong in you.You've done the usual things, suchas get a second opinion and it agreedwith the first opinion. And you've toldand talked it over with your family. Godbless 'em, you know they are with youone hundred percent. Now it's your turn.You've excused yourself from the onewho promised to love, honor and helpyou through the rough spots, sayingthat you need to be alone. You needtime to think. So you head for the onespot in the whole world where you can

muscles in your chest get tight trying tostop it, but you can't. Real tears are running down your cheeks in torrents. Thedam has finally burst, and you put yourhead in your hands and feeling all aloneyou sit there and cry.Believe me, friend, you are not alone.For every person who has felt the purejoy of flight is crying with you. Now, yougo ahead, and get it out of your system.Damn it, (excuse the word) you got itcomin' to you and anyone who says youdon't is full of paint fumes.

"stuff" and turned it into a very prettyairplane. Along the way you've learnedhow to rib stitch, varnish wood, poundaluminum and stretch fal5ric .Remember when so long ago you,who thought that "motors" were something you started, ran, stopped and hadsomeone else fix, sat happily in the middle of a spread of parts from your littlefour banger, intelligently telling all whowould listen, the "art" of rebuilding smallairplane "engines"?? Well, do ya?Sure, during that period of time you


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the voice from the right seat. Lookingover, you saw an idyllic "grass strip".Power lines on one end, trees on theother. But what the heck, you can getin there. So down ya go.Soon you're basking in the warmth ofa n w friend in the form of an older person and you are lead down memorylane. Tales of "Jennies" and J-3s floatsoftly through the summer air. You endup spending the weekend. Where wasthat now? Oh yeah, about 150 milesnorth of George's place.

seemed to diminish. The airplane wassuspended in a blue swirl, bottomed bya white that was angelic. It was a thirddimension.And who could forget the weekendflying, when you all gathered at the localroosting place, all who "soared witheagles" gathered over coffee or abucket of suds or whatever and talkedairplanes or airplane people. Oh , thehalycon days of flying.And, oh yes my friend, one morething, and I know I've done it. Whatabout those rainy, cold, windy, snowyweekends when no one could fly. "Hey,hon, I've got to go out to the airport andpick up some tools, okay??" And so yougo. You walk into the hangar and thereit sits, that inanimate thing that you andyour loved ones have breathed life into.Climbing into the cockpit. you smell it,touch it and love it almost as you'venever loved before.Climbing back out, you walk aroundit and when you're sure no one is withina thousand miles of you, you reach outand touch it and it touches you back.It's warm. By heaven, it does have asoul. Ya see, I mean friend, you ain'talone.So, now what? Can you walk awayfrom all of that? I doubt it. Can you turnyour back on all your friends at the field?About as quickly as you could walkaway from your family.In all likelihood, you will never fly as"pilot in command" again. But you canbe "pilot as passenger" again. Look atall you've learned. That first bit of stickyweather you went through, your first"hairy" crosswind landing. Boy, the experiences that you had.You have been given a gift. And nowit's time to share it. Don't turn your backon your friends and family. Give themtheir birthright. Allow them the freedomof flight that your knowledge and experience can give them. At this point, totum you back and walk away is a disservice to yourself, and everyone youknow.A wise old person once told me that"If you have the ability to learn, you havethe intellect to teach." Go to the airport.

IT WAS PARASOL WEATHER(Continued from Page 15)Henderson engine for display , entrusted to the hands of Scott andDonald Brewster, Poughkeepsie.Elmer Grinnell had bu ilt a 1/4-scalemodel of the 1910 aeroplane for displaywhile LeRoy Schedelbauer produced a18th scale RIC model of it. Both mendonated their handiwork to the Chapter.Also on display was Owen Billman'srecently completed Heath SuperParasol built from 1927 blueprints provided by Barney Fox of .Canandaigua,NY and Marion McClure of Bloomington, Illinois. Billman applied for and wasassigned by the FAA, registration number N598K, the one Heath was assignedfor his first Parasol mounted on twinfloats for water flying.The banquet that evening at theAntlers Club was a sell-out that taxedtheir normally ample facilities . TheLorenzens brought with them a very extensive collection of Heath memorabiliaconSisting of photos, catalogs, brochures, clippings, swatches of fabricfrom all the well-known Heath planes,and propellers (including parts of broken ones) all carved by this man. Hespoke very glowingly of those GoldenDays that he and Mary spent with theHeaths.In concluding his talk he said, "I reallythink that the EAA organization .. . reoally came from Ed Heath and his company, because he encouraged peopleback in those days to build their ownplanes. He put them out in kit form atprices that the average person could afford , and his enthusiasm for encouraging people to learn to fly and have theirown airplanes is something that alwayssticks in my mind. That was the beginning of this (EAA) movement which isBIG now.Lorenzen learned to fly in a StandardJ-1 airplane with Ed Heath himself asthe instructor. The Heath Flying Schoolwas a part of the company and the OX-5powered Standard was the schoolplane. When the time came for Christmas bonuses , they were paid off in flying time as often as not.Roger still flies when the opportunitypresents itself and he still makes pro


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Barbara Fidler and her pride and joy. She named it Pretty Plane .

Barbara Fidler'sJke-New PA-22-20

Story & Photos by Dick CavinThe Best Custom Classic at Sun 'n Fun

have to have the help of a strong backin several areas, but who doesn't? Veryfew men ever do 100 of the restorafamily and their aviation activities , one'sskepticism quickly turns into sincere admiration and appreciation for the


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Barbara's converted Piper Pacer, N2818P, SN 3111 was named Best Custom Classic in the 101-165 p class at Sun 'n Fun '86.Enthusiasm is infectious and graduallythe joys of flying and the camaraderiewith other flying folks resulted in an enthusiasm that matched that of her husband . Eventually her thoughts turned in-creasingly toward having her very ownairplane and taking positive steps to-ward her private license.Al l of this expressive urge in Barbarabegan to be fulfilled in 1982 when theyfound N2818P, a '55 Tri-Pacer that hadseen better days, as many of them havethese days. Admittedly Piper never soldmany Tri-Pacers on looks alone, but itwas a fairly cheap four-place plane andthat was enough for a lot of people inthose days.It was about this time that Univair'sSTC conversion kit for the Tri-Pacers ,that made good looking Pacers out ofthem, began to become popular. Theelimination of the ugly training wheel not

student pilot. She cut the timing prettyclose on the Pacer project, though, asthe last bit of painting was done onlytwo days before Sun 'n Fun '86 openedon March 16 .Like all complete restorations, thelong road back began by stripping offall the old fabric , removing the cowl andother sheet metal, and all glass. Next,out came the engine, along with itsmount, prop, spinner, exhaust sytem,mufflers, baffles, etc. All engine controlswere tagged when disconnected . Theold engine was then boxed up and sentoff to be swapped for a like-new re manufactured 150 hp 0-320 Lycoming.With the wings, struts and ta il groupoff, the gear was next. Now the doorscame off to give easy access to the interior, followed by the upholstery, seats,and floor boards. Next in line was theinstrument panel and all wiring. It was

quickly applied coat of epoxy paintsealed it all in before flash rust began .At this point they turned their attention to the wings. Be lieve it or not theyonly had to replace the root ribs. Everything else checked out okay - eve nthe leading edge. Madras wing tipswere added, replacing the originals.Whelan strobes were insta lled in thetips at th is t ime, too. Tanks we re pressure tested and they, too, were A-okay.There is always a hardware replacement phase on restorations whereevery bolt, nut and washer are re-placed, as are control cables, controlsurface bushings, etc. Brake and rudderpedals and their bushings catch a lot ofwear and N2818P was no exception inthese departments.

~ r r instrument panel gleamslike new. It should , as she went backwith all new instruments and the rad ios


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I ~ y p e lu Activitiesompiled y Gene hase

Instrument FacesClyde Smith, Jr. has provided the following answers to several queries:"Going back over my records, the firstreference I can find as to the use ofcream-faced instruments was on J-4Coupe serial no . 4-1000 built April 17,1940. Whether these had the bear ornot I couldn t say. The black-faced instrument had the bear from clear backin Bradford days. I have a tachometerfrom a Bradford-Taylor Cub that has thebear and that practice was probablycontinued on with Piper because thesame vendor was maintained.

"During the War, Aeromarine andStewart-Warner were the prime vendors and this was so into the early '50s.The instruments then were all creamwith no bear. The compass, of course,was the exception - being black."A few cream instruments with thebear lasted after the war probably untilthey were used up. I have a factoryphoto of a PA-12 panel with some ofthe gauges still having the bear. In 1950and 1951 with the birth of the Pacer andTri-Pacer the black-faced instrumentsbegan to be used again . To the best ofmy knowledge the J-3s kept the blackinstruments with the bear until '41,whereas the '40 and '41 J-4 and J-5models had the cream faces with the

L-4 SquadronDue to increased interest in Piper L4s, the Cub Club is conSidering the possibility of forming a L-4 Squadron withinthe Club. Mike Strok of WW II Grasshopper fame and a frequent contributer to the Cub Club newsletter has agreed to spearhead this activity. Membership in the L-4 Squadron would costCub Club members an additional $5 annually.For information on the proposed L-4Squadron andl r the Cub Club contactJohn Bergeson, Newsletter Editor, CubClub, 6438 W. Millbrook Road , Remus,MI 49340, phone 517 /561-2393.

The Short Wing Piper Club, Inc. isone of the largest of the various TypeClubs. It is organized with chaptersthroughout the U.S. and with RegionalChapter Coordinators in the U.S. andCanada. I continue to be impressedwith the club's bi-monthly publication,"Short Wing Piper News," which contains a wealth of information of value toowners of Pacers, Tri-Pacers, Clippers,etc.The current (May-June) issue contains 120 pages of technical i n f o r m a ~tion, news of club activities, .want ads,plus an interesting article by one of themembers describing his acquisition andrestoration of a Piper Pacer. This particualr plane is N6931 K, SIN 2035, oneof the few PA-20s built by Piper thatdoes not have flaps. It was built in 1950as an "economy" model and today is

Number 4 of "Travel Air Tails , the quarterly newsletter of the Travel Air Clubcontained the following article by clubpresident Franny Rourke describing hispersonal involvement with the project."As you know, the most famous ofthe Travel Airs , the Woolaroc Model5000, has been installed in its new display room in the Woolaroc Museumhere, south of Bartlesville, Oklahoma. Ithas turned full circle. The museum wasoriginally built to house the Woolarocbut as the years went by and new artifacts and new Directors were acquired , the plane was allowed to godownhill."It was finally moved out of theMuseum into a separate building whichwould be missed by most visitors. Theonly way it could be viewed was tostand outside and look through storetype windows. Its appearance waspretty sad.A decision by the Directors had to bemade as to what to do with the airplane .One of the Directors said to burn it asit was of no value and the money couldbe used elsewhere It was finally decided the Woolaroc would be restoredand a new wing to house it would beadded to the Museum.I was asked to bid on the restoration- the original intent was to just throwit together but I disagreed. I made amoderate bid to restore it back to original but the Museum Foundation wasshort of money and they decided thePhillips (Petroleum Company) FlightDepartment would do the restoration. Iwas disappOinted but hoped for thebest."My good friend Keith Gan who is incharge of Phillips Aviation Maintenancecame by to discuss the project with me .Keith was very busy and was not interested in the restoration as it hadbeen many years since he had donethat type of work. He asked if I wouldadvise him on restoring the airplane and


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by George A. Hardie, Jr.In reviewing the aircraft featured in

past Mystery Plane columns it becomesevident that many had attractive features that appear modern even today.This month's Mystery Plane is a goodexample of the above statement. Thephoto was submitted by LeonardMcGinty of Tampa, FL. Answers will bepublished in the October, 1986 issue ofTHE VINTAGE AIRPLANE Deadlinefor that issue is August 10 , 1986.

The Mystery Plane in the Apri l issueof THE VINTAGE AIRPLANE is indeeda homebuilt, the Effenheim Special ,built by Ray and Ed Effenheim of Milwaukee, WI and completed in 1932. Itwas their own design with a steel tubefuselage and wood wings. Wheels werecast and machined to fit a set of tireson hand. The first engine used was aborrowed three-cylinder Szekely. Then,a basket-case, 5-cylinder Velie was obtained and rebuilt. Jimmy Hansen, alocal pilot, did the test flying and pro

nounced the airplane satisfactory.At that time , the Tank brothers whohad been reworking Curtissgines into air-cooled versions, designeda small 4-cylinder in-line engine calledthe Skymotor. One was mounted in theEffenheim airplane for test. On oneflight the crankshaft broke and theairplane was wrecked in the forcedlanding.Ray Oberg, Rockford, Michigan correctly identified the Effenheim Special ,writing the following: In response to theApril '86 Mystery Plane, the recordsshow 12097 to be the ''Effenheim Hawkserial no . 10 built in 1931 by Edwardand Raymond Effenheim of 4213 W.13th St. Milwaukee, Wisconsin. The en-gine was shown as an Effenheim 45 hp ,at least through 1934. The engine in the


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929

V I ~ T A ( ; ~ L I T ~ l A T U l ~by Dennis ParksEAA Library/Archives DirectorVINTAGE LITERATURE(Part 2 of 2 parts)Aviation Journals

This exciting and growing era of aviation was reflected in the growth of aviation literature. Not only did the numberof journal and book titles increase butalso the size of the journal issues .

In 1925 Ayers Directory listed fiveaviation journals. In 1929, Jane s listed23 journals for the United States. Threeof these titles were on the 1925 list:Aero Digest, Aviation, (see VintageSeptember 1984) and U.S. Air Services. Of the new titles only one beganbefore Lindbergh 's flight. This wasWestern Flying which began in 1926.All the others were a result of the postLindbergh era of aviation enthusiasm.Unfortunately only three of the newtitles would survive the depression.These were Popular Aviation, (see n-tage, July 1984), Sportsman Pilot andWestern Flying (later Western Aviation) . Some of the short-lived titles andtheir dates are: Aero News andMechanics (1929-30); AeronauticalWorld (1928-31); Aviation Engineering(1928-33); Southern Aviator (1928-30)and Pacific Flyer (1929-33).As we mentioned this era showed agreat growth in air transport. This wasreflected in that five of the 23 journalsavailable in 1929 dealt with commercialaviation . These were: Air Transportation; Air Travel News; Airline Rates andRoutes; Airports and Airway Age. None

of these survived beyond 1933.The journals with the highest audiences were Aero Digest, Aviation andPopular Aviation (title changed toAeronautics from June 1929 to July1930) . Popular Aviation which began inAugust 1927, had a circulation higherthan that of Aero Digest and Aviationcombined and proclaimed such in itsadvertising.Not only had the number of journals

increased since 1925, but the size ofthe issues had increased. Aero Digestwent from an average of 50 pages perissue in 1925 to 200 pages in early1929. By the Fall of the year there were300 pages per issue. Aviation, aweekly, had by the end of the year published over 5,000 pages. Combinedwith Popular Aviation these three journals provided over 10,000 pages of aviation information during 1929.Articles

The Bibliography o Aeronautics for1929 lists over 5,000 articles. This represented an increase of about 25% over1925.Though the influence of Lindberghcontinued, coverage of his activities diminished sharply in 1929, there beingonly 6 articles indexed compared to theover 100 articles in 1927 and 1928.The interest in commercial aviation isindicated by over 100 articles listedunder airports and airways. Commercial aeronautics had 49 listings.Some of the commercial articles are:Air Commerce to Stimulate Nation'sBusiness; Daylight Flight To Panamaand From Barnstorming to Air Lines.

Over 100 articles were devoted to aircraft engines, but unlike 1929, none

were about war surplus engines . Thegrowing use of air-cooled engines wasreflected by the 17 articles about them.There were also three articles on dieselengines.An interesting article, Historical Development of Air-Cooled Engines wasdone by George Mead, Vice-Presidentof Pratt & Whitney. He stated that theweight advantages of the air-cooled engines had made them desirable sincethe early years of flight, but unsuccessful because of a lack of experience. Healso said that new developments werestifled after the war because of the largesupply of war surplus engines. At thistime air-cooled engines producedweight per horsepower averages from1-1 /2 to 1-3/4 pounds. Quite somethingwhen the Wright Brothers were happyto obtain 14 Ibs/hp .One of the highlights of the year wasAviation s first statistical number. DatedOctober 5, 1929, this compilation of 26pages of tables and charts provided aninteresting look at the aviation industryin the United States. Among the chartswas Classification of licensed aircraft.This listing was by type of aircraft(cabin/open cockpit/seaplanes) by region and state. In 1929 the open cockpitprevailed with 3,560 aircraft. Closedcabin jobs numbered 787 . There were95 seaplanes or amphibions (sic). Biplanes outnumbered monoplanes threeto one.California had the largest number ofopen and closed aircraf1 for a total of658. New York had the largest numberof seaplanes with 41 . The most popularairplanes were Wacos with 814 registered . Travel Air was next with 666 andAlexander third with 386. Of the 4,232aircraf1 listed as of July 1, 1929, 2,491

00


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used war surplus engines.This special issue started a trend thatcontinues today in Aviations successor- Aviation WeekBooks

"At last Every type of aviation engineexplained and illustrated ; 2,000 pages,1,000 illustrations, 50 tables . ModernAviation Engines in Two Large Volumesby Major Victor Page . 1929 saw quitea large number of new aviation books

compared to 1925. It also brought aboutfull page ads and advertising hype.Aero Digest responded to the increasein interesting aviation books by startinga book order department and in theNovember 1929 issue listed over 150books for sale.The most important publishers in thefield were Henley (who publicized thePage books) and McGraw-Hili who remain an important publisher in aeronautical engineering , and Ronald. Of the 30

books listed in Book Review Digest,some of the more interesting are : Building and Flying Model Aircraft by Paul E.Garber (of NASM fame) ; Flight o theSouthern Cross by Kingsford-Smith andUlm; Modern Aircraft by Victor Pageand, reflecting the grow1h of commercialaviation, Treatise on Aviation Law by H.G. Hotchkiss.The next installment in this series willtake a look at the pre-war aviation boomin 1939

BARBARA FIDLER'S LIKE-NEWPA-22-20 (Continued from Page 19)how tough it is to get it in place withoutwrinkling. Barbara did just that, though .The top cowl and nose cowl wereokay, so weren't replaced . The bottomcowl is part of the Univair STC kit. It stillrequires quite a lot of time to install andmate with the top cowl. A carb airscoopwas also fabricated and installed.At this time the gear leg vees werecovered and painted as were the tailgroup members. This allowed Barbarato get the airplane up on its new gearso as to install the Reman 0-320. Ahomebuilt exhaust system was fittedand it included new heat muffs and dualmufflers that were the same as the original. All engine controls were again connected, which just about completed theengine room rebuild , except for enginebaffles. A comletely new baffle set wasbuilt and installed, as the old ones hadsuccumbed to vibration in several places.

A new spinner also replaced the oldone that showed signs of being verytired. The prop, though, was in fairlygood shape, so they gave it a goodpolishing and replaced the bolts andnuts. Almost a couple of years had slipped by now, but the end was in sight ,even though there was a pretty goodsized hill to climb yet - the coveringjOb . She chose the St its HF90X process(with minimum dope coats), using regu

lar Piper colors in Poly one, followed bya coat of clear Aerothane. She's delighted with the Stits process all theway.She expected the Piper Cream wouldbe more tan than it is . She called it "Butter Yellow" at first, but her original disappointment has gone away and shereally likes it now. (So did severalthousand others.) It harmonizes perfectly with the brown and cream Airtexinterior, too. The flawless exterior wasa joy to examine, even if you used amagnifying glass. The edge of everystripe had nary a "saw tooth" in it. It wasas perfect as tape - all over.One little touch of perfection Iwatched was a judge inspecting theperfect pa int on the entire tail wheelareaWhen I asked her how she was getting along flying it, she replied that shenamed it "Pretty Plane" at first, but probably should have called it "Wild Adventure . It was a handful at first , but nowthat she has it tamed she loves to fly it.She says it's a piece of cake sincelearning its little quirks.She said it will climb an honest 1200ft/min., cruise 110 mph, lAS at 2150rpm , (a very low percent of power), andwill top 135 mph. Not bad. She holdsabout 70 mph on final in calm air and80 if it's a little windy and she can getit down and stopped in a very respecta

ble distance, (unlike the Tri-Pacer version) . Because one couldn 't hold thenose wheel off on landing, the Tri -Pacercouldn't benefit from aerodynamic braking and it had a significantly longer landing roll.One of the features of Sun 'n Fun isthe "Perserverance Award" that Dr.Brokaw donates to all pilots displayingan airplane they have built or restored .Barbara said the 2-1 /2 years she spentrestoring N2818P made Dr. Brokaw'saward deeply appreciated. If you wereat the '86 Awards Dinner, you 'd haveseen a little gal pretty happy with theBest Custom Classic (101-165 hpjtrophy, too. Hope she'll be at Oshkosh'86 with it. It's truly a beauty and shedeserves all the plaudits.Now, what happened to all thosemale chauvinist types??? TYPE CLUB ACTIVITIES(Continued rom Page 20)

"The old plane was found to be inpretty fair shape when the fabric wasremoved. The fuselage was cleaned ,re-primed, wood replaced, tankcleaned , etc. The wings were cleaned,checked , old varnish removed and revarnished , loose ribs replaced and repairs made."When the engine was pulled, theonly damage we found was a bent linkrod. The cowling was reassembled likenew. The plane would never fly againbut it was restored as if it would be .(Man, I would have given up my seat inHell to have been able to fly it justonce ) ."The restoration project took over


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Tom Crowd:er's

The Boeing P 12 which Tom Crowder built s so authentic that author Cavin had to askif t was a restoration or a replica. Colors are olive drab and yellow.by Dick Cavin(Photos by the author)

When I am in the Los Angeles area Inever pass up an opportunity to driveout to Santa Paula Airport and gohangar snoopin ', as one never knowswhat new and exotic homebuilt or antique can be found at this fabulous littleairport.It was on such a Los Angeles trip thatI made the safari to Santa Paula, eventhough it was a chilly and rainy day andprospects of finding many hangar doorsopen were pretty bleak. Luck was withme though, as I rounded the corner ofthe hangar line there it was - a reallive Boeing P-12 in the fleshIt was like a time warp as it proudly

chuckle out of my question of whetherit was restoration or a replica . From afew feet away it was so completely authentic-looking one simply could not tell.Tom's secret lov affair with the P-12began as a six-year-old kid living closeto Chanute Field, where he saw the P-1Curtiss Hawks and later the P-12s on adaily basis. A little later came the allmetal low wing Boeing P-26 "Peashooters" but Tom never forgot his favoritethe P-12.His dad poured cold water on his flying in those days, but his chance finallycame after WW II , when he learned tofly on the GI Bill. Before too many yearspassed he heard of EAA and soon hebuilt his first project, a Great Lakes replica. He recounted how he put it in thetop of a 40-foot tree after an engine fail

months on the P-12 project he got tiredof customers interrupting his hobby andhe decided to sell the business and re tire. He could hardly wait for the newowner to take over so he could mov toa hangar at Santa Paula, where hewould spend the next 18 months com pleting the project.In view of today's "quickie" kits , 22months to complete might not seemearthshaking, but when one considersthat he built it from only the sketchiestof plans from "Model Airplane News" asdrawn by an acquaintance, WilliamWylam, it was a real hammer and tongspace.The first four months were spentbuilding the all-metal control surfaces.He first built male and female dies for aroller to make his own corrugated metal


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Tom Crowder built the P-12 in 22 months of intensive work. His only plans were by William Wylam s published years ago in ModelAirplane News The replica s only fuel supply is the 55 gal. belly tank.terplane struts are cut down Stearmanstreamline tube. It uses single streamlined landing wires and double flyingwires.I asked Tom what kind of a jig heused to weld up the fuselage and hesnorted, "Jigs are a waste of time andmoney for a one-time project. I can builda fuselage in the time it takes to build ajig. " He welded it all himself, along witha helper, Clarence Tice, another retireewho just wanted something useful to do.He started at the firewall, squaring upthe vertical members as he tacked themto longerons. He chose the same sizetubing for longerons that an AT-6 uses,which are .063 wall to just aft of thecockpit, where they are .049 wall 4130.(The original P-12s used squarealuminum tube, something new at thattime.) After tacking all tubes he filled inthe Warren truss diagonals and completed the rest of the welding. When you

and engine and tacked together. Finallythe assembly is finished welded andstress relieved.The P-12 really looks bigger than itreally is, as it rears up to a height of 9'7-1 /2 on a tall vee strut gear, mountedwell forward as was the custom in thosedays. This jacked the wings up to theirmaximum lift angle of attack on landingto allow operation in and out of the shortturf fields of yesteryear. The forward location of the gear put a lot of weight onthe tail skid (the number one deceleration device) to preclude soft fieldnoseovers and give adequate clearance for the large diameter props in usethen. Landing at the stalling angle mademany airplanes "road crazy" but thedrag on the tail skid helped the pilot tokeep it rolling straight.The landing gear appears to bestreamlined tubing, but actually it'sround tube faired to shape with balsa

tage, swinging a big ground adjustableHamilton Standard prop. He still hassome work to do on engine baffles. Theoriginal carried 110 gals. of fuel , ofwhich 55 gals. was carried in the bellytank. Tom's only tank is the 55 gal. oneon the belly.Only 9 of the straight P-12s were builtin 1929, but quite a number of later versions, the P-12Bs, Cs, Es and Fs werebuilt plus a variation for the Navy. In1933 they were replaced by the P-26as the Air Corps' first line pursuit(fighter).The prototype P-12, the Model 83XF4B (Experimental Fighter no. 4, Boeing) first flew in 1928. It was poweredby a 500 hp P&W, which gave it a topspeed of 168 mph at 2100 rpm, a 60%power cruise of 142 mph , and a stallspeed of 56 mph. It had a ceiling of27,000 ft. and a sustained rate of climbof 3000 ft. min . It had 227.5 sq. ft. of

proclaimed he didn't like to le ve it out Since then I h ve learned that there is If you are out Santa Paula way on a


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side too long for fear one of those crazy a later version of P-12 (Boeing 100) in weekend you can probably see Tomnosewheel pilots here might run into it , Kermit Weeks ' Museum in Miami, and the P-12. He lives at 11001adding that they sure had bunch of Florida and it was flown there from Langmuir Avenue, Sunland, CA 91040them in that category. California. Tom hopes to sell the P-12 and if you care to call him and talk P-12,He further said the historical v lue of to a collector who will give it a museum he suggests you can catch him beforethe P-12 makes it too valuable to fly home, so he can get on with his next 6:30 a.m. or after 7 p.m. (Californiaand that it really should be in a museum. project. time) at 818/353-7522

This frontal view s ows the 550 p 1932 vintage P&W R-1340-22 engine and Hamilton Standard ground adjustable prop

ANTIQUE CLASSIC FORUM SCHEDULEBy Ron Fritz, Chairman8:45a.m. 10:15a.m. 11:45a.m. 1:15p.m. 2:45p.m.

Friday, Fabric Piper Ryans - PT Series - Cessna 1201140 All Travel Airs wereAugust 1, 1986 Restoration - Mike Wilson West Coast Cessna not 2,Ooo 's & 4,ooo's-Clyde Smith, Jr. 120/140 Club Mike & Frank Rezich

Saturday, Stinson 108 . Cessna 120 /140 Funk Aircraft History Aeronca Owners BuckerAirplanes August 2, 1986 Gregg Dickerson InternatiOnal Cessna & Restoration Tips Buzz Wagner Chris Arvanites120/140 Association G. Dale BeachSunday,. Stearman Assembly Bellancas-Preserva Navion Maintenance Swifts- AIR SHOW


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WEL OME NEW MEMBERS-The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through theend of February, 1986). We are honored to welcome them into the organ ization whose members' common interest isvintage aircraft . Succeeding issues of THE VINT GE IRPL NE wi ll contain additional listings of new members .

Fast, Larry F. Perry, Alan H.ternheimer, Mark Leonard, Gary LFremont, California Richmond , Virginia Rochester, New York Bothell, WashingtonPurdy, Strother Moss, Sam Steers, Mark R. Upchurch, David A.Bridgewater, Connecticut Winston-Salem, North Carolina Coronado, California Medical Lake, WashingtonFurnas, Jr., Louis S.Berwick, MaineFerry, Eugene M.Lander, WyomingRose, Dale H.DeSoto, KansasToombs, Carl D.Spokane, WashingtonKing, William G.Spring Grove, MinnesotaMahoney, James W.Garfield Heights, Oh ioDel Toro, Miguel A.FPO, New YorkEllingson, Everett. Fort Lauderdale, FloridaLansbery, PeteRobinson, Illino isJohnson, LloydOrland Park, FloridaBrackin, David AlanHephzibah, Georgia

DeWitt, David A.Spring Lake, MichiganFoose, M. F.Blue Island, IllinoisMankovich, Stanley J.Hillsdale, New JerseyNelson, Louis W.Miami Springs, FloridaMusgrove Jr., Louis A.Marietta, GeorgiaMcQuatters, JamesCarson, CaliforniaClaster, Jay B.Bellefonte, PennsylvaniaMaples, HalSt. Charles, MissouriFrancis, JohnButte, MontanaMarkham, Milford C.Columbus, Oh ioHinckle, David S.Richmond , Virginia

Faison, Haywood R.Is le of Palms, South CarolinaJohnson, LawrenceTucson, ArizonaAshbaugh, John I.Winslow, ArkansasThomas, Randall JEatonton, GeorgiaFuchs, KenWantagh, New YorkYoung, RogerAmbridge, PennsylvaniaViets, EdnaLyndon, KansasMcGinnis, John W.Strawberry Plains, TennesseeJenkins, Robert G.Stone Mountain, GeorgiaQuinn, PatFi lmore, CaliforniaLewis, WayneMartin, Tennessee

Fischbach, William A.Alameda, CaliforniaSudduth, NortonFrankfort, KentuckyCasey, VictorLansing, IllinoisArmstrong, MikeMiam i, FloridaSouto, Nathan J.Murdock, KansasVreeland, James H.Delmar, MarylandDeSplinter, Glen A.Sherrard, AlabamaFrostbutter, DavidSevern, MarylandGagliardi, JoeHouston, TexasLeiss, Todd J.Midwest City, OklahomaNasholm, CarlMilwaukie, Oregon


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Where The Sellers and Buyers Meet. ..25e per word, 20 word minimum. Send your ad toThe Vintage Trader, Wittman AirfieldOshkosh, WI 54903-2591.

AIRCRAFT:1950 Bellanca Cruismaster 14-19-- 1750 n ,690 SMOHE, NavCom, XPNDR, full panel , aux.tank, hangared, mostly original. Dick, 812/3763238 or 812/377-7022. (71)J-3 Piper Cub Fuselage - Bare, repaired , re stored ready for sandblasting, paint. Included uncovered A-1 tail feathers, landing gear vees,cabane, shock struts, wheels, floor boards, controltorque, sticks, rudder pedals, etc. Some new material for Birdcage Standoff Channels, Yoke, F.O.B.Pennsylvania. Best offer over $1 ,650.00. Bargainfor someone who wants to build a J-3 . 215/3269592. (71)

PLANS:POBER PIXIE - VW powered parasol - unlimitedin low-cost pleasure flying . Big , roomy cockpit forthe over six foot pilot. VW power insures hard tobeat 12 gph at cruise setting. 15 large instructionsheets. Plans - $60.00. Info Pack - $5.00. Sendcheck or money order to: ACRO SPORT, INC. ,Box 462, Hales Corners, WI 53130. 414/529-2609.ACRO SPORT - Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder's Manual - $60.00. InfoPack - $5 .00 . Super Acro Sport Wing Drawing $15.00 . The Technique of Aircraft Building $10.00 plus $2 .00 postage. Send check or moneyorder to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO II - The new 2-place aerobatic trainer andsport biplane. 20 pages of easy to follow, detailedplans. Complete with isometric drawings. photos,exploded views. Plans - $85.00. Info Pac $5.00. Send check or money order to: ACROSPORT, INC., P.O. Box 462, Hales Corners, WI53130. 414/529-2609.

MISCELLANEOUS:BACK ISSUES Back issues of THE VINTAGEAIRPLANE (and other EAA Division publications)are available at $1.25 per issue. Send your list ofissues desired along with payment to: Back Issues ,EAA-Wittman Airfield , Oshkosh, WI 54903-2591 ."GRAND CANYON , 2-hour spectacular helicopterexploration VIDEO. Breathtaking music . Criticallyacclaimed. Details FREE. Beerger Productions ,327-V12, Arville, las Vegas, NV 89102, 702/8762328. (C-l0/86)FUEL CELLS - TOP QUALITY - Custom madebladder-type fuel tanks and auxiliary cells, anyshape or capacity for Warbirds, Experimental , Vintage, Sport and Acrobatic aircraft. Lightweight,crashworthy, baffled and collapsible for installation.Typical delivery 2-3 weeks. Call or write for details:1-800-526-5330, Aero Tec labs, Inc. (ATl), SpearRoad Industrial Park, Ramsey, NJ 07446. (C5/87)For Sale - Aeronca C-3 tail feathers - alsoAeronca E-113 engine, less crankshaft, carb andmag. 608/222-8489. (71)NEW MEMBERS! Complete set of THE VINTAGEAIRPLANE magazines for sale. $225.00 608/2228489 - no collect calls. (71)

WANTED:Wanted: Heads-up display panel and CRT. Used& obsolete okay. Call with specs and prices. JohnMcCoy, 604/732-0909. (71)

MEMBERSHIPIN FORMATION

EAAMembership in the ExperimentalAircraft Association, Inc. is $30.00for one year, $58.00 for 2 years and$84.00for 3 years. All include 12 issues of Sport Aviation per year.Junior Membership (under 19 yearsof age) is available at $18.00 annualTy. Family Membership is available for an additional $10.00annually.

ANTIQUE/CLASSICEAA Member - $18.00. Includesone year membership in EAA Antique-Classic Division, 12 monthlyissues of The Vintage Airplane andmembership card. Applicant mustbe a Gurrent EAA member and mustgive EAA membership number.Non-EAA Member - $28.00. Includes one year membership in theEAA Antique-Classic Divison, 12monthly issues of The Vintage Airplane, one year membership in theEAA and separate membershipcards. Sport Aviation not included.

lACMembership in the InternationalAerobatic Club, Inc. is $25.00 annually which includes 12 issues ofSport Aerobatics. All lAC membersare required to be members of EAA.

WARBIRDSMembership in the Warbirds ofAmerica, Inc . is $25.00 per year,which includes a subscription toWarbirds Newsletter. Warbird members are required to be members ofEAA.

LIGHT PLANE WORLDEAA membership and LIGHT PLANEWORLD magazine is available for$25.00 per year (SPORTAVIA T/ONnot included). Current EAA membersmay receive LIGHT PLANE WORLDfor $15.00 per year.

FOREIGN


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EAA OFFICIALVIDEOVHS & BETA'Thli! official EAA Foundation video collection offers these great tapes foryour viewing pleasure:EAA '8455 minutes of Fly-In excitement from pre-Convention preparation to the arrival of Voyager.Includes great Warbirds show scenes...$32:00- $39.00EAA OSHKOSH '83A 26 minute film covering the complete '83Convention and the dedication of the EAAAviation Center.$39.00EAA OSHKOSH nThe 77 Convention plus excellent excerpts ofthe Spirit of St.

vintage airplane - jul 1986

Documents