EDITORIALSTAFF

Publisher
TomPoberezny
November1994 Vol.22,No.11
CONTENTS
1 Straight& Level/
Espie"Butch"Joyce
2 AIC News/
Compiledby H.G.Frautschy
3 VintageLiterature/DennisParks
7 CarburetorIce/Bill Claxon
8 AlCTidbits/H.G.Frautschy
10 MembersProj ects/
NormPetersen
13 TheSilverAgeComesAlivein
JackWoodford'sBirdModelC/
H.G. Frautschy
17 MakeMineRare-
The1929WallaceTouroplane/
H.G.Frautschy
21 MysteryAirplane/
GeorgeHardie
22 AmericanWacoClubF1y-In/
RoyRedman
24 PasS itto Buckl
E.E."Buck"Hilbert
25 1994TypeClub List
29 Welcome NewMembers
30 VintageTrader
Page 13
Page 17
Page22
FRONT COVER ...ThisveryhandsomeBird ModelC,the only "C"
everbuilt,wasselectedas the AntiqueSilver AgeRunner-up. Itis
flown here by it s owner, John Woodford of Madison, WI. EAA
photobyJim Koepnick. Shot with a Canon EOS-l equippedwith
an 80-200mm /f2.8 lens. 1/250 at f8 on Kodak Ektachrome
Lumiere 100 film. Cessna 210 photo plane pi loted by Bruce
Moore.
BACK COVER . "Fast and Furious" is thetitle of Doug Moore's
airbrushpaintingofDelmarBenjamin' sGeeBeeR-2 replica. Doug
works as an illustrator atLockheed in Ft. Worth, and has always
enjoyeddrawingsincehewasa youngchild. Hecreditshisfather
with instill ing a loveofdrawingata tenderage,andreally enjoys
workingwiththe airbrush.
Copyright 1994 bytheEAAAnti que/ClassicDivisionInc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division,Inc.of the Experimental
Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., P.O.Box 3086,Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid atOshkosh, Wisconsin 54901 and at additional mailing offices. The membership ratefor EAA Antique/Classic
Division,Inc.is$20.00forcurrent EAAmembersfor 12monthperiodofwhich$12.00 isforthepublicationofVINTAGEAIRPLANE. Membership
isopentoallwhoareinterestedinaviation.
POSTMASTER:Send address changes to EAAAntique/Classic Division,Inc., P.O.Box 3086,Oshkosh,WI54903-3086. FOREIGN AND APO
ADDRESSES- Pleaseallowat leasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAiPOaddressesviasurfacemail.
ADVERTtSlNG - Antique/Classic Division does not guarantee orendorse any productoffered through theadvertising. We inviteconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingscthatcorrectivemeasurescanbetaken.
EDfTORIALPOLICY:Readersareencouraged tosubmit storiesand photographs. Policyopinionsexpressedin articlesaresclelythoseofthe
authors. Responsibilityforaccuracyinreportingrestsentirelywiththecontributor.Norenumerationismade.
Materialshouldbesentto: VINTAGEAIRPLANE,P.O.Box3086, Oshkosh,WI 54903-3086. Phone414/426-4800.
The words EAA, ULTRALIGHT,FLYWITH THE FIRST TEAM.SPORT AVIATION and the logos of EAA. EAA INTERNATIONAL
CONVENTION.EAA ANTIQUE/CLASSICDIVISION.INTERNATIONAL AEROBATIC CLUB.WARBIRDS OF AMERICA are registered
trademarks.THE EAA SKY SHOPPE and logos ofthe EAAAVIATION FOUNDATION and EAAULTRALIGHTCONVENTION aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthan theaboveassociationisstrictly
Vice-President.
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
Golda Cox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
SaraHansen
Olivia L. Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
Jim Koepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION,INC,
OFFICERS
President Vice-President
Espie ' Butch'Joyce ArfhurMor(lan
P.O.Box 1001 W211 N11863HilltopDr.
Modison,NC27025 Germantown,WI 53022
910/573-3843 414/ 628-2724
Secretory Treasurer
SteveNesse E.E. ' Buck'Hilbert
2009HighlandAve. P.O.Box424
AlbertLea,MN 56007 Union,IL60180
flJ7/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobertC.' Bob"Brauer
7645EchoPointRd. 9345S.Hoyne
CannonFalls,MN55009
IL60620
flJ7/ 263-2414 312 79-2105
GeneChose JohnS.Copeland
2159CarltonRd.
28-3Williamsbur8Ct.
Oshkosh.WI 54904 Shrewsbury.MA 1545
414/231-5002 508/842-7867
PhilCoulson
Daubner
28415SpringbrookDr. 2448 oughLane
Lawton.M149065 Hartford.WI 53027
616/624-6490 414/673-5885
Harris StanGomoll
7215East46thSt . 104290thLane.NE
Tulsa.OK 74145 Minneapolis.MN55434
918/622-8400 612/784-1172
DoleA.Gustafson JeannieHill
7724ShadyHillDr. P.O.Box328
Indianapolis,IN 46278 Harvard,IL60033
317/ 293-4430 815/ 943-7205
RobertUCktei% RobertD. ' Bob'Lumley
1708BoyOaks r. 1265Soulh 1241hSI .
AlbertLea,MN56007 Brookfield,WI 53005
flJ7/373-2922 414/782-2633
GeneMorris GeorgeYork
115CSteveCourt.R.R.2 181 SlobodaAv.
Roanoke.TX 76262 Mansfield.OH 44906
817/491-9110 419/529-4378
S.H.'Wes"Schmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOREMERITUS
S.J. Willmon
7200S.E.85thLane
Ocala,FL32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
55OakeyAv. 640AlamoDr.
Lawrenceburg.IN47025 Vacaville,CA95688
812/ 537-9354 707/ 451-{)411
DeanRichardson Geol!Robison
6701 ColonyDr. 1521 E.MacGregorDr.
Madiscn,WI 53717 NewHaven,IN46774
608/833- 1291 219/493-4724
STRAIGHT & LEVEL
by Espie"Butch"Joyce
Arizona; Mark Brown, Senior Vice
President, COMAV, Scottsdale, Ari-
zona; Craig Ketcham, Managing Un-
derwriter, Dallas, Texas; Jackie Gibbs,
Antique/Classic Program underwriter,
Dallas, Texas; and yours truly, Butch
Joyce.
There was a day long discussion of a
number of items. All of these discus-
sions were very positive with everyone
working in the same direction for the
good of the Antique/Classic member-
ship. One item that I was excited to
see worked out is the fact that the un-
derwriters agreed to allow for insur-
ance to be available for an individual
CFI who wishes to give tailwheel in-
struction in a tailwheel aircraft he or
she owns. This is a real positive move
forward for our type of flying.
There was some serious discussion
at your November Board meeting
about service and parking in the An-
tique/Classic area for EAA OSH-
KOSH 1995. I'll have more on this
later. Help us out and ask a friend to
join us. Let 's all pull in the same di-
rection for the good of aviation. Re-
member, we are better together. Join
tis and have it all.
It seems that the months of
September and October are stuffed to
overflowing with aviation events (fly-
ins). We have tried to attend as many
as possible. We have attended a num-
ber of fly-ins in past years that we
were not able to get to this time, but
we did manage to get to a number
that we have not bee n to before.
Also, there are several that we have
been planning to visit for a long time;
maybe we'll get to these next year.
During the fall as the flying season
in most of the U.S.A. winds down, our
safety record seems to improve. Gen-
erally this is because we have been us-
ing our aircraft almost every weekend
and our skill level is improved. Re-
member the da nger areas for acci-
dents are low time in type of aircraft
and not having flown for a number of
months. We need to keep these fac-
tors in mind and be extra careful.
For most of us, the winter season is
fast approaching. You need to give
the area that you will be storing your
pride and joy a good preflight. In-
spect your hangar to make sure it re-
mains structurally sound. Every year
I hear of hangars falling in on aircraft
because of snow load, wind and all
types of bad weather causes.
I suppose I have safety on my mind
because I just returned from Dallas,
Texas where there was a meeting held
to discuss your Antique, Classic and
Contemporary insurance program.
The people who attended this meeting
were Bob Mackey, EAA Insurance
Office, Oshkosh, Wisconsi n; Norma
Johnson, President of AUA, Inc., the
Antique/ Classic program' s agency,
Greensboro, North Carolina; Fred
McLemore, President of Commercial
Aviation, Inc. (COMAV), Scottsdale,
The latest EAA membership benefit is the new "Flight Advisors" program.
This group was formed to put individuals who have experience with the aspects
of flying a newly built or restored aircraft with builders and restorers. The gen-
eral Flight Advisor candidate should meet anyone or more of the following stan-
dards:
1) Test flown (first flight) three or more aircraft.
2) Restored and test flew their own aircraft, plus is at least one of the following:
A. Technical Counselor
B. More than 1000 hours PIC time in requested
speciality, e.g., Antique, Classic, Contemporary.
3) Military flight test experience.
4) CFI with show plane experience, i.e. , Antique, Classic, Contemporary.
In my opinion, this service by EAA is certainly needed. I'm sure a number of
us who have been in aviation for some time already know a number of individu-
als whose advice we trust. I get calls all the time with new pilots/restorers in the
Antique, Classic and Contemporary movement, asking who they might contact in
their area of the country for all types of advice. Some people feel as though they
are all alone in their efforts, and the Flight Advisor program can help them
through this hurdle in safely restoring and flying their new airplane.
VINTAGE AIRPLANE 1
compiledbyH.G.Frautschy
FAAISSUES
PART61and67NPRM
OnFriday,October21,1994theFAA
issued an NPRM thatcontainsmajor
changestothewaypilotswill beissued
medicalcertificates,as well as changing
someofthestandardstheFAAwill ap-
ply to thecertificates. TheFAAbegana
reviewofPart67 backin 1982,anden-
teredintoacontractwith theAmerican
MedicalAssociation(AMA)toprovide
theFAAwith professionalandtechnical
information. Also,theFAAcontracted
withJohn Hopkins Universitytoprepare
adetailedstatisticalanalysisofsucha
change. Thestudy,madein responseto
a AOPA petitiontoincreasethedura-
tion ofa thirdclassmedical ,used infor-
mationcollectedfrom annualexamina-
tionson 31,000airtrafficcontrollersover
15 years.
The major changes within in the
FAA'sNPRMare:
For third class medicals:
Distance visualacuitystandardchanged
to 20/40in eacheye, withorwithoutcor-
rection.
A nearvisualacuitystandardof20/40,
correctedoruncorrected, eacheye, at16
inches.
Substanceabusedependenceis dis-
qualifying, unless thereis clinicalevidence
ofrecoveryincludingabstinencefornot
less than twoyearsin the caseofalcohol
andfiveyearsforanyothersubstance.
A "singleseizure"and"A transientloss
ofcontrolofnervoussystem function(s)
withoutsatisfactorymedicalexplanationof
the cause"areaddedas specificallydis-
qualifyingconditions.
"Cardiac valve replacement," "perma-
nentcardiacpacemakerimplantation," and
"heartreplacement"areaddedas specifi-
callydisqualifyingconditions.
Anaddedrequirementforsittingblood
pressurenottoexceed150/95.
The use ofanticoagulantmedicationis
madespecificallydisqualifying.
Addslanguage thatexplicitlyprovides
thattheFederalAirSurgeonmaywithdraw
theAuthorizationofSODA (Statementof
DemonstratedAbility).
Proposes todenyorwithdrawanyau-
thorization orSODA where information
providedto obtainitis false whetherthe
statementwas knowinglyfalse orunknow-
inglyfalse.
Proposes toaddcholesterolstandards
2 NOVEMBER 1994
forfirstclassmedicals.
Proposes toaddroutinerestingelectro-
cardiogramsforsecondclassmedicals.
Finally, theproposalthatcouldhavethe
mostfarreachingeffectsformostofour
membersis this- theFAA wantstochange
the duration ofthirdclassmedicalsac-
cordingto thisschedule:
- Validforaperiodof3years forappli-
cantsundertheageof40.
- Validforaperiodof2years forappli-
cantsbetween theagesof40 to 69.
- Validforaperiodof1 yearforappli-
cantsovertheageof70.
Allcommentsto theNPRMmust be
madeby February21,1995. Sendyour
commentsin triplicateto:
FederalAviationAdministration,Of-
fice oftheChiefCounsel,Attention:
RulesDocket(AGC-10),DocketNo.
27940,800IndependenceAvenue,SW.,
Washington, D.C.20591. If you'dlikea
copyofthefull textoftheNPRM,you
cancalltheFAAat202/267-3484orwrite
tothem at theFAAOfficeofPublicAf-
fairs, Attention:PublicInquiryCenter,
APA-200,800 IndependenceAvenue,
SW.,WashingtonD.C.20591.
TheFAAstatedin theNPRMthat
publicmeetingswould be heldon the
subjectin Washington,D.C.,Seattle,
WA,and Orlando,FL. Thetimesand
exactlocationsofthemeetingshavenot
yetbeenset,andwewill doourbestto
gettheinformationincluded herein the
pagesofVINTAGEAIRPLANE,pro-
videdtheFAAgivesus enoughnotice.
T-50BOBCATCLUB
Inourannual listingofTypeClubs
containedin this issue,you maynotice
thattheT-50BobcatClub,run byJon
Larson,has beendropped. We've been
unabletogetin contacteitherbyphone
orlettertoJonforan extendedperiod,as
haveotherswhohave tried tocontact
him. If anyonecansupplyuswith further
information,we'dappreciateit.
RESEARCHHELPNEEDED
Nigel Green,5FairfieldRd.,Wrays-
bury,Staines,Middlesex,TW19.5DU,
Englandis lookingforinformationto
helphimcompleteabookoncorporate
aviation. Specifically,heis lookingto
purchaseorborrowcopiesoftheCACO
(laterNBAA) DirectoryofMember
CompaniesandAircraft,first published
in 1960,andandAOPAaircrafttype list-
ings. Nigel saysthatanycopyorpostage
costswillbe refunded. Youcancontact
him attheaddresslistedabove.
1995MINNESOTA
SPORTAVIATION
CONFERENCESCHEDULED
TheMinnesotaDepartmentofAvia-
tion, Office of Aeronautics has an-
nounced the locationand datesofthe
seventhannualMinnesotaSportAvia-
tionConference. Thetheme for this
year'seventis "FlyingForFun,"and will
be highlighted by an addressby Phil
Boyer,PresidentoftheAOPA.
Thisyearmarksa movein theloca-
tionoftheConference. Thenew loca-
tionofthegrowingeventwillbetheMin-
neapolisConventionCenter,located
downtownat1301 2ndAv., Minneapolis,
MN55403. Thelargestmidwesternavia-
tionconferencewill be heldSaturday,
February18, 1995. Formoreinforma-
tion,call theMINNDOTOfficeofAero-
nauticsat612/296-8202.
lOO,OOOth YOUNG EAGLE
JeanetteWalder,EAA310918ofSantaAna,CA
flew 14-year-oldMatthewJurnaganofCorona,CA
onSeptember24,1994forhisYoungEagleflight,
and in doingso,MattbecameEAA's100,OOOth YoungEa-
gle! JeanetteusedaMooneyM20FtogiveMatthisfirstexpe-
riencein theairoversouthernCalifornia. Ourcongratulations
toJeannetteandMattonhelpingEAAreachthisimportantmile-
stoneintheYoungEagleprogram,andwe'dalsoliketoexpressour
appreciationtotheover9,000pilotswhohavegiventheirtimeand
effort,nottomentiontheirairplanes,inanunprecedentedefforttogivetheex-
perienceofflight to1millionyoungstersbyourtargetdatein2003.

b ", ()enni
Lib..-a..-", ()i..-ectv..-
IGerman Sport Aviation in the 1930's I
In the aftermath of the First World
War, the normal progress of German
civilian flying had become enormously
retarded by the economic conditions
throughout the country, and by the spe-
cial restrictions of the Versailles Treaty.
The treaty called for a sizable reduction
in size of Germany's army and navy as
well as a total ban on military flying and
the production of military aircraft.
In 1922, with limits placed on the size
and quantity of aircraft, the Allies al-
lowed civil production of aircraft to be-
gin again. Among the performance re-
strictions was a speed of 170 km/ h, a
range of 300 km and a payload of 600 kg.
These limitations and other restrictions
were removed by the Paris Air Treaty of
1926. Slowly a small, but effective, air-
craft industry was developed to meet the
demands for light sports aircraft and
larger aircraft for commercial opera-
tions.
One common trait that German
wartime pilots had with their allied coun-
terparts in the post-war frenzy of changes
was the desire to keep on flying. Without
an active military aviation program in
Germany, and with the country suffering
an economic disaster, it was even harder
than in other countries. The pilots would
do about anything to fly. Airshows, mock
dog fights, banner-towing, joyrides and
glider towing - anything would do.
Out of this group of pilots would come
some who would not only gain fame
through their flying but would come to
form their own aircraft companies. One
was Germany's highest scoring surviving
Ace - Ernst Udet. In the early 1930s, a
German Naval Service pilot would re-
turn to his native land and develop a
lightplane that would become an icon of
aerobatic aircraft- Carl Bi.icker. Another
young pilot, who did not see service in
WWI, would also start his own company
- Willy Messerschmitt. These aircraft and
others are illustrated in this article by
photos from a collection that came from
Berlin, Germany.
ERNSTUDET
Ernst Udet, at the age of 22, emerged
from the war as Germany's greatest sur-
viving ace. Aviation had been his passion
since the age of 11 when he built his first
model airplane. Two years later, in 1909,
he had founded the Munich Aero Club.
In 1919, he and his wartime friend
Robert von Greim managed to get their
hands on a number of ex-service Fokkers
and started a series of exhibitions per-
forming aerobatics and mock dog-fights.
As others in the post-war era, Udet
was working on lightplane designs and
with the offer of financial backing, he
was able to start his own company in
1922. His backer was William Pohl from
Milwaukee, Wisconsin , who had re-
turned to German in 1921 in order to
help the Germany aircraft industry pro-
duce an airplane that could be sold in the
United States for a reasonabl e price.
Pohl, knowing of Udet's reputation,
sought him out with an offer he couldn't
refuse.
FLAMINGO
In 1925, after the production of a se-
ries of monoplanes, the U-12 "Flamingo"
was the first biplane designed for the
Udet company. Udet, after listening to a
majority of flight instructors who pre-
ferred a biplane over a monoplane, de-
cided to embark on a training airplane
that would meet their requirements. With
the help of Hans Herrman, they came up
with the basics of the U-12.
Klemm WL-25 rN for Wasser/Water) Floatplane. Fitted with a 40 hp Salmson, this airplane was able to lift three passengers off
the water.
VINTAGE AIRPLANE 3
"The tail surfaces consist of a horizon-
tal non-adjustable stabilizer of standard
wood const ruction wit h steel tube axles.
The tail surfaces are braced against each
other and the fuselage to prevent vibra-
tion."
The engine used was a Siemens-Halske
seven-cylinder radial, originally of 80 hp
but later by a 115 hp version. The aircraft
was eminently suited for aerobatics and
became the standard trainer at the DVS,
the Deutsche Verkehsfliegerschule, the
chain of schools for commercial pilots.
In this period the Flamingo became
the most important trainer in Germany
wit h more than 60 de livered to flying
schools.
Especially famous was Udet's personal
U-12 "Spezial," registered D-822, which
took part in a great many flying meets
Udet's personal U-12 spezial 0 -822. This was the aircraft that Udet flew in the United from 1925 to 1934, including Cleveland in
States. 1931 and Los Angeles in 1933. One of the
The well-known German woman pi-
lot, Thea Rasche , came to the United
States with her personal Flamingo to
take part in air meets. The November 7,
1927 issue of A VIA TION described the
design upon its introduction in the
United States by her.
"The fuselage has two seats in its cen-
ter part. This was built up of wood frames
covered with plywood. Ash reinforce-
ments are provided on the fuselage where
the lower wings fasten in order to take up
the strains carried by the wings.
"The plane is a single-cell biplane,
with three-part upper wing (center sec-
tion and two panels), upper and lower
wings have slight dihedral and are of the
same span. Each wing contains two box
spars with pine webs and plywood which
are connected to each other by wooden
ribs and box spars. The surface between
the spars is taken up by the internal brac-
ing consisting of dural tubes, steel wires
and dural plates.
Bucker Bu 131 Jungmann, powered by an 80 hp four-cylinder Hirth.
stunts he pioneered was one in which he
lifted a handkerchief from the ground by
mea ns of a small stick fastened on a
wingtip.
Before substantial orders for the
pla ne had been received, Udet's com-
pany had experienced severe financial
difficul ties and was taken over by BFW
in J uly 1926. Altogether, over 340
Flamingos were built, 159 by BFW. Oth-
ers were licensed built in Latvia, Hun-
gary and Austria.
CARL BUCKER
Carl Bti cker served as a naval pilot
during the war, flying seaplanes. In 1920,
Bticker went to Sweden as a test pilot
for t he Swedish Navy and in the follow-
ing year established t he Svenska-Aero
Company for the purpose of producing
Bucker Jungmeister with a 150 hp seven-cylinder Siemens radial engine.
Heinkel designs under license.
4 NOVEMBER 1994
JUNGMAN
In 1932,Blickerreturnedto Germanybring-
ingwith him aSwedish engineerby thenameof
AndersAnderson. Theyestablishedacompany
underthe nameof Blicker Flugzeugbau in a
plant locatednearBerlin. Within five months,
theyhad completedtheirfirst aircraft ,ahighly-
stressedandextremelycleantwo-place biplane
known as theBu 131 Jungmann. Itwas powered
bya80 hp,four-cylinderinlineHirthengine.
Thefuselage was offabriccoveredsteeltube
construction. Thewingsofconstantchordand
highlysweptbackwereofwoodand fabric. The
craftwas flown forthefirst timeduringApril
1934. Afterflight testing,theairplanewas
placedin quantityproduction. Large numbers
wereorderedfor Germanflyingschools. Al-
though theJungmannwas anice aerobaticma-
chine,it was notexceptional. Theirnext prod-
uct would becomean icon oft he aerobatic
world. Bucker Bu 133 Jungmeister powered by a 135 hp Hirth.
burg. Hesubsequentlytouredthecoun-
tryand appearedatthe1936National
AirRacesin LosAngelesand atthe
1937 racesatCleveland.
IntheOctober1937issueofAERO
DIGEST,CyCaldwellcommentedon
theremarkable performancesoftheEu-
ropeanaerobaticplanesandpilots: "We
haven'ttodayin thiscountryanairplane
thatcancompetein aerobaticmaneu-
vers,with anyofthelightforeign planes
in which theEuropeanpilotshaveenter-
tained us yearafteryear,from Udetto
Papanaandtheupside-downCountHa-
genburg.Thestuntstheydo,thesmooth-
nessofthem,thedeliberateandbeauti-
ful slownessandassurancecannotbe
duplicatedby Americanpilots. "
Boththe Blicker designs became
verypopularandwere licensedbuiltin
Switzerland,CzechoslovakiaandSpain.
Bothaircraftwere phasedoutofpro-
Junkers A 50 Junior. This two-seat sport and touring plane first flew in 1929. The
duction in 1940beingreplacedbya new
ribbed alloy skins proved very strong - some A 50s were still flying in the 1960s.
low-wingdesign, theBestman. Alto-
JUNGMEISTER
In 1935,Blicker introduced a new
single-seater,knownas theBu133lung-
meister. It wasslightlysmallerbutsimi-
lartotheJungman,with manycompo-
nents being interchangeable. The
prototype was powered by a 135 hp
Hirthengine,buttheGermanbuiltmod-
elswere poweredbya 150hpseven-
cylinderSiemensradial. Becauseofits
agility, lightcontrolsandhigh roll rate,
theJungmeisterwas selectedbya num-
berofEuropeanflying clubsandairser-
vicesasanadvancedaerobatictrainer.
Amongthegreataerobaticpilots
whochoselungmeisterswere Ruma-
nia ' sAlexPapana,Germany' sCount
Hagenburg,andin the UnitedStates,
Bevo HowardandMikeMurphy. Pa-
panabroughthisaircrafttotheUnited
Klemm l.20 with a 20 hp Mercedes engine. In 1925 it was flown from Sindelfinger,
Germany, over the Alps to Budapest and back, a distance of over 1,500 miles.
StatesaboardthedirigibleGrafHinden-
VINTAGE AIRPLANE 5
MesserschmittlBFW Bf 108
gether, several thousand Jungman's were
built, along with about three hundred
J ungmeisters.
The EAA Aviation Museum is fortu-
nate to have a Jungmeister that was do-
nated by Mike Murphy. This airplane,
obtained from Count Aresti in Spain,
was Murphy's second Bticker. His first
was purchased from Alex Papana. Mike
Murphy was the first American to use
the Jungmeister and did so very success-
fully, winning US aerobatic champi-
onships in 1938, 1940 and 1941.
MESSERSCHMITf
THE METALCLAD lNVADER
The "Metalclad Invader" was how the
May 5,1937 issue of AEROPLANE re-
ferred to the Messerschmitt Bf 108
sportplane on the appearance of the first
one purchased in England. In its review
of the plane in the June 29,1939 issue of
FLIGHT, the publication called the air-
plane "Something Special." And special
it was. This progressive aircraft, which
was designed for the 1934 Challenge de
Tourisme International, was an all metal,
retractable landing gear, four-seater,
which featured Handley Page slots on
the leading edge. This in the era of rag
and tube biplanes.
As reported in FLIGHT, "In the
midst of a large number of very worthy,
6 NOVEMBER 1994
but somewhat normal, aeroplanes one
does occasionally come across something
outstanding in individual characteristics.
The majority of these ordinary machines
have at least one very good feature, but
it can be said without exaggerating that
the BFW Bf 108 tends to make every
other machine in the civil class appear
humdrum. "The Bf 108, was originally
designated the M37, until the German
Air Ministry decided that German man-
ufact urers should follow a uniform desig-
nation system. The prototype made its
first flight in June of 1934. This beautiful
low-wing monoplane introduced several
advanced features including, a single
spar wing, folding wings, and outwards
retracting landing gear. It was named the
Taifun, German for typhoon.
The appearance of the sleek new air-
craft caused a sensation with other de-
signers and the aviation minded public.
It proved an extremely pleasant machine
to fly and with its leading edge slots, pos-
sessed an extremely wide speed range ,
ranging from 38 to 181 mph.
FLIGHT reported on its handling,
"The Taifun's really outstanding quali-
ties are those of control and stability.
Certainly, no other civil machine has
aileron control which is so absolutely
positive and light. Even at maximum
speed, lateral movement of the control
column is finger light, and the machine
can be tipped over from vertical to verti-
cal in the time it takes to move the col-
umn itself." The Taifun provided to be
a remarkable machine. In 1935 Elly
Beinhorn flew a round trip from Berlin
to Constantinople, a distance of 2,230
miles in a time of 13-1/2 hours. Later she
would fly one from Berlin to Capetown
and back. During 1938 the Taifun would
win many firsts in aircraft races and com-
petitions. The success of the design
prompted the German Air Ministry to
mass produce the aircraft for use as a fast
transport and liaison aircraft.
The illustrations for this article come
from a collection of over 100 snapshots,
postcards and prints covering 1930s Ger-
man civilization including sport aviation,
air transport and glider activities. Some of
the prints are marked Luftfahrt-Archiv,
Berlin N 31. Some are marked Anhaltis-
cher Verein fur Luftfahrt, which was an
aviation club in Anhalt Germany. *'
Heinkel He 72 Kadet. Like the earlier Udet U 12 this was sold as a sport and training
aircraft. It was one of the most popular trainers of the 1930' s. Power was a 160 hp
Siemens.
It will not happen to me! I've been
flying for a long time and know how to
deal with ice! I have a fuel injected en-
gine and will not get ice! I was flying in
clear air so it couldn' t have been carbu-
retor ice! And so it goes. Still, carbure-
tor ice is a big problem. A few re-
minders may make us a little more
aware of this continuing problem.
According to the National Trans-
portation Safety Board (NTSB) carbure-
tor ice was involved in over 360 accidents
in the past five years. These figures do
not include the unreported off-airport
landings and incidents caused by icing.
The results were 40 deaths, 160 injuries,
47 aircraft destroyed and 313 aircraft se-
verely damaged. It can and does happen
to us if we become complacent of do not
understand induction icing, or just plain
forgot some of the causes. This data is
only for the reported accidents! During
my many years in maintenance, carbure-
tor ice was found to be a prevalent cause
of loss of engine power or complete en-
gine failure.
We called it carburetor ice in the
past; however, with the modern fuel me-
tering devices, the term "induction ic-
ing" better describes this engine icing
condition in many instances.
INDUCTION ICING
It consists of basically two types:
1. Impact ice which forms on the air
filter and at bends in the induction sys-
tem.
2. Refrigeration ice which forms in a
float type carburetor as a result of fuel
evaporation and low pressure.
Float type carburetor icing is possible
when atmospheric conditions have a rel-
ative humidity of 50 percent or higher
and a temperature range of 20F to 90F
and under the right conditions with a
temperature of as much as 100F. Rapid
cooling of the float type carburetor is
caused by the absorption of heat during
fuel vaporization and the high air veloc-
ity causing low pressure in the venturi .
Reduction of air pressure causes a drop
in temperature. As a result, the temper-
ature of the mixing chamber of the car-
by Bill Claxon
buretor may drop as much as 60
0

If this area contains enough moisture
the cooling can cause precipitation of
the moisture, usually in the vicinity of
the throttle plate, where it can freeze on
the plate to the extent that a drop in
power could result. If not detected and
corrected in time, it can cause complete
engine stoppage. Float type carburetor
icing can and does occur in VFR condi-
tions. Surprisingly, there are still those
who do not believe this!
Impact ice is normally a phenome-
non of IFR conditions. It is usually the
visible moisture that causes induction
icing when the engine is equipped with a
fuel injector or a pressure carburetor.
The injector places the fuel in the cylin-
ders and the pressure carburetor jets
squirt fuel downstream from the venturi
refrigeration chamber. Impact ice can
form on air filters, impact tubes and
bends in the system. The ice forms at
the bends because the molecules of
moisture are heavier than the gas mole-
cules and do not always make the turns
and impact at the bends.
ICING RECOGNITION
There are several ways the pilot can
become aware of icing. The indicators
range from a gradual loss of power to
vibration and roughness. On a float
type carburetor the pilot may notice a
slight stickiness as he attempts to move
the throttle as the ice forms on the throt-
tle plate. The fixed pitch prop with the
float type carburetor will exhibit a grad-
ualloss of RPM and airspeed as the ice
forms . The constant speed prop will
show a gradual loss of manifold pres-
sure and the accompanying loss of air-
speed. Some of these conditions can be
exhibited as the result of impact ice
even in engines where the fuel is in-
jected directly in the cylinder.
USING CARBURETOR HEAT
Once you have ice in the induction
system it is necessary to dissipate the ice
before you experience a severe loss of
power or complete engine stoppage.
Definitely use only full carb heat to melt
the ice. Using full heat will temporarily
cause a further power loss and possible
roughness as the water is ingested by
the engine which causes a further loss of
power. Some pilots have been known
to become frightened and panic when
they do not understand this is normal
behavior when melting ice in the induc-
tion system, and they turn off the carb
heat before the job is completed, further
compounding the problem. When ap-
plying carb heat , do not disturb the
throttle setting initially, as this can re-
sult in engine stoppage. Also, the pilot
must realize that he is not damaging the
engine despite the roughness and mod-
erate loss of power if the engine is set a
75 percent power or less. Use the heat
as long as necessary. The use of heat or
alternate air creates a rich mixture
which may cause some roughness; there-
fore, the mixture should be adjusted
lean whenever heat is applied (assuming
cruise configuration). On engines that
do not have carburetor throat tempera-
ture gauges, the heat should be used in
the full on position or the full off posi-
tion, never in between.
Carb heat is standardized as full on
in the landing configuration but must be
full off when making a go-around. It
doesn't make a difference whether the
heat comes off first or the throttle is
first, so long as the heat comes off and
the throttle is not "strong armed," es-
pecially when the heat is still on. Fail-
ure to remove the carb heat can cause a
loss of power that can become critical at
low altitude and low air speeds. There
is also the danger of detonation and/or
engine damage when using full power
with carburetor heat full on. Do not use
carb heat for takeoff unless EXTREME
icing conditions are present AND the
use of carb heat is approved by the pi-
lot's operating handbook.
At temperatures of 20F o.r below,
and moisture present is in the form of
ice crystals and will pass through the in-
duction system. The use of heat in these
conditions can melt the ice crystals and
induce icing.
The material presented here was
taken from the Lycoming Flyers and the
NTSB report on " Carburetor Ice in
General Aviation." This publication
can be obtained from the FAA ...
VINTAGE AIRPLANE 7
FILL WITH WELD
THEN FILE FLUSH
c
Ale
TidbiTs
byH.G.Frautschy
Chuck Burtch strikes again ... He
drew up his particular variation on how
to deal with a worn set of holes on a tail-
wheel control horn. You can see it in
the drawing (right) on this page.
The final drawing was done by long
time EAA member Jim Newman (EAA
10998) of Hobart, IN. Jim's expertise
with a pen is well known to many
EAAers.
Jim suggested a simpler fix to the
problem of worn holes in the control
arm of a tailwheel. Here' s his sugges-
tion (below). Of course, it is best done
with the tailwheel off of the airplane, so
you lessen the risk of setting it on fire
with an errant spark.
I would add that it might be a good
idea to add a steel bushing of appropri-
ate diameter pressed into the arm after
the hole has been filled , drilled and
cleaned up. The bushing should have a
0.002 - 0.003" interference fit. The steel
bushing would wear longer with the
spring rubbing against it, although
there ' s no guarantee against wearing
TAILWHEEL STEERING ARM
WORN HOLE
A
---:@

B
o
COUNTERSINK TOP AND BOTTOM
DIMENSION TO FIT
STEERING ARM
/
I
ti /

t
J CLIP
Ji',
( AN. CASnE NUT
COTTER PIN
STANDARD
TAILWHEEL
SPRING
CLEVIS BOLT \

,


,
CLEVIS BOLT
CASTLE NUT,
COTTER PIN AND
PLAIN WASHER
SLOT FOR SPRING EYE
I
t ::bMAKE TWO CLIPS FROM
_

.032" OR .040" 4130
I STEEL DIMENSIONS TO
FIT THE INSTALLATION
through it - my Chief tailwheel control
arm (the cast aluminum one mounted
on the rudder) had the spring wear
through the entire bushing by the time I
bought the airplane. When the bushing
begins to show a bit too much wear, just
press it out and replace it with the spares
you made up when you first made up a
pair of bushings!
Jim also penned a nice drawing (op-
posite page) presenting his ideas for
"tweaking" the installation of a tail
wheel and spring. If space permits in
the stackup, you can add a thin sheet of
Teflon or other slippery plastic be-
tween the leaves of the springs to keep
them from wearing on each other. Dry
graphite works well , but it is a bit on
the messy side. The semi-gloss enamel
paint they sell at the hardware store for
refinishing your backyard barbeque
seems to work well for refinishing the
spring - it seems to hold onto the spring
steel better than just about anything
else I've tried. Just a couple of light
coats is all that is needed. Anything
heavier than just a couple of dusted
coats will be too thick and will tend to
flake off when flexed. Apply just
enough paint to keep it from rusting
and looking ugly.
8 NOVEMBER 1994
Another of the gentlemen responding
to my call for handy little items is Brad
Hindall of Sarasota, FL. Brad is a collec-
tor of hints and little "tricks of the trade"
he has run across during his years as an
antique auto and now airplane restorer.
He claims no ownership of these hints;
most of them have been knocking around
for years, but he enjoys reading and us-
ing them, and he thoughtfully passed
them along for our use. Here's a few to
start out with - we' ll continue to add to
the list in future columns.
-To remove masking tape that has'
been left on too long, as well as some
decals, try spraying the area with an
automotive ether "starting fluid." Al-
low it to soak in a few seconds and
wipe the residue off. More than one
application will probably be required,
but it will not harm most paints and
rubber. (You'd want to check on a
scrap piece of plastic if you want to try
this on a window or windshield. - HGF)
-To remove vinyl decals from chrome
or glass surfaces, use a hair dryer set
on low heat. If after a few minutes it
will not peel off with your fingernail, try
the next higher heat setting. After the
old decal is removed, but while the
area is still warm, spray WD-40 over
the area and wipe with a clean cloth.
This will remove the sticky residue. In
lieu of WD-40, brake fluid or rubbing
alcohol may be used. This procedure
should not be used on painted or plas-
tic surfaces.
-To remove pressed in bushings, it of-
ten works to tap the bushing and
thread in a bolt ot the proper size. A
drift pin or rod can then be used to
knock the bushing out either end of
the housing.
-When replacing bearings and races,
keep the old ones and grind off a few
thousandths of the 0.0. and 1.0. as
appropriate. These pieces can then
be used as installation tools when
pressing the new bearing or races in
place.
-When installing or loosening a stud,
use two nuts turned against each other
with a large flat washer between them.
The washer will help keep your wrench
from slipping onto the other nut while
running the stud into the part.
-When attempting to remove a bolt or
nut with rounded corners, it some-
times helps to use an open end wrench
and then wedge a flat screwdriver be-
tween the hex bolt/nut and the jaw of
the wrench and turn normally.
-When attempting to remove a rusty
or otherwise stubborn screw in either
metal or wood, attempt to tighten it
first. This often loosens any rust or
corrosion that may be holding the
screw tight. Sometime a hot soldering
iron held on the screwhead for about a
minute will also do the trick.
-When lubricating screws for easy in-
stal/ation in wood, don't use soap - it
is caustic, and will start corrosion.
Beeswax or paraffin is much better.
CLEARANCE BETWEEN END OF LEAF
AND THE SOCKET SO THAT LEAF
WILL NOT BOTTOM ON THE SOCKET
SLIGHTL Y RADIUS CORNER OF LEAF TO
ALLOW SMOOTH MOVEMENT OVER LEAF
BELOW. DRY GRAPHITE LUBRICATE.
-When removing small amounts of
paint or overspray from plastics or
vinyl, most thinners or paint removers
will attack the plastic as well. Model
airplane fuel with 10% nitromethane
will often work well, without affecting
the plastic or vinyl. Be sure and try it
out on a small scrap piece or incon-
spicuous area before attempting to
clean your expensive windshield!
-A felt washer over the end of an oil
can spout will catch any drips. This
will keep the can clean and prevent oil
rings on your workbench.
-Before installing a drilled shank bolt,
make a mark in line with the hole on
the threaded end of the bolt using a
permanent felt-tip marker, such as a
"Sharpy." After the castellated nut is
run onto the bolt, lining up the hole
and the slot in the nut becomes a sim-
ple matter.
-An inexpensive parts degreaser can
be made from an old open top 55 gal-
Ion drum. Fill the drum about three
quarters full of water and top it off
with a high flash solvent such as Stod-
dard solvent or mineral spirits. (DO
NOT USE GASOLINE!) The solvent
will float on top of the water and dirt
will settle through the water below. A
screen or hardware cloth basket will
catch any parts that may accidentally
get dropped. Ten gallons of solvent
will make a layer or solvent about 6
inches deep in a 55 gal/on drum. Use
a good lid to prevent evaporation while
the tank is not in use. *'
LONG AXLE BOLT AND
TUBE SPACERS OVER
WHICH A STEERING ARM
CAN BE CLIPPED.
VINTAGE AIRPLANE 9
WHATOURMEMBERSABERESTORING
----------------------------byNormPet ersen
Old Rhinebeck's Davis V-3
One of the favorite airplanes of the late
Cole Palen was this 1929 Davis V-3,
N532K, SIN 115, shown taking off from
the Old Rhinebeck Aerodrome near
Rhinebeck, New York. Like several other
Davis aircraft, this one has been converted
to the 145 hp Warner engine for a little
more "get up and go." Now registered to
the Rhinebeck Aerodrome Museum, the
Davis features a metal cover on the front
10 NOVEMBER 1994
Paul Pish's 1946 Globe Swift
The photo of this modified Globe
Swift, N1TG, SIN 1101, was sent in by
owner, Paul Pish (EAA 454451, AIC
22117) of Schaumburg, IL. Purchased
nearly ten years ago, the Continental
145-powered Swift was the pride and joy
of Paul until Roy LoPresti came on the
scene with his brightly painted Swift
Fury. Paul couldn' t wait to start on the
mods that included a 210 Continental
10-360, fiberglass cowling, McCauley
cockpit and a long racing windshield. One
of the more famous stunts at the weekend
Aerodrome show involves adding a set of
lower wings to the "Davis Biplane" with a
cable attached to the wing bolts. In a
mock start-up and airplane runaway, the
visiting WWI "Ace" suddenly starts to
take off in front of the crowd, the cable is
pulled and the lower wings fall off - much
to the surprise of everyone! Meanwhile,
the announcer says the brave pilot will at-
tempt a landing with only the top wing
constant-speed prop with Mooney spin-
ner, sliding canopy, new panel and inte-
rior, control stick conversion and out-
board wing tanks. Most of the
modifications were completed at the
Swift Works at the Association Head-
quarters in Athens, TN. Paul reports
the Custom Swift is a joy to fly and re-
ally satisfies the "get-up-and-go" urge.
The tach in the panel reads 38.8 hours,
so we know Paul is busy flying the little
speedster. Congrats on a nice looking
airplane, Paul.
left. With the crowd gasping, the pilot
puts the Davis through a wild series of
manuevers before he somehow manages
to put the airplane on the runway and
slides to a stop. The crowd cheers as an-
other crash is narrowly averted! The
highly skilled pilot in this clever sub-
terfuge is Ken Cassens (EAA 11542, AIC
380) of Stone Ridge, NY.
Built in Richmond, Indiana, in 1929,
this pretty Davis parasol is one of 19 Davis
aircraft remaining on the U. S. register.
TaylorJ-2Cubfrom Brazil
This 1936 Taylor J-2 "Cub", regis-
tered PP-TCT, has been in Brazil since
it was exported from the United States
in 1936! The airplane suffered an acci-
dent in 1937 and another in 1941. It has
been totally restored using a Continen-
tal A65 engine and painted in the
Brazilian flag colors of yellow, green
and black by its owner, Joaquim Passos
Maia (EAA 445167, AlC 21294) of Bra-
ganca Paulista-SP, Brazil. The entire
left side of the airplane is green with
yellow trim, while the right side is yel-
low with green trim! The interior is
black including the inside of the door.
The only additions reflecting modern
times are the disc brakes, two radio
aerials and an intercom. Joaquim re-
FredCrandall's
Aeronca7ACChamp
Standing in front of his really nice
looking Aeronca 7 AC Champ, N2973E,
SIN 7 AC-6559, is owner Fred Crandall of
wheel pants. Robert has already won nu-
merous trophies and awards with the
Chief including Best In Class and Best
Covering Job at the '94 Aeronca Fly-In in
Middletown, Ohio.
VINTAGE AIRPLANE 11
RobertCarr'sAeroncaHACChief
This photo of Aeronca Chief, N85844,
SIN llAC-251, was contributed by its
owner and rebuilder, Paul Carr (EAA
287070, A/C 21203) of Severna Park,
MD. Purchased in Long Island, NY, as a
basket case in 1989, the Chief was taken
down to bare metal and totally restored
to its present award-winning condition.
The airplane was covered with 7600 pro-
cess and finished with Stits Aerothane in
original factory colors and paint scheme.
Robert says a great deal of assistance was
rendered by veteran Aeronca Chief re-
builder, AI Nase (EAA 122918, A/C
3729) of Rehoboth Beach, DE. The Con-
tinental A65 engine was overhauled and
a new Sensenich wooden prop installed,
complete with Robert's custom made
original configuration aluminum spinner
and backing plate. (If you are in need of
these two parts, call Robert at 401-987-
4310.) Other amenities include a genuine
McDowell starter and a set of fiberglass
ports the J-2 is a super flying airplane.
The photo was taken in front of EAA
Chapter 1057's hangar at Fazebda Vale
Eldorado Condominium in Atibaia,
Sao Paulo, Brazil. Note the
Antique/Classic sticker on the wind-
shield and the EAA sticker on the boot-
cowl. That's Joaquim on the right and
his instructor, Joaquim Ferreira, on the
left.
Ada, Michigan. The neat photo resulted
from a letter this author wrote inquring
about the Champ - the very same air-
plane in which the author made his solo
flight on February 26,1956, at the old
Mankato, MN, airport. Several items
came to light from Fred Crandall's inter-
esting return letter! He bought the bas-
ket case Champ from Tim Buttles (EAA
183901) of Manawa, WI , in 1977 with
Gary Van Farowe (EAA 68238, A/C
2168) of Hudsonville, MI, hauling the
pieces home to Michigan. The rebuild
lasted from 1977 to 1984 with one really
miserable, bitter, interruption - someone
stole the majored Continental A 75-8
from the nose of the airplane in 1980! In
spite of such adversity, the Champ was
finally completed with another engine
and new cover job featuring an attractive
paint scheme in white with red and black
trim. Reluctantly, Fred and his wife,
Sharon, have decided to sell the tandem
two-placer and they would like to find a
kind home where Aeronca Champs are
appreciated. If you are interested, write
them at 859 Sargent, Ada, MI 49301 for
details.
Ray Kaisershot's J-3 Cub
Standing in front of his 1940 Piper
J-3 Cub, N30611, SIN 4979, is Ray
Kaisershot (EAA 36802, AIC 21793)
of Montgomery, MN. The ownership
is actually shared with Ray's two
grandsons, Bryan and Clark Kaiser-
shot, who were heavily involved in the
three-year restoration. Hauled home
from Duluth, MN, the basket case Cub
required new wooden spars, new struts,
new birdcage and weldments on the
landing gear. The Cub was covered
with Ceconite 102 and finished in bu-
tyrate dope and Ranthane. Painting
was done by Bryan Kaisershot. All
new cables, bolts, cowling and glass
were installed along with new 8:00 X 4
tires & tubes (spelled $$$) A Sensenich
nCK42 prop was installed on the over-
hauled Continental A65 engine .
Empty weight came out at 7311bs.
complete with Wag-Aero wheel pants.
Ray reports the Cub operates nicely
from their 1200 foot grass strip which
features the nice hangar in the back-
ground. Ray, who soloed a Champ in
1946, has owned five Cubs over the
years and has also built a Pietenpol ,
N8513K, SIN 1, with a Continental
A65 powerplant. He is also an active
member of EAA Chapter 642 in
Mankato, MN.
Tom Hegy's Travel Air Replica
These photos of a nude Travel Air
4000 replica were sent in by veteran
builder Tom Hegy (EAA 6849, AIC
16421) of Hartford, WI, who has been
working on the project for several
years. Tom's father, Ralph Hegy (an
expert wood worker) has been a huge
help in the project and a close inspec-
tion of the airframe reveals absolutely
topnotch woodwork, welding and sheet
metal work (the varnished wings are so
pretty, it's almost a shame to cover
them!). The engine is a Continental
220 hp swinging a new wooden pro-
peller. Note the spun aluminum en-
gine cover on the crankcase and beau-
tifully made exhaust collector ring.
Just recently, Tom's uncle, Ray Hegy
(EAA 276) (The little 01' prop maker)
of Marfa, Texas, stopped by the Hart-
ford Airport to check over the replica
Travel Air. At age 90, Ray was really
impressed with the workmanship and
is looking forward to a ride when the
airplane is finished!
12 NOVEMBER 1994
w.at are the odds of only one version of an antique
airplane surviving over many decades? As we see in the
next article, one of a kind airpl anes are still around, but
here's an even rarer bird. The Bird Aircraft Corporation in-
stalled the 165 hp Wright Whirlwind J-6-5 R-540 engine only
one time during its production of the versatile biplane that
bore their name, yet through a ll the years, that same air-
plane, designated the Model C, has survived to the present
day.
John Woodford, (EAA 141488, AIC 10495) of Madison,
WI has been fortunate in his life to have aviation as an avo-
cation. A physician as his profession, Jack (John is his given
name, but everybody calls him Jack) learned to fly during
his professional training, but in a place few of us would asso-
ciate with flight training - Iceland!
While living in Iceland, Jack learned of a program spon-
sored by the Icelandic government , where they were inter-
ested in subsidizing civilian flying. For a dollar an hour he
learned to fly gliders, and then progressed into powered air-
craft. How could you pass up a deal like that!
After returning to the U.S., he continued to fly, flying
cross-country in a variety of modern airplanes, but he grew
bored with that type of flying. He wanted a bit more spice
in his flying, so he first bought a Stearman. He traded that
for a Bticker, then a Waco, and on to a Helio Courier, finally
culminating in the purchase of the Bird biplane you see
here.
VINTAGE AIRPLANE 13
(Left) Antique airplanes often have small
touches of remarkable craftsmanship from
+
c
the "old schooL" The small brass venturi
o
mounted on the N-strut on the left side is just
(;
one example of the outstanding workmanship
f=
so many of these airplanes showcased.
C
(Below) The cockpit restored pretty much as it
was in 1930. Mounted behind the forward
seat you can just see the reservoir for the hy-
draulic brake system, one of the few modern
systems installed on the Bird.
T he Bi r d had been adver tised in
Trade-A-Plane, so Jack called up the
owner and went to see the project. As
it was found by Jack in Kankakee, IL a
few years ago, the Bird' s restoration
had been started, but it was nowhere
near being finished. A fiberglass based
coveri ng system had been applied to
t he lower wings, and other parts had
been worked on, but it needed a lot
more work to get it completed. Ted
Davis (EAA 89935 , AIC 12403) was
the man selected by John to help him
get the Bird restored. Ted, who re-
stores antique airplanes at his com-
pany, Davis Flying Service, located on
the field at Brodhead, WI, was finish-
ing up a Piper L-4 for Jack at the time,
so after the purchase details were set-
tled, Ted and Co. went down to Kanka-
kee with a Ryder truck and hauled the
project home.
The Bird Model C was a bit of an
orphan of the Bird Aircraft Co. in
Glendale, NY. In his entry in " U .S.
Civil Aircraft" on the origins of the
" C" model , Joseph Juptner suggests
that the Model C came about in a bid
for the company to produce an air-
plane for the well-heeled "sportsman"
14 NOVEMBER 1994
(Left) Jack Woodford flies the freshly
restored Bird Model C during EAA
OSHKOSH '94.
(Right) A pair of 30x5 Bendix wheels
and brakes help complete the restora-
tion of the Bird. As mentioned on the
opposite page, the brakes were con-
verted to a hydraulic system, instead
of the cable actuated design originally
installed.
(Below) Jack Woodford holds the door
open to invite two passengers aboard
the 3-place Bird model C.
pilot, and I'm inclined to agree with his
logic. The company may have been
shooting for the segment of the market
where pilots who could still afford to
fly in the beginning of the Great De-
pression wanted an airplane with the
Bird's reputation, but desired a bit
more "oomph," and were willing to
pay a bit more for it.
Whatever the company's logic, the
airplane was never put in to quantity
production, and just one example of
the Model C, SIN 5001, was built. The
airplane was built in 1930, with its
Type Certificate issued in December
of that year. With essentially the same
airframe as the 125 hp Kinner Birds,
but the higher horsepower Wright, this
Bird certainly loves to climb and per-
form, although it is not substantially
faster, due to aerodynamic considera-
tions. Its later history is not yet com-
pletely documented, but it appears to
have been used as a crop duster in the
1950s, as it was registered in the Re-
stricted category during that time. The
airplane is currently registered in the
Experimental category. The Bird
Model C last flew in the 1959-1960
time frame, and then was in storage or
in the process of being restored until
1994.
The airplane project brought to
Brodhead by Ted and Jack was some-
thing special, and happily, the airplane
was pretty complete.
The fuselage of the "C" was in good
shape, and needed just a few finishing
touches with a torch to repair the tub-
ing in the aft end. The floorboards and
a few other details had already been
done, and so the restoration started in
earnest.
One of the nicest aspects about the
project was the overhauled Wright J-6-
5 Whirlwind that came as part of the
deal. Overhauled nearly 20 years ago,
the engine had been well taken care of
during its storage. When the cylinders
were carefully removed to check the
pistons and rings, along with giving the
internal sections of the engine a good
look, Ted couldn't find any evidence of
corrosion. The only difference be-
tween this Whirlwind and the one first
installed on the old biplane was
that this one lacked a supercharger.
The rear case of the engine was sent
off to Mike Conners, who was lo-
cated in Florida at that time. Mike
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was able to put together a supercharger
from the bits and pieces he had col-
lected during his years of Whirlwind
rebuilds.
Ted had the formidable task of
building up a new exhaust collector.
One look at the front end of a Whirl-
wind can make you take a deep breath
when you look at the amount of work
that can be expended on such a large
piece. To help prevent corrosion, Ted
sent the completed collector to
Pascagoula, Mississippi to be finished
with a modern metal/ceramic coating.
Called "Jet Hot," the finish is applied
basically like a type of powder, and
then baked to produce a hard corro-
sion and heat resistant coating. Used
in hot rod and dragster applications, as
well as other engine exhaust pipes, the
treatment had proven pretty durable,
and unlike high temperature exhaust
paint, it doesn't seem to discolor much
over time. The company has plant lo-
cations in Tempe, AZ, Bridgeport, PA
,
VINTAGE AIRPLANE 15
and Pascagoula, MS. The phone num-
ber for the Mississippi plant is 6011769-
270l.
Not everything was skittles and beer
though - one of the more nerve-wrack-
ing concerns was the discovery that the
propeller had been chrome plated at
one point in its past. Everybody
crossed their fingers as it was sent up to
Maxwell propellers in Minneapolis,
Minnesota to be reworked and de-
chromed. Thankfully, the prop came
back nicely polished out and with a
clean bill of health, and with no
chrome, thank you very much.
The tail surfaces all came through an
inspection with little work required,
and a neat pair of Bendix 30x5 wheels
and brakes were also on hand. Before
the wheels could be used, a fair amount
of work needed to be done to the land-
ing gear. The shock struts didn't seem
to have the right amount of spring ten-
sion in them, so a search for a pair of
correct springs was made, with the re-
sult that some die springs were found
with just the right amount of "sproing"
to make the gear soak up the bumps of
a grass field. The only change made to
the Bendix brakes was to convert the
system to a hydraulic system instead of
the mechanical cable that was original.
To keep from tearing up the field, a
Scott 3200 tailwheel was used in place
of the original skid - it didn't hurt that
you could steer it around a lot easier!
The cowling sheet metal had been
started while the project was at Ko-
erner Aviation, and each needed to be
finished off with beaded edges and the
three louvers in the doors. New struts
and N-struts had been made up during
the previous restoration, and they were
all fine quality. A complete set of
Macwhyte wires was ordered and even-
tually installed.
New windshields were made out of
Plexiglas and fitted, and when it came
time for the airplane to be covered, Ce-
conite 104 fabric was chosen, finished
off with Randolph nitrate and then bu-
tyrate dope. The sheet metal was fin-
ished with matching Randolph enamel.
One of the few disappointments in
the project occurred when it came time
to register the airplane. Unfortunately,
the original N-number, NC 876W was
now on a 1965 Cessna 172. When they
checked, a number that would do just
as well was available - N876WC, with
the "c" to denote the model C Bird. It
was one of the few concessions they
had to make to originality while restor-
ing the airplane.
Another tough nut to crack was the
search for a magneto distributor block
that took over a year and a half. Fi-
nally, one came to light, but serious
thought was being given to reworking
the magneto installation and putting a
more "modern" system in place. Jack
and Ted were both relieved they didn' t
have to go to that trouble.
The airplane had a total of about 20
hours on it when it arrived at EAA
OSHKOSH ' 94, but most of that was
during shakedown flights made as the
final touches were put on the restora-
tion. Jack says that the airplane was re-
ally finished only four days before the
Convention, so you can imagine their
pleasure when it was announced as the
Antique Silver Age Runner Up during
the awards ceremony at the Theater in
the Woods. At the same time, the fin-
ishing touches were being put on a Bird
biplane being restored in Hartford, WI
by Steven Krog. his wife Sharon and
their friends Joe and Delores Haberger.
Both airplanes appeared together at
the Grass Roots Fly-In at Brodhead
the weekend after Labor day. It was
quite a sight to see - a pair of Bird bi-
planes in formation together, headed
into the setting sun. What an anti-
quer's delight! ....
Steven Buss +
16 NOVEMBER 1994
Make Mine Rare

The 1929-
Wallace Touroplane
A
byH.G. Frautschy
tique airplanes get restored by a wide range of individuals, and
the rare 1929 Wallace Touroplane certainly comes from an interesting
background. Bill Jowett (EAA 422196, AIC 19934) of Blue Springs, MO,
keeps himself busy with a wide variety of projects. As a machini st who
runs his own shop repairing hydraulic actuators and other construction
equipment, he's enjoyed rebuilding some antique steam engines and gas
engi nes with his sons. "I've got two boys, and to keep them off the streets
and keep 'em occupied, we always had projects," Bill related during EAA
OSHKOSH ' 94. The boys are all grown adults these days, but when they
can, they still enjoy a project or two with their dad.
Bill's son David works with Mark Anderson at a well-known aircraft
salvage faci lity near Kansas City, White Industries. Mark knew about the
antique airplane owned at that time by Dave Hickman, and after mention-
ing it to both David and Bill, the Jowetts decided to approach Dave Hick-
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VINTAGEAIRPLANE17
(Below) The spacious
cabin of the Touroplane,
with its center-mounted
control stick and the un-
usual rudder pedals. All
of the original instru-
ments stayed with the
airplane during the long
period the Touroplane
was groun-ded.
man about buying the Wallace Touro-
plane.
Dave Hickman had owned the Wal-
lace project for a number of years, and
had done extensive research before he
got started on a restoration. Dave had
corresponded with many of the people in-
volved with the Wallace company in the
late ' 20s and early '30s. Bill Jowett was
intrigued with the idea of restoring an old
airplane. As mentioned before, he had
refurbished a number of other antique
mechanical items, but an airplane was
something new. In fact, Bill Jowett's in-
terest in the Wallace really stemmed
from his love of things mechanical. Sur-
prisingly, Bill's not even a pilot, but air-
planes, like so many other antiques, have
always held his interest.
Bill came to terms with Dave Hickman
to acquire the airplane project in the sum-
mer of 1992, and he and David went to
pick it up on a Saturday in August. Work
started on it right away, and Dave Hick-
man shared the information he had gath-
ered on the airplane with Bill Jowett.
Serial number 12 Wallace Touroplane
was built in a factory at 4655 Irving Park
Blvd. (now Rd.), Chicago, IL in 1929, in
an area that was on the edge of open
country at that time. The building was
near the crossing of three famous Chicago
streets: Cicero, Milwaukee and Irving
Park. As mentioned in his November
18 NOVEMBER 1994
1984 AOPA Pilot article, "The Way We
Were, 1928-1930," Harold Warp was one
of the financial backers of the new air-
plane manufacturing concern, and he also
was on hand when the airplane had its
first flight.
A steel tube fuselage structure was laid
out, with an adjustable stabilizer for trim
and a wide cabin, with two seats side-by-
side up front and room for a third seat in
the aft part of the cabin. You could also
remove the third seat if you needed more
cargo space. A set of wood formers and
stri ngers faired out the fuselage shape aft
to the steel tube tail surfaces. The first
Touroplane, a two place model, was pow-
ered with an 80 hp Anzani radial , which
proved to be a littl e lower in power than
the airplane needed. It was planned that
an OX-5 could also be ordered, or a 7-
cylinder Ryan-Siemens engine. Deliver-
ies were made only with the OX-5 (2 each,
with one converted later to the Kinner)
and the preferred Kinner K5 . The two
and three place models differed only in
the engine installation and the addition of
the third seat.
A pair of curved brace tubes within
the fuselage structure helped add rigidity
to the cabin. The Touroplane was adver-
tised to be delivered with cabin heat, dual
controls, brakes and a cruising speed of
100 mph.
The entire wing structure was built up
of wood, with solid spruce spars and wing
ribs of the Warren truss type. Each wing
was braced with 10-32 drag and anti-drag
wires. One of the more distinctive fea-
tures of the airplane was its folding wings.
The center section of the wing had a
hinged rear section that folded forward ,
allowing the wings to be pivoted aft, after
the pins in the forward strut and forward
wing spar are removed. On each side of
the center section, which extended over
the fuselage sides, were the fuel tanks,
and according to their advertising litera-
ture, each held 14 gallons. (Jane's All the
World's Aircraft, 1929 edition lists 16 gal-
lons per side.) Later, a third fuel tank
was added in the fuselage aft of the fire-
wall in the higher horsepower versions of
the airplane. Controls were conventional
in layout, with a single control stick
mounted in the center of the cabin floor,
arranged so both front seat occupants
could use it. Both sides had rudder ped-
als, and the left side pilot's pedals were
arranged in a novel way - the shoe shaped
rudder pedals (shades of the "footprint
gas pedal " of 1960's automotive hotrods!)
were mounted off-center on the rudder
pedal shafts. To actuate the brakes, you
slid your foot off to the outside of the
pedal, and pushed on the edge, causing
the other edge of the pedal to move the
opposite direction, and pull on a cable se-
cured to the other side of the pedal! One
can imagine how easy it would be with a
set up like that to tap an inadvertent
brake.
Instrumentation came from the Elgin
Company, who was involved in supplying
a wide variety of mechanical instruments
to aviation at that time. The cabin was
finished off with velour upholstery and
came complete with a linoleum floor.
By the time production had started, a
Kinner K5 engine of 100 hp was the stan-
dard engine for the Touroplane, and the
three-place seating configuration was set
as the standard. But before all that could
take place, the Touroplane had to prove
itself in the air.
Harold Warp, as mentioned before,
was on hand for the first flight, and be-
sides his financial involvement, he had
more than just his money at stake. The
morning of the first flight, Warp and Stan-
ley Wallace secured the Touroplane,
wings folded, to the bumper of Warp's
car. At the other end of the Touroplane
was Warp's spare $87.50 Hamilton wood
propeller, since Wallace had not yet got-
ten his prop for the 80 hp Anzani. The
slightly lower pitch Hamilton would be
OK for a first flight, as long as Wallace
kept an eye on the tachometer and made
sure the engine did not over rev.
Wallace and Warp towed the Touro-
plane straight west out of town on Irving
Park Boulevard, to the flying field of the
Chicago Flying Club. The Club had been
flying since 1928 on a piece of land rented
from the Cook County Board. The field,
located on the north side of Irving Park
Blvd. and just west of Thatcher Avenue,
was used by the non-profit club as a place
to teach folks to fly at as Iowa price as
practical. $4.50 per hour was their initial
rate , although they would fluctuate as
crack-ups would occur and cash was
needed to repair the airplanes. After un-
folding the wings and getting the Touro-
plane ready for flight, Wallace cranked up
and took off, as Warp stood by and
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VINTAGE AIRPLANE 19
watched one of the Bendix wheels con-
tinue the takeoff roll long after the air-
plane had broken ground! Harold Warp
was certain that Wallace was unaware of
the predicament he was in, so he ran over
to the hangar and grabbed a spare wheel
and tire and then ran back out onto the
field. He held the wheel up over his head
to warn Wallace about the landing gear
situation.
Whether Wallace already knew or was
warned of the danger by Warp is un-
known, but either way, Wallace knew that
he had a problem, and proceeded to make
a one wheel landing, holding the Touro-
plane's wing up as long as he could. Very
little damage was done to the plane in the
landing, with one exception - Warp's
spare prop for his Swallow was now good
only as a wall decoration to remind the
two pilots of the day's event.
Ed Porterfield's American Eagle Air-
craft Co. in Kansas City, Kansas bought
out the small firm in 1929, and soon the
Touroplane was in for some changes.
Stanley Wallace was put in charge of the
Wallace division of American Eagle, with
facilities now located in Kansas City. Now
designated the American Eagle 330, the
three-place airplane sales were not spec-
t acular. Work progressed on e nlarging
the air pl ane, which would be designated
the 0 -430. An additional seat was added
to the cabin, and adj ustments were made
in the struct ur e to accommoda te that
change as well as beefing up the fo rward
end of the fuselage to handl e engi nes in
the 165 hp class. With a Wright J-5 Whirl-
wind mounted in the nose, the ai rplane
took on a purposeful look, and Porterfield
and his staff thought they really had some-
thing going in this cabin design. Unfortu-
nately, it was not to be, for the sales of the
0-430 and the next version, the E-430,
were dismal at best. By the end of 1930,
on ly the American Eaglet would be a
bright spot on American Eagle's horizon.
As near as anyone has been able to de-
termine, NC 276K is the sole survivor of
20 NOVEMBER 1994
the Touroplane line. 276K is one of the
airplanes featured in the description in
Joe Juptner's U.S. Ci il Aircraft, as well
as being the airplane depicted in the 1929
edition of Jane's All The World's Aircraft.
For many years, Jim Frost of EAA Chap-
ter 10 in Tulsa, OK owned the airplane,
and displayed it uncovered at many Chap-
ter fly-ins.
Jim let David Hickman of Missouri
buy the airplane in the early 1980s, with
Bill Jowett picking up the project in 1992.
Dave also shared the knowledge he had
researched on the Touroplane during the
years he had the airplane.
One of the more surprising aspects of
the Touroplane's restoration was the fact
the airplane was for the most part com-
plete when it arrived in the Jowetts' shop.
The project came with two Kinner en-
gines, as well as all of the instrumenta-
tion. The instruments were sent out to be
refurbished, and the Kinners they got had
enough good parts in them to make up
one c.omplete engine. The fuselage,
ailerons, and the tail surfaces were all
made of steel tubing, and had the in-
evitable dents and bends that required re-
placement, but nothing extraordinary had
to be done to get the parts airworthy .
The airplane had some damage done to it
during a ground loop accident during the
1930's but other tha n the patch on the
landing gear strut , you'd never know it
have ever bee n scra tched. During the
restoration, it became clear to the Jowetts
that part of SI N 8 Touroplane were now
on their airplane. Apparently, at some
point in time the other airplane had been
wrecked beyond repair, and bits an pieces
used to repai r 276K after the accident.
The only portions of the airpl ane that
needed major work were the wings. Both
were found to be pretty rotten, and needed
to be completely rebuilt, with the old ribs
servi ng as patterns for the new ones.
Barbara Jowett's talents with a sewing
machine were put to use in her pati e nt
recreation of the interior upholstery in the
Touroplane. She had little documentation
to go on save a few photos and the knowl-
edge of the materials then in use, but she
was able to piece the puzzle together in a
way that certainly looks convincing.
Bill was also quit e complementary
about the work his son David did, as well
as Mark Anderson, and is quite convinced
that he would not have been able to com-
plete the airplane without their help. He
was also thankful that one of his friends
had some sheet metal working equipment
had both a louvering and a beading ma-
chine.
Bill also points out the invaluable ad-
vice he got from Andy Anderson, Mark' s
grandfather. A well known antique air-
plane restorer in his own right, Andy was
able to fill in many of the details that
were missing in the project, especially
when it came to techniques and practices
used back in the '20's and 30's.
One of the few changes for the original
that the Jowetts were willing to make was
the covering material used. They elected
to cover the airplane with the Stits (now
Poly Fiber) system, and they were careful
to not allow the finish to be built up to the
point that it looked too polished. The
Jowetts were mindful of the problems ex-
tra weight would add to the flight charac-
teristics of the old monoplane, and they
were determined to hold the line on the
weight of the airplane.
When the res tored Touroplane had
the last fi ni shing touches put on it three
weeks before EAA OSHKOSH '94, Bill,
Barbara, Andy and Mark had a very rare
airplane they could all be proud of, and
indeed, that was underscored when the
airplane and its restorers were awarded
the Silver Age Champion Linda trophy at
this year's Convention. ..
ysteryPane
by George Hardie
Here's an odd one! Where's the landing
gear? And note, there is no dihedral in the
wing. There must be an interesting story
behind this one. The photo is from the
Owen Billman collection in the EAA Ar-
chives. Answers will be published in the
February 1995 issue of VINTAGE AIR-
PlANE. Deadline for that issue is Decem-
ber 26, 1994.
Tje August 1994 Mystery Plane pU12led
most readers. Only three replies were re-
cieved. Lennart Johnnson, Eldsberga,
Sweden, writes:
"The Mystery Pl ane for August is the
Barkl ey- Wa rwi ck BW-l, designed by
Archibald Bar kl ey of late r Ba rk e ly-
Grow fame . It was built by Bar kl ey-
Warwick Aircraft Corp. of Detroit , MI
in 1931, and was powered by a Conti-
nental radi al engine."
Othe r answers we re received from
Char ley Hayes, Park Fores t , I L a nd
Herbert G. deBruyn, Bellevue, WA. ....
Barkley-warwick BW- l
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VINTAGE AIRPLANE 21
(Above) Lunchtime on the field was a way to continue the fly-in uninterrupted.
(Below) Blue and white are such a pretty combination. Here is Mark and Elaine Har-
ter's YKS-S.
MIRACULOUS is the only descrip-
tion for the recovery of Creve Couer
Airport! The home of the American
Waco Club's annual fly-in was destruc-
tion and desolation only a few short
months ago, but on fly-in week it was
neater and cleaner than it had ever been!
The Al Stix family hosted the early
arrival party pool side at their beautiful
home and even surpassed last year's
event. The word had spread that this is a
"not to miss" gala and more than 200 en-
thusiasts filled the grounds. The theme
this year was Robin Hood (who every-
one knows was an adventurous Waco pi-
lot). Theme T-shirts and hats were worn
by all and the highlight of the evening
was a skit in which Robin flew (read
crashed) into Sherwood Forest in his
Waco to save the fair Maid Marian from
her castle prison. The gallant Robin
(Marshall Friedman) rescued the curi-
ously zaftig Marian (John Halterman)
from her cell and after some passionate
kisses, fell into the pool. A superb buffet
dinner was served and the would-be
"Merry Band" basked in the fun late into
the evening.
Friday afternoon saw 32 Wacos on the
ground at Creve Coeur that arrived from
all corners of the country. The weather
was classic St. Louis hot, but the Waco
group filled the air with radials as ride
sharing went on all afternoon. A superb
buffet dinner was catered at the shelter
tent along with refreshments, capping a
great day of special Waco togetherness.
22 NOVEMBER 1994
by Roy Redman
President Phil Coulson presented the an-
nual Bob Poor Memorial award for Pride
of Ownership to member Marshall Fried-
man of Wadsworth, Illinois.
The Saturday morning haze was split
by the roar of twenty-one Wacos depart-
ing on schedule at 7:00 a.m. Forming up
as they all became airborne, they favored
St. Charles and Wentzville airports with
a mass fly-by, and then the intrepid dawn
patrollers went on to Riddle's Roost for
coffee and rolls. The lush setting was a
perfect backdrop for the assembly of our
graceful Wacos and the hospitality of the
Riddle family matched the quality of
their beautiful country airport.
After returning from the dawn patrol,
the annual membership meeting was
held in the shelter tent. Phil Coulson
presided over the short meeting that
ended with acclamation for return to
Creve Coeur in 1995. The Saturday af-
ternoon heat encouraged most back to
the hotel pool where Waco talk contin-
ued pool side (or pool center) until time
to freshen up for the evening party and
banquet. By 7:00 p.m. the main ball-
room was filled with Waco folks. Bar re-
freshments and then yet another out-
standing buffet style dinner started the
evening. The band kicked off at about
9:00, then played and entertained until
(Above and left) AI Womack
and his very pretty 1937 Waco
ZPF-7.
(Far left) The Dawn Patrol line
up at Riddle's Roost, where
the American Waco Club
faithful were generously
served coffee and rolls by
their hosts, John and Dorothy
Riddle.
(Below) Jerry Brown and Tom
Flock each had their UPF-7's
at the Convention, along with
Jerry Diedrich's YMF-S.
well past midnight to a busy dance floor.
The Creve Coeur hosts-the Stixs,
Cournoyers, the Mullens and the Halter-
mans- are again to be commended for
their generosity and hospitality. And
most especially for their tenacity and
hard work in returning their jewel of an
airport back to operational status after
the disastrous flood.
The Waco togetherness, the pool side
party, greeting old and valued Waco
friends, great Wacos flown and shared,
and taking the morning sky in the midst
of twenty other Wacos-grand memories
all-that were carried in each Waco as it
departed for home. *'
VINTAGE AI RPLANE 23

_
_____________

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PASS
ilia,
BUCK
by Buck Hilbert EAA #21 Ale #5 P.O. Box 424 Union, IL 60180
We' re back to that Appendix "A" of
Part 43 again! This time I'd like to tie into
Chuck Burtch and H.G.'s tailwheel steer-
ing arm clips, and also Jim Newman's idea
as to how to repair the wear in that same
arm.
Back track to the previous article on
the Appendix and you'll find that you can
indeed work on your wheels and tires. I
want to stress the importance of that tail-
wheel and how it is the only control you
have on the ground in a single engine air-
plane when your speed is below rudder ef-
fectiveness. Think about it! That little tail
wheel constitutes one-third of your land-
ing gear. It ' s a very small wheel in com-
parison to the main gear. It drags along in
the mud and sand and grass, almost buried
in insignificance. Yet that guy back there
is the difference between artistry and dis-
aster.
Take a good look next time you ' re
around a gathering of taildraggers and see
how many of these little buggers need at-
tention. You'll see bald ones, some that
haven't been tracking properly and are
wearing crooked, flat ones, big ones, little
ones and sometimes an occasional home
built with a rollerskate wheel back there.
And listen to them when they taxi by;
some of them are crying for attention as
the worn bearing and races growl and
howl.
Even boat trail ers get more attention
than these little guys, and they sometimes
get submerged in water, too. The long pe-
riods of inactivity throughout the winter
months take their toll as well. The cup
and cone set of the bearings can wear just
sitting. It's called "frenelling," a phenom-
ena that puts little dents in the cup and de-
stroys the bearings.
Check that tailwheel often. Make sure
the springs are properly tensioned and
connected. Check the action. Make sure
it steers when you poke the rudder and
that it swivels when it's supposed to.
Don't over grease it! In addition to
blowing out your grease retainers , too
much grease in the full swivel steering
places will make it so free and easy it'll
slip out when you least expect it and usu-
ally when you need it the most. Don' t let
grease accumulate all over the outside; it
attracts dirt and enhances the chance of
contamination and wear. Also check the
full swivel operation in BOTH directions.
The "Big Scott" is notable in the fact that
it will sometimes swivel one way easily
and not the other way. This is caused by
uneven wear in the arm assembly. When
it happens, it should be replaced.
Use your Service Manual when work-
ing on this guy; if you haven't got one,
then the parts catalog will show a break-
down of the entire assembly. If you
haven't got one of those either, then you
can resort to the Superflite or Aviall cata-
log under wheels and tires where they
have specs, parts, diagrams and numbers
showing exploded views of the whole tail
wheel and usually all the brands as well.
I probably shouldn't say this, but your
local bearing house will have the bearings,
cups and grease retainers. They're the
items most frequently needing attention,
and the easiest to procure. The main parts
of the assembly, like the steering arms,
brackets, axles and the like , must be or-
dered and are sometimes difficult and ex-
pensive to get. There is little demand for
tailwheels these days and some of the
manufacturers just won' t stock the parts
and will only make replacement parts
when they have a sufficient number of or-
ders to make tooling up worthwhile. Tires
and tubes are still available and reason-
ably priced, so don't skimp on them.
Over to you.
Here are a pair of good clean tailwheel installations - the first is on the Sedan restored by Paul Workman and now owned by Buck.
The standard Scott tailwheel is mounted at the end of the short vertical post, with shock absorbing taking place up in the fuselage
by a pair of bungee cords. The second tailwheel is on the Pacer restored by Frank Sperandeo III, of Fayetteville, AR. Frank care-
f ully took apart his tailwheel and either pol ished, plated or"painted each and every part. By keeping it scrupulously clean and
pumping in just the right amount of grease, Frank won' t have any tailwheel handling problems as long as he checks it every so of-
ten to be sure it is not knocked out of alignment.
24 NOVEMBER 1994
1994
LISTING
Once again,asaservicetoourmembers, we presenttheAntique/Classic Division' s mostcurrentli st oftypeclubsandrelatedor-
ganizations. If yourgroupis notli sted,pleaseprovideuswith informationwhichcan be included in a future issueofVINTAGE
AIRPLANEanditwill beaddedtoourfollow-upfor nextyear(we' ll alsolist you immediatelyin A/CNEWS). If you havechanges
relatedtoyourlisting,pleasedropa postcard in the mailwiththe newlistingexactlyasyouwouldlike itto appear. Sendit to:An-
tique/ClassicTypeClubs, EAAAvi ationCenter,P.O.Box3086,Oshkosh,WI54903-3086.
A newlistcategoryhasbeenaddedtocompiletheclubsthatmaynotbespecifictooneparticularaircraftmake,i.e. ,TheNational
Biplane Association. You' ll find thisnewlistingbeforetheOrganizationslistonpage28.
AeroncaAviator'sClub
JulieandJoeDickey
55 OakeyAv.
Lawrenceburg, IN 47025
812/537-9354
Newsletter: 4issuespersubscription
Dues:None- $16subscription
InternationalAeroncaAssoc.
(FormerlytheAeroncaLover'sClub)
BuzzWagner
Box3,401 1stSt. East
Clark,SO57225
605/532-3862
Newsletter: Quarterly
Dues: $15 peryear
NationalAeroncaAssociation
JimThompson,President
806 LockportRoad
P. O. Box2219
TerreHaute,IN47802
812/232-1491
Newsletter: 6peryear
Dues: $20 U.S.,$30 Canada,
$45 Foreign
AeroncaSedanClub
RobertHaley
33300Mission Blvd.#18
UnionCity,CA94587
510/489-5642
Newsletter:3peryear
Dues:$5 peryear
BeUanca-ChampionClub
RobinSchramn,PresidentandEditor
P.O.Box708
Brookfield,WI53008-0708
414/783-6559-6558(Fax)
Newsletter:Quarterly
"BellancaContact!"
Dues:$32peryear(2yrs./$56),
Foreign $37
(2yrs./$67 U.S.Funds)
Bird AirplaneClub
Jeanni eHill
P. O. Box328
Harvard,IL60033
815/943-7205
Newsletter:2-3 annually
Dues: PostageDonation
AmericanBonanzaSociety
CliffR. Sones,ExecutiveDirector
P. O.Box12888
Wichita, KS 67277
316/945-6913
Newsletter: Monthly
Dues: $35 peryear
StaggerwingClub(Beechcraft)
Jim Gorman,President
P. O. Box2599
Mansfield,OH44906
419/529-3822(H),755-1011 (W)
Newsletter:Quarterly
Dues: $15 peryear
Twin BonanzaAssociation
RichardI. Ward,Director
19684LakeshoreDrive
ThreeRivers,Ml49093
616/279-2540
Newsletter:Quarterly
Dues:$25 peryearU.S. andCanada,
$35 Foreign
BiickerClub
ChrisArvanites
16204RosemarieLn.
Lockport,IL60441
815/436-1011
Newsletter:6peryear
Dues:$20peryearU.S. & Canada,
$25 Foreign
NationalBiickerClub
AmericanTigerClub,Inc.(deHaviIIand)
FrankPrice, President
Rt. 1,Box419
Moody,TX76557
817/853-2008
Newsletter:12peryear
Dues:$25 peryear
CaUAirTypeClub
DaveDecker
3307 AstroDr.
Hereford,AZ85615
602/378-3688
CessnaAirmasterClub
GarWilliams
9So.135 AeroDrive
Naperville,IL60565
708/904-8416
Dues:None
InternationalBird DogAssociation
(CessnaL-19)
Phil Phillips,President
3939C-8SanPedro,NE
Albuquerque,NM 87110
505/881-7555
Newsletter:Quarterly"Observer"
Dues:$25 peryear
CessnaOwnerOrganization
P.O. Box337
lola,WI54945
715/445-5000or800/331-0038
FAX:715/445-4053
Magazine:Monthly
Dues:$36.00year
CessnaPilotsAssociation
JohnFrank,ExecutiveDirector
P.O.Box5817
SantaMaria,CA93456
Newsletter:Monthly
Dues:$30annuall y
InternationalCessna120/140
Association
Bill Rhoades,Editor
6425 HazelwoodAvenue
Northfield,MN 55057
612/652-2221
Newsletter: Monthly
Dues:$15 U.S. peryear
WestCoastCessna120/140Club
DonnaChristopherson,Membership
451 BellwoodDrive
SantaClara,CA95054
408/988-8906or554-0474
Newsletter:Bimonthly
Dues:$10 peryear
Cessna150/152 Club
SkipCarden,ExecutiveDirector
P.O.Box15388
Durham,NC27704
919/471-9492
Newsletter:Monthly
Dues:$20peryear
VINTAGE AIRPLANE 25
International Cessna 170
Association, Inc.
Velvet Fackeldey, Executive Secretary
P. O. Box 1667
Lebannon, MO 65536
417/532-4847
Newsletter: Fly Paper (11 per yer)
The 170 News (Quarterly)
Dues: $25 per year
International Cessna 180/185 Clnb
(Cessna 180-185 Ownership Required)
Johnny Miller
3958 Cambridge Rd., #185
Cameron Park, CA 95682
916/672-2620
Newsletter: 8-9 per year
Dues: $15 per year
Eastern 1901195 Association
Cliff Crabs
25575 Butternut Ridge Rd.
North Olmsted, OH 44070
2161777-4025 after 6 p.m. Eastern
Newsletter: Irregular;
Manual on maintenance for members
Dues: $10 initiation and as required yearly
International 195 Clnb
Dwight M. Ewing, President
P. O. Box 737
Merced, CA 95344
2091722-6283
FAX 2091722-5124
Newsletter: Quarterly
Dues: $25 per year U.S.
Corben Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
Culver Clnb
Larry Low, Chairman
60 Skywood Way
Woodside, CA 94062
415/851-0204
Newsletter: None
Dues: None
Culver PQ-14 Assoc.
Ted Heineman, Editor
29621 Kensington Drive
Laguna Niguel, CA 92677
714/831-0713
Newsletter: Annual
Dues: Donation
Dart Club (Culver)
Lloyd Washburn
2656 E. Sand Rd.
PI. Clinton, OH 43452-2741
Newsletter
Dues: None
Robin's Nest
(Curtiss Robin enthusiasts)
Jim Haynes, Editor
21 Sunset Lane
Bushnell, IL 61422
deHavilland Moth Clnb
Gerry Schwam, Chairman
1021 Serpentine Lane
26 NOVEMBER 1994
Wyncote, PA 19095
215/635-7000 or 886-8283
Newsletter: Quarterly
Dues: $12 US and Canada,
$15 Overseas
de Havilland Moth Club of Canada
R. deHaviliand Ted Leonard,
FounderlDirector
305 Old Homestead Road
Keswick, Ontario, Canada L4P 1E6
416/476-4225
Newsletter: Periodically
Dues: $20 annually
Ercoupe Owners Club
Skip Carden, Executive Director
P. O. Box 15388
Durham, NC 27704
919/471-9492
Newsletter: Monthly
Dues: $20 per year
Fairchild Club
John W. Berendt, President
7645 Echo Point Road
Cannon Falls, MN 55009
507/263-2414
Newsletter: Quarterly
Dues: $10 per year
Fairchild Fan Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
Fleet Clnb
George G. Gregory, President
4880 Duguid Road
Manlius, NY 13104
315/682-6380
Newsletter: Approx. 2-3 per year
Dues: Contributions
Funk Aircraft Owners Association
Ruth Ebey, Editor
933 Dennstedt PI.
El Cajon, CA 92020
619/466-1461
Newsletter: 10 per year
Dues: $12
Great Lakes Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
The American Yankee Association
Stew Wilson
3232 Western Drive
Cameron Park, CA 95682
916/676-4292
Newsletter
Dues: $32 per year U.S. , $30 Foreign
Hatz Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
American Hatz Association
Lorin Wilkinson, President
16225143rd Ave. SE
Yelm, WA 98597-9169
Newsletter: Quarterly
Dues: $10 U.S., Canada, $15 Foreign
Heath Parasol Club
William Schlapman
6431 Paulson Road
Winneconne, WI 54986
414/582-4454
Newsletter
Dues: Postage Donation
International Helio Association
Steve Ruby, President
303 W. Lincoln
Oshkosh, WI 54901-4340
414/426-9537
Newsletter: Monthly
Dues: $30
Howard Club
Bruce Dickenson, President
P.O. Box 191
Santa Paula, CA 93060
805/525-5893
Newsletter: Quarterly
Dues: $15 per year
The Interstate Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
Lake Amphibian Flyers Club
Bill Goddard, Editor
815 N. Lake Reedy Blvd.
Frostproof, FL 33843-9659
Newsletter: Bi-monthly
Dues: $40 per year
($70 first year, includes 300 page book)
Add $10 for overseas mail
Continental Lnscombe Association
Loren Bump, Fearless Leader
705 Riggs
Emmett, ID 83617
208/365-7780
Newsletter: Bimonthly (6 per year)
Dues: $10 U.S.and Canada
($12.50 Canadian Funds), $15 Foreign
Luscombe Association
John Bergeson, Chairman
6438 W. Millbrook Road
Remus, MI 49340
5171561-2392
Newsletter: 6 per year
Dues: $15 per year U.S., $20 Canada,
$25 Foreign
Meyers Aircraft Owners Association
William E. Gaffney, Secretary
26 RI.17K
Newburgh, NY 12550
914/565-8005
Newsletter: 5-6 per year
Dues: Postage Fund Donation
Monocoupe Club
Bob Coolbaugh, Editor
6154 River Forest Drive
Manassas, A V 22111
703/590-2375
Newsletter: Monthly
Dues: $15 per year
Mooney Aircraft Pilots Assn.
Mark Harris
314 Stardust Drive
San Antonio, TX 78228
512/434-5959
Newsletter
Dues: $30 per year
American Navion Society
Hugh Smith, President, Board Chairman
P. O. Box 1810
Lodi, CA 95241-1810
209/339-4213
Magazine: Monthly
Dues: $50 for initial membership, then $30
per year
Buckeye Pietenpol Association
Grant MacLaren
3 Shari Drive
St. Louis, MO 63122-3335
Newsletter: Quarterly
Dues: $8.50 per year U.S., $10.00 Canada &
Mexico, $14.00 all other countries
International Pietenpol Association
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, lA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
Short Wing Piper Club, Inc.
Eleanor and Bob Mills, Editors
220 Main
Halstead, KS 67056
316/835-3307 (H); 835-2235 (W)
Magazine: Bimonthly
Dues: $27 per year
Piper Owner Society
P.O. Box 337
lola, WI 54945
715/445-5000 or 800/331-0038
FAX: 715/445-4053
Magazine: Monthly
Dues: $36.00 year
Cherokee Pilots Assoc.
P.O. Box 7927
Tampa, FL 33673
813/935-7492
800/292-6003
FAX 813/238-5889
Magazine: 11 issues per year
Dues: $28.00 (US)
$30.00 Canada and Mexico $40.00 Foreign
International Comanche Society
P. O. Box 400
Grant, NE 69140
308/352-4275
Newsletter: Monthly
Dues: $34 per year
Cub Club
John Bergeson, Chairman
6438 W. Millbrook Rd.
Remus, MI 49340
5171561-2393
Newsletter: 6 per year
Dues: $15 per year U.S., $20 Canada,
$25 Foreign
L-4 Grasshopper Wing
Publisher: John Bergeson, Cub Club
6438 W. Millbrook Rd.
Remus, MI 49340
517/561-2393
Newsletter: 6 per year
Dues: $10 per year U.S., $15
Canada/US Funds, $20 Foreign
Note: Must also be a Cub Club member
Super Cub Pilots Association
Jim Richmond, FounderlDirector
P. O. Box 9823
Yakima, W A 98909
509/248-9491
Newsletter: 10 per year
Dues: $25 per year U.S. , $35 Canada,
$40 Foreign
Porterfield Airplane Club
Chuck Lebrecht
1019 Hickory Road
Ocala, FL 32672
904/687 -4859
Newsletter: Quarterly
Dues: $5 per year
Rearwin Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
National Ryan Club
Bill Hodges, Editor and Historian
19 Stoneybrook Ln.
Searcy, AR 72143
5011268-2620
Newsletter: Quarterly
Dues: $20 per year $25 overseas Airmail and
Canada
Seabee Club International
Captain Richard W. Sanders, President
6761 NW 32nd Av.
Ft. Lauderdale, FL 33309-1221
305/979-5470
Newsletter: Quarterly
(plus phone consultation),
membership directory
Dues: $20 U.S.; $22 Canada,
$25 Foreign
The Stampe Collector
Don and Bonnie Peterson, Editors
1341 Chestnut Ridge Rd.
Apalachbn, NY 13732
Newsletter: 4 per year
Dues: $40 per year, $45 U.S. overseas
Stearman Restorers Association
Brian F. Riggs, President
P.O. Box 10663
Rockville, MD 20849-0663
Newsletter: 4 per year
Dues: $25 per year
National Stinson Club
c/o Jonesy Paul
14418 Skinner Road
Cypress, TX 77429
Newsletter: Quarterly
Dues: $7.50 per year
National Stinson Club (108 Section)
Bill and Debbie Snavley
115 Heinley Road
Lake Placid, FL 33852
813/465-6101
Quarterly magazine:
Stinson Plane Talk
Dues: $25 US, $30 Canada and Foreign
Southwest Stinson Club
Jerre Scott, President
812 Shady Glen
Martinez, CA 94553
415/228-4176
Newsletter: SWSC Newsletter
(10 per year)
Dues: $10 per year
1-26 Association (Schweizer)
c/o Mike Havener, SecI rreas.
29730 St. Andrews Ct.
Murrieta, CA 92362
909/677-0753
Newsletter: 9 per year
(plus a directory)
Dues: $15 per year
(Soaring Society of America
membership required
for voting privileges)
Swift Association, International
Charlie Nelson
P. O. Box 644
Athens, TN 37303
6151745-9547
Newsletter: Monthly
Dues: $25 per year
Taylorcraft Owner's Club
Bruce Bixler II, President
12809 Greenbower, N.E.
Alliance, OH 44601
216/823-9748
Newsletter: Quarterly
Dues: $10 per year
Travel Air Restorers Association
Jerry Impellezzeri , President
4925 Wilma Way
San Jose, CA 95124
408/356-3407
Newsletter: 4 per year
Dues: $15 per year US and Canada
Travel Air Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $12 per year
Travel Air Div. of
Staggerwing Museum
Dub Yarbrough
P. O. Box 550
Tullahoma, TN 37388
615/455-1974
Newsletter: 4-5 per year
Dues: $25 per year
American Waco Club
c/o Jerry Brown, Treasurer
3546 Newhouse Place
Greenwood, IN 46143
Phil Coulson, President
616/624-6490
Newsletter: Bi-monthly
Dues: $25 pe; year, $30 Foreign
International Waco Association
P.O. Box 665
Destin, FL 32540
904/654-4138
Quarterly magazine
Dues: $25.00 per year
National Waco Club
Ray Brandly, President
700 Hill Avenue
Hamilton, OH 45015
513/868-0084
Newsletter: Bimonthly
Dues: $8 per year
MULTIPLE AIRCRAFf
ORGANIZATIONS
Artic Newsletter
David Neumeister
5630 S. Washington
Lansing, MI 48911-4999
517/882-8433
Quarterly Newsletters for AA1, AA5,
Arrow, Baron , 310-320, 336-337, Malibu,
Musketeer, Norseman, Skipper, Tomahawk,
Varga, Maule
Dues: $10 per year per type
except Maule which is $20 for 12 issues
World Beechcraft Society
Alden C. Barrios
1436 Muirlands Drive
La Jolla, CA 92037
619/459-5901
Magazine
Dues: $20 per year
National Biplane Association
Charles W. Harris, Board Chairman
Betsey Kersey, Admin. Coordinator
Hangar 5, 4-J Aviation
Jones-Riverside Airport
Tulsa, OK 74132
918/299-2532
Dues: $25 Individual; $40 Family,U.S.;
add $10 for Foreign
North American Trainer Association
(T-6, T-28, NA64, NA50)
Kathy and Stoney Stonich
25801 NE Hinness Road
Brush Prairie, W A 98606
206/256-0066
FAX 206/896-5398
Newsletter: Quarterly,
Texans & Trojans
Dues: $40 U.S. and Canada,$50 Foreign
The First Warplanes
Joe Gertler, Exec. Director
P.O. Box 366
Guntersville, AL 35976
205/582-4309
Magazine: Quarterly
Dues: $30 ($40 overseas)
Replica Fighters Association
Jim Felbinger, President
2409 Cosmic Drive
Joliet, IL 60435
815/436-6948
28 NOVEMBER 1994
Newsletter: Bimonthly
Dues: $20 per year
World War I Aeroplanes, Inc.
Leonard E. Opdycke
DirectorlPublisher
15 Crescent Road
Poughkeepsie, NY 12601
914/473-3679
Journals (4 times annually):
WW I Aero (1900-1919);
Skyways (1920-1940)
Dues: Minimum - $25 each per year;
$25 Foreign for WW I Aero
ORGANIZATIONS
Society of Air Racing Historians
Herman Schaub Sec.lTreas.
168 Marian Ln.
Berea, OH 44017
216/234-2301
Newsletter: Bimonthly
Golden Pylons
Dues: $10 U.S., $12 Other
American Aviation Historical Society
Harry Gann, President
2333 Oits Street
Santa Ana, CA 92704
714/549-4818 (Tuesday, 7:00-9:00 PM local)
Newsletter: Quarterly and Journal
Dues: $25
Flying Farmers, International
T. W. Anderson, Executive Director
2120 Airport Road
P. O. Box 9124
Wichita, KS 67277
316/943-4234
Newsletter: 10 issues per year
Dues: $40 per year U.S. Funds,
plus Chapter dues
Don Luscombe Aviation History Found.
P.O. Box 63581
Phoenix, AZ 85082-3581
International Liaison Pilot and
Aircraft Association (ILPA)
16518 Ledgestone
San Antonio, TX 78232
Bill Stratton, Editor
512/490-ILPA (4572)
Newsletter: Liaison Spoken Here"
Dues: $27 per year US and Canada,
$30 per year Foreign
Minnesota Seaplane Pilots Association
Steve Carpenter
8250 Stevens A venue, S.
Bloomington, MN 55420
612/888-8430
Newsletter: 3-4 per year
Dues: $15 per year ($25-2 yrs.)
National Air Racing Group
Gerald L. Williams, President
P. O. Box 423
Shasta, CA 96087
916/241-2130
Newsletter : Professional Air Racing
(lO/year)
Dues: $10 per year, domestic
National Championship Air Races
Susan Audrain, Marketing Director
P. O. Box 1429
Reno, NV 89505
702/972-6663
Naval Aircraft Restorers Association
Gerald Miller
3320 Northridge Drive
Grand Junction, CO 81506
303/245-7899
Newsletter
Dues: $12 per year
The 99s, Inc.
International Women Pilots
Loretta Jean Gragg, Exec. Director
Will Rogers Airport
P. O. Box 59965
Oklahoma City, OK 73159
405/685-7969
Newsletter: MonthlylThe 99 News
Dues: $40 annually
OX-5 Aviation Pioneers
Robert F. Lang
P. O. Box 201299
Austin, TX 78720
512/331-6239
Newsletter: 6 per year
Dues: $10 per year
Seaplane Pilots Association
Robert A. Richardson, Exec. Director
421 Aviation Way
Frederick, MD 21701
301/695-2083
Newsletter: Water Flying (Quarterly);
1991 Water Landing Directory
$14 - Members/
$30 non-members
plus $2 shipping
Dues: $32 per year
Silver Wings Fraternity
P. O. Box 44208
Cincinnati, OH 45244
513/321-5822
Newsletter: Monthly
Slipstream Tabloid
Dues: $15 per year
Open to those who soloed
at least 25 yrs. ago.
Spartan School of Aeronautics
Alumni Association
Vern Foltz, Alumni Relations
8820 E. Pine Street
Tulsa, OK 74115
918/836-6886
Newsletter: Quarterly
Dues: $10 annually
Vintage Sailplane Association
Jan Scott, Secretary
Rt. 1, Box 239
Lovettsville, V A 22080
703/822-5504
Newsletter: Quarterly
Dues: $10 per year
Waco Historical Society, Inc.
R. E. Hoefflin, Treasurer
1013 Westgate Road
Troy, OH 45373
513/335-2621
Newsletter: 4 per year
Dues: $6 per year, 9/1-8/31 ...
NewMembers
Michael K. Agin Zansville, OH
F. Alegret Barcelona, Spain
C. Gordon Amundson Wayzata, MN
Greg Armour
Avonmore, Ontario, Canada
Randall Ball Beverly, OH
Adelbert A. Balunek Avon,OH
Richard B. Barlow Stockbridge, GA
Paul Beaird Miami , FL
Clement J. Beamchemin
Farmington, CT
James Bleakney Torrington, CT
Hans F. Bohner Plymouth, MN
Paul Bradley Fulshear, TX
Gregory Brown Summerset, NJ
Richard L. Bryan Sacramento, CA
John M. Bullington St. Cloud, FL
Jeff Bush Tulsa, OK
Morton Caplan Cro Valley, AZ
Daniel F. Carey Jenks, OK
Michael A. Cheshire
Berrien Springs, MI
Richard J. Clifford Sabattus, ME
Wesley Coble Bartlett, TN
Gene L. Conrad Aloha, OR
Camille M. Cyr Brunswick, ME
Chris Davey
Hertford, Herts, England
Robert P. Davison
Chevy Chase, MD
Alexander J. DeMarzo
Flower Mound, TX
Richard L. Denison New Iberia, LA
Richard D. Durand
Albuquerque, NM
Romona Elyea Albany, WI
Ervin A. Emery, Jr.
Fort Lauderdale, FL
Matthew P. Fairy Norwalk, CT
Ray Fehr Roy, UT
Pedro Figueredo Santa Ana, CA
Henry L Fisher Jr Morrisville, NC
David W. Flint Henderson, NV
Richard Flora Wilkesboro, NC
Anna Flory Hartford, MI
D. H. Folkman Fraser, MI
Ronald C. Fortner Azusa, CA
Zorzi Franco Caorle Ve, Italy
Jerry W. Frank Charlotte, NC
Vance Franks Aurora, CO
Bruce C. Friesen
Fort McMurray, Alberta, Canada
Fred Gaca Antioch, IL
Garrett Aviation SVC
Los Angeles, CA
Greg Gilbert Beaverton, OR
Gerald W. Griggs Goddard, KS
Eric S. Hazen Allston, MA
Martin Heisler Summerside,
Prince Edward Island, Canada
Melvin Herink Traer, IA
John C. Hicks Delavan, WI
Ronald A. Hicks Duncanville, TX
Gregory M. Hiett Jonesboro, GA
John W. Hogan Stony Brook, NY
George S. Holloway Sumter, SC
Jeffrey G. Hughes Utica, KY
David E. Ingalls Kingston, NH
Rico Jaeger Wausau, WI
Peter Jago San Diego, CA
Earle R. Jensen Monroe, MI
Harold S. Johnston Arnold, PA
Ronald H. Jordi Friendship, WI
Guy Kendell
Dylan Point, Queensland, Austrailia
Michael D. Kilgore Austin, TX
Robert Knutson Fort Dodge, IA
R. O. Lassalle III New Iberia, LA
Robert Lock Limonges, France
Ed Logue Cary, NC
Wayne J. Long Pottstown, PA
Jose Lopezdelpuerto Xalapa, Mexico
Jeffery C. Lorimor Boone, IA
Charles W. Loring Wheeeling, WV
Robert Makofski Columbia, MD
James E. McDonald Trophy Club, TX
Harvey McQuiggan Eldorado, OK
Merton A. Meade Leesburg, V A
Kenneth H. Mitchell Oroville, W A
Larry Mitchler
Rancho Palos Verde, CA
Arthur D. Moen Grafton, VA
Thomas A. Mottinger Elizabeth, CO
John B. Norton Alexandria, VA
John E. O'Malley Glen Head, NY
Randy Oder Oglathorp, GA
R. S. Padgham Fort Worth, TX
Gary R. Pickering Frankfort, IN
Cezar Paes Pulschen
Sao Paulo, Brazil
RAP Air Incorp Kansasville, WI
Robert L. Reed Green Valley, IL
Andrew Reid Thousand Oaks, CA
Bradley C. Renner New Hartford, IA
Harold Rhoads Orlando, FL
Howard L. Richardson Atlanta, GA
Robert C. Robbins Las Vegas, NV
Dennis R. Roberts Susanville, CA
Lori L. Robishaw New York, NY
Phillip W. Rocco Sandy, UT
William D. Rogers Fairbanks, AK
Ernest Ross Foster, RI
Robert H. Rusher Glenview,IL
Clyde A. Sailors Alpine, TX
Alan Sauvion
Toronto, Ontario, Canada
Lee W. Schaller Sonoma, CA
James V. Sickmeyer
Campbell Hill, IL
Danielle L. Smith Bayside, WI
Marjorie M. Smith Taneytown, MD
William K. Stacy Buffalo, IA
Richard Starr Thetford Center, VT
Larry R. Stout Ormond Beach, FL
Duane Stranahan III Bozeman, MT
Robert C. Swenson Alexandria, MN
Norman Taylor Mullumbimby,
New South Wales, Australia
Patrick Bryan Tipton New York, NY
Christopher Toro Flushing, NY
John M. Van Lieshout
Toronto, Ontario, Canada
Michael H. Volckmann Phoenix, AZ
Terry Wahrer Cripple Creek, CO
Mike Waldorff Victoria, TX
William C. Walthour Portland, OR
Douglas J. Waterman
Eden Prairie, MN
Richard C. Wearth Wichita Falls, TX
Richard Weiner Charlotte, NC
Freeman Henry Welch
Chatfield, MN
Edward L. Wilkinson Wurtsboro, NY
William E. Wilks Winona, MS
Daniel Wood Pflugerville, TX
Daniel C. Wroe Harwood, MD
John Zale Wantagh, NY
VINTAGE AIRPLANE 29
3Uperword,$5.00minimumcharga.Sendyouradto
TheVintageTrader,EAAAvlaUonCenter,P.O. Box3086,Oshkosh,WI54903-3086.
Paymentmustaccompanyad.VISAIMasterCardaccepted.
If you like WWI aircraft,
you'll LOVE this offer.
Makes agreat gift.
Send $30.00 (U.S.and Canada; $40.00 foreign)
foryourmembershipand quarterly magazine,
orcontactus formoreinformation:
THE FIRSTWARPLANES
P.O. Box366, Dept. V
Guntersville,AL35976
(205)582-4309
MISCELLANEOUS:
SUPERCUBPA-18FUSELAGES- Newmanufacture,STC-PMA-
d, 4130 chrome-moly tubing throughout, also complete fuselage
repair.ROCKYMOUNTAINAIRFRAMEINC.(J. E.Soares,Pres.),
7093 Dry Creek Rd., Belgrade, Montana 59714. 406-388-6069.
FAX406/388-0170. Repairstation No.QK5R148N.
(NEW) This &That About the Ercoupe, $14.00. Fly-AboutAdven-
tures &the Ercoupe,$17.95. Bothbooks, $25.00. Fly-About, P.O.
Box51144, Denton,Texas76206. (ufn)
C-26 Champion SparkPlugs - orginal brass tip plugs foryour
Champ, Cub, Taylorcraft, Stearman, etc. Military reconditioned,
$5.75to$9.75.404/478-2310.(c-11/94)
SitkaSpruceLumber- Oshkosh Home Bldg. Ctr, Inc. 414/235-
0990.Oshkosh,Wisconsin.(c-6/95)
OldRhinebeckAerodrome- Cole PalenMemorial- Foundation
introductionandmissingmanformationflight- VHSformat,41 min.
Anindeliblemomentintime.$20.00plus$3.50shipping&handling.
Check or Money order to: Airborne Adventures Inc., 6229
PoolsbrookRoad, Kirkville, NY13082.(12-4)
WheelPants- Themostaccuratereplicawheelpantsforantique
and classics available on the market today. 100% satisfaction
guaranteed. Available in primer gray gelcoat. Harbor Ultra-Lite
Products Co., 1326 Batey Place, HarborCity, CA 90720, phone
310/326-5609orFAX310/530-2124.(ufn)
VIDEOS - TAILDRAGGERSAND FARMSTRIPS. PiperJ-3and
J-5CUBdisplaytailwheelflyingandshortfield landingtechniques.
$19.95. A TIGER'S TALE. Fascinating story of the Tiger Moth
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Management and
u.s.c. 36851
\ 8 PV91lCilTiON NO 7
VI NTAGE AIRPLANE . ______ iiO]YFr9' .) 10/1/9'
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EAA Av iation Center, P.O. Box 3086, Os hkosh, WI 5 4903 - 3086
EAA Aviation Center , P.O. Box 3086, Os hkosh, WI 54 90] - 3086
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Thomc'lls P. Poberezny
EM Avi.,tion Center, P.O. Box 3086. Oshkosh. WI 54903- 3086
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Henry G . f'r.,ut schy
3086 ___
Golda: G. Cox
EM Avi.,tion Center, P . O. Box 3086, Os h kosh, WI 54903 - 3086
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biplanefeaturingChristopherReeveflyingwiththeexclusive"Tiger"
Clubin England.$19.95.THE GEE BEEAIRPLANES.Documen-
taryof rare film interviewsofthe Granville brothers, Bob Halland
PeteMiller.ExtraordinaryfootageofLowellBaylescrashandJimmy
Doolittle winning the Thompson Trophy. $24.95. WATSONVILLE
FLV-IN. Outstanding antique and classic video featuring Stear-
mans, Wacos, Stinsons, Ryans and manymore beautiful aircraft.
$29.95.Orderany3videosandreceivea10%discountplusour90
min.previewtapeFREE!$4.75S&Hforonetape,$1 foreachadd'i
tape. Call 800-700-0747. Mail: VC Marketing.40 Kitty HawkEast,
Richmond,TX77469.(TX.Res. add7-114% tax.) (c-12194)
WACO OWNERS - Tighten up that loose tail wheel with new
bronzetailpostbushings- WACOPart#8101 - setof2postpaid
$65. Alsoavailable engine mountbushingsfor pre-1937WACO's
- Part#12611 -setof16.Postpaid$115.Alsointerestedinbuying
ortradingWACOparts.JonAldrich.AirportBox-9,BigOakflat,CA
95305.phone209/962-6121. (11-2)
CURTISSJENNYMEMORABILIA- Youcan nowownmemora-
biliafrom thefamous"JENNY"which hasstarredinTREASURES
FROM THE PAST, as well as the EAAvideos, YOUNG EAGLES
and IT'SGOTTABE AJENNY.We haveposters, postcard, pins,
T-shirts, airmail cachets, etc. We also have RIC documentation
exclusive to this historic aircraft. Sales of these items support
operating expenses to keep this "JENNY" flying for the aviation
public.Weappreciateyourhelp.SASEforyourfreepricelist.Ken
Hyde,7099GlennCurtissLane,Warrenton,VA22186. (12-2)
GEE BEE Racers - Model plans used for Benjamin's R-2. Ten
airplanes, 1/3-1124 scale. Shirts, etc.! Plans Catalog/News $4.00
refundable. Vern Clements, 308 Palo Alto, Caldwell, 10 83605.
208/459-7608.(1-3)
Rare PropellerHub-10spline, 2-3/8 inch 10, 3-1/2-inch00.8
hole,6-5/8inchdia.boltpattern.6-inchprop.708/985-9074. (2-4)
WANTED:
Wanted - PHY-LAX fire extinguisher and/or information, parts,
literature, on the PHY-LAX automatic fire extinguishersystem for
airplanes, circa 1929. Needed for Command-Aire restoration pro-
ject.TomBrown8716CTP,Unity,WI54488,phone715/223-4444.
(12-2)
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstal/ation.
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Cushionupholsterysets
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Headliners
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Seatslings
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Fabric Selection Guide showing actual sample colors and
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Ward off the first signs of winter in Antique/Classic style with this cotton-poplin drop
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adefinite cool weatherfavorite.(M-XXL) ......................... .. ................ .......$48.95'
ComplimentyourAlC jacketwiththisfull CorduroyHat. Adjustablenavyhatisem-
broideredwithalargeAntique/Classiclogo. Onesizefitsall......................... $10.00
Showoffyourfavoritevintageairplanesin this
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(M-XL) . .;......................................$29.95'
Antique/Classicpatchesandpins.
LargePatch...............................$2.70
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Decal(insideorout).................. $ .60'
TieTack.....................................$2.50
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tique/ClassicEpauletshirtfromVan Heusen
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TO ORDERCALL
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. plusshipping. Call forprices Wisconsin residentsadd5
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