EDITORIALSTAFF

Publisher
Tom Poberezny
April1994 Vol.22,No.4
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
SaraHansen
OliviaL. Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie.Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSIC DIVISION,INC,
OFFICERS
President VicePresident
Espie' Butch'Joyce ArthurMorgan
604HighwayS!. 3744 North51stBlvd.
Madison,NC27025 Milwaukee.WI 53216
919/4270216 414/4423631
Secretary Treasurer
SteveNesse E.E.' Buck'Hilbert
2009HighlandAve. P.O.Box424
AlbertLeo.MN56007 Union,IL60180
507/ 3731674 815/9234591
DIRECTORS
JohnBerend! Rober!C.' Bob'Brouer
7645EchoPointRd. 9345S.Hoyne
CannonFalls.MN55009
IL 60620
507/ 2632414 312/ 792105
GeneChase JohnS.Copelond
2159CarltonRd. 283Williomsbur8Ct.
Oshkosh.WI 54904 Shrewsbury.MA 1545
414/2315002 506/ 8427867
PhilCoulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLone
Lawton.MI49065 Hortford,WI 53027
616/624-6490 414/6735885
CharlesHanris SIanGomoll
7215East46thSt . 104290thLone.NE
Tulsa.OK 74145 Minneopolis.MN55434
918/6228400 612/7841172
DoleA.Gustafson JeonnieHill
7724ShadyHillDr. P.O.Box328
Indianapolis.IN 46278 HOlVard,IL6CIJ33
317/2934430 815/9437205
Rober!liCkteig Rober!D.' Bob' Lumley
1708BayOoks r. 1265South 124thSt .
AlbertLeo.MN56007 Brookfeld.WI 53005
507/3732922 414/7822633
GeneMonris GeorgeYork
115CSteveCourt.R.R.2 181 SlobodaAv.
Roanoke.TJ( 76262 Monsfield.OH 44906
817/4919110 419/5294378
S.H.'Wes- Schmid
2359LefeberAvenue
Wauwatosa.WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Wrltman
7200S.E. 85thLane
Ocala.FL32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
5500keyAv. 640AlamoDr.
Lowrenceburg.IN47025 Vacaville.CA95688
812/5379354 707/45H)411
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Madison.WI 53717 NewHaven.IN46774
608/8331291 219/4934724
CONTENTS
1 Straight& Levell
Espie"Butch"Joyce
2 ACNews/
CompiledbyH.G.Frautschy
4 FromTheEAAArchives/
H.G.Frautschy
6 Aeromail
7 WhatOurMembersareRestoring/
NormPetersen
9 JudgingGuidelines/
H.G.Frautschy
13 FourGenerations/NormPetersen
17 A NewPitch-
KellyMason'sTravelAir/
H.G.FrautschyandKelly Mason
21 A PieceOfCakeIWallacePeterson
24 PassittoBuckl
E.E."Buck"Hilbert
26 MysteryPlane/GeorgeHardie
28 WelcomeNewMembers
29 AlCCalendar
30 VintageTrader
Page4
Page 13
Page 17
FRONT COVER...HaleAndrewscruisesonhiswayhomeinhis
RyanNavionSuper260.anairplanethathasbeenin hisfamily
sinceitwasdeliverednewfrom thefactoryin San Diego.CA.
EAA photo by Jim Koepnick. Shot with a Canon EOS-l
equippedwith an 80-200mm lens. 1/250sec. atf8 on Kodak
EktachromeLumiere 100. Cessna210photoplanepilotedby
BruceMoore.
BACKCOVER...ThestunningTravelAirB4000restoredbyKelly
Mason ofArlington. Washingt on makes a beautiful still life in
thisphotobyBill LoufCustomPhotographyofEverett.WA.
Copyright 1994 bytheEMAntique/ClassicDivision Inc.Allrightsreserved.
VINTAGEAIRPlANE OSSN 00916943) is published and owned exclusively by the EAA Antique/Classic Division. Inc.of the Experimental
Ain;raftAssociation and ispublished monthlyat EAAAviationCenter, 3000 Poberezny Rd. P.O. Box 3086,Oshkosh,WISConsin 549033086.
Second Class Postage paid at Oshkosh,Wisconsin 54901 and at additional mailing offices.The mernbelShip rate for EAA Antique/Classic
Division, Inc.is$20.00forcurrentEAAmernbelSfor12monthperiodofwhich$12.00isforthepublicationofVINTAGEAIRPLANE. MembelShip
isopentoallwhoareinterestedinaviation.
POSTMASTBI: Send address changes to EAAAntique/Classic Division, Inc.,P.O. Box 3086, Oshkosh,WI 549033086.FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPlANEtoforeignandAPOaddressesviasulfacemail.
ADVERTlSING - Antique/Classic Division doesnotguaranteeor endorne any productoffered through the advertising. We inviteconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIALPOUCY:Readersareencouragedto storiesand photographs. Policyopinionsexpressed inarticlesare solelythoseofthe
authors. foraccuracyinreportingrestsentirely thecontributor. Norenumerationismade.
Malerialshouldbesentto: VINTAGEAIRPlANE,P.O. Box3086,Oshkosh,WI549033086. Phone414/4264800.
The words EAA, ULTRALIGHT,FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA. EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/ClASSIC DMSlON.INTERNATIONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks.THE EAASKYSHOPPEand logosoftheEAAAVIATION FOUNDATION andEAAULTRALIGHTCONVENTION aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
STRAIGHT&LEVEL
byEspie"Butch"Joyce
Many of you will be reading this ar-
ticle while at EAA Sun 'n Fun at
Lakeland, Florida is underway. I gen-
erally come away from this fly-in with
a mild Florida sunburn and a very re-
laxed mental attitude. Antique/Clas-
sic Chapter 1, located in Florida, has
been the host at the Antique/Classic
area for years. I feel this outstanding
effort by Chapter 1 shows that leader-
ship is available on the local level. My
hat is certainly off to these individuals
who have the leadership ability and
will devote the time necessary to keep
these local activities going. I also do
not want anyone to forget the impor-
tance of our grass roots volunteers.
Without these people our activities
would not be able to function.
You' ll find A/C Chapter l's ongo-
ing work all over the relocated A/C
headquarters. If by chance you hap-
pened to miss last year's event, you'll
see the new A/C area on the east end
of the showplane parking.
If you've received this copy at Sun
'n Fun after you signed up to join the
Division, welcome aboard! We hope
you enjoy your time while at Sun ' n
Fun, and please feel free to take an
active part in your organization. Step
up and volunteer a few moments of
your time at EAA OSHKOSH, Sun ' n
Fun or your local fly-in. Also, if you
have done something recently that
you think mi ght be of interest to your
fellow members, feel free to submit it
to VINTAGE AIRPLANE. We're
always on the lookout for a good tech-
nical article, and we'd love to see what
you've been able to come up with.
On another not e we have had a
member write to us concerning Con-
temporary class aircraft. His letter is
published in the mail section, along
with H.G. 's response, which he coor-
dinated with a number EAA Head-
quarters and A/C Board members. I'd
also like to respond to this letter. As
long as we can keep our communica-
tion between Officers, Headquarters
and membership, we can only grow
stronger.
Dear Ken,
I can understand your love of our
great antiques and we will continue to
promote this aircraft to the member-
ship in the future.
I would also like to relate a personal
story for thought. Between the time
that I was 12 to 15 years old, I was tak-
ing flying lessons in a Piper J-5. As I
was turning 16 years old in 1956, my
father bought a brand new TriPacer,
N7006B manufactured in 1956.
I soloed this airplane, which we
nicknamed "Windy. " I got my Private
license in that airplane and then went
on to obtain my commercial in
"Windy." Later, I obtained my Instru-
ment rating using the coffee grinder
VHT-3 and the low frequency A & N
stations. In the years that followed, I
flew this airplane some 1,000 hours.
With its looks and old radios, this Tri-
Pacer certainly would not be consid-
ered a sleek modern airplane - does it
strike you as one?
I suppose that I cannot help but
have a soft spot in my heart for Con-
temporary aircraft as well as the an-
tiques and classics. Thanks for your
input.
- Butch Joyce
I feel strongly that we as aviation
enthusiasts need to help preserve all
of aviation. By working toward this
goal, we a lso help preserve the one
area that we each have a special inter-
est in.
Please ask a friend to join your An-
tique/Classic Division of the EAA.
Let's all pull in the same direction for
the good of aviation. Remember, we
are better together. Join us and have
it all. *'
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VINTAGE AIRPLANE 1
(3I'WJ compiledby H.G.Frautschy
GENERALAVIATION
PRODUCTLlABILlTYREFORM
Justas thisissueofVintage Airplaneis
goingtotheprinter,we learnedthatthe
U.S. SenatehadjustpassedtheGeneral
Aviation RevitalizationAct(S.l458) . Af-
teradecadeofbattlingwith specialinter-
estgroupswhobenefitfrom theridiculous
andoutrageousmonetaryjuryawardsthat
have helpeddrivethecostsofaviationto
exorbitantlevels,SenatorNancy Kasse-
baum'stirelesseffortspaidoffin a91 to8
victoryon theflooroftheSenate.
DuringthepasttenyearsSen.Ernest
HollingsofSouth Carolina,the Com-
merceCommitteeChairman,has always
blockedmovementofthispieceoflegisla-
tion outofhis committee. SenatorKasse-
baum' sappendingofS.1458to the FAA
fundingauthorizationbill forced itonto
theSenatefloorforfull debate.
Thosevotingagainst therevitalization
ofGeneralAviationbyvotingagainst this
bill were: Sen.Joseph Biden (DE),Sen.
Bill Bradley(NJ),Sen. Howell Heflin
(AL),Sen. RichardShelby(AL) ,Sen.
PaulSimon(IL) ,Sen. ArlenSpecter(PA),
Sen.PaulWellstone(MN)andSen.Harris
Wofford(PA).
SenatorDavidBorenofOklahomadid
notvote.
If yoursenatorwas notlistedabove,
you haveoneofthegoodguyson your
sideon thisissue. You may want todrop
himorheranoteofthanks.
Theactitselfwasamendedtomovethe
StatuteofRepose to 18years,withex-
emptionsformedicalemergencyflights,
clearcasesoffraud by the manufacturer
andcasesinvolvingpersonsontheground
whoareinjuredas a resultofan aircraft
accident.
Thenextstepfor the Actis a votein
the U.S. HouseofRepresentatives,ex-
pectedsometimeaftertheEasterrecess.
A recentlyadoptedpieceoflegislation,
championedby RepresentativeJamesIn-
hofe,is expected tobeusedtoforce a full
Housevoteonthemeasure. Knownas a
"dischargepetition," it permitsthereJease
ofa pieceoflegislation from acommittee
overthe objectionsofthecommittee.
(Thecommitteein question hereis Repre-
sentativeJack Brooks'(TX)Committee
ontheJudiciary,ofwhichheis chairman.)
Sucha petitionwasexpectedtobe filed
on March 23 by Representatives Dan
Glickman(KS) andJamesHansen(UT).
Whilethisin nowayguaranteesthat
2 APRIL 1994
thebill will bepassed,itcurrentlyhasover
280co-sponsorsin the House. Someof
theco-sponsorsmaybeunwillingtopoliti-
cally"stepon the toes"ofthecommittee
leadership,butit is hopedthattheremain-
ingHousememberswill seethemeritin
this legislation,andhelpputGeneral Avi-
ationin the UnitedStatesbackon the
roadtorecovery.
TheGeneralAviationManufacturers
Association (GAMA) has beenactively
workingfor thepastten yearstoget this
legislation passed. It has implicationsthat
reach farbeyondthe purchaseofentire
airplanes- theskyrocketingcostsofparts
tomaintaintheairplaneswecurrentlyfly
canbelinkeddirectlytoexcessive product
li abi lityclaims. Asgeneralaviation has
begun toshrinkin activit y,so have the
numbersofsuppli ers. Perhapsthis Act
can helpreverse thattrend. Theentirein-
dustryowesa rousingcheerofthanks to
SenatorNancy KassebaumofKansas .
She nevergaveupon thelegislationeven
afteryearsofbeingfoughtontheissueby
someofthemostpowerfulforcesin Wash-
ingtontoday. Evenifsheis notyoursena-
tor,yo u maywish todrophera noteof
thanksaswell.
ContactyourRepresentativeurginghis
supportofthe GeneralAviationProduct
LiabilityBill (H. R.3087)as soon as you
readthis- timecertainlyis oftheessence.
WANTTOOWNAPARTOF
CARMELVALLEYAIRFIELD?
A/CmemberLarsdeJoungehasasked
thatwe putthewordoutconcerningthe
possibleclosingofoneofcentralCalifor-
nia 'sprettiestairports,CarmelValley.
Unlessa corporationof25 pilotscan be
broughttogethertopurchasetheairfield
it maysoon fall to therealestatedevel-
oper'sbulldozer. If you' reinterestedin
becomingoneoftheownersofthis field,
locat ed 12 mil es south- so utheast of
CarmelandPebble Beach,contact Lars
delounge,208Marigold Av., CoronaDel
Mar ,CA92625 orcall himat714/673-
8253. Thefax numberis 714/673-9324.
CONGRATULATIONS
ToEAAHeadquartersstaffmember
Bob Warner,who hasjustbeen named
ExecutiveVice-PresidentofEAA. In his
newposition,Bobhasacceptedresponsi-
bi lityforoverseeingth e operationsof
EAA' s Human Resources,OfficeMan-
ager,and ManagementInformationSer-
vicesdepartments,as well as theoffices
for EAAprogramsincludingChapters/
Insurance,Infor mationServicesandGov-
ernmentAffairs. Aswe'vementionedin
thepast,Bobis an activeAntique/Classic
enthusiastwhoenjoystoolingaboutand
givingYoungEagleRidesin his1947Stin-
son108-3. CongratulationstoBob!
TOTHOSEOFYOUWHOFLY
NEARDENVER..
Due tothe delayin theopeningofthe
new DenverAirport,the FAAhasasked
thatthe following notice bepublished:
SPECIAL NOTICE TO THE USERS OF THE
OCTOBER 14, 1993 EDITIONS OF
DENVER SECTIONAL CHART
DENVER TERMINAL AREA CHART
CHEYENNE SECTION AL CHART
WICHITA SECTIONAL CHART
Theopeningofthe newDenverInter-
nationalAirporthasbeendelayeduntilon
orabout May15,1994. Duetothisdelay,
theOctober14,1993editionsofthecharts
listedabovewill remainineffectuntil the
new DenverInternationalairportis offi-
ciall ycommissioned.
Newsectionaland terminalchartshave
alreadybeenpublishedwithan effective
dateofMarch9,1994. Donotuse these
chartsuntilthenewDenverInternational
airportis commissioned.
Continue touseyourOctober14,1993
editionsofthesechartsuntil thenewDen-
ver Int ernationa l Airport is commis-
sioned. Uponcommissioning,throwaway
thechartsdatedOctober14, 1994andbe-
gin usi ng the newchartsdatedMarch9,
1994.
WELCOMETO...
EarlLawrence,thelatestaddition to
the EAAHeadquartersstaff. Earl has
come to EAAtoassumethe positionof
GovernmentProgramsSpecialist. Heis a
graduate ofNorthropUniversityInstit ute
ofTechnology, with a degree in Aero-
spaceEngineeringTechnology. He re-
centlywasa manufacturingengineerwith
Rocketdyne,coordinatingthemanufac-
turingofenginecomponentsfortheSpace
Shuttleand partsforspacestationFree-
dom. A pilotsi nce 1987,Earlalso has his
A&P,and is currentlybuildinga Lancair
320. Welcome, Earl!
A NEW HEART FOR CARL
Most EAA and AIC members will rec-
ognize the name Carl Schuppel, one of
our ace photographers here on staff at
EAA. Carl has shot dozens of covers of
EAA publications since he started at
EAA in 1983. (Over 100 at last count!) A
congenital heart defect has conspired in
the past few years to force Carl to slow
down a little bit. The defect became seri-
ous enough to require a heart transplant,
which was performed at the Mayo Cli ni c
in Rochester, MN. Carl is doing well, and
as we go to press with this issue, he is ex-
pected to start rehabilitation wit hin the
next few days. Our best wishes to Carl for
a speedy recovery from his surgery. We' ll
keep you posted on his progress, and with
any luck at all , we look forward to seeing
his photographs here in the pages of VIN-
TAGE AIRPLANE again soon.
I
-_._-
Roy Redman, seen here with his friend Howard Krebs of Windom, MN, displayed pho-
tos of the many beautiful antique aircraft he has restored. Roy's Aircraft (507/334-5756)
is acknowledged as one of the country's finest Waco restorers.
MINNESOTA SPORT AVIATION CONFERENCE
As the winter weather begins to break here in the Midwest, one of the events people in
Minnesota and western Wisconsin can look forward to is the Minnesota Sport Aviation
Conference, sponsored by the Minnesota Department of Transportation's Office of Aero-
nautics. Wayne Petersen, one of the office's Aviation Representatives, and chief organizer
of the conference, was kind enough to extend an invitation to visit the conference.
Pilots and mechanics from all facets of sport aviation, from ballooning and ultralights to
warbirds and our favorite, vintage airplanes were on hand both as for um presenters and as
attendees. A display area was also made avai lable to aviation related busi nesses who
wished to highlight their services or products.
After an afternoon that included a nice lunch for the attendees, and more forums, the
keynote speaker was the always entertaining A. Scott Crossfield, one of the most experi-
enced test pilots in aviation history. His talk ranged from stories from his test flying days at
North American Aviation to hi s testimony as a Technical Advi sor and Congressional
staffer to the Committee on Science, Space and Technology. Never at a loss for words,
Scott' s informed and well thought out speech concerning what is right with America these
days was encouraging, and also served to remind us all that Amer-
ica still has the potential to be a leader in the world of aviation, if
we don' t squander our opportunities. Well organized and planned,
the conference has wound up with a problem every event orga-
nizer secretly wishes for - the conference has outgrown the facility
it has been held in during the past few years. Tentatively, a move
to the larger Minneapolis Convention Center is in the works for
the Conference in 1995. If you' ll be in the area, plan on attending!
Here's Darrell Bolduc, of Bolduc
Aviation Specialized Services (6121780-
1185) during his informative talk on en-
gine operation and overhauls during the
morning Antique/Classic forums or-
ganized by AlC Secretary Steve Nesse.
VINTAGE AIRPLANE 3
FROMTHE ARCHIVES...
by Dennis Parks
The EAA and its members are fortunate in that a number of significant photographic collections have been do-
nated to the EAA Aviation Foundation. The photos you see here are part of the Zielger collection. In 1980 Willam
J. Zeigler donated a set of200 glass plate negatives ofpioneer european aviation. The images are mostly ofpre-1914
German aircraft with a smattering of French, English and American aircraft. Included in the collection are some of
the glass plate boxes that the orginally housed the negatives. There is also an invoice dated November 29, 1924 for
seven diapositives (lantern slides). The invoice was written to a Mr. Ursinsus.
Thefollowing are afew examples from the collection. Few of the photos have been identified, but what informa-
tion that is available has been appended. If you recognize any of the aircraft send us a note.
(Above) AVIATIK - Automobile &
Aviatik A.G. Mullhausen, Alsace.
Formed in 1910 by George Chatel
and Germany's most successful pi-
lot of the date, Emil Jeannin, to sell
Farman box-kite type biplanes and
Hariot monoplanes. The Farman
type biplane pictured was used by
the German pilot Faller to set sev-
eral world duration records with
four, five six and seven passengers.
In February 1913 his record with pi-
lot and two passengers was 3 hours
16 minutes. His record with five pas-
sengers set in January 1913 was
one hour.
(Left) AVIATIK Seedoppledecker
4 APRIL 1994
(Above) FOKKER - Johannisthal bei Berlin, Ger-
many. Between 1910 and 1913 Anthony Fokker built
several varients of a basic monplane all know as
"Spins"-Dutch for Spider. The one pictured, the 3rd
1913 varient, was reported in the March 1913 issue
of AERO. It was reported as a "tropics type" with a
70hp Renault engine.
(Above right) JEANNIN Civil Taube bearing a repre-
sentation of the builder's signature. Emil Jeannin,
from France, was building aircraft in Germany when
World War I was declared. He returned to France
ending his aircraft production. Before leaving he
built many Taubes for the Imperial German Air Ser-
vice. Also at least two civilian Taubes were con-
structed.
(Right) ANTOINETTE MONOPLANE - France Leon
Leavauasseur, designer of the Antoinette motor
boats, is credited with designing the first practical
aero engines in Europe. He designed this mono-
plane, the Antoinette IV for Hubert Latham, who
used it for two channel crossing attempts. Earlier
versions of the Antoinettes used flap type ailerons.
This wing warping aircraft, with a 16 cylinder 100hp
engine made the second attempt on July 17th 1909.
AVRO 503 at Brighton England after acceptance trials in June, 1913. In May 1913, the prototype of the first Avro production seaplane
appeared for testing. The new machine based on the successful 500 was fitted with larger wings and a more powerful100hp Gnome en-
gine. After testing the prototype was purchased by Germany. Gotha of Germany produced five of the 503s as the WD 1.
VINTAGE AIRPLANE 5
, ~ I L
RESTORATION CREDIT
Dear Mr. Frautschy,
I am writing to let you know how
honored I am to learn that my set of
work stands was chosen for publica-
tion in the "Hints for Restorers" col-
umn for December 1993. It is very
nice to think that this effort may be of
help to someone else in need of a so-
lution for a problem.
Please express my thanks to the
sponsors of the column for their sup-
port. The prizes are all top notch! I
would also like to thank you for the
additional copy of "Vintage Air-
plane;" it will make a very nice sou-
ventI'.
I must ask that you make one cor-
rection to the text of the article. I am
not the owner of the Waco as men-
tioned in the opening paragraph. This
YKS-6, SIN 4411, N34214, manufac-
tured 3-16-93, originally registered in
Canada as CF-CCQ, is owned by
Aerosafe Inc. of Dublin, Ohio. I was
engaged by Aerosafe to take part in
the restoration and built the stands to
aid in the restoration process. I do
not wish to take any credit away from
the owners of this rare and historic
airplane since its preservation is due
to their interest and commitment to
the project.
"Vintage Airplane" is a first-rate
publication, very enjoyable reading
and always getting better. I'm glad
that I was able to make a contribution
to a magazine of such high quality.
Sincerely yours,
Wayne A. Forshey
Columbus, Ohio
CONTEMPORARY QUESTION
Dear Mr. Frautschy,
Am I alone, I wonder, in regretting
that Contemporary category aircraft
now form part of the Antique/Classic
Division and share "Vintage Air-
plane" magazine with the true oldies?
From the outset I was dubious about
6 APRIL 1994
the integration of Contemporary air-
craft with Antiques and Classics, and
the January issue of "Vintage Air-
plane" reinforces my feelings. In ad-
dition to the front and rear covers,
eight valuable pages are devoted to
sleek "tin" airplanes which are a far
cry from my beloved antiques and
classics. Please, cannot owners and
lovers of these very nice but hardly
"vintage" airplanes have their own in-
dependent division within EAA, com-
plete with their own magazine? Or
am I a lone, slightly disappointed
Jenny and Cub lover crying in the
wilderness?! !
With best wishes - and many thanks
for an otherwise excellent magazine.
Yours sincerely,
Ken Wakefield
EAA 336139, A/C 14306
Dear Ken,
I'm sorry to hear you're disappoint-
ed in the Contemporary class. As I un-
derstand it from some of our members
who have been with the Division since
the beginning, there was some initial
resistance when the Classic category
was introduced back in the early 1970s.
The feeling at that time among some of
the members was that the airplanes
were not Antiques - they were too new
and didn't mean much, since there
were so many Cubs, Champs and
Cessna 140s around at that time. It
was hard for some to find a warm spot
in their heart for a Cessna 140 (not that
I'm picking upon this particular air-
plane) - back then they were consid-
ered common, and to some they didn't
exude the same aura of a Travel Air or
Stinson 5MB. Sound familiar?
I think we all feel a twinge of sad-
ness as time passes, and our recent past
becomes a fuzzy memory. While we
all do our best within this movement to
keep the past alive in our vintage air-
planes, the fact remains that the past
will become dimmer and dimmer -
that's inevitable.
Whether we like it or not, as even
the Classic airplanes get older, fewer
and fewer will take to the skies. It
takes but a moment's thought to real-
ize that airplanes built in the current
Contemporary category are at least 34
years old, and while most are not cov-
ered in fabric, many represent the era
when personal aircraft used for trans-
portation came of age. For many of
the members who are younger than
age 40, these airplanes hold the appeal
of being the aircraft of their youth,
much as the Travel Air and the Stinson
Jr. are to those who were youngsters
prior to World War II.
By welcoming these aircraft, we also
give something to the Antique/Classic
movement. As our ranks have ex-
panded, our ablity to share our enthusi-
asm for these aircraft has been in-
creased. With the pilots and owners of
the Contemporary class added to the
Antique/Classic movement, the words
we speak regarding the operation of
these aircraft will carry additional
weight.
The question regarding their own
organization can only be answered
with the passage of time - within the
framework of EAA there are many
options, but a certain membership
level is needed before EAA can re-
sponsibly create a separate division for
any aspect of sport aviation.
We appreciate your comments re-
garding this new aspect of the Divi-
sion, and your compliments concern-
ing the other coverage in Vintage
Airplane. In the Bylaws, one of the
stated purposes of the Antique/ Classic
Division is "To encourage and aid the
retention and restoration of antique,
historical and classic aircraft. " We
look forward to seeing the owners of
the Contemporary class go through
much of the same effort that their An-
tique/Classic brethren have expended
on the aircraft they've restored. Be-
coming part of the A/C Division car-
ries with it some amount of responsi-
bility, ifyou choose to join in the action
at fly-ins and the annual Convention in
Oshkosh. I know that the Contempo-
rary class will be as welcome as the
Classics have become.
- H. G. Frautschy ...
rn
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WHATOURMEMBERSARERESTORING
-------------------------------------------------------byNorDlPetersen
Mike Baldwin's Stearman
This sharp photo of Stearman N735YP, SIN 75-2611, MS and completed in May 1991. In the summer of ' 92,
was taken by Walt Barbo. The 450 P&W powered ma- Mike flew the Stearman to the Rocky Mountain Regional
chine is owned by Mike Baldwin (EAA 300417, AIC Fly-In where it garnered the Colorado Grand Champion
16967) of Evergreen, Colorado. Mike says the 1942 Stear- trophy which was runner-up to the Overall Grand Cham-
man was restored by Pete Jones' Air Repair in Cleveland, pion, a fine Globe Swift.
-'"
5
(J
a L-________________________________________
Philip Welsch's Contemporary Class Cessna 172
Although listed as a 1956 Cessna 172, owner Phil Welsch
(EAA 444163, A/C 2162S) says his airplane, N5034A, SIN
2S034, was actually built in late 1955 - the 35th one in a very
long line of 172 aircraft. Powered with a Continental 0-
300A of 145 hp, the 172 has 3,900 hours on the airframe and
760 hours SMOH on the engine. The aircraft has been un-
dergoing continuous restoration and upgrading for the past
three years, according to Phil. Most flights are made without
the rear seat installed - allowing room for two full size fold-
ing mountain bicycles. Phil reports the 172 is a dandy "300
mile" cross-country airplane with two souls, two bicycles and
full fuel aboard. The 172 gets in and out of IS00 foot back
country strips with ease (big flaps) and will cruise up to 120
mph if you wind it up to 2600 rpm where fuel consumption
approaches 10 gph. The airplane is hangared at McKinney,
TX, and is usually flown weekly, attending many EAA fly-
ins during the summer and fall seasons. (Ed. Note: Of the
first 35 Cessna 172's built, 27 are still on the FAA register - a
phenomenal survival rate for a 39-year-old airplane!)
VINTAGE AIRPLANE 7
Gary Henshaw's Aeronca Champ
All dolled up in its new coat of paint is Aeronca 7AC Champ,
NS5742, SIN 4491, owned by Gary Henshaw II (EAA 443032, A/C
210S3) of Boyertown, PA. Gary bought the pretty little tandem at
Sun 'n Fun '93 where the Champ had been flown in by its rebuilder,
Tony Lanier (EAA 411994) of Port Richey, FL. The airplane had
been taken down to the bare fuselage and then slowly rebuilt to
brand new specs, replacing many items along the way. In addition,
new 6.5 gallon wing tanks were installed in both wings. The air-
frame had an estimated 33S7 hours at the time of rebuild. The air-
plane was covered with Ceconite and finished in Airtex colors of
white with maroon and silver trim. Gary reports the logs go back to
1956 in San Angelo, Texas when it was based at Goodfellow AFB.
The Continental A65-SF engine was installed in 1962 and was up-
graded per STC to an A 75-SF in 1977. In addition, a set of new Slick
mags with impulse was installed along with a new oil pump and
crankshaft seals. After the purchase at Sun ' n Fun, the Champ was
flown to Lancaster, P A and a new Sensenich wooden propeller was
installed, complete with spinner. Gary reports the Champ is just as
much fun to fly as it looks!
Barry Hall's 1941 Piper J-3C Cub
This very original looking 1941 Piper J-3C Cub,
NC38320, SIN 6937, is the proud possession of Barry
Hall (EAA 446534) of Marietta, GA. Powered with
the standard Continental A65 , the Cub has been
based at the Marietta McCollum Airport for the past
seven years. The previous owner purchased the Cub
from the Rice family in Arkansas where it resided for
twenty-one years. Barry reports the Cub was first
delivered to a gentleman in Tyler, Texas, only to be
repossessed by the bank nine months later. Barry
has about 35 years of logbooks up through 1987. He
reports the Cub is a joy to fly and is usually flown
year round in the " Peach" state. Note the wheel-
pants, Sensenich wooden propeller and the large
wing numbers.
Bruce McCombs' Taylorcraft L-2M
Restored in full camouflage is this 1943 Taylorcraft L-2M,
N61070, SIN 6057, which is the pride and joy of 35-year EAA mem-
ber Bruce McCombs (EAA 7573) of Colorado Springs, CO. Re-
stored over a three year period, the L-2M was pretty much built
from scratch, as many of the old parts were only good for patterns.
The door is all wood and complete with a scratchbuilt lock and
hinges. Bruce reports he worked on it every day - at least two
hours - in order to complete the long project. The covering is
Grade A cotton and the final colors were duplicated from an au-
thentic L-2A picture that Dick Rowley (EAA 148288) had on
hand. The engine is a Continental A65 (military designation: 0-
170-6) swinging a metal prop. Bruce has put over 30 hours to date
on the L-2 and was most pleased to garner the Grand Champion
Trophy at the Greeley, CO, EAA Fly-In in 1992.
Dan Cullman's Bellanca 14-9
Flying over a typical partly wooded area in the state of Wash- lanca 14-19-2. However, Dan points out that in the article we ne-
ington is this 1940 Bellanca 14-9, NC25193, SIN 1014, owned by glected to mention the Bellanca 14-19, which was built with a Ly-
Dan Cullman (EAA 58058, AIC 814) of Kent, Washington. coming 0-435 engi ne of 190 hp. Some 99 examples were built in
Manufactured in February 1940, the Bellanca is powered with a 1950 and 1951 before the New Castle, DE, plant closed. Of
Ken Royce 5G engine of 90 hp swinging a wooden propeller. these, eight 14-19 remain on the FAA register today. We espe-
Dan's airplane is one of eight 14-9 Bellancas remaining on the cially enjoy Dan's enthusiasm for the marque with his closing
FAA register from a production run of 46. Dan, who is a real statement, "While most Bellanca aircraft are often misunder-
Bellanca aficianado, enjoyed the story in the November, 1993 stood, they stand above the rest in quality and all around perfor-
VINTAGE AIRPLANE, page 16, on Mike and Sue Frost's Bel- mance." Many thanks for writing, Dan. ...
8 APRIL 1994
____________ _
JudgingGuidelines
-WhatAreThejudges LookingFor?
by H.G. Frautschy
Satisfaction in restoring a vintage airplane can come
in many areas. You may befulfilled by simply knowing
you have restored an otherwise neglected or worn air-
plane back to airworthy status. Perhaps you rebuilt an
airplane that had served you well for a number ofyears,
or brought back an airplane found unused in the back
of a dusty hangar. For many restorers, just doing the
restoration is reward enough, but for many others, the
idea of a little competition whets their appetite.
It'sfun to compete in afriendly way with your fellow
rebuilders, and chide each other over this or that detail.
Judging at EAA OSHKOSH is governed by the EAA
Judging Standards Manual, a short (20 pages for all
divisions) booklet that sets the guidelines for the volun-
teer judges to follow.
As long as we're on the subject, a short pause is in
order to recognize a group of volunteers with some of
the toughest jobs at any Fly-In - the Judges! Let me
quote from the introduction page of the Judging Man-
ual:
"The judging of contest aircraft is a difficult, de-
manding, rewarding and sometimes thankless job. The
primary effort is to be objective and as professional as
possible in evaluating the aircraft. The resulting deci-
sions represent the consensus of a number ofjudges who
have devoted a considerable amount of time and effort
and who are aware of the importance of their decisions
to the exhibitors.
"Judging is a voluntary activity with the only re-
wards being the satisfaction of a meaningful job well
done. The judges are to be commended for the dedica-
tion which they all bring to this effort. "
All of us should keep that paragraph in mind the
next time we see a group ofjudges gathered around a
showplane on theflightline - they're VOLUNTEERS,
and they deserve our thanks.
The Judging Standards manual covers all the cate-
gories and classes judged at EAA OSHKOSH. Of
course, we're interested in the Antique/Classic Divi-
sion's guidelines, and to make it a bit easier for all
members to be sure they've kept abreast of the rules,
we'll repeat the standards verbatim here in the pages of
VINTAGE AIRPLANE, along with a short discussion
regarding some of the rules. Ready? Here goes . ..
I. FOREWORD
The purpose of this manual is to lay the groundwork for a vi-
able set of restoration, maintenance, and construction standards
against which vintage aircraft can be judged. The philosophy of
these standards must meet two basic criteria. One, the system
must be simple. Two, the system must allow consistent and fair
competition between common and exotic types.
Throughout these standards will be found the one concept
that reflects the opinion of the majority of those individuals con-
tacted during the development of these guidelines. That concept
is authenticity. The standards are constructed to encourage the
individual to complete and maintain a "factory fresh" aircraft. If
the individual ' s desire is to deviate from this goal for personal
whim, or other reasons, the "cost of not conforming to pure au-
thenticity is known in advance." A portion of the guidelines per-
tain to the documentation of authenticity as it relates to the air-
OFFICIAL AIRCRAFT JUOGING AND SCORING FORM ANTIOUE_
AIRCRAFT___ _ _
CUSTOM_ AEPlIC" _
OWNERL_____AOORESS
AUTHENTICITY MINUS POINTS ( - ) APPEARANCE ONLY ( . )
Deduct as spec; ,lied Poor Fa ... GooO Vary Good . b eetlent
Gene,aI PO
Nof>..ultlentc: IinIsh
G 9 12
FS 8
Noo-IIvthel'llCstnpir'lg
VG 13 16 Non-aulher>hC marltngs
EX 17 20
"'...
Cockpll ( 15) NO''''!I..chenhcinstrl.n>efll
F4 6 Noo-auilhentlCupOOislery
G 7 9 Noo-aUlhefltcctvoming
VG 10 12 Noo-aulhentCconttOis
EX13 - 15
Non.aUlhenhcengone
Non-aUlhen1i(:chroming
G 7 9
EX 13 15
F3 - 4
Noo-auliI'lenliclaiwheel
VG 7 8 Non-aUlhenIC5Iee<Y>g
EX9 10
"'...
Fvselage(15) Non.-aUlhenhc windshoekl
F46 Non-aulhenlic cow\ino;l
G 7 9 Non-aulhem"laorings
EX 13 . 15
W'"9S &Tal(15) PO -3
F4 6
VG 10 . 12
"'...
EX 13 . 1$
(5)0$
TOTAL MINUS POINTS
(5) 0 5
JuOgiIIsnames _ _______
TOTAL APPEARANCE POINTS
TOTAL MINUS POfliTS (deduct)
JUOGING SCORE

VINTAGE AIRPLANE 9
craft. The exhibitor is encouraged to
prove the authenticity with pictures, let-
ters, factory specifications, or any of the
means which will alleviate the need for
"judge's opinion" in determining authen-
ticity.
The exhibitor should assist the inspec-
tion by the judges. Judges will not remove
inspection plates nor open panels without
the presence and permission of the owner.
II. DEFINITIONS
ANTIQUE AIRCRAFT
An aircraft constructed by the original
manufacturer or its licensee, on or before
December 31, 1945, with the exception of
cert ain Pre-World War II aircraft models
which had only a small post-war produc-
tion shall be defined as Antique Aircraft.
Examples : Beechcraft Staggerwing,
Fairchild 24, and Monocoupe.
CLASSIC AIRCRAFT
An aircraft constructed by the original
manufacturer, or its licensee, on or after
January 1, 1946, up to and including De-
cember 31, 1955 with the exception of cer-
tain civilian aircraft manufactured in the
last four months of 1945, which were actu-
ally 1946 models. Examples: Aeronca,
Taylorcraft, and Piper.
CONTEMPORARY AIRCRAFT
An aircraft constructed by the original
manufacturer, or its licensee, on or after
January 1, 1955, up to and including De-
cember 31 , 1960.
CONTINUOUSLY MAINTAINED
AIRCRAFT
An aircraft with proof of construction
by the original manufacturer, or its li-
censee, which has received periodic main-
tenance, repair, recover, and/or replace-
ment of parts, but which has never been
completely disassembled and rebuilt or re-
manufactured to new or better-than-new
condition.
RESTORED AIRCRAFT
An aircraft with proof of construction
by the original manufacturer, or its li-
censee, that has been disassembled into its
component parts which were then either
replaced, refurbished, or remanufactured
to new or better-than-new condition.
CUSTOMIZED AIRCRAFT
An aircraft with proof of construction
by the original manufacturer, or licensee,
which has been obviously modified from
its original appearance. Such modifica-
tions could include airframe structural
changes, paint schemes, interior and up-
holstery, instrument panel, or engine and
cowling, etc.
REPLICA AIRCRAFT
An aircraft constructed exactly to the
10 APRIL 1994
original manufacturer' s plans, full size in
scale, but not constructed by the original
manufacturer or its licensee.
III. SELECTION OF JUDGES
Judges will be selected by the Chair-
man of Antique and Classic Judging.
IV. QUALIFICATIONS OF JUDGES
A judge should be a current member in
good standing of the EAA and a member
of the Antique/Classic Division. Excep-
tions can be made in special circumstances
subject to the approval of the Judging
Standards Committee. He should have a
thorough knowledge of the aircraft type
and vintage being judged, this knowledge
having been gained from actual experi-
ence flying and/or maintaining such vin-
tage aircraft. Qualification may also be ac-
quired by historical research or actual
restoration experience.
V. GUIDELINES FOR JUDGES
Judges should be guided by the follow-
ing general policy. The prize winning air-
craft is either in, or has been restored to,
factory fresh condition. In the case of re-
stored aircraft , the quality and authentic-
ity of the completed restoration is the
main issue. The best restoration is the
one which most closely approaches fac-
tory fresh condition. Authenticity is to be
emphasized. Any alterations, for what-
ever purpose, with the exception of safety
items and necessary alterations to meet
current FAR requirements, should be dis-
couraged. These are covered in the stan-
dard deductions on the judging sheet. Du-
plication of parts should be as close to the
original as possible. Penalties should be
given for lack of restraint in "over restora-
tion." Judging for cleanliness should take
into consideration the extent to which the
aircraft is used. An authentic restoration
should not be penalized when it bears
only the oil and grease normally accumu-
lated in operation of the aircraft. This will
not excuse a poor presentation for lack of
the routine cleaning and polishing which a
show plane deserves. Aircraft must be
flown to or during the convention.
The proof of authenticity should be a
book which documents the history of the
aircraft. As in the Warbirds Section, the
purpose of this "Presentation Book" is to
authenticate the restoration or preserva-
tion of the aircraft. Preferably, photos
will document the state of the aircraft be-
fore, during, and after the restoration.
(Editor'S Note: Here's how the Warbirds
paragraph reads: "It is also suggested that
the owner have a 'presentation book' con-
taining details and pictures of the plane's
restoration, pictures of areas in the aircraft
that are not readily accessable, historical
research data, and any information which
would validate the authenticity of the paint
scheme and markings, etc. ")
Replicas should be judged as a sepa-
rate category. If there are suficiently large
numbers of replicas entered in competi-
tion, they can be subcategorized into all
the classifications and subclassifications
presently used in judging antiques and
classics.
VI. JUDGING CATEGORIES AND
CLASSIFICATIONS
Listed below are complete categories
and subdivisions that will apply at the an-
nual Oshkosh International Convention.
The date range of the basic categories has
been standardized and will remain intact.
New categories may be initiat e d as
progress warrants.
Awards will be given only where indi-
cated by the presence of aircraft of supe-
rior quality which warrant this level of
recognition.
Any Antique, Classic or Contemporary
aircraft which at one time was owned
and/or operated by any recognized mili-
tary organization should be judged on the
basis of its former military appearance,
unless a comparable civilian model of that
aircraft was offered for sale by the original
manufacturer or its licensee.
VII. FORM EXPLANATION
AND USE
Judges should understand that the
maximum attainable would be a perfect
score grand champion without qualifica-
tion. It could never be surpassed, and it
could only be tied by another perfect
score grand champion. Consistency and
fairness should be the main criteria in
judging.
A. Gelleral appearallce
This is the only category which covers
the aircraft in its entirety. Workmanship,
authenticity, cleanliness, and maintenance
of the aircraft should be the criteria.
Judges should consider the aircraft and its
airworthiness as a whole and not as indi-
vidual pieces. Non-authentic color
scheme, modern finish, fabric other than
original, non-authentic striping or decora-
tions should warrant the use of negative
points. Markings, done in good taste,
should not be penalized. Aircraft showing
use of metal that has replaced the original
use of fabric or plywood skinning should
be penalized substantially. Use of non-
original type nuts, bolts , cable splices,
safety wire, etc., should also be penalized.
B. Cockpit
Anything visible within the cockpit and
passenger compartment comprises the
items under inspection in this category.
Authenticity should be stressed in the fin-
ish, upholstery (or lack of), instruments,
+
~
"0
- ~ ~ ~ __~ __~ __~ ~ ~ ~ __~ ______~ __~ __________________________~ __~ ~ ~ ____ ~ ~ ~ ~ ______~ ~
This Grand Champion Classic Aeronca 7AC Champ was painstakingly restored by Harold and Bob Armstrong of Rawlings, WV.
Complete right down to the flocked side panels in the cockpit, it was one of the highest scoring Classic winners ever at EAA
OSHKOSH.
controls, and other components. The op- the wheel wells should be part of the in- ings. The tail surfaces, including the hori -
erational condition of all components, the spection. Credit should be given for flying zontal stabilizer, e levator , fin, rudder,
workmanship and the attention to detail an authentic tail skid. Credit should be bracing wires, and attach fittings should
are considered important. Install ation of given for tail wheel s that are authentic. all be considered. If the exhibitor, as sug-
modern electronics should not be penal- Points should be deducted for non-authen- gested in the fuselage section, will allow a
ized providing the installation does not tic tires or tires of improper size. Non-au- look inside the wings for condition of the
detract from the authenticity of the instru- thentic material used for fairings or wheel structure, it should be considered. Again,
ment panel or other components. Deduc- pants should be cause for penalty points. he has the right to refuse such entry if it
tions should be made for alterations made means re moving a cover pl ate a nd he
to the throttle, stick, or control wheel. E. Fuselage does not wish to do this; however, an un-
Non-authentic upholstery material or pat- When judging the fuselage, the first cooperative exhibitor should be prepared
t e rns should result in de ductions. consideration should be its general all- to lose a couple of points. The inside con-
Chroming of parts not originally chromed over configuration. Has the restorer been dition of wings will show the quality of
should earn minus points. authentic in duplicating the shape via the restoration. A judge should not be
st ringers and woodwork where applica- looking for brand new wings as much as
C. Engine ble ? The e ntire fu se lage including all for workmanship in the restoration. The
Consideration should be given to the st ruts, mechanisms, gear mountings, and important aspect should be to observe
correct engine as well as to its mounting, covering should be examined for work- that the wings are in a generally new con-
cowling, accesso ri es, a nd propeller. manship and authenticity. If possible, the dition showing the wood to be clean and
Again, authenticity should be stressed. judges should view the fuselage interior freshly varnished, excellent craftsmanship
There should be nothing on or in the en- for qualit y of inside res tor a tion . The is evident in the finishing of the fittings,
gine compartment that was not there orig- point should be stressed that it is the ex- a nd warped ribs have be e n replaced .
inally. Everything should be installed in a hibitor's prerogative to refuse removal of There are many wings flying that have not
first class manner according to the way it any inspection covers; however, it is urged been restored prior to recovering, or that
was when it left the factory. Plus points that the exhibitor be cooperative, since have never been recovered. Non-authen-
should be give n for authenticity. Any the inside of the fuselage is a major por- tic wires, st rut s, pi tot , landing li ghts, or
non-original engine, component, acces- tion of the restoration of an aircraft. The other related items should receive nega-
sory, engine mount , propeller, or spinner, quality of workmanship of formers, wood- tive points.
as well as any non- aut he ntic chroming work, general finish, inside tubes, pulleys
should receive minus poi nt s. Later or in- for the cables, the condition of the cables, G. Presentation Book
creased HP models of the original engi nes and the int erior finish on the tubes are all Proof of authenticity contained within
should-receive little or no penalty. points that should be considered. Points the Presentation Book should be judged
should be deducted for fairings , cowlings, on details of the contents relative to the
D. Landing gear or wi ndshields that are non-authentic. authenticity of either a continuously main-
This category should include brakes, tained or restored aircraft and not on the
wheels, tires, landing gear fairings, and F. Wings and Tail Surfaces beauty or artistic quality of the book itself.
wheel pants or covers, if any. Smooth tires The judges should examine the exte-
should be given plus points if the aircraft rior covering and finish reinforcing tapes, H. Degree of Difficulty
was original ly equipped with them. If struts braces and wires, ailerons, flaps , The difficulty involved in the recon-
streamlining was accomplished by balsa navigation lights, fairings to center sec- struction of a restored aircraft or in the
wood and wrapping, the quality of work- tions, the center section, gas tank and gas preservation of a continuously maintained
manship and authenticity of this should be tank cap (if mounted in the center sec- aircraft should be taken into consideration
considered. If the wheels are retractable, tion) wing-walk and wing-to-fuselage fair- if it's significant.
VINTAGE AIRPLANE 11
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Q.
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~ ~ ~ ~
Another superb restoration by the Armstrongs, this Pitcairn PA-4 Fleetwing was awarded the Grand Champion Antique trophy at
EAA OSHKOSH '91 . Careful attention to detail made this airplane perhaps the finest antique flown to the Convention.
First, you may have noticed that the list
of categories and types for Antique, Clas
sic and Contemporary aircraft was not in-
cluded. Space limitations preclude print-
ing the lists, but if you review the awards
presented as published in the September
1993 issue, you'll see the basic list.
If there is anyone item that the judges
would like you to remember regarding an
original restoration, it is this: "Duplica-
tion of parts should be as close to the
original as possible. Penalties should be
given for lack of restraint in 'over restora-
tion'''. If you really want to chrome those
valve covers, remember that it will cost
you points if you want your airplane
judged in the "original" types of classifica-
tions (Class 1, Class ll, Class llI) instead
of the custom classes (Class A, Class B,
Class C).
Another point to keep in mind relates
to the "Outstanding in Type" awards.
In the Antique and Classic categories,
the airplanes, both custom and original,
are judged together, with the aircraft with
the highest point totals coming out on top.
Higher scores in the "Best in Type" cate-
gories usually result from aircraft that lean
towards the more original restorations.
The Grand Champion and Reserve Grand
Champion Antique and Classic aircraft
will be judged in relation to their original-
ity. The more original aircraft will be fa-
vored in these two awards.
For Contemporary airplanes, the
judges will take into account that those
aircraft have a higher incidence of
changes, particularly with regard to instru-
mentation and radios, and will judge the
"Best In Type" categories with that differ-
ence in mind. On the other hand, the
Grand Champion and Reserve Grand
12 APRIL 1994
Champion Contemporary aircraft will be
judged in relation to their originality. The
more original aircraft will be favored in
these two awards.
Some members have asked about doc-
umenting originality. The most obvious
method, but not always the easiest, is to
have a copy of the factory drawing, fac-
tory sales order, other factory documenta-
tion concerning your particular airplane,
down to the serial number, if possible.
With it, you can easily document the part
or finish, and if you are able to also show
originality using photographs or old mag-
azines and factory brochures, the judges
will not be left wondering if something has
been customized or has been restored to
original specifications.
A note is also in order concerning fab-
ric and finishing. If your airplane was
covered with Grade A cotton and then fin-
ished with butyrate dope, the new fabric
and finish should duplicate, as close as
possible, the finish on the airplane when it
was first constructed. Needless to say, that
can vary widely - a custom cabin Waco
built in 1932 for a well-to-do customer
may have had a hand-rubbed 30 coat fin-
ish that was so smooth no fabric surface
was discernible. In that case, a similar fin-
ish with more modern materials would
have minimal deductions. The flip side of
that might be a Cub or Champ, where the
cotton fabric weave was quite visible
through the butyrate dope. Even if the
restoration is covered with Dacron syn-
thetic fabric, the color finish should at-
tempt to replicate the appearance of the
cotton and butyrate finish. A multiple
coat hand rubbed finish on the Cub may
look nice, but it will result in higher au-
thenticity minus points.
Some aircraft from the pioneer era of
aviation were covered with cotton or linen
and finished with nitrate dope. Because of
the extremely flammable nature of cotton
or linen fabric coated with nitrate, substi-
tution with an appropriately finished more
modern fabric and paint would be consid-
ered a safety issue, and would not result in
the deduction of authenticity points. The
use of nitrate dope would not result in a
substantially higher score.
The judges would like to emphasize
that theirs is not a secret society, and that
they are quite willing to help when it
comes to answering questions about
restorations. They have the expertise to
help you wade through the maze of ques-
tions and often, you may find an expert
on your airplane, just by asking the
judges for a little help.
If you have any problems or questions
regarding your restoration, and you'd like
a little guidance, feel free to contact the
chief judge in each of the categories.
Since many of the questions members
have would be of interest to most mem-
bers, we'd like to publish the questions
and answers. If you have a question, feel
free to forward your letter here to EAA
Headquarters, and we'll pass it along to
the appropriate judge. You'll find the ad-
dress on the Contents page. We'll publish
the questions and answers when they're
available.
Finally, if you wish to have your own
copy of the EAA Judging Standards Man-
ual, the newly revised version of the book-
let (including the listing of Contemporary
awards) should be available by May 15.
Call EAA Order Entry/ Membership Ser-
vices at 1-800/843-3612 for prices and
availability. ..
GfNfMTlONS!
H t k A ~ 4
VINTAGE AIRPLANE 13
S
eldom, if ever, do you find four
generations of one family in-
volved with an airplane - espe-
cially one particular airplane!
In this case the airplane is a 1951
Ryan Navion, N5437K, SIN NA V-4-
2337B, which was purchased new from
the Ryan factory in San Diego, CA. on
March 27, 1951, by Earle T. Andrews of
Berkeley Springs, WV. The purchase of
the Navion was negotiated through the
St. Louis Flying Service, a Ryan dealer.
They were also known as the Kratz Cor-
poration, Kratz Airport, St. Louis, Mis-
souri, Mr. A. R. McEwen, President.
(This same corporation, which began op-
erations about 1930, is referred to in the
December 1990, issue of VINTAGE
AIRPLANE, page 23.)
A family friend, Dick Cargill of Lewis-
ton, P A, accompanied Earle T. Andrews
to San Diego back in 1951 and helped
him fly the factory new Ryan Navion to
Berkeley Springs, WV, where it has been
14 APRIL 1994
based for the ensuing
forty-three years.
Dick Cargill is given
special (and well de-
served) mention since
he taught the entire
Andrews family to fly
in J-3's and Champs
and was instrumental in introducing the
Navion to the Andrews family.
Technically referred to as a Ryan
Navion Super 260 because of the original
Lycoming GO-435-C2 engine of 260 hp,
01' N5437K has carried on very well for
the Andrews family, traveling to most of
the 48 contiguous states plus several trips
to Mexico and Canada. At 146.8 hours,
the original Lycoming engine was re-
placed with a zero-time GO-435-C2 en-
gine (courtesy of Lycoming) on July 24,
1952. No major problems were experi-
enced with the second engine except a
constant tendency to run hot.
At airframe time of 897 hours, the Ly-
coming was replaced with a Continental
IO-470-H engine of 260 hp on July 2,
1964, along with an 86-inch McCauley
constant-speed propeller. This was ac-
complished according to FAA Aircraft
Specification No. A-782 as Item 139. per
Navion Report Nav-TU-113. The com-
bination of the rugged Navion airframe
and the Continental IO-470-H engine
has been an excellent one, serving the
Andrews family admirably for the past
thirty years. There have been a few "ups
and downs" during that time span.
During the 1970's, operation of the
Navion was assumed by Hale Andrews
(EAA 14768, AIC 982), son of Earle T.
Andrews. In the summer of 1977, the
Navion was flown to the EAA Conven-
tion in Oshkosh, WI, where it garnered
the Class III Award (Over 150 hp) in the
Classic Division. A few years later in
1981, ownership of N5437K was tran-
ferred from the original purchaser, Earle
T. Andrews, to his son, Hale Andrews.
In April, 1985, the 260 Continental was
sent to Cove Valley Aviation, Williams-
burg, P A, where Hugo Bartel did a com-
plete major overhaul (new limits) as part
of a firewall-forward overhaul on the
Navion. Total time on the engine at
overhaul was 1046.9 hours.
The home field of Navion N5437K all
these years has been Potomac Airport,
Berkeley Springs, WV, situated along
the banks of the Potomac River. On No-
vember 4, 1985, the rain swollen waters
of the river began to rise. Since the pre-
vious high water mark thirty years be-
fore had been 18 inches above the floor
of the hangar, the owners were hopeful
the record would stand. The airplanes
(eight of them) were jacked up where
possible and the airport abandoned to
high water. Shortly thereafter, Novem-
ber 6, the flood crested at 10'8" above
the hangar floor!
Eight airplanes, nine cars (two an-
tiques) and three tractors were inun-
dated and three hangars were destroyed.
It was not a pretty sight. Even the
Navion was totally soaked from top to
bottom and the receding water left a first
class mess. Fortunately, the airplane
owners were a tenacious lot and today,
seven of the eight submerged aircraft are
back in the air. The only permanent ca-
sualty was an Aero Commander jet
which was abandoned to the insurance
company for salvage.
Navion N5437K was disassembled
and the parts were taken to Cove Valley
Aviation in Williamsburg, PA, where
Hugo Bartel could once again work his
magic on the airplane. The Continental
IO-470-H was once again completely dis-
mantled and the dirt and debris from the
flood painstakingly removed. Carefully
noting the measurements as he assem-
bled the engine, Hugo Bartel once again
brought the big six-banger back to new
tolerances. (It had been flown about 30
hours in the seven months since major
overhaul.) Once this was accomplished,
the numerous pieces of the entire air-
frame were taken on - one at a time.
Every nook and cranny was carefully
cleaned, every moving part was removed
and all hardware was replaced as the
parts were slowly primed and assembled.
It would be a five year process.
Meanwhile, back at Potomac Airport,
the third generation was busy. Earle H.
Andrews (EAA 168816, lAC 10485), son
of Hale Andrews, had cleaned up his
Pitts Special S-lT, N49308, after the
flood and commenced some hard aero-
batic practice. All of the hours of di li-
gent practice paid off in the summer of
1988 when he won the highly competi-
tive Unlimited Category Championship
award (Harold Krier Cup) at Fond du
Lac, WI. In addition, Earle was awarded
the Keith Allan Trophy for the best 4-
minute program during the 1988 lAC
Unlimited event.
Once Hugo Bartel started putting the
Navion airframe together, the necessary
material was gathered for the new cabin
interior, instrument panel and associated
install ations. It is obvious t hat the An-
drews family put their heart and soul
into the restoration along with Hugo's
skilled hands. The final painting on the
aircraft's exterior was done in DuPont
(Left) The man with the highly skilled
hands and the architect of the Navion
rebuild, Hugo Bartel of Williamsburg,
PA. and the IO-470-H engine ready to
be reinstalled in the Navion.
(Below) Extremely sanitary installa-
t ion of t he Continental IO-470-H en-
gine wit h it s associated connections
and plumbing of many sorts. Magne-
t os are mounted high over t he engine
on this model along with t he f uel in-
j ect ion system.
Imron with the special deep red formula-
tion especially matched to the original
Sunset Maroon. The formula used on
the airplane darkens to a deep maroon
as the sunlight fades in the late after-
noon. A cream Imron color was chosen
to match the original factory Ivory.
DuPont Imron Clear Coat (508 S) was
then applied over the color.
All of the blood, sweat, tears and toil
of the total restoration came to fruition
on December 7,1991 (50th Anniversary
of Pearl Harbor) when Navion 54337K
made its first flight after the 1985 "bath"
in the flood. It was a momentous occa-
sion and the airplane performed ex-
tremely well. With its large cabin and
well upholstered seats, the Navion is a
comfortable cross country airplane,
cruising at 155-160 mph at 65% power
and burning about 12 gph.
In mid-July 1992, Hale Andrews along
with his lovely wife, Luella, and another
couple, Howard and Betty Trittipoe,
flew the sharp looking Navion to EAA
Oshkosh '92 and promptly ran off with
the Outstanding In Type Award for
Navions at the huge gathering. In talk-
ing with Hale and his party, it was ex-
tremely difficult to discern that the air-
plane (and the family) had just been
through five long years of serious
VINTAGE AIRPLANE 15
(Above) With the flood waters reced-
ing, the Navion, still on jacks to es-
cape the expected 18-inch flood crest,
looked like this as the owners got
their first look at the damage. Line on
hangar wall shows height of water at
the final crest.
(Below) November 6,1985, the flood
waters crested at Potomac Airport at
10 feet, 8 inches above the hangar
floor inundating eight airplanes, three
tractors and nine cars. Three hangars
were destroyed.
restoration work. They were all happy
to once more be in attendance at
Oshkosh amid their many friends and, of
course, Navion people.
At Sun 'n Fun '93, Hale Andrews
shr ugged off the winter doldrums and
brought his wife, Luella, along to Lake-
land, FL, where the pretty Navion un-
derwent the critical eye of the
Antique/Classic judges once again. This
time, against some strong competition,
0 1' N5437K emerged the winner of the
Best Classic Award, Over "165 hp. Once
(/)

"0

Q)
"iii
::c

::J
o
U
more the long period of restoration and
super detailing had paid dividends for
the Andrews fami ly.
With the ownership of the Navion
now reaching 43 years in the same fam-
ily, Hale Andrews' two sons, Earle H.
and Douglas are waiting in the wings to
become the third generation of Navion
owners and pilots. And following on
their heels will be the fourth generation
from the original purchaser, Earle T.
Andrews, namely, great grandsons,
Chase and Justin Andrews. These two
youngsters are excited about airplanes -
a trait that seems to run in the family!
Perhaps the most unusual aspect of
this entire 43-year episode is the letter
that Hale Andrews has from the Ryan
Aeronautical Corp. , signed by Earl D.
Prudden, Vice-President and dated Sep-
tember, 1951. It seems that with the Ko-
rean War going full tilt, production of
Navions had been suspended because of
high priority military orders. Many
Navions were being used in the liaison
role as L-l7's. In an effort to obtain
more airplanes, the Ryan factory was
writing letters to recent Navion pur-
chasers stating that the factory would
like very much to buy back any and all
Navions offered by the owners!
When is the last time you bought a
new airplane and six months later the
company wanted to buy it back for cash?
As Paul Harvey would say, "Now you
have the rest of the story. " ...
by H.G.Frautschyand
C
Kelly Mason
Photosby Bill louf
areers are strange ways to measure one's life.
Just when you think you've got your life mapped out,
withall thelittle milestonessetinyourmind,life throws
a knuckleball at you. If you're wise and quick, you
learn to adjust and hit the ball. Kelly Mason, (EAA
358867, Ale 16479) of Arlington, WA, seems to have
adjusted quite well, thank you, to the knuckleballs life
has pitched his way. While working as a computer
salesman, the realization seized him that he would not
be satisfied until he tried to do something he always
wantedtodo- fly anairplanefor a Living. Hequitcom-
puters, and was well into working towards his ratings,
when anotherrevelation touched him, thesamewayan
old biplane gently sighs onto the grass in a full stall
landing on a late summer's eve, when the sun hits the
horizon.
Whileonavisitto theairportjustto relaxandwatch
afew airplanesdotouchandgoes,hespottedamangiv-
ing ridesin aTravel Air4000. Nobodywas waitingin
line,anditonlycost$60,so...
Behinda roaringradial engine,Kelly, theTravelAir
and thepilotwentboundingacross thegrassandtook
off. Thirtyminuteslater,afterthepilotsmoothlyrolled
thetiresofthe4000onthegrass,Kelly knewsomething
magicalin his life hadhappened. Hebegan to read up
onoldairplanes,barnstorming,andradials. Theworld
ofIFRflight begantolookless inviting,as the thoughts
oftheTravel Airand flying in an opencockpitbegan to
dominatehis thoughts. Perhapsajetcockpitwas not
whatdestiny had in storefor him - barnstormingin a
TravelAirwas thecockpitwherehe belonged.
Kellysavedeverycenthe had toputdown on a
VINTAGE AIRPLANE 17
The spectacular instrument panel results from Kelly Mason's perseverance in tracking down the instru-
ments, and the restoration talents of Phil Kraus' Vintage Aero. In the bottom center of the panel are the
indicators for the Pioneer Earth Inductor Compass installed in Kelly's Travel Air.
Travel Air of his own. At the same time,
he dropped the idea of an instrument
ticket , and enrolled in the A&P course at
the local college. By 1987, the money was
there, a Travel Air was available, and so
Kelly had an experienced Travel Air pilot
head off to Montana to help him fly his
new treasure home to Washington.
Kelly' s next big surprise came during
his checkout in the biplane. He figured a
couple or three hours would suffice, and
was not expecting the level of expertise he
had to raise to in order to fly the Travel
Air. A tail wheel was a new experience,
not to mention the fact he couldn't see
forward with that big radial stuck on the
front of the fuselage . Fifteen hours of
dual instruction later he was ready to solo,
but his confidence was not overflowing.
That first solo landing still took a lot of
nerve, and nearly ended in a ground loop.
Kelly stayed with and he did all he was
taught to keep the big biplane from get-
ting away from him. Every subsequent
flight was a little bit better, and he began
to get a bit more comfortable, enjoying
the feel of the wind on his cheeks and the
way he began to fly the airplane by feel,
rather than relying on the gauges.
The day came, however, that would set
the path for Kelly in the following years.
On New Year' s Day 1989, the combina-
tion of a crosswind and a paved runway fi-
nally bit him as he landed. Here's how he
described the horrendous event:
"Several of the older highly experi-
18 APRIL 1994
enced biplane pilots had warned me of the
dangers of ground looping in crosswinds
and landing on paved runways instead of
grass. Like many a pilot before me, I said
to myself, ' It will never happen to me.'
The day of the accident there was a strong
crosswind blowing directly across the ac-
tive runway. The Cessna and Piper pilots
didn't seem to mind and wouldn't be both-
ered changing the pattern to the alternate
runway. I assumed I could handle the
wind as well. I was set on learning how to
land two point on paved surfaces in the
Travel Air. As I made my first approach I
maneuvered the windward wing a little
lower hoping to touch the runway on one
wheel and then gently on both mains. It
seemed to work and the tail was beginning
to settle in when the biplane swerved sud-
denly into the wind. The leeward lower
wing scraped the pavement and began to
crumple. I watched in slow motion agony,
helpless, as the spars broke up and the
fabric deformed. A moment later the
plane was stopped facing directly into the
wind as if in shock.
"I felt like I was in a bad dream. I tax-
ied back to my hangar, humiliated and an-
gry with myself for not listening to the
previous advice and warnings. I got out
and stood looking at the broken wing as
Mike Strong drove up. He put his arm on
my shoulder and said, 'Kelly, there are
only two kinds of biplane pilots; those
who have and those will (ground loop).'
Mike is the best pilot I know and he al-
ways has the right things to say. He told
me of some of his own past experiences
with ground looping. Later that same day
several other veteran pilots made similar
confessions. It all helped ease the humili-
ation. I put the Travel Air in the hangar,
locked the doors and didn' t come back for
over a month.
"When I was of a calmer state of mind,
I came back and began a thorough inspec-
tion of the damage. I had indeed broken
both lower left wing spars, but they had
been broken before, several times. One
break had occurred at the N strut fitting
and had been repaired by pouring glue
into the break, shoving it together and
nailing two cheap boards on each side,
then enlarging the N strut fitting to get
over the boards and bolting the whole
mess together. Another break had been
merely wrapped with bailing wire and left
or forgotten. I began tearing more and
more of the linen covering off the wings,
making a growing list of unairworthy con-
ditions. A couple weeks later I had the
fabric stripped off the entire airplane. I
was faced with rusted lower longerons;
missing tubing that had been cut out of the
frame and not replaced. There was rotten
wood in the wings , especially the center
section. The fuel tanks had been leaking
for years, coloring the wood around them
red. The fabric and dope had been tight-
ening, crushing the frame. There was no
denying it; this was going to be a ground
up restoration."
His A&P skills were put to the test
right away. But the first thing he needed
to do was find a place to work. He didn' t
have room at home, so he built, with the
help of a friend, a shop, and then began
visiting local auctions. He bought a metal
lathe, a milling machine and a band saw.
Some new wood working machinery and a
TIG welder also were added to the tool
collection. More education was in order
too - it was back to the local college for
some evening courses on using the TIG
welder and machine tools.
The airframe was fully disassembled,
and the process of documenting each and
every part was begun. Kelly' s first major
task was in hunting down a set of drawings
for the B4000 model Travel Air he had.
Frank Schilling of San Jose , CA is a
friendly sort of Travel Air enthusiast who
was able to give Kelly the drawings he
needed. "I was very much indebted to
him and I didn ' t forget the good deed, "
Kelly recalled.
The drawings proved invaluable, be-
cause many parts of the Travel Air had
been modified over the years. The aileron
tip bows didn' t match, nor did the engine
mount or the sheet metal cowling. The
time consuming and frustrating tas k of
finding parts was soon undertaken. A
monthly phone bill of $500 was not un-
common, as he searched the country for
bits and pieces. Hi gh quality spruce was
rare and expensive , and so were th e
Wright 15 engine parts. The hardest items
to find were the 1920's instru-
ments. Purchases on eq uip-
ment like this were usually
cash in advance, with no guar-
antees and NO RECEIPTS!
Kelly says, "I got taken a
few times by the sharks, but
there were the kind and gen-
uinely caring people like Har-
mon Dickerson who made up
for the others. He had spent
years collecting Travel Air
drawings, parts, basket cases
and the knowledge necessary
to turn out factory original
restorations. Harmon be-
came my mentor and friend,
giving me encouragement and
the experience of his hard
earned knowledge."
Work could now begin in
earnest, and there was lots of
it to go around. The fuselage
was straightened out, and the
pieces that had been long
since cut out were replaced. Cables were
remade , and plumbing a nd wiring was
started.
Kelly's research on the Travel Air had
shown that his airplane, NC174V, had
been sold new to the U.S. Department of
Agriculture, and outfitted with a com-
plete set of dual instruments.
In lat er years it was used as an instru-
ment trainer by a couple of flight training
academies. The more he dug into her

past, the more Kelly wanted to restore
the Travel Air with a full set of instru-
ments in both cockpits.
Persist e nce paid off when he was fi-
nally able to get his hands on dual four-
inch airspeeds, tachs, altimeters and the
luckiest find of the bunch, a rare Pioneer
Earth Inducting Compass. Where have
you seen one of those before? Recall the
mast with the air-driven cups on the top of
Charles Lindbergh's Spirit of St. Louis?
VINTAGE AIRPLANE 19
(Left) A newly overhauled Champion wind driven generator is installed to
provide power for the lights and to charge the battery. You can hand crank
the Eclipse inertia starter, or hit the starter button to crank the Wright J5.
(Below) The impeller to drive the Pioneer Earth Inductor Compass is
mounted on a mast aft of the headrest fairing.
His use of the Earth Inducting Compass
helped ensure a successful conclusion to
his epic flight in 1927. The EIC uses the
earth's magnetic field to establish course
deviation from a preset course. Each
unit ordered was handbuilt by Pioneer.
As difficult as it was to find the instru-
ments, finding an instrument shop capa-
ble and willing to actually do the work
was frustrating. Finally, Kelly was able to
locate someone willing and very capable
of rebuilding the antique instruments -
Phil Kraus of Vintage Aero in Westport ,
NY. Phil's painstaking work is just now
beginning to be recognized , as we ll it
should be. He was not only able to repair
the altimeter and other instruments, but
he also put the EIC in working order.
His artistic and mechanical talents are to
be praised - the instruments look and
work just as they did 60 years ago.
So many new skills had to be learned.
While overhauli ng the Wri ght 15, Kelly
learned that the factory overhaul manual
did not necessarily detail every littl e step
involved. A journeyman mechanic of the
1920's would have had more experience
in the practices of the day, many of which
are no longer taught to modern day me-
chanics who would most likely never see
a Wright 15 engi ne.
The phone once again was put to use
trying to locate parts for the 15, and Kelly
was able to purchase a portion of the en-
gi ne parts collection put toget her by the
Talmantz Museum. Included in that col-
lection was a rare and fortunate find - sev-
eral sets of new exhaust valves and guides!
J5s wore out exhaust valves at a hi gh rate,
due to the fact the valves ran dry in the
guides, with only the lead in the fuel for
lubri ca ti on. With no new valves avail-
able, mecha nics would re use the old
valves, turning down the stems and then
usi ng softer material for the guides. That
meant , of course, that the guides needed
20 APRIL 1994
replacing often. A new set like the ones
Kelly found would go a long way toward
ensuring the overhauled J5 would be a re-
li able engine for hi s Travel Air.
Paying attention to sma ll ads in the
trade papers also paid off when he an-
swered an ad for a prop for the 15. After
sendi ng hi s money, Kell y wait ed impa-
tiently. When the large wooden crate ar-
rived a few weeks later, he could hardly
believe hi s eyes - a brand new, never-in-
stall ed-on-an-engine 108" Standard steel
propeller rested in the packing. Made in
1929, it had been stored for decades until
it was shipped to Kelly.
A new engine mount was fabricated,
this time with Lord mount s to preclude
cracking the mounting lugs on th e 15.
The fuel system began to take shape.
The red stains all over the locations of
the four tanks all told the tale. The origi-
nal tanks were made out of " template,"
and then soldered together. They tended
to lea k, no matt er how careful one was
during the soldering, so there were red
fuel dye stains everywhere. A new set of
tanks were built up out of TIG welded
aluminum. Out of concern for the safety
of the aircraft (not to me nti on hi s own
hide) the old copper fuel lines were re-
placed with aluminum tubing with AN
fittings, and Aeroquip hoses.
The electrical system was also a tar-
get of Kelly's efforts. Originally, the
B4000 was equipped with an electrical
syste m that included running light s,
landing lights, a starter and a battery.
He was able to locate a Champion wind
driven generator and included it in the
system. A set of Grimes li ghts were pro-
cured, along with post li ghts for the in-
strument panel.
Well into the third year of the Travel
Air restoration, it was time to test all the
sys tems before covering. Whe n they
went to start the 15 , a ma gne to was
found to be firing improperly, and an in-
vestigation showed it had been assem-
bled incorrectly by the overhaul shop.
The va lve timing also needed adj ust-
ment , and fortunately, a local mechanic,
l ack Lanning, knew how to do the job.
After watching him time the Wright ,
Kelly was glad he didn' t have to figure it
out by himself - the manual left o ut a
number of steps in the process that were
necessary if the Wright were to be prop-
erly timed. After the timing check and
the magneto repair, the Wright started
and purred - on to the next part of the
restoration adventure.
Shee t metal work was next on the
agenda. Kelly had always had a soft spot
in his aeronautical heart for the Spirit of
St. Louis , and aft e r seei ng the original
Spirit at the National Air And Space Mu-
seum and EAA's replica in Oshkosh, his
fascination with the airplane was further
reinforced. He particularly liked the fin-
ish on the sheet metal, nowadays com-
monl y referred to as "engine turning."
Not done very often these days, since it is
such a labor intensive process, Kell y was
determined to reproduce the spun finish.
He researched the process and found that
in the old days, it was called " pearling."
A cone shape d wire brush would be
chucked in a drill , a nd the craftsman
would carefully rotate the brush against
the surface of the aluminum, creating a
swirl patte rn. Too li ghtly, and the swirl
would be incompl e te - press too hard,
and you'd tear up the surface of the alu-
minum a nd red uce yo ur nice cowling
panel to scrap. Kelly worked to make
certain the rows and columns of swirl
marks were lined up from one panel to
the next. It took weeks to learn the lost
art and master the mat hematics of laying
out the patt ern. Even st ill , the learning
(Continued on page 30)
"A Of SAID
by Wallace c. Peterson,
AlC 20101
A s we waited in sunny, clear weather
on runway 29 for the "cleared for take-
off" call from the tower at Westchester
airport just northeast of White Plains,
New York, I was in a tangled emotional
mix of excitement, anticipation, curiosity
and apprehension.
The "we" was my wife, Bonnie, myself
and our 47 year old Piper J-3 Cub,
N6820H, in which we were flying to 18
state capitals in the northeastern United
States plus Washington, DC. We left our
home base in Lincoln, Nebraska on Sep-
tember 1, heading on this Sunday morn-
ing, September 19, toward our 12th capi-
tal, Trenton, New Jersey.
Immediately ahead was the source of
my anxiety-the roughly 40 mile flight
down the Hudson River VFR corridor
that the FAA has carved out of the
sprawling, overlapping TCAs that en-
velopes the airspace around New York
City. Clearly the corridor was the best
and shortest way to get from Hartford,
Connecticut, our last capital, to Trenton,
New Jersey but , nonetheless, for a f1at-
lander pilot from Nebraska, it loomed as
a formidable challenge.
The reason for this trip? It was the
second stage in an odyssey that began in
1989 when Bonnie and I flew the Cub
7,857 miles to visit 17 state capitals in the
western United States. We had hoped at
that time to fly the Cub into all 48 state
capitals in the contiguous United States,
plus Washington, DC, but after flying on
37 mostly turbulent days out of 43 away
from home, we were too weary to con-
tinue. It was not until 1993 that time and
circumstances permitted us to resume the
odyssey.
VINTAGE AIRPLANE 21
Bearing down on the
~ u j blimp and the
Statue of Liberty.
The view down the
mighty Hudson at the-
top of the island of
Manhattan.
"Cub Two Zero Hotel cleared for im-
mediate takeoff," came the voice from the
tower through my transceiver and into my
headphones. I pushed the throttle for-
ward, lifted the tail and the Cub rose
smoothly off the runway. I had requested
a straight out departure as the Tappan
Zee bridge, the start of the corridor for us,
lay just 10 miles ahead, almost directly off
the end of runway 29.
As we climbed toward our planned al-
titude of 900 feet-the ceiling for most of
the corridor is 1100 feet-over the heavily
wooded land west of the airport , we
caught our first glimpse of the majestic
Hudson just beyond a low ridge running
parallel to the river. Reaching the bridge,
I turned southwest, crossing the river at an
angle, heading toward the New Jersey
side. Traffic down river flies to the right
and upriver to the left.
With my New York VFR Terminal
Area Chart spread across my knees and
mindful of the chart's warning of " High
density uncontrolled helicopter and fixed
wing traffic operating on the Hudson and
East River TCA exclusions ... ," I self-an-
nounced (as the chart instructed) that
"Piper Cub Six Eight Two Zero Hotel had
crossed the Hudson at the Tappan Zee
bridge and was proceeding south down
the river at 900 feet along the New Jersey
shorel ine. " Reassuringly, a voice from an
unseen aircraft responded, "Okay, Cub,
we have you in sight. "
So we were on our way down the corri-
dor with the Hudson stretching ahead, the
splendid skyscrapers of Manhattan to the
left, the brown and green of the Palisades
of New Jersey to the right and seemingly
no place to put the Cub down if the engine
failed. Of course it didn't. Our 65 hp
Continental ran as smoot hl y as ever, its
normal roar reduced by wax earpl ugs and
headphones to a contented purr.
Occasionally I saw a plane or heli-
copter across the river, heading north, but
the worrisome " high density of uncon-
trolled" traffic noted on the TCA chart
failed to materialize. While remaining
ever vigilant, keeping my head on a
swivel, I relaxed and began to enjoy the
magnificent view of Manhattan. Periodi-
call y I gave our position, most of the time
receiving the welcome response that
somebody had the Cub in sight. In the
meanwhile, Bonnie busily snapped away
with our camera.
As we flew along at 900 feet, familiar
tourist landmarks drifted by on the left.
There atop a hill was the Cloisters, re-
membered from a not-so-long-ago boat
trip around the island of Manhattan, the
Henry Hudson Parkway (could one land
the Cub there?) and just ahead the impos-
ing George Washington bridge, the sec-
Heading south over the
Hudson River, the view out
the left side of the Cub is
dominated by the Empire
State Building.
22 APRIL 1994
ond of three bridges that cross the Hud-
son along the corridor.
Next came Grant's Tomb, a glimpse of
the green and the ponds in Central Park,
and the Empire State building looming
above all the rest of Manhattan. Before
passing 34th Street, where one could look
directly up the street to the Empire State
Building, we flew by a cruise ship at dock
and the Sea-Aer-Space Museum, consist-
ing of the aircraft carrier Intrepid, a de-
stroyer and a submarine.
Shortly after passing 34th Street, the
Cub got a severe jolt. Another plane?
None was in sight. Then I spotted the
reason: a helicopter far ahead, descend-
ing to circle the Statue of Liberty. Evi-
dently we had flown through the down-
draft from its rotors as it passed us a t a
higher altitude and then began to de-
scend. No harm done.
The rest of the corridor leg passed al-
most too quickly. At the end of Manhat-
tan were the twin towers of the World
Trade Center, followed by America's best
known symbol, the Statue of Liberty. Cir-
cling the Statue along with us was the Fuji
Blimp which takes passengers to the
Statue in the summer months. Earlier we
had seen it at Westchester airport.
As the picture postcard view of lower
Manhattan slipped behind the left wing,
the spectacular Verrazano Narrows
bridge appeared over the Cub's nose.
This graceful suspension bridge, built
York is still the destination of
ocean-going cruise ships such
the west side of Manhattan.
the site of the __
where the Hudson River meets the At-
lantic Ocean, is also the southern end of
the VFR corridor. After passing the
bridge we flew along the shore of Staten
Island, the Atlantic to our left, over three
double highways and then picked up the
New Jersey Turnpike, our concrete com-
pass to Trenton.
After the corridor, the rest of our flight
on September 19 was almost anticlimactic.
But not quite. From Trenton, New Jersey,
with Bonnie as chief navigator, we fol-
lowed roads, power lines and railroads,
touching down at two more capital cities,
Dover, Delaware and Annapolis, Mary-
land. Not bad; 242 miles and three capi-
tals in one day!
At Annapolis we landed at Lee Air-
port where we were met by Florence Par-
lett, a gracious lady in her eighties who
with her son Tom runs the airport. She
came out to meet us on a golf cart, took
both our luggage and us to her office and
then arranged for a motel and transporta-
tion to the motel. September 19 was a
special day.
How does flying an ancient taildragger
in the northeast compare with flying in the
west? Aside from the vastly greater dis-
tances between airports in the west, the
biggest difference was weather. On our
western trip we lost only seven percent of
flying days because of weather, but in the
east the loss was 35 percent. Even when it
is VFR, haze is often a problem in the east.
Of course the northeast is busier, but
not excessively so. Like flying every-
where, one rarely sees another plane in
the sky. That, though, is no reason not to
keep your head on a swivel. The Cub has
no transponder, but we had no difficulty
in avoiding ARSAs and TCAs, with one
exception. Entering an ARSA didn't pre-
sent a problem as long as we telephoned
ahead letting the controllers know from
where we were coming and our ETA.
We landed in Lincoln in the late after-
noon, October 1, 31 days after leaving.
On the northeastern trip we flew 3,682
miles in 64.8 hours at an average ground-
speed of 56.8 mph. We had 128 takeoffs
and landings, used 303 gallons of gas and
10 quarts of oil, including one oil change
(4 quarts).
Looking back, flying down the Hudson
River VFR corridor was the highlight of
this journey, one which took us over,
through and around the heavily wooded
terrain, the green mountains, the streams
and lakes, the farmlands, the towns and
the cities of the northeastern United
States. As for the corridor, it was not
quite "a piece of cake," but a challenge
not be be feared or avoided.
What is left? There are 13 more state
capitals scattered across the southeast-
ern United States awaiting us. When?
The Cub is ready but Bonnie and I will
have to wait until another autumn rolls
around. ...
VINTAGE AIRPLANE 23
by Buck Hilbert
(EAA 21, Ale 5)
P.O. Box 424
Union, IL 60180
Dear Buck,
In connection with your comments
about the Pearl Harbor Aeronca, I
thought I'd add an extra piece of informa-
tion.
The Aeronca involved in the Decem-
ber 7,1941 incident was a 65TC Tandem
Trainer (not a "Defender") and it was
completed April 11, 1941 at Middletown,
OH as NC33838, SIN C9611-T, painted
orange with blue trim and exported di-
rectly to Honolulu.
Take care and best regards,
John Houser
NC43799
Middletown, OH
PASS IT TO
--7]
An information exchange column with input from our readers.
Dear Buck,
Here's still more on the Pearl Harbor
Aeronca. Back in the mid-sixties, I re-
member my mentor and friend, Bob
O'Hara telling me the story of the
Aeronca shot up during the battle of
Pearl Harbor. When I went to Hawaii
on my honeymoon in December 1973, I
looked up the owner of that great little
plane, Jim Bryant, who promptly invited
me to go for a checkout in N33838.
We flew all the way around the island
of Oahu with landings on Ford Island
and Dillingham. In those days, Dilling-
ham was nearly deserted and reminded
me of the jungle airstrips in the movies.
Ford Island was, of course, one of the fo-
cal points of the attack. It was still legal
in 1973 to land and takeoff on the mili-
tary airport there. This was truly like a
trip back in time, flying a battle veteran
aircraft off of the center of the battle
ground. It was a most memorable expe-
rience. Because my bride, Arlys, was
also a pilot, she was most understanding.
On the return to Honolulu airport,
Jim introduced me to Margarette Gambo
Woods, who was one of the pilots flying
on December 7, 1941 and was depicted
in "Tora, Tora, Tora." She owned 5
Aeronca 65 TC's in her flight school and
was giving dual in one at the time of the
attack. She was an aviation legend and
quite a wonderful person. She told me
that N33838 was owned by a flying club
on December 7, 1941 and was being
flown solo by a fellow whose name has
escaped me over the years. During the
initial attack, the Japanese fighters
caught him several miles north of Pearl
Harbor and began firing machine gun
bursts into the little Aeronca. He dove
to the bottom of a lava canyon where the
fast moving fighters did not chase him.
Unfortunately, the canyon emptied just
north of Pearl Harbor and he found him-
self back in the thick of things with
planes diving, bombs dropping and bul-
lets flying. He turned around and landed
on a dirt road in a sugar cane field,
jumped out, ran to the highway, flagged
down a passing taxi and returned to
home in Honolulu. How scared he was
is probably a lifelong secret between him
and his laundress.
When we returned to Oahu for the
fiftieth anniversary of the battIe on De-
cember 1991, I asked around about
N33838 and was saddened to learn it was
ditched in the ocean after an engine fail-
ure. I heard it had been lost forever, and
yet other rumors stated it had been re-
trieved. I sure hope it is the latter and
not the former.
I really enjoy reading your column.
The Aeronca 65-TC owned by the flying club on the island of Oahu and forced down by the Japanese attackers December 7,1941.
The color scheme on the airplane as shown here is not original - it was delivered from the factory painted orange with blue trim, a
standard scheme for the 65-TC.
24 APRIL 1994
Please keep up the good work.
Over to you,
Pat Quinn
A/C 9302
Ventura, CA
Hello Pat!
How neat, the chance to fly an airplane
that is HISTORY, and then you send us the
pictures too, along with an update on the
airplane as you heard it.
This one little airplane has generated an
unbelievable amount of interest and com-
ment. We are trying to get the full and cor-
rect story as to what actually happened
then, and afterwards. We have heard that
Jose Otero, the registered owner of the air-
plane, still has pieces of the craft in his pos-
session in the southern California area. I
understand he doesn't like to be bugged
about the airplane and does intend to re-
build it.
Your pictures will be most appreciated
by the editorial staff and the Boeing Li-
brary. We'll send them back as soon as
they are copied. They are great, especially
the one of Margarette Woods. We'd love to
know more about this woman too; there
are so many great women in aviation who
have gone unrecognized who did great
things. Most of them were successful
homemakers before or after they made
their mark in aviation.
I recently presented a plaque to the first
black woman to hold a commercial pilot 's
license in 1926. She never was accepted
into the aviation world as such, but she was
the key person in the Chicago Black Pilot's
group that later became the nucleus for the
Tuskeegee Airmen. Her name is Janet
Harmon Bragg, now 85 years old, and
revered by the people who got their start in
aviation because of her.
Hey, I ramble on. Again, I want to
thank you both for the comments on the
column and Vintage Airplane.
Over To You,
f( -z::.:<. ~
~ t c k
(Above left) A younger Pat Quinn at the controls of the "Pearl Harbor Aeronca"
during his honeymoon in the Hawaiian islands in 1973.
(Above right) The repaired damage done by a Japanese bullet or two can be seen if
you look closely near the tip of the arrow.
(Above) A view of Ford Island and Pearl Harbor from the Aeronca. Just below the
center jury strut, the U.S.S. Arizona memorial is visible.
(Below) Mrs. Margarette Gambo Wood, the lady flight instructor depicted in the
movie "Tora, Tora, Tora" who was flying with a student at the time the Japanese
overwhelmed the island from the air. (The movie erroneously shows her flying a
Stearman, if memory serves me correctly.)
COUNTRY CLUB OF THE AIR
VINTAGE AIRPLANE 25
MYSTERY PLANE
The configuration of this airplane
hints at the period in which it was built.
The photo is from the EAA archives.
Answers will be published in the June
1994 issue of VINTAGE AIRPLANE.
Deadline for that issue is April 20 ,
1994.
First, a quick word about the Febru-
ary Mystery plane column. As a num-
ber of you pointed out, the deadline
listed in that issue was incorrect - the
February Mystery Plane will be an-
swered in the May issue of the maga-
zine.
We "struck oil" with the Mystery
Plane for January with several detailed
answers . Glenn Buffington, El Do-
rado, AR writes:
"The January Mystery Plane is the
Golden Eagle 'Chief', Kinner K-5 en-
gine, 100 hp, manufactured by R.O.
Bone's Golden Eagle Aircraft Corp.,
Inglewood, CA. Most of the previous
models had been powered by
LeBlonds. This airplane, R223M, was
flown by Bobbi Trout in the first
Woman ' s Air Derby, August 18-26,
1929 from Santa Monica, CA to Cleve-
land,OH.
"The second day of the race she lost
power on the approach to Yuma, AZ
and made a forced landing in a culti-
vated field near Algodones, Baja, six
miles west of the Yuma Airport. The
Golden Eagle went up on its nose and
flipped.
"Resulting repairs put Bobbi 2-112
days behind the other contestants.
However, she followed the race course,
though out of contention. She spent the
night of the 23rd at Pecos, TX while the
others were at Wichita, KS. She left St.
byGeorgeHardie
Louis at noon on the 25th and RON'd
at Greenburg, IN while the others were
at Columbus, Ohio for the night.
"Bobbi told the writer she finished
at Cleveland on the afternoon of the
26th about the same time as Ruth El-
der who was flying a Swallow. Elder
had stopped at Akron on the Colum-
26 APRIL 1994
bus-Cleveland leg of the race.
"The tenacity paid off - Bobbi's ar-
rival brought to 15 the number of fin-
ishers in the field of 20, a good showing
for that era."
Lynn Towns of Brooklyn, MI adds
this:
"This was a new Type Certificated
version of the Golden Chief which was
furnished to Bobbi Trout by the factory
for promotional purposes. Earlier in
1929 Bobbi flew a 60 hp LeBlond pow-
ered Golden Eagle for 17 hours, S min-
utes and 37 seconds to set a woman's
landplane endurance record (non-refu-
eled).
"The insignia behind the race num-
ber in the plane pictured was that of
the National Exchange Club, who spon-
sored the race. Above the insignia is
the name 'San Rafael' . I believe this
was probably the local Exchange Club
chapter which sponsored Bobbi Trout. "
Ralph Nortell of Spokane, W A adds
this:
"The original design of the Golden
Eagle, with a Velie K-5 engi ne, was by
Mark Campbell , a versati le aviation
personality of southern California. A
partnership with R.O. Bone of Ingle-
wood was dissolved early in 1929, leav-
ing Bone to organize the Golden Eagle
Aircraft Corp. in Inglewood. A some-
what cleaned up version of the 'Chi ef'
with the 90 hp LeBlond engine was is-
sued ATC No. 202 in August 1929.
"Enclosed are a coupl e of snaps of
the 'Chief' NC68N, SI N 808 of 1929.
NC68N had a succession of owners in
the Spokane area for many years. Per-
sonally acquainted with one of these
owners, it was my pleasure to have ex-
perienced breezy trips 'around the
patch' in this old bird on two occasions.
Golden Eagle
"Chief"
"Early in 1960 owner Warren Gard-
ner re-engined NC68N with a zero-
time 120 hp Ken Royce 7G. During
the '60s this ' Chi ef' was dark blue with
ivory trim. From the '70s on, the finish
has been cream and red. The red was
applied on the fore-fuselage and verti-
cal tai l in the same scallop-type format
used on N223M, the Mystery Plane."
c
~ ~ t 0
~
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o
Z
~
c.
lii
~ ~ ~
Other answers were received from
Charley Hayes, Park Forest, IL; Robert
Wynne , Mercer Island, WA ; James
Borden, Menahga, MN, Marty Eisen-
mann, Garrettsvi ll e, OH; Tony Moro-
zowsky, Zanesville, OH; Bill Thaden,
Kittery Point , ME; Earl Stahl, York-
town, V A, and Pete Bowers, Seattle,
WA. *
(Above and Top) Ralph Nortell also had some experience with Warren Gardner's
Chief. The color scheme shown above is the scheme on the airplane during the
1970's.
Pete Bowers (Left) in the cockpit of the Chief with owner Warren Gardner. The
picture below, taken in 1963, is another view of P.M. Bowers at the controls.
VINTAGE AIRPLANE 27
APRIL 24 - GREENSBORO , NC-
North Carolina Dept. of Trans. NC Wings
Weekend . Free flight instruction and
seminars. To register contact: NCDOT
Div. of Aviation, 919/840-0112.
APRIL 24 - HALF MOON BAY, CA.
- Half Moon Bay Airport. Pacific Coast
Dream Machines benefit. Gates open
from 10 A.M. until4 P.M. To benefit
Coastside Adult Day Health Center. Par-
ticipant fee - $10 per vehicle, ($20 day of
the show) Contact: 415/726-2328, or write
645 Correas St., Half Moon Bay, CA
94019.
APRIL 29 - MAY 1- BURLINGTON,
NC - Annual EAA Antique/Classic Spring
Fly-In. Trophies in all categories. For in-
formation, call R. Bottom, Jr., 103
Powhatan Pkwy, Hampton, V A 2366l.
Fax 804/873-3059.
APRIL 30 - MAY 1- WINCHESTER,
VA - Winchester Regional Airport. EAA
Chapter 186 Spring Fly-In. On field camp-
ing, trophies for winning showplanes.
Pancake breakfast Sunday, rain or shine.
Concessions and exhibitors. Contact Al
or Judy Sparks, EAA Chapter 186.
703/590-9112.
MAY 1- DAYTON, OH - 31st Annual
Funday Sunday Fly-In at the Moraine Air-
park. Breakfast, awards, flea market and
lots of antiques. Contact: Jennie Dyke,
513/878-9832. or write Jennie Dyke, 2840
Old Yellow Springs Rd., Fairborn, OH
45324.
MAY 13 -15 - CAMARILLO, CA-
Camarillo EAA Fly-In and Air Show. ex-
perimental, antique, classic, warbirds, type
clubs. Pancake breakfast, BBQ, and
Awards dinner, Vendors, lAC air show
and flight demonstrations , Factory and
FAA seminars . For information, call
805/584-1706.
MAY 14 - MT. VERNON, TX -
Franklin County Airport. BBQ and cam-
pout Fri. night. Pancake breakfast Sat.
morning, Hamburger lunch. Contests, Fo-
rums, door prizes and awards. Contacts:
Ted Newsome 903/856-5992, Tom Willis,
903/885-5525 or the airport at 903/537-
271l.
MAY 20-22 - COLUMBIA, CA - 1994
Luscombe Gathering. 18th Annual event,
and will feature judging, spot landing and
flour bombing, plus a clock race. Contact:
Art Moxley, 206/432-4865.
MA Y 20-22 -HAMPTON, NH - Hamp-
ton Airfield. 18th Annual Aviation Fl ea
Market. Fly-in, Drive-in - camping on air-
field. No fees. No rain date. Anything
aviation related ok. Food available. For
info call 603/964-6749.
28 APRIL 1994
May 27-29 - ATCHISON, KS - Amelia
Earhart Memorial Airport. 28th Annual
AAA, Kansas City Chapter Fly-In. For
information, call Herb Whitlow, 913/379-
5011 or Stephen Lawlor, 806/238-216l.
May 27-29 - WATSONVILLE, CA -
30th Annual West Coast Antique Fly-In
and Airshow. Call 408/496-9559 for more
information.
JUNE 3-4 - MERCED, CA - 37th
Merced West Coast Antique Fly-In. For
more information, contact Merced Pilots
Assoc., P.O. Box 2312, Merced, CA 95344
or Mike Berry 209/358-3728. For conces-
sions information, call Dick Escola,
209/358-6707.
JUNE 4-5 - V ALP ARAISO, IN (VPZ)
EAA Northwest Indiana Chapter 104 3rd
Annual Fly-In Breakfast. 219/926-3572.
JUNE 5 - JUNEAU, WI - EAA Chap-
ter 897 Fly-In, drive-in pancake breakfast
at Dodge County Airport. Breakfast
served 8 - 1 pm. Hamburgers and brats
served from noon until 3 p.m. Aviation
fly market. Co-sponsored by the Gold-
wing motorcycle and Hot Rod associa-
tions. Contact: Rick, 414/885-3696.
JUNE 5 - LACROSSE, WI - Annual
Fly-InlDrive-In breakfast. 608/781-5271.
JUNE 5 - DEKALB, IL - DeKalb-Tay-
lor Municipal airport. 7am - noon. EAA
Chapter 241 serves its 30th Annual Fly-
In/Drive-In breakfast. For information,
call 815/286-7818.
JUNE 3 - 4 - BARTLESVILLE, OK -
Eighth Annual National Biplane Conven-
tion and Exposition. Frank Phillips Field.
Biplane airshow with world famous per-
formers, forums, seminars and workshops.
Biplanes and NBA members free - for all
others an admission charge applies. For
information call Charles Harris, Chair-
man, 918/622-8400 or Virgil Gaede, Expo
Director, 918/336-3976.
JUNE 11- WHEREVER EAA MEM-
BERS ARE, WORLDWIDE - INTER-
NATIONAL YOUNG EAGLES DAY.
Check with your local EAA or
Antique/Classic Chapter to find out if
they are holding a Young Eagles Rally. If
you're too far away from a chapter activ-
ity, you certainly can do it on your own.
You can inspire a life - take a youngster
for a ride! For more info, contact the
EAA Young Eagles Office, EAA Avia-
tion Center, P.O. Box 3086, Oshkosh, WI
54903-3086. Call 414/426-4800.
JUNE 5 - FOWLERVILLE, MI -
Maple Grove Aerodrome. Sterman Fly-in,
sponsored by Maple Grove EAA Chapter
1056. Vintage airplanes invited. All wel-
come. A/C parts swap meet. To pre-reg-
ister or for info call: Rich - 517/625-3338
or Ron - 517/223-3233. Rain date June 12
or June 18.
JUNEII-DECATUR,AL-EAA
Chapter 941lDecatur-Athens Aero Ser-
vices 7th Annual Fly-ln. All invited. Ven-
dors, Demonstrations, Judging. For info
call 205/355-5770.
JUNEII-GADSDEN,AL-EAA
Chapter 1048 2nd Annual J-3 Cub and
Piper high-wing Fly-in . For info call
205/442-3313.
JUNE 11 - COLDWATER, MI -
Branch County Memorial Field. 10th An-
nual Fairchild reunion. Contact Kike
Kelly. 517/278-7654.
JUNE 17-19 - DENTON, TX - Denton
Municipal Airport. 31st Annual AAA
Texas Chapter antique airplane Fly-In.
Contact: Dan Doyle, 214/542-2455. Host
hotel is the Radisson: 817/565-8499.
JUNE 17-19 - CREVE COEUR, MO -
Annual American Waco Club Convention
and fly-in. For info, call the A WC at
616/624-6490 or write A WC, 3546 New-
house PI., Greenwood, IN 46143.
JUNE 18 - HUNTSVILLE, AL -
Moontown Airport. 2nd Annual EAA
Chapter 190 Father's Day Fly-ln. Poker
run, spot landing contest, refreshments,
etc. Camping OK. 100LL and auto gas
available. Rain Date: June 25. For infor-
mation, call Rick Nelson 205/539-7435 or
Frank Fitzgerald 205/882-9257. Or you
can write EAA Chapter 190, P.O. Box
18852, Huntsville, AL 35804.
JUNE 19 - RUTLAND, VT - Annual
Taildraggers rendezvous sponsored by
EAA Chapter 968. Fly-in breakfast. Call
Alpine Aviation for info. 802/773-3348.
JUNE 23 - 26 - MT. VERNON, OH-
35th Annual National Waco Reunion Fly-
In. 513/868-0084.
JUNE 26 - MICHIGAN CITY, IN-
Michigan City Aviators - EAA Chapter
966 Pancake breakfast. 7 a.m. - Noon.
Call Glenn or Kathy Dee for info: 219/324-
6060.
JULY 1-3 - GAINESVILLE, FL-
EAA Chapter 611 26th Annual "Cracker"
Fly-In. Antiques, homebuilts, Judging in
9 categories. Contact: S.S. McDonald,
404/889-1486.
JULY 8-10 - LOMPOC, CA -10th An-
nual West Coast Piper Cub Fly-In. Con-
tact: Bruce Fall, 805/733-1914.
JULY 16-17 - DELAWARE, OH-
13th Annual EAA Chapter 9 Fly-In .
Young Eagle rides, BBQ chicken, refresh-
ments, more . Contact Don Rhoads.
614/747-2522.
JULY 17-23 - ROSWELL, NM - 25TH
Anniversary convention of the Interna-
tional Cessna 170 Assoc. Contact: Lyn
Benedict, 136 E. Orchard Park Rd. , Dex-
ter, NM 88230. 505/622-3458.
JULY 28 - AUGUST 3 - VAL-
PARAISO, IN (VPZ) EAA Northwest
Indiana Chapter 104 10th Annual Food-
booth during the week of Oshkosh. 8 a.m.
- 6 p.m. daily. 219/926-3572 for info.
JULY 28 - AUG. 3 - OSHKOSH, WI-
42nd Annual EAA Fly-In Convention.
Wittman Regional Airport. Contact John
Burton, P. O. Box 3086, Oshkosh, WI
54903-3086,414/426-4800.
ITS NEVER TOO EARLY TO
START MAKING PLANS! ...
WELCOME NEWMEMBERS
On this page you'll see the latest additions to the ranks of the EAA Alltique/Classic Divi-
sion. Whether you're joining for the first time, or are coming back, we welcome you, alld
we'd especially like to welcome those ofyou who are joinillg us with your interest in Con-
temporary class aircraft. Welcome one and all!
MarkAcosta Caruthers,CA PhilipD.Jolly Zephyrhills,FL
CurtisW.Allen Moundsville,WV RaymondKaisershot Montgomery, MN
JohnnyD.Allen Belton,MO StevenFrederickKammeyer
WilliamAllmon LasVegas, NV Tucson,AZ
WilliamBerry Modesto,CA AlanD. Kasemodel Billings,MT
Billy1. Blackstone Lexington,OK H. Kaudle LakeWinnebago,MO
DavidB. Boisvert Lugoff,SC CharlesR. Keane SantaAnna,CA
JeffreyB. Bond Anthony,KS NormanF. Kurtz Witefish,MT
JamesW. Bonner Alexandria,VA JohnLaCroix Shrewsbury,MA
TimBourgoine Peralia,NM JenniferS. Ledman Gaithersburg,MD
JimBraness Willmar,MN JosephLeonard Garrettsville,OH
GeorgeBredewater Columbus,IN PeterA.Marshall NewHaven,CT
EdwardBrencic Parker,AZ PennyD. Massell Urbana,IL
JohnBrennan Tallahassee,FL FredW. McDaniel Naples,FL
PeteBurke Lynchburg,VA ChristopherO. Miller CarsonCity,NV
ThomasN. Butler Aiken,SC LarryC. Miller Prattville,AL
JeffS.Cammenga Grandville,MI StephenA.Miller Southboro,MA
IanCampbell JamesT.Mooney CentralSquare,NY
Manilla,Ontario,Canada DonMoorman Titusville,FL
MarcCarter Lisbon,IA MichaelL.Morrison Hereford,AZ
JohnE. Chmiel Rhinelander,WI RandallE. Nason Pembroke,KY
DarilF. Cinquanta Arvada,CO SamsWNeal Morgantown,WV
PatrickClark Anchorage,AK JamesE. Neldner StFrancis,WI
ThomasL.Coble Burlington,NC Gerald L.Nichols StClair,MI
H. RoyCollins MtLaurel,NJ RobertA.Parrack Elkton,MD
JosephT. Connell Stewartville,MN CharlesN. Patterson Lakeland,FL
JohnT. Creegan,Jr. Dundee,IL ThomasG. Pelz CarsonCity,MI
LeeJ.Davis PeachtreeCity,GA William R. Perkins Lexington,KY
RichardE. Davis Savannan,GA CharlesC. Pinckney Ridgeland,SC
Richard A.Decker Kent ,WA David Pohl Bloomfield Hills,MI
RichardL.Dickerson FortWorth,TX Edwin I. Power,Jr. NutTree,CA
Danny& PatriciaDoyle Mckinney,TX JamesA. Reisinger Sparta,WI
BruceA.Dudley Duluth,MN Mark A.Sasko Utica,OH
DouglasG. Dunn Medford,OR RobbinSchramm Brookfield,WI
BobElmore Marengo,IL DarrellSchuler Aurora,CO
RobertW.Elmore Elizabeth,PA StuartShinn
DennieW. Farris Modesto,CA Scarborough,Ontario,Canada
Richard F. Fischler Juneau,WI ChrisSmith Graham,WA
TrumanFisher Huntley,IL JimSnodgrass UpperSandusky,OH
GeorgeT. Flynt Brandon,MS HowardK.Stock Woodstock,IL
JaneK. Frost Beverly,MA RichardStowell,Jr. Ventura,CA
JamesL.Gould Shannon,GA LutherStrayer Menasha,WI
LarryGower RayT.Thomas Titusville,FL
Guadalajara,Jalisco,Mexico JonathanThompson SantaAna,CA
EdwardB. Gray Toney,AL BurtonLThomsen Aurora,NE
TheodoreG.GriggsIII Bethlehem,PA FrankA Upshall Sylmar,CA
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(Continued form page 20)
curve was expensive, and Kelly should be
proud of the rare skill he has embraced,
even if it came expensively.
Itwas time for the home stretch - cov-
ering time. After seeing the results that
could be obtained by using the Stits (now
Poly Fiber) process, Kelly used it to cover
the Travel Air. He was looking for some
assistance, and asked Ray Stits for a refer-
ral. Ray gave him the name and phone
number of Arlie Londo, who Ray said was
"The fastest rib stitcher I've ever seen."
Kelly called Arlie and asked if she would
be interested in helping out on the Travel
Air. She consented, and soon he had Ar-
lie treating Kelly to all the little details
that help separate a great covering job
from a run of the mill project. Getting the
seams straight and making sure the edges
of the pinked tapes were ironed flat were
just some of the pointers she left him.
When it came time for painting, no
shop was willing to do the work up
through silver - some wanted to do only
the color coats. Kelly figured if he had to
do the work up through silver, why not
just do all the job?
After the first days of hand sanding, he
knew why - it was hard, tedious work! As
he worked, he began to see how the de-
tails Arlie Londo had been teaching him
paid off. The airplane began to look like a
biplane again, and the weather was begin-
ning to beckon. Itwas soon time. Kelly
describes the big day.
"Mike Strong was kind enough to fly in
from Wyoming to be the test pilot. I went
along as a hostage in case the craftsman-
ship failed the test. This is the time that
tries men's souls, or at least the mechan-
ics. I white knuckled the take-off, think-
ing about all the things that could possibly
go wrong-but nothing did. The biplane
performed well and the flight was a
smooth one. When we had taxied back to
the hangar, Mike offered me his hand and
said, 'Kelly, she's a keeper; now it's your
turn to fly her.' I gave him a sheepish
smile and climbed into the cockpit think-
ing about my last flight as the pilot in com-
mand. Itwas January 1, 1989, the fatal
day I ground looped her. Ithad been over
five years, a long time to think about my
mistakes. I started the Wright Whirlwind
engine and began taxiing. I checked the
mags and controls; they were all opera-
tional. I taxied to the turn runway and
pulled my goggles down over my eyes and
said a quick prayer. Throttle forward,
stick forward and the biplane began to
roll . I glanced at the airspeed and concen-
trated on keeping her lined up on th e
grass. I pulled back on the stick and
started climbing. The idea of having five
years of my life and a quarter million dol-
lars of airplane dependent on my skills as
a pilot was scary. I climbed to pattern alti-
tude and made several circuits of the field
trying to get the feeling of the plane back.
I was surprised how much of it was still
automatic. I checked the various fuel
tanks and the trim as I rehearsed the land-
ing that was to come next. Turning base
and final I worked the throttle to get just
the right angle to fly her down the imagi-
nary corridor of flight and set her down
just past the threshold. I managed to flare
just right and three pointed with a smooth
roll-out. I did it. I made a good landing."
Careers take funny turns. Kelly Mason
found that he has the talent and desire to
restore old airplanes, and he is hard at
work making his new dreams come true.
The Travel Air is up for sale, so that fu-
ture projects can be worked on - a Stinson
SR-8 takes up a lot of hangar space when
it's fully assembled! Also in the wings is a
Piper Cub, a Fairchild 24W, and a PT-17
Stearman. Itsounds like his career plate
is pretty full now!
* * * *
You can contact Kelly Mason at 17820
59th Av. , NE., Arlington, WA 98223 or
give him a call at 206/435-3841. ...
974pagesofpractical.proven
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for homebuilders
BY:TONY BINGELIS
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