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EDITORIALSTAFF
Publisher
TomPoberezny
January1994 Vol.22,No.1
CONTENTS
1 Straight& Level/
Espie"Butch"Joyce
2 ACNews/
Compiledby H.G.Frautschy
4 TypeClubNotes
6 MoreEAAOshkosh'93/
H.G.Frautschy
10 WhatOurMembersareRestoring/
Page6
NormPetersen
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
OliviaL Phillip
SaraHansen JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DannaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION,INC.
OFFICERS
President Vice-President
Espie' Sutch'Joyce ArthurMorgan
604 HighwaySI. 3744North51stSlvd,
Madison,NC27025 Milwaukee,WI 53216
919/427-0216 414/442-3631
Secretary Treasurer
SteveNesse E.E. ' Suck'Hilbert
2009HighlandAve. P.O. Sox424
AlbertLea,MN56007 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobertC. ' Bob' Brauer
7645EchoPointRd, 9345S. Hoyne
ConnonFoils,MN55009
IL60620
507/263-2414 312 79-2105
GeneChase JohnS.Copeland
2159CarltonRd. 28-3Williamsbur8Ct,
Oshkosh,WI 54904 Shrewsbury,MA 1545
414/231-5002 EIJ8/842-7867
PhilCoulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLane
Lawton,MI49065 Hartford,WI 53027
616/624-6490 414/673-5885
CharlesHarris StanGomoll
7215East46thSt. 104290thLane,NE
Tulsa,OK 74145 Minneapolis,MN55434
918/622-8400 612/784-1172
DaleA.Gustafson JeannieHill
7724ShadyHill Dr. P.O. Sox328
Indianapolis,IN 46278 Harvard,IL 60033
317/293-4430 815/943-7205
RobertliCkteig RobertD.' Bob' Lumley
1708SayOaks r. 1265Scuth 124thSt.
AlbertLea,MN56007 Brookfield,WI 53005
507/373-2922 414/782-2633
GeneMarris GeorgeYork
115CSteveCourt,R,R. 2 181 SlobodaAv.
Roanoke,TX 76262 Mansfield,OH44906
817/491-9110 419/529-4378
S.H. oWes' Schmid
2359LefeberAvenue
Wauwotosa,WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J. Willman
7200S.E. 85thLane
Ocala,FL32672
904/245-7768
ADVISORS
JoeDickey JimmyRollison
55OakeyAv. 823 CarrionCircle
Lawrenceburg,IN 47025 Winters,CA95694-1665
812/537-9354 916/795-4334
DeanRichardson GaoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Modison,WI 53717 NewHaven,IN 46774
608/833-1291 219/493-4724
13 TurquoiseTwin-
TheBastian'sCessna310/
H. G. Frautschy
18 JerryRoss'sPA-24Comanche/
NormPetersen
21 LeadFoulingPrevention/
BillClaxton
22 FromtheArchives/DennisParks
24 AlCOdds'nEnds/
H. G. Frautschy
26 WelcomeNewMembers
27 PassittoBuck/
E.E."Buck"Hilbert
28 MysteryPlane/George Hardie
29 AlCCalendar
Page22
30 VintageTrader
Page 18
FRONT COVER. . The colors of the airplanes and cars reflected the
optimismofthe 1950's,andArtBastian's 1956Cessna310certainlyis a bright
turquoise example, The twin wasjudged the Reserve Grand Champion
Contemporary atEMOSHKOSH '93. EMphoto byCarl Schuppel. Shot
with a Canon EOS-l equippedwith an80-2oomm lens. 1/250sec. atf8 on
KodakKodachrome64. Cessna210photoplanepilotedbyBruceMoore,
BACKCOVER ...JerryRoss' 1959PiperPA-24- 180Comanchewasjudgedthe
"best ofthe best" in the Contemporary category during this year's EAA
Convention. EAA photo by Carl Schuppel. Shot with a Canon EOS-l
equipped with an 80-200mm lens, 1/250sec,atf8 on Kodak Kodachrome
64. Cessna210photoplanepilotedbyBruceMoore.
Copyright 1994 bytheEAAAntique/ClassicDivisionInc.All rightsreserved.
VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by Ihe EAA Anlique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthlyat EAA Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic
Division,Inc.is$20.00forcurrent EAA membersfor12monthperiod ofwhich$12.00isforthepublication ofVINTAGE AIRPLANE. Membership
isopentoall whoare interestedin aviation.
POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh,WI 54903-3086. FOREIGN AND APO
ADDRESSES- Pleaseallowat leasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurtacemail.
ADVERTISING - Antique/Classic Division doesnotguarantee or endorse any product offered through the advertising. We inviteconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIALPOLICY:Readers areencouraged tosubmit storiesand photographs. Policyopinionsexpressedinarticlesaresolelythoseofthe
authors. Responsibilityforaccuracyinreportingrestsentirelywiththecontributor.No renumerationismade.
Material should besentto: Editor,VINTAGEAIRPLANE,P.O. Box3086,Oshkosh,WI 54903-3086. Phone414/426-4800.
The words EAA, ULTRALIGHT,FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA,EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are registered
trademarks. THE EAASKYSHOPPE and logos 01 the EAAAVIATION FOUNDATION and EAAULTRALIGHTCONVENTION are trademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
by Espie "Butch" Joyce
As we start out our new year of 1994,
it causes me to reflect back and look at
some of the past highlights of the EAA
Antique/Classic Division. By the mid-
dle of this past year, we started issuing
a newly designed membership card that
many of you have already received. I
hope that those who received this card
are pleased with the new design. You
may have noticed an addition to the
front of the card: "Member Since."
Those of you who have been EAA
members before joining the Division in
the first year or two of the Division's
existence may be surprised to see a 1973
date on your card. Antique/Classic
numbers were first issued starting in
January of 1973. The "Member Since"
on your A/C card refers only to your
division affiliation, not how long
you've been an EAA member. That's
listed on your new EAA card. I hope this
may help with any confusion on
anyone's part.
Your Division early on had growing
pains as the group tried to fmd its niche
within the EAA organization. It was
through the strong leadership of a num-
ber of people, a few of whom I'll men-
tion: Kelly Viets, Al Kelch, Morton
Lester, Brad Thomas, Buck Hilbert, Art
Morgan, George York and Paul
Poberezny. They got us pointed in the
right direction. Membership at first was
small and VINTAGE AIRPLANE was
a much smaller publication (16 black
and white pages!). The Division
management (Officers and Directors)
were consumed in running the Anti-
que/Classic area of the Oshkosh Con-
STRAIGHT &LEVEL
vention. The Division today still
manages this area of the Oshkosh Con-
vention grounds, but this is only part of
what your Officers and Directors do
now.
The Antique/Classic Division of the
EAA is today recognized as the national
and international leader of the Antique,
Classic and Contemporary aircraft. Our
membership stands at almost 9,000
members. We have 18 Antique/Classic
Chapters nationally and internationally.
Nearly 10% of our membership is of
people outside of the United States. I'd
like to extend an invitation to our inter-
national members to write in and list the
types of things they would like to see in
Vintage Airplane, and we'll see if we
can accommodate their requests. On the
international front, we will soon have a
full color article on the restoration of the
oldest floatplane remaining in Italy, the
Caproni CA 100 restored by Gerolamo
Gavazi. It's quite a story!
Our magazine VINTAGE AIR-
PLANE continues to improve as the
years have gone by, thanks to the efforts
of the editorial staff at EAA Head-
quarters, but it has and will continue to
be the submissions and suggestions of
the membership that will push the
magazine to even greater accomplish-
ments.
We still need your input to make this
magazine serve the members: Our
retention rate of members is ap-
proximately 87 percent, a high number
that we are proud to have earned.
We have developed a good relation-
ship with a number of type clubs,
another facet to the movement to keep
these older airplanes flying and in good
repair. Support the type clubs for the
airplane in which you are interested -
they're often the best people to talk to
regarding a question on maintaining
your airplane.
The jUdging system established
through the Division is becoming the
recognized standard throughout the
movement, allowing those who have
expended a great deal of effort to be
recognized for their restorations.
We have established the Anti-
que/Classic Hall of Fame to recognize
noteworthy people within the Anti-
que/Classic movement. The Anti-
que/Classic Division also worked to
establish an aircraft insurance program
tailored to our kind of aircraft and
flying. Your Division felt that it was
time to recognize those aircraft
manufactured between 1956 and 1960,
a new category to be called Contem-
porary class. This class is now being
judged and I promise you that because
of this, you'll see some great rebuilds.
Many of the airplanes in this category
are great candidates for restorations,
and will be practical airplanes to boot.
You'll be able to have your cake and eat
it too!
Your Division has a very good
relationship with EAA Headquarters
and together we will be able in the future
to do more for the membership. The
Division is from time to time able to
help with the restoration of one of the
Museum's aircraft and to participate
with the operation of Pioneer Airport.
I personally am proud of your
Division and am honored to be able to
serve the membership. Anytime a mem-
ber has a suggestion that will benefit us,
please pass it on to me. I requested a
couple months ago that suggestions be
sent in for a Contemporary Class
patch; I have only received two logos
so far - I would like to have some
more, folks.
Hope each of you had a relaxed
Holiday and that you have a very posi-
ti ve New Year. Let's all pull in the same
direction for the good of aviation.
Remember, we are better together. Join
us and have it all! .....
VINTAGE AIRPLANE 1
compiledbyH.G.Frautschy
EAA PETITION ON RECREATION-
ALMEDICALTO BE PUBLISHED
Just before this month's magazines
were going to press, EAA was informed
by FAA Headquarters in Washington,
D.C. that the EAA petition filed Septem-
ber 24, 1993 expanding recreational med-
ical privileges would be published for
comment in the FEDERAL REGISTER
during the week between Christmas and
New Years. In early November, FAA
Administrator David Hinson had com-
mitted to publication of this petition by
year's end.
Many EAA members have called
Headquarters seeking further information
on the status of the petition, which would
permit self-certification similar to that
currently required of pilots of hot air bal-
loons, sailplanes and motor gliders. These
pilots can "self certify" their physiological
condition in lieu of a FAA third class
medical certificate. It is anticipated that
the petition will have a 60 or 90 day open
comment period.
EAA forwarded this petition as a
method to encourage more people to fly
or continue flying by reducing the cost
and hassle factor of unneeded govern-
ment certification. Unfortunately, we
were not able to obtain the Docket num-
ber or address for comments prior to our
press deadlines; next month' s magazines
will include complete details on the ad-
dress and deadline for filing your com-
ments on this proposal.
LEAD-FREEA VGAS
From Harry Zeisloft, EAA Director,
we have word of new specifications for
both low and high octane no-lead aviation
-"
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Q)
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2 JANUARY 1994
gasoline. Applying these to the present
fleet may require STC's for all present
aircraft, with the probable exception of
those currently operating under an EAA
(or other) auto gas STC.
Reports on current activit ies show that
all companies involved in the production
of general aviation piston engi ne gasoline
are increasing efforts to speed up the de-
velopment of a lead-free aviation gaso-
line.
EAA's flight tests on unl eaded auto
gas with 17% MTB E have shown good
performance and supports the use of ether
additives as octane enhancers in new avia-
tion gasolines. Our materials compatibil -
ity laboratory testing (at the Florida Insti -
tute of Technology) will provide design
data for materials used with ether-type
components which are expected to be a
factor in new unleaded avgas.
Support of lead-free gasoli ne opera-
tion in present aircraft also comes from
Sweden, where unleaded 91 Grade avgas
has been used since 1981; and recently
with the approval of the use of unleaded
auto gas in Saudi Arabia.
Contrasting with this positive experi-
ence in both Sweden and here in the
States, a domestic cylinder rebuilder ad-
vised during recent meetings that they
would withhold warranty coverage for en-
gines operated on unleaded Grade 80 av-
gas (not currently available in the U.S.) or
unleaded auto gas.
The General Aviation Manufacturers
Association anticipates that the new spec-
ifications will provide stability in the fuel
market so that buyers of newly certifi-
cated aircraft will have the assurance of a
continued supply of a satisfactory gaso-
line.
As stated before, present aircraft in
the U.S. fleet will need FAA approval for
the use of these new unleaded aviation
gasolines - unless you are one of the for-
tunates who already have an STC for D-
4814 gasoline. The really good news is
that aviation gas will have the potential
for no longer being a minuscule "spe-
cialty" product of the oil indust ry as it is
today. And, being a lead-free, we antici-
pate relief from the specter of a quantum
leap in aviation gasoli ne prices when the
EPA phases out lead in all gasoline, which
would force a completely independent,
costly, dedicated distribution system for
lOOLL avgas.
AIRCRAFTSPRUCE
AVIONICS SALE
Aircraft Spruce & Specialty Co. has
expanded into the sales and service of
avionics, and to celebrate, they' re having
a Grand Opening sale, January 22 and 23,
from 9 a.m. until 4 p.m. each day. Late
word has it they will be selling a wide
range of aviation products in addition to
avionics, so if you are going to be in the
vicinity of Fullerton airport, you may wish
to stop in and check it out. We're sorry
about the short notice, but we just found
out about it a couple of days ago. Air-
craft Spruce Avionics is located on the
north side of Fullerton Airport, and both
drive-in or fly-in customers are welcome.
For more information, call 1-800/824-1930
or 714/994-2221.
ALEXANDER AEROPLANE
WORKSHOPS
Alexander Aeroplane, the aircraft
restoration supply house, has announced
the dates for their Aeroplane Builder's
Workshops. Courses to be offered are
Fabric Covering, Basic Welding Tech-
niques and Composite Basics. Each indi-
vidual course takes place over two days ,
and costs $150, with a $25 discount for
spouses or individuals who wish to repeat
an Alexander course they have taken be-
fore. Different courses will be offered at
different locations , so be sure and call
Alexander Aeroplane at 1-800-831-2949
(Monday through Friday, 8:30 a.m.-7 p.m.
(EST) , or Saturday, 9 a.m.-l p.m.) for
course information. The Winter/Spring
schedule is: January 15-16 and February
26-27, Lakeland, FL, Sun ' n Fun Head-
quarters, March 19-20, Denton, TX, Air
Denton (FBO) , April 30-May 1, Griffin,
GA, Alexander Hangar. Courses will be
offered throughout the year, so if you
do n'tseea dateyou canworkwit h,be
sureandcall Alexandertoseeifa course
will bescheduledatatimeand placemore
convenientfor you.
WACO INFONEEDED
AndyHa nnul a sentus a copyofan
originalinvoice from the Waco Aircraft
Co.,witha list ofpartsthatwould lead
you to believesomeonehaddamageda
few partsofaWacoYKS-7in somesortof
accident. Includedonthelistwerea new
lower right wing ($247) and ai leron
($46.75),anewwoodHartzellprop($107),
anda newlandinggear. Alsoincluded
werevariouspiecesofhardware,anda
gall onofGunmetal greydope ($4). This
particul arYKS-7,SIN. 4551,NC17452,is
being researched by Andyfora friend
who use d to own t he a i rp lane, Gor dy
NewstromofGrand Rapids, MI. If you
haveanyinformation about t hi sairplane
co ntact Andy atP. O.Box303, Grand
Rapids,MI 55744.
TYPECLUBCHANGESAND
ADDITIONS
Here'sanot hercl ub foro ur annua l
TypeClubList:
LakeAmphibianFlyersClub
Bill Goddard,Editor
815 N.LakeReedyBlvd.
Frostproof,FL 33843-9659
813/635-3381
Newsletter:Bi-Monthly
Dues: $40peryear,
($70 firstyear,includes300 pagebook)
Add$10foroverseasmail
Undert he headingfor t he Societyof
Air Raci ng Hist orians,we need toup-
datet he persont o contact. The gentle-
manhandling thatresponsibi li ty forthe
societyis:
HermanSchaub,SeclTreas
SocietyofAirRaci ngHistorians
168Marian Lane
Berea,OH44017
216/234-2301
Cole and Rita Palen pause during a visit t o
the EAA Museum in Hales Corners, WI in
1978.
ColePalen
1925-1993
A namefamiliar toalmosteveryold
airplane enthusiast , Cole Palen of
Rhinebeck,NY,passedawayDecember
8, in DelRayBeach,FL. Hehadsuffered
a strokethis pastApril,butaccordingto
BrianCoughlin,oneofthe pilotsatthe
aerodrome,hehadfully recoveredfrom
it. WeunderstandColewas lookingfor-
ward tonextyear' sflying seasonatOld
RhinebeckAerodrome.
Cole'seffortstopreserveandfly an-
tiqueaircraft,particularlythoseofthePi-
oneerandWW Ierawerelargelyunher-
aldedwhen he first begancollectingold
airplanesafterWW II. "Whatdoyou
want thatoldjunkfor?" wasoften there-
sponsewhen heasked ifsomepartwas
available. Hehad the foresight toknow
thatthe"oldjunk"was pricelessand his-
torical. Thanksto his perseverance,the
generationsthathaveflocked totheAero-
dromehebuiltwith hisownhandsoutofa
rockyfarm in theHudson rivervalley
havebeenabletostill hear,feelandsmell
theearlydays ofaviation. Somecameto
recall" theolden days,"andotherstoex-
periencefor thefirst timethe fl ightofan
airplanepoweredbya rotaryengine,but
thecrowdsofbothcustomersandvol un-
teerswhoheadedtowardstheAerodrome
eachspringandsummer,yearafteryear,
were a testamentthat his dream was a
sharedone,andthatmanyenjoyed reliv-
ingtheearlydaysofaviation.
Colewasavoraciouscollectorofearly
aviationartifacts,and hadamassedasiz-
ablecollection,a large portionofwhich
was ondisplayattheAerodrome. Earlier
thisyear,he beganworktoestablish an
organizationknown as theOldRhinebeck
MuseumFoundation totakecareofthe
Aerodromeandthenewmuseumbuilding
recentlyadded to thecollectionofsheds
andhangarsalreadyon theairport.
Ourcondolencesareextendedto his
wife Rita,his worldwidecircleoffriends ,
and theOldRhinebeckAerodromefam-
ilyoffriends andvolunteers.
AugustWegnerIII
1941-1993
Antique/Classicaviation herein the
Midwestsuffereda greatlosswhen we
learnedofthe untimelypassingofAugie
Wegner (EAA 8567, A/C 17581) of
Franklin, WI. He passed away November
23, 1993 while rehearsing with his music
students at the University of Wisconsin,
Parkside.
Augie was an avid enthusiast of
AeroncaandStinsonaircraft, havingre-
storedexamplesofboth. Whilein the
processofrestoringhis 11ACChief,he
andhiswife PatstartedtheAeroncaClub
as a meansofgetting"Aeronca-nuts" to-
gethersotheycouldshareinformation.
Later,he mergedhis club intothe Na-
tional Aeronca Club. At his passing,
Augie wasworkingontherestorationof
oneofthefew remainingpre-warAeronca
Chiefsequippedwith sticksinsteadofa
pairofcontrolwheels. HisgorgeousStin-
son108,restoredover10yearsagonow, is
still lookingas though it hasjustbeen
rolledoutfor its first flight.
While well known in Stinson and
Aeroncacircles,Augie's"otherlife" out-
sideofaviationwas notaswell known, al-
though itcertainlycouldhavebeen. An
accomplished musician,hewasa music
professor at UW-Parkside, where he
taught musictheoryandcomposition.
Musicwas abigportionofhis life,and he
wasquiteadeptatits manyfacets. Hisim-
pacton his pupilswasquiteevidentin the
wordsand music offeredbythem ata
memorialservice held atthe university'S
performingartscenter. Obviously,hewas
a man theywould rememberfor therest
oftheirlives. Ourcondolencestohiswife
Pat,theirchildren,and his manyfriends
andacquaintancesthroughoutthecoun-
try.
Thefamily hasaskedthatanydona-
tionsbesentto UW-Parksidetoestablish
a scholarshipin Augie'sname. Thead-
dressis:
UW-Parkside,ATIN:Jim McKeever-
Music Dept.,900Wood Rd,Box2000,
Kenosha,WI 53141 ....
One of sport aviation's nicest citizens, August Wegner III and his restored Stinson 108.
VINTAGE AIRPLANE 3
Notes
From Doug Combs we have this Lus-
combe Foundation update from his
mailing dated November 1993:
As this issue (Luscombe Foundation
Update) was going to press, the FAA
called and said that an east coast FAA
office had inquired as to Luscombe ser-
vice difficulties related to intergranular
corrosion in the wing spars. As the Lus-
combe TC holders, the Don Luscombe
Aviation History Foundation (DLAHF)
is required by FAA to respond and take
some action on the problem as they per-
ceive it. We acknowledged that there
were a few (less than 20) known difficul-
ties of this nature, and that we had plans
for a future service/bulletin to investi-
gate this further. We pointed out that
both Jack Norris and Gar Williams had
been working on the problem/history/so-
lution. The FAA asked (that) we move
forward quickly, so we are now very
busy investigating the issue. User input
is needed IN WRITING. DLAHF be-
lieves that this corrosion difficulty has
been limited to post war , metal wings,
rear spars only. Please help us confirm
or deny this service history.
If you are an A & P, or an owner that
has had some experience with this corro-
sion, please drop us a line. If at all pos-
sible, please include the A/C registra-
tion, A/C serial number, wing type and
wing serial number (located on the top
of the butt spar at wing root). DLAHF
is developing an approved inspection kit
which should be installed in metal wings
to provide inspection access to look for
corrosion (Luscombe Service Recom-
mendation #2, Dec. 1993). Luscombe
owner co-operation is greatly appreci-
ated and encouraged. You can send your
information to DLAHF, P.O. Box 63581,
Phoenix, AZ 85082-3581
From the Waco Pilot-
edited by Ray Brandly
Curtiss-Reed propellers: The most
popular propeller ever used by the Waco
Aircraft Company was the Curtiss-Reed
fixed-pitch propeller. Tests have proven
this propeller to be superior in engine
cooling, smoothness of operation and in
obtaining desired performance. Curtiss-
4 JANUARY 1994
by Norm Petersen
Reed propellers were extensively used
on the following Wacos;
YOC 99" X 81" pitch
AVN-8 99" X 84" pitch
YKS-6 99" X 78" pitch
ZGC-8 99" X 84" pitch
ZKS-6 99" X 81" pitch
ZGC-7 99" X 84" pitch
ZPF-6 99" X 73" pitch
ZKS-7 99" X 84" pitch
ZQC-6 99" X 84" pitch
VKS-7 99" X 73" pitch
ZVN-8 102" X 78" pitch
UPF-7 96" X 71" pitch
Vibration tests made jointly by Waco
Aircraft and the Curtiss Propeller Divi-
sion of Curtiss-Wright have determined
an ideal setting for the #55501 metal pro-
peller on your Waco to give the
smoothest operation.
This setting is 45 degrees ahead of the
marked spline on the crankshaft. You
will find in one of the channels between
two splines at the outboard end of the
splined area an "0" stamped in the
spline depression. Propeller should be
placed on the crankshaft so that its open
spline stands at the 45 degree angle
ahead of the "0" in the direction of rota-
tion.
From the International 180/185 Club,
Inc. - "Buz" Landry, Pres.
Vacuum Systems Can Be Vexing
Problems - FYI from the FAA:
Airplane instrument systems are the
heart of an aircraft, monitoring the air-
craft and alerting the pilot to danger
signs. Instrument systems which fail can
be life-threatening and even fatal.
The following is an article reprinted
from FAA's General Aviation Airwor-
thiness ALERTS No. 121 (August 1988)
which could be of importance to you.
Numerous articles have been written
regarding instrument failures.
After receiving an in-depth letter
from a repair station in Ohio, we felt ob-
ligated to print another opinion on vac-
uum system failures. This manager of an
instrument (shop) with almost 30 years
experience working on aircraft instru-
ments, has some worthwhile suggestions
and theories regarding vacuum system
failures.
In a previous Airworthiness Alert, a
submitter suggested installing an in-line
filter to the vacuum system as a possible
corrective action.
This submitter states that is (only) a
quick fix and that past experience shows
you can put an adverse effect on the
pump itself by doing this. According to
engineers, any extra restriction put into
the system could cut down on the life of
the pump and flow efficiency. The the-
ory is any restriction at a "Line in Line"
filter or standard AN hardware can cause
flow restrictions and cut down pump life.
They recommend that only specially
designed free now fittings be used in the
entire system. The main problem, in his
opinion, is poor pump design and im-
proper installation.
In his personal opinion and from al-
most 30 years in the instrument and air-
craft business, the problems are as fol-
lows:
a. To address consumers' complaints
of oil on the belly of the aircraft they ny,
the manufacturer designed a dry vacuum
pump; the submitter thinks it was not
properly designed and efficiency was
marginal with respect to now capabilities
that were needed to run the systems. To
aid the flow problem, the submitter says
they designed a new type fitting to cut
down on restriction and help air nowing
through the system.
b. The aircraft manufacturers, seeing
we now had no oil blow on board from
the dry pumps, quit installing the over-
board vent line. They felt there was no
need to have one because no oil was
coming from the pump.
c. Due to the fact that the vacuum
pump is not vented over board and is
vented into the engine compartment, we
have generated two problems. Due to
ram air pressure in flight , we have a
sli ght pressurization in the engi ne com-
partment, causing back pressure on the
pump and cutting down on its life, ac-
cording to engineers. When the pumps
vanes fail ,we nowhave a dir ect line
from thepumpventto the instruments
with norestriction. Theramairblows
all particlesfrom thevanesintothe in-
strumentscausingcarboncontamination
andshorteninggyrolife.
d. Theinstrumentmanufacturers left
thevacuumoutletopenandunrestricted
tothe system (nofilter), becausewith
thewetpump,all contaminantswe re
ventedoverboard. Thefirst andimme-
diatesolutionistoinstallatubefrom the
venttubeusinga sectionofhose (Aero-
quip #306 or e quival e nt) , two hose
cl ampsanda pieceofaluminumtubing
with an Adelcl a mp holding it rigid.
With theendcutatan angle,creatinga
slight vacuumwith theairflow from ram
air(seedrawing), this will relievethe
backpressure on thepumpandincrease
pumplife. Itwill getridofthecarbon
particlesifthe pumpblows,savingthe
instrumentsfrom har m. Itwill alsoaid
in helpingthepump'sefficiency.
FromtheInternationalAeronca
Association- by BuzzWagner
In thelastcouple years,therehave
beenseveralaccidents ,usually fa t al,
whereanai rpl anewasworkedon,oras-
sembled afterrepairwiththeailerons
hookedupbackwards. Ontakeoff,the
pilotevidenti all ywas notquick enough
to realizewhatwas happeningandas a
wingdropped,kept feeding in thewrong
ai leronand crashed. Apparentlythein-
structorshave quit teachingpilotsto
check thecontrolsbeforetakeoff. Ieven
knowofacouple L-3'sthatwereasse m-
bled usingTAwings and 'whatdoyou
know',theai leronsworkbackwardson
thatswitch. Therehavebeenot hers-
someCessnasandsomebusinessplanes.
Nowcomesoneto top them all. The
' Mainliner'reportsthatin Albertaanim-
portedDHC-3was removedfrom crates,
assembl edby licensedmechanicsandtest
flown by theowner,anexperienced pilot,
whowas killed alongwith his mechanic.
Anothermechanicsurvived. Itturned
outtheaileronand balancecableswere
crossed when hooked upandwould you
believe- left aileron resulted in BOTH
aileronsgoingdown - and rightail eron
made them bothgoup! Thisguydidn ' t
have a chance . With oneshooked up
backwards,he mi ght have beenquick
andsharpenough to reverse theirtrain-
ingandgetit backon theground.
I'mnotsayingIwon't' screwup'some
day, butIwas taughttocheckand dou-
blecheck,and neverbe lieve anyone.
Afterrun-upand beforetakeoff, my
st anda rd practice (even ifnoone has
touchedor worked on theplaneand I
havejustflown itan hourago)istocheck
thecontrol sfor free movementandcor-
rectmovement.
TRYTHISBEFORETAKEOFF- -
Look Le ft-Mov e stick ORroll whee l
left- thatai leronWILLBEUP.
Lookright-Movesti ck ORroll wheelto
right-thatai leronwill beup.
LookBack-Movestickorwheelback-
-Elevatorwill beup.
LookBack-Pushleftrudder-Rudderwill
be toleft
LookBack-Push ri ghtrudder- Rudder
will be to right.
(Prettysimpl e - but it mightsaveyour
life!)
FromtheFairchildFlyer-
editedbyJohnBerendt
Jim MartinofSouthBend,IN,addsa
TechnicalTopice ntitl e d " TheSt rap
With a Thousand Uses . " It 'sa multi-
purposeproductcall ed " Wraplock",(a
product we' ve usedto hold thewood to
the topofthePTfuselage.) Wraplock
will ti e anything thatcan betiedwith a
Attachtoventtube
\
orequivalent
AluminumTube-
Attachtoengine:-----.....
mountorairframe
I.A.W.AlC 43.13-2
Hose
Clamps
(2 ea.)
clamp,itwill make anysizeclampandit
will conform toanyshape. Wraplock,
"thetie that binds,"is made ofstainless
orgalvanizedsteel and comesin 100'
packages ofvariedwidths. A ratche t
wrenchfor installationand 100steel
bucklesare includedin the packagewith
the instructions. Contactthe company
directly for pricesand de livery: The
HanlerCorporation,37 NorthBond
Street,MountVernon,NY10550- (914-
688-6091).
AmericanNavionSociety-
HughSmith,Editor
NavionMaintenanceTips:
FactorsThatContributeto
SparkPlug Fouling
Laboratorytestsconductedby a ma-
joroil company have revealedthatthe
followingsix operatingvariablescon-
tributedtosparkplugfoulingin aircraft
enginesusingtoday'saviationfuels:
1. Excessively rich mixtureat idle
speed.
2. Extremelyleanmixtureatcruise.
3. Abnormallylowcylindertempera-
tures.
4. Largesparkpluggap.
5. Abnormallylowcarburetorair
temperature.
6. Excessiveoil pumping.
Ithasbeenfound thatairplanesen-
gagedin typesofoperationrequiring
frequent landings and takeoffsaremore
suscept ibl e tosparkplugfouling. Thi sis
probablyduetotheincrease in engi ne
idle time usuallyconnectedwith thi s
typeofoperat ion.
FromtheBellanca/Champion
Newsletter
FirstSolo- UsesTripleTail
Janand KayGerstner(Cruisemaster
Editor)areproudtoannouncethattheir
son, Michael,didonhi s16th birthday,
May29, 1993,perform hi sfirst soloin a
Bellanca14-19Cruisemaster,N6553N
(#2005), at Hart ford, WI (HXF) .
Michael hasbeen flying thispl ane since
hewas3yearsold. Hewas instructedby
hi s father ,me,anytime [couldgetthe
controlsaway from him.
Near perfect weather graced the
event ,which waswitnessedby hi sbroth-
ers,hisperfectlycalmparents,his beam-
inggrandpare nts andanassort mentof
kibitizingresidentairportbums. Thelat-
terpubliclyscoredeachlanding.
TheGerstner 'swill be pleased t o
show thevideooftheevent,overand
overandoveragain. ..
E
1J
C
'"
OJ
...J
{)
~ ~ ~ ~ ~ ~ ~
EAAOSHKOSH'93
by H.G. Frautschy
You're likely to see somebody carrying just about anything at EAA OSHKOSH!
6 JANUARY 1994
(Above) This pretty 1941 Culver Cadet was flown in by Ted Giltner
(A/C365) of Tamaqua, PA.
(Right) Our own Norm Petersen spent a few moments with the An-
tique/Classic portable speaker system to interview Roger Fiennes
about his deHaviliand Fox Moth. Roger' s wonderful sense of humor
proved to be a big hit among the crowd who gathered to learn more
about the antique British aeroplane.
(Above) Things are always hopping in the Antique/Clas-
sic Type Club tent. Be sure to put it high on your
" must do" list when you come to the Convention.
(Left) If you haven't gone to the Antique/Classic picnic
before because you weren' t sure you' d know anyone,
look at this crowd. If you still couldn't find anyone you
knew, make some new friends!
VINTAGE AIRPLANE 7
-
-
-
-
.

(Right) TheAntiquejudgesfindt i mefromtheir
busyschedulestoposefora groupphoto. They
are(backrow- Itor) PhilCoulson,BillJohnson,
Gene Morris, Dave Morrow,DaveClark, Mi ke
Shaver,BobKitslaar,MikeKitslaar,DaleGustafson,
(frontrow- rtoI) DaveAnderson, DonColeman,
FayeGustafson,SteveDawson, PeteCovington,
AceCannon,BobWilsonandGeneChase.
BillRose'sbeautifulRyanSTAiscapturedby
EricLundahlasitacceleratesfortakeofftopar-
ticipateintheAntique/Classicparadeofflight.
(Left) A goodlooking1946Fairchild24poweredbya Rangerenginehasa
familiarfelineasitsflying mascot. It' s ownedbyMarshallandKathyFried-
man(AiC4806),Denver,CO.
IfyoustopbythisboothneartheRedBarn(left)andvolunteer
whatevertimeyoucanspareduringtheConvention,you'llbe
abletostopby... andenjoyasandwichwithadrinkfromthe
fineladiesintheAntique/ClassicVolunteercenter(above).
WhereisthisspotwekeepAlCvolunteersfedandwatered?
You'llhavetovolunteerfirsttofindout!
8JANUARY 1994
"Bonanzas To Oshkosh" the sign proclaims, and
there were many parked on Wittman Field, includ-
ing Gary Whittaker's (AiC 17605) 1947 model 35 Bo-
nanza.
(Right) Short wing Pipers have been coming out of the
woodwork (or should we say steel tubing?) lately. John
Monnett, (AiC 18563) of Oshkosh, WI who many will recall
as the designer of the fine series of Sonerai amateur built
airplanes, has been busy restoring airplanes as of late.
This Piper PA-15 restored by John was completed just be-
fore Oshkosh. Sharp eyed readers will spot the PA-17
style landing gear with shock absorbers on this PA-15.
(Below) Its hard to beat the Grumman G-44 Widgeon for
good looks in the amphibian ranks. This nice looking ex-
ample belongs to Charles Greenhill, Mettawa, IL.
When the sun drops below the horizon, and campers start heading off to their tents in Showplane camping, its hard to fine a more
serene location, where all is right with the world. Tom Harvey of Lockport, NY was lucky to have the end spot of one of the rows
for his 1946 Aeronca 11AC Chief.
VINTAGE AIRPLANE 9
WHATOUKMEMBERSARERESTORING
-------------------------------------------------------byNorrnPetersen
Bob Lickteig's J-3 Cub
Former Antique/Classic prexy Robert
(Dobby) Lickteig (EAA 71468, A/C 2433)
of Albert Lea, MN has contributed pho-
tos of his latest project , a 1946 Piper J-3
Cub, N6711H, SIN 19925, which was re-
stored with a Continental C-85-12, com-
plete with electric starter! A wind driven
alternator, located on the landing gear ca-
bane, provides power for the battery
which is mounted below the baggage com-
partment. The wheels and brakes are
Cleveland with 7:00 X 6 tires installed.
The fuel system is an 18-gallon left wing
tank with a small header tank, making it a
"front seat solo" Cub. The only demerits
we can ascribe to this otherwise beautiful
restoration is the white and blue trim
paint scheme vs. the politically correct
yellow and black trim. "Dobby" main-
tains he had a batch of white paint left
over from the last project " he had to use
up!"
Brian Hodgdon's Piper PA-1S-90
These photos of Piper PA-18 Super in August of 1978, and has been flying it
Cub, N8594D, SIN 18-6258, were sent in ever since. It has 660 SMOH on the Con-
by owner Brian Hodgdon (EAA 435230) tinental C-90-12F and 3470 IT on the air-
of Centreville, VA. Brian reports the Su- frame. With all electrical instruments, ra-
per Cub is named "Shatzi II ," which fol- dio, transponder, lora n and stereo
lows "Shatzi ," his 1947 PA-ll Cub Spe- cassette, it is indeed well equipped. Brian
cial , which is now on the bottom of the expects the airplane to go up for sale be-
Caribbean off the coast of Belize, after an fore too long, so if interested, write him at
engine failure in June 1990. He pur- 6321 Old Centrevi ll e Road, Centrevi lle,
chased the PA-J8, which had been rebuilt VA 22020.
10 JANUARY 1994
DonPantone'sPiper
PA-12SuperCruiser
Purchased new in 1947 by the Spanish
Fork Flying Service, Spanish Fork, Utah,
this Piper PA-12 Super Cruiser, N3505M,
SIN 12-2353, was used for charter, ambu-
lance, training and crop dusting until it
was rebuilt and sold in 1960 to a shrimp
company in Ogden, Utah. In 1962, Don
Pantone (EAA 410174) of Ogden, UT
and two friends purchased the PA-12. He
bought out the other two owners in 1964
and then proceeded to recover the wings
and install a Lycoming 0-320 of 150 hp
and a Hartzell constant-speed propeller
(both from a twin Navion) . The STC was
quite a struggle, however, after flying 50
hours locally (test area) , FAA approval
was granted. In 1970, a new interior was
installed, the fuselage was recovered and
RonanHarvey'sTigerMoth
These two neat photos of deHavilland
DH-82 Tiger Moths, G-ALNA and G-
AGPK, were sent in by Ronan Harvey
(EAA 396010) of Northants , England.
Ronan ' s Tiger Moth , G-ALNA, had
crashed in a lake in 1986 from where it
was recovered and subsequently restored
by Ian Castle of Northhampton, England.
Ian also restored the matching G-AGPK,
the paint schemes being identical red,
black and silver. (G-ALNA still requires
the deHavilland logo on the two main
gear hubcaps.) This is English sport fly-
ing at its absolute best!
the instrument panel was redone. In ad-
dition, Cleveland wheels and brakes were
installed. Don has enjoyed the PA-12 for
years now and has flown as far as Yel-
lowknife in the NWT in Canada. The
PA-12 is presently registered with his
three sons as owners, so we expect the air-
plane to remain in the family for many,
many years!
BillEwertzandhisAeroncaC-3
This photo was sent in by owner/re-
storer Bill Ewertz (EAA 42278, A/C
7005) of Sonoma, California. The 1931
Aeronca C-3, NC16549, SIN 690, was re-
stored to original condition including the
Aeronca E-l13 two-cylinder engine. Bill
says the little two-placer is for sa le or
trade with information available at 707-
938-1465 after 6 p.m.
Bill finished the rebuild of an Arrow
Sport F in 1991 that is now in an Oakland,
CA air museum.
VINTAGE AIRPLANE 11
This photo of Stinson 108, N8871K,
SIN 108-1871, was contributed by owner
Marc Dunbar (EAA 337583) of Rocklin,
CA. When Marc bought the Stinson in
1986, he had about 60 hours in his log-
book and 40 minutes of taildragger expe-
rience! Heading home with his new pur-
chase, Marc attempted his first landing
and came within an eyelash of losing the
airplane! His recommendation: Get more
tailwheel time before going solo! The
Stinson was restored with the Superflite
process, new glass was installed, new inte-
rior and new seats. The result was a first
class airplane which has been to Oshkosh
several times. Note the polished pro-
peller and spinner, the chromed venturis
and entrance steps. Marc has flown the
pretty burgundy and white Stinson about
700 (enjoyable) hours to date.
Mark Evans'TaylorcraftBL-65
This pretty Taylorcraft BL-65, N27461 , SIN 2103,
was restored by Mark Evans (EAA 265823, A /C 19188)
of Traverse City, MI. The " prime" basket case re-
quired nearly five years of work to go from bare fuse-
lage to the finished airplane. In the process, the T-
Craft was converted to an A65 Continental, which
would make the airplane a BC-65. Other features in-
clude swing-out cabin windows and a wooden pro-
peller. The large round control wheels of the 1940
models are retained along with the "flipper" trim tabs
under the tail surfaces. These pre-war Taylorcrafts are
noticeably lighter in weight that the post-war models
and performance is rather spritely to say the least.
MickJackson's
PiperPA-24Comanche
Posing in front of his Piper PA-24-180
Comanche, N5639P, SIN 24-709, is Mick
Jackson (EAA 435446) of Cody,
Wyoming. Recently retired from corpo-
rate flying, Mick looks forward to upgrad-
ing the nice looking Comanche with some
instrument panel work. Mick is a new
member of Cody, Wyoming's EAA Chap-
ter 713 (hangar in background) and being
an A & P, is in position to render some
excellent help. His 1959 180 Comanche is
one of 287 "180' s" remaining on the FAA
register. There are 3,309 Comanches of
all types on the register. ....
12 JANUARY 1994
Carl Schuppel
W
ho among us doesn' t re-
member the first time
they saw a Cessna 31 O?
Even today, when you
see a 310, it ' s hard to
imagine an airplane of its type being used
as a purely pleasure airplane - most folks
who care for and feed a twin-engine air-
plane like a 310 tend to use it in connec-
tion with a business, and then get to use it
for a pleasure trip as an added bonus.
Art Bastian (EAA 225040, AI C 8368)
and his wife Patty have just completed the
restoration of one of these Cessna busi-
ness tools, a 1956 white, turquoise and
black Cessna 310. Judged the Reserve
Grand Champion Contemporary at EAA
OSHKOSH ' 93, the bright 6-place twin is
based in northern New Jersey at Sussex
Airport.
Art Bastian was a typical youngster
with a touch of the aviation bug in him - he
built models and always loved airplanes,
but he was afraid of heights. Still, his love
for even the idea of flight still had a strong
hold on him, and he eventually was able to
come to grips with his concerns about
heights by flying. He earned his license in
1983. Like many of us, earning his wings
had to be done the hard way, by selling
this and that and earning a few more dol-
lars to finance the entire program.
By H.G. Frautschy
Art and Patty Bastian
One of his friends , Bruno Ferretti
(EAA 372303, AIC 16400), had a Star-
duster , and it caught Art ' s eye. At that
time he was involved in the restoration of
Chevrolet Corvettes, so he sold one of his
cars to finance his first airplane purchase.
While he was learning to fly in a Cherokee
140 with instructor Norman Caswell he
bought Bruno's Starduster.
"I used to go up there (to Sussex Air-
port) at five in the morning and taxi back
and forth, get the tail up and put it down.
I just kept practicing, " Art recalled.
He eventually became comfortable in
the biplane and flew it for a couple hun-
dred hours, including a trip of Oshkosh in
1984 to attend the EAA Convention. The
next year, 1985, saw him touring around
the United States in the Starduster.
Aerobatic biplanes were one of his fa-
vorites - he had one of his earliest flight
experiences in a Pitts S-2 flown by Fred
Wilner at Sussex Airport. Even after re-
turning with a slightly queasy stomach, he
decided he really enjoyed the flight, and
Mwanted more. Being afraid of heights
didn' t seem to matter anymore.
o As a youngster, Art also was interested
:i in all things mechanical including cars,
and hot rods in particular. As he matured,
he learned how to restore cars, build race
car engines, and started selling wholesale
VINTAGE AIRPLANE 13
parts. He later owned his own business,
restoring Roll s-Royces (!) and building
race car chassis'. He owned the business
for 17 years before selling it and changing
careers. The contacts he made while in
business would help him when the restora-
tion of the 310 started.
The Cessna 310 was not the first twin
built by the Wichita company, not by a
long shot. (Remember the T-50 series
and its variants?) But it was the com-
pany's first venture into an all metal twin,
and the first put into production by the
company after WW II. Across the coun-
try in Lock Haven, Cessna's competitor,
Piper, was hard at work on their twin, the
PA-23 Apache. Both aircraft received
their Type Certificates within a month of
each other - the Piper on February 2,
1954, and the Cessna 310 the next month.
14 JANUARY 1994
But they really were airplanes looking at
two different segments of the market.
The 310 was geared towards the business
owner, and the Apache as a lower cost
twin engine trainer. (The Apache cost
about 25 percent less than the 310.) Even
with its straight tail and round tip tanks,
the 310 was like nothing else in the sky in
the fifties - it could zip along at 220 mph,
and climb to 20,000 feet. Of course, one
can't write about the airplane without re-
membering one of the airplanes that
filled the screen "From out of the West-
ern Sky" on your Dumont television set:
Sky King's Songbird II, a 1958 310 B, the
successor to "Uncle Sky's" Cessna Bob-
cat.
A twin appeared in Art Bastian's life
when he and a couple of partners, Bruno
Ferretti and Victor Sardella, decided to
go in on a twin together, earn their rat-
ings and then enjoy the comforts of twin
engine flying. A flyable 310 owned by
George Papovitch of Terrytown, NY
was purchased, with each of the partners
chipping in five thousand. Later, Bruno
and Victor decided they did not wish to
be in on the twin's ownership. Art took
out a loan and bought his partners out.
He went to work on his instrument rat-
ing, along with hi s commercial in the
310. He also bought a Piper J-3 Cub to
enjoy, and flew it on a long cross-coun-
try to EAA OSHKOSH '87. With the
310 all to himself, the cost of twin own-
ership was becoming all too apparent to
Art, so when an old friend from the hot
rod business, Darryl Haggerty, wanted
to do some flying and was willing to
share some expenses, Art was more than
pleased to bring him into the fold.
While flying the airplane, a running
restoration was started. The paint was
stripped off starting in 1990, and the rest
of the airplane began to get a going over.
After stripping the paint , each area had
to be gone over with a Scotchbrite pad
and etched, followed by a thorough clean-
ing with water. Art flew it to EAA
OSHKOSH '91 with the airplane "in the
buff, " where it was parked in the tran-
sient aircraft parking section. He was
sure it was quite a sight as it sat without
paint and towels that needed drying
draped over the propeller blades.
At about the same time, Art's busi-
ness life changed - he sold his company
and went to work at Condit Ford in New-
ton, NJ. His partner, Darryl, decided to
move to Virginia, so Art was again with-
out a partner. His personal life took a
different tack also - he ran into a lady
who he knew from the body shop busi-
ness. Patty had run a body shop, and as
time went along, they became close, and
eventually were married.
1991 saw less and less work done on
the Cessna. Time and money were a bit
tighter, so flying and the 310 took a back
seat for a time. A check was made of the
engines on the Cessna, and what was
found was not encouraging - out of the 12
cylinders on the engines, six had broken
rings. The rings had broken due to ex-
cess wear in the piston ring grooves, al-
lowing the rings to chatter as each piston
moved up and down in its cylinder. Art
started to pull the engines , planning a
complete overhaul on the pair of Conti-
nentaI0-470-B's.
The next year saw priorities change
again - early in the year , Patty was not
feeling too well, and was diagnosed with
a serious illness that required immediate
attention, keeping her sidelined for the
rest of the year. Art also needed some
medical attention, but by the end of 1992,
both he and Patty were well on the road
to recovery. Sitting on the cold ramp in
its tied own, Art could see his twin Cessna
looking less and less like the airplane he
enjoyed flying.
1993 would be a much better year!
The cylinders were all off and in a warm
(relatively speaking!) hangar , and so
work began. By the 4th of April, the air-
plane sat outside with no engines, no con-
trols and with the interior still left to be
removed and replaced. Earlier , Art
thought the airplane might be repainted
VINTAGE AIRPLANE 15
in time for Oshkosh, but looking at it that
April, he began to have second thoughts.
Patty was also feeling a lot better, and
began to help on the project, making new
engine baffles, helping tap out some of
the sheet metal dings and dents , and
later, as the rebuild would get closer to
completion, she refinished the entire in-
strument panel with black crinkle finish
paint. The work accelerated as Art and
Patty brought others into the project.
Tom Lord, who was Art's body shop
manager, was tasked with the formidable
job of painting the airplane. Joe Oshin-
ski, of Engine Aids, did the work on the
engine cylinders. Steve Decker, who ran
the machine shop at Art's old business,
helped with the engine overhaul, under
the watchful eye of A&P's Bill Clark,
Arnold Witherill and Paul Styger, the
owner of Sussex airport. Carol Behr,
who runs the office there at the airport
was also a big help in the project. Art
16 JANUARY 1994
pointed out that they were all instrumen-
tal in getting the 35-year-old Cessna back
in airworthy condition. .
Larry Ball (EAA 272089), of the Twin
Cessna Flyer, was able to supply Art with
good copies of the original color scheme
of the ' 56 310, so that using a pair of
vernier calipers, he was able to work up a
set of guidelines for Tom Lord to apply
the white, turquoise, black and gold trim
to the 310. With the engines finished and
the airframe going back together, Art and
his crew replaced every part they thought
needed attention. New wiring, new rub-
ber seals and anything else that caught
their eye was renewed. The heater was re-
built, and with the extra cash available af-
ter refinancing his home, the Cessna pro-
ject began to move into high gear.
Tom Lord had a lot of work in front of
him as he tackled the paint job. The paint
was something familiar to he and Art as
one they had used during the restoration
of Rolls-Royce automobiles. Used by the
Rolls factory, the finish is a German-made
polyurethane enamel called " Glasuret"
that comes in a wide range of colors. Af-
ter having spent so long in the prep ","ork
on the airplane, Art wanted a finish that
would last as long as possible.
The "CESSNA" decals on the wingtip
fuel tanks were a rare find from the shelves
at Miller Aviation. The only missing de-
tails that Art has been unable to locate so
far are the trim emblems used on the con-
trol yokes and the crown emblems
mounted on the sides of the fuselage. Art
and Tom had additional help with the final
details and trim - Billy Zega was there to
finish off the delicate work. You can imag-
ine the amount of taping and masking that
had to happen to reproduce the color
scheme you see on the Cessna, and Rich
DeVries was a big help in that regard.
(Continued on page 29)
--
Carl Schuppel
(Above) The Bastian's 1956 Cessna 310 banks away towards New Jersey after the
photo shoot with EAA. When it first was introduced to the flying public in 1954, the
310 was billed as a sleek transport for the flying executive or businessman.
(Below) Resting on the flightline at EAA OSHKOSH '93, the bright turquoise color
scheme really stood out among the Contemporary airplanes.
VINTAGE AIRPLANE 17
by Norm Petersen
Jerry was born in Quanah, Texas, just
below the Oklahoma border and grew up
there, building model airplanes in his spare
time - most of which crashed, he says. Af-
ter high school, he spent his college years
at Texas Tech in Lubbock, majoring in An-
imal Husbandry. It was during this time
that he took a few lessons from instructor,
Emmett Morris, who promptly sent him
out on a solo flight in the J-3 Cub after
three hours of instruction. Jerry says the
flight went well until he did a rather sharp
pull-up and smoke billowed out of the C-85
engine. He was just barely able to land the
airplane by hanging his head out of the up-
per door to see around the smoke! Appar-
20 JANUARY 1994
ently, leaking oil had fallen
on the exhaust pipes.
During the next ten years,
Jerry fooled around with a
Taylorcraft and a Student li-
cense, but didn't get serious
about flying until 1964, when
he bought a Cessna 180 and
earned his Private license.
He flew the 180 for a spell
and then traded for a Cessna
195 that had spent its first
three years with the State of
New Mexico doing high alti-
tude mapping. This big,
round-engined machine was
followed by a Stinson 108,
which was flown for a while
and then replaced with a
Stinson 108-2. The latter ma-
chine was in dire need of a
great deal of help, so Jerry tore
it down and commenced a total rebuild.
The experience was worth "all the tea in
China" as Jerry flew it to the National
Stinson Cl ub convention in 1981 and ran
off with the Best of Series award.
The following year, 1982, was not a par-
ticularly good one for Jerry Ross as he
went through a divorce and sold the award-
winning Stinson 108-2. His three chi ldren
all made it through coll ege and are now
gai nfully employed. As Jerry says, "I ex-
plained to them, they had better get a
good education or they would really be in
trouble. "
By 1985, he had married a lovely lady
named Sandra and together, they decided
to purchase a Piper Cherokee 140. To
make matters even better, Sandra took
lessons, learned to fly and earned her Pri-
vate license. They put over 400 hours on
the Cherokee, majored the Lycoming en-
gine and then ran it another 600 plus hours.
As Jerry says, "We covered a lot of terri-
tory!"
Shopping around for something a little
faster in the summer of ' 92, Jerry stumbled
on to a Piper Comanche that a dealer in
Lees Summit , MO, had in stock. It had
been owned by a gentleman for twenty
years, who had flown it a couple of thou-
sand hours. In 1986, he majored the en-
gine - and then suffered a stroke. After
the Comanche sat in the hangar for a few
years, he tried flying it one day and on
landing, the Comanche ate a fence post
with the wing and a lawn chair with the
prop! That's when the dealer bought it.
Jerry checked it over closely as the
dealer explained that he had fixed the pro-
peller, however, the wing still needed
work. A ferry permit was obtained and
Jerry bought the Comanche and flew it
home to Weatherford, OK. The fun be-
gan!
With only 55 hours on the engine, it ran
beautifully, however , about everything
else needed work. The Piper Comanche
came in three models, the Custom, Super
Custom and the Piper Autoflite, which had
all the goodies plus the Autoflite auto-pi-
lot (built by Mitchell). Jerry' s machine is
the Aut oflite - and it didn' t work either!
He took the unit over to Autopilot Central
in Tulsa, OK, and had it overhauled (they
have a good stock of parts) . It now works
like a charm.
(Continued on page 25)
D
G
by Bill Claxon (AIC 17837)
W
e of th e EAA Antique/ Classic
Division and others who fly the
older ai rpl a nes are faced with
many problems. Finding part s to keep
them flying or finding the almost nonexis-
tent fuels our engines were designed to
run on can be a challenge.
Many of these engi nes were designed
to use 80/87 octane fuel , while others
were designed to use 73 octane or 91 oc-
tane aviation (" A V") gas. We are now
faced with the fact that 73 and 91 octane
A V fuel is virtually a thing of the past and
that it is difficult or not economically fea-
sible for many of the FBOs to provide the
80 octane fuel we need for the older en-
gines . Despit e the name , the 100LL
("Low-Lead") fuel available has four (4)
times the TEL (tetraethyllead) as the 80
octane. This has given rise to much more
lead fouling of our engines, especially the
spark plugs. The current outlook is it is
going to get worse in the future. We may
not be able to eliminate th e use of so
much lead in th ese fuels but we can
greatly reduce the effects of the higher
lead content.
I have gleaned some ways of doing this
from a recent course at the Lycoming ser-
vice school, from articles contained in the
Lycoming Flyers, Champion Spark Plug
service materials, severa l maintenance
journals and my many years of experience
as a mechanic and instructor. Some of
the ways to combat this problem include
proper ground operations, good fuel man-
agement and some minor mai nt e nance
procedures. These procedures produce
beneficial effects such as reduced tenden-
cies of valve sticking, prolonged TBO, re-
duced spark plug fouling and lower oper-
ating costs.
These highly leaded fuels are blended
with bromide scavenge rs in the TEL.
When these bromide scavengers are fully
activated, they di spose of the lead with
the combustion gasses in the exhaust cy-
cle. It requires a temperature of 900 de-
grees Fahrenheit on the spark plug nose
insulator to fully activate these scav-
engers. A tempe rature of 800 degrees
Fahre nheit is much too low for thi s.
Proper ground operations are highly rec-
ommended to maintain these higher op-
erating temperatures.
Some of these recommendations are:
1. Idl e engines at 1000 to 1200 rpm to
promote the lead scavengers to operate.
Avoid closed throttl e operation as much
as possible.
2. Check magnetos at 1800 rpm for
fixed pitch props for 15 to 20 seconds and
at about 2200 rpm for CS props.
3. After flight and before shutdown,
run the engi ne at 1200 rpm for about a
minute and increase to 1800 rpm for 15 to
20 seconds. Reduce the rpm to 1200 and
cut the engine with the mixture. (Editor's
Note: If you have a Cub, Champ or one of
the many light airplanes built without a
mixture control, you simply do everything
listed above except you'll have to use the
switch to shut down.)
4. Avoid abrupt throttl e movements
on the ground.
These procedures will help to maintain
the hi gher operating temperatures con-
ducive to better lead scavenging.
If you have a mixture control, effici ent
fuel manageme nt (good leaning tech-
niques) will help to prevent lead fouling.
Some of the recommendations are:
1. Lean at any altitude consistent with
the manufacturer's recommendations at
cruise power.
2. Lean as close to best economy mix-
ture that will permit a smooth running en-
gine.
3. When descending to traffic pattern
altitude, maintain mixture at the leaned
cruise condition with gradual richening of
the mixture. Carry some power a nd a
sensible airspeed to maintain the most ef-
ficient engine temperature.
4. Avoid low power -hi gh speed de-
scents that cause rapid cooling.
5. Sometimes a magneto check will re-
veal a roughness caused by a fouled plug.
Overcome thi s by slowl y advancing the
throttle to cruise rpm and lean the mix-
ture as far as possible with a smooth run-
ning engine for several seconds. If two at-
tempts fail to cl ear the condition, return
to the line for further mai ntenance. Be
sure to return the mixture to full rich for
takeoff and climb.
These procedures are conducive to
producing the engine temperatures capa-
bl e of fully activating the bromide scav-
engers to retard the formation of lead salt
deposits that form on the spark plugs and
the valve stems.
Perhaps these ideas will help you to fly
a littl e less expensive and to enjoy hap-
pier flying.
Bill Claxon has written two more arti-
cles concerning spark plug and engine
maintenance. Look for them in the next
two issue of VINTAGE AIRPLANE. *"
VINTAGE AIRPLANE 21
FROMTHE ARCHIVES...
by Dennis Parks
These two photos (left) are from negatives
supplied by James LaMalfa, and were shot
at the 1922 Pulitzer Race held in Detroit,
MI.
The first shows the Waco model 4, the first
single bay biplane built by the company. It
featured all-wood construction, and was
powered by the ubiquitous OX-5. It used
the high lift USA 27 airfoil section, later
used to noteworthy success on the Dou-
glas World Cruisers.
Another interesting shot from the Pulitzer
race is this one of the Huff-Daland Petrel.
22 JANUARY 1994
The rest of the photos were provided by Joseph Flow-
ers of Wooster, OH. Joe purchased the negs at an es-
tate sale in Akron, OH.
(Left) This shot of a New Standard 0-25, NC176H, was
registered to Erie Isle Airways, Put In Bay, OH.
(Above) Here's a Fleet 2 next to what appears to be
another Fleet 2, with a pre-war Taylorcraft behind it.
(Right) The Pitcairn PA-22 autogiro, complete with a
90hp Pobjoy "Niagara. " You can plainly see the pol-
ished leading edge of the cowling supplied by the en-
gine manufacturer with engine, thus ensuring ade-
quate cooling of the engine no matter what the
airframe designer mounted aft of the engine.
(Right) This dapper looking Stinson SR-5A, NC14157,
was powered by the Lycoming R-680-6. A 4-place air-
plane with lots of panache, the SR-5 was one of the
most popular of the Reliant series.
(Below) This shot of a Loening C2C Amphibian pow-
ered with a Wright Cyclone is a bit of a mystery.
Knowing the general location of the negatives, and
based on the registration list from Ohio, we suspect
this is either Loening NC9157 or NC9784, both of
which belonged to Thompson Aeronautical Corp.
(They were the only Loenings registered in the state!)
With it's close proximity to the roller coaster in the
background, this may be Cedar Point Amusement
Park, near Sandusky, OH.
VINTAGE AIRPLANE 23
Antique/Classic
Odds 'n I:nds
by H.G. Frautschy
As we sit down to put each issue of
Vintage Airplane together each month,
every so often we run across a small item
or tool that is of interest. It really doesn 't
fit the Ale News format, and we don 't
have a particular spot to run items like
this, so I thought it might be appropriate
to create a place in the magazine for mis-
cellaneous Antique/Classic tidbits. I can't
tell you it will be on a regular schedule,
since it is dependent on what you and I
find as we search the fly-ins and peek in
workshops, but when the file fills up, the
page will run. Have you found something
that you've found useful- either a com-
mercial product or homemade, and think
others may also benefit if they knew about
it? Send it in!
Here's the first item.
During EAA OSHKOSH '93, while
looking over Fred Price 's beautiful
Aeronca 7AC, I spotted his version of a
control stick lock he had installed.
(Readers will recall the recent article by
Harold Armstrong detailing his control
lock, in the August 1993 issue.) Fred's is
very similar, with a pair of tubular lugs
that slip over the forward edge of the
seat frame, and a padded half tube with a
clamp to secure t he stick. If you look
closely in the photo, yo u can see that
Fred has chosen to make sure the lock
stays in place by extending the lugs that
slip over the seat frame beyond the di-
ameter of t he tube, then securing the
lock around the seat frame with a pair of
lock pins that look like this:
The end of the control lock that at-
taches to the stick is simply a tube split
lengthwise, with a hinge welded or brazed
to one side. On the other side, a lug is
welded to the outer half of the tube, and a
bolt is welded to the control lock so that
the hinged half of the tube can be secured
around the control stick using a wingnut.
Thin rubber padding is used wherever
the control lock contacts the seat or con-
trol stick.
Control locks are a good idea for main-
taining the well being of your airplane -
use 'em!
Our second item this month is not ex-
actly uncommon , but it sure is useful.
Strap wrenches in various forms have
been around for years, often with varying
degrees of success. In certain situations,
they're invaluable. When a knurled nut is
tight, nothing works as well as a strap
wrench , and one of the nicest ones I've
found is the wrench you see in the photo,
made by Klein Tools, Inc. It's appropri-
ately called the "Grip-It." The "Grip-It"
is made with a nylon strap coated with a
plastic coating, with a cast aluminum han-
dle. I had seen one of these wrenchs a
couple of years ago when Bauken Noack,
our crackerjack mechanical genius here at
EAA lent one to me to remove the alu-
minum fuel gauge nut on my Aeronca
Chief. A little bit of heat from a high
temperature hot air gun helped soften up
years of sealant, and with a little torque
applied using the wrench the nut came off
easily, without any damage to the delicate
al uminum knurls.
Now, of course, none of this was earth-
shattering "mechanicing," but later, when
I went to buy a strap wrench like the one
I had just used, I was surprised that my
normally well equipped hardware store
didn't carry one. In fact , it was downright
hard to find one locally anywhere.
The difficulty was compounded by the
fact that the wrench Bauken had lent me
had no markings whatsoever to tell me
who made it! Finally, a couple of weeks
ago, I was pleasantly surprised to find the
exact same wrench at my local True Value
hardware store. The smaller size pic-
tured, the S-6H, retails for about $10.50.
Think of all the useful places you can use
a strap wrench - oil filters, certain axle
nuts and the fuel gage nuts I previously
mentioned all are fair game now, with
practically no possibility of damage. If
you can't find it locally, write to Klein
Tools, 7200 McCormack Blvd., P.O. Box
599033, Chicago, IL 60659-9033, attention
William Fix or Jamie Mullins. They'll be
able to tell you who sells the tool in your
area.
That's all for now - remember, if
you 've run across something you think
others would find useful, let us all in on it.
Send your item to me here at EAA HQ,
using the address on the title page. ...
The "Grip It" strap wrench can be useful for applying torque to
parts that are otherwi se easily damaged. Fred Price' s control lock as seen at EAA OSHKOSH ' 93.
24 JANUARY 1994
Qi
n.
n.
:J
.c
o
(/)

()
One evening, a friend called Jerry and
said, "I've got something that I know you
want - and it's free!" Jerry replied, " I
don't care what it is, if it's free, I'll come
and get it." He journeyed to his friend's
house and discovered the man had just
acquired a factory brochure on the "New
1959 Piper Comanche" - the exact model
that Jerry owned! He now had an origi-
nal paint scheme to follow plus a detailed
original interior.
The Comanche was taken to Red and
Vera Brend of Ada Aircraft Painting in
Ada, Oklahoma, who have been painting
airplanes for many, many years. After
much preparation, the final finish was
done in Pratt & Lambert " Acryglo" and
the results speak for themselves. Again,
the factory brochure was a big help in get-
ting the paint scheme accurate.
To finish off the interior, Jerry flew the
Comanche over to Oklahoma City where
Rick Harris has his interior shop in the
Gulfstream complex. With the interior
photo from the brochure, Rick went to
work and duplicated it exactly. The
Oshkosh judges were in for a real treat
when they went over the airplane from
nose to tail. Needless to say, Jerry scored
well on the original interior so accurately
done by Rick Harris - with the precious
brochure to guide him.
All glass was replaced in the airplane
including the 114" thick, one-piece wind-
shield - a rather ticklish operation in that
the chunk of plexiglass is rather massive
and extreme care must be taken to get
everything to fit without forcing any part
of it - or you hear a loud CRACK! Jerry's
good friend, Craig Easter (EAA 361559)
gave him a most welcome helping hand
on the installation. The side windows
were replaced by routing the edges of the
1/4" plexiglass with a router to where the
finished .100" size would just slip into the
window groove with the outside surface
exactly flush with metal window trim. A
close examination of the finished job re-
veals a near perfect fit. (Jerry calls it pa-
tience.)
Craig Easter was also the genius be-
hind the wing repair which is absolutely
undetectable. As Jerry says, "He is the
kind of dog that can catch anything!
When you roll something into Craig's
shop, he grabs the tools and he ' s on it.
He spends very little time wiping his
hands on a shop rag. We rolled th e Co-
manche into his shop at 3 p.m. and it was
rolled out the door the next forenoon at
11 o'clock! "
There was a host of small details to re-
pair and redo on the airplane, but these
were taken care of one at a time. Hoses
and clamps, seals of all kinds, gaskets that
leaked, etc, etc. were all replaced one at a
time until the oil quit dripping. About
the time that Jerry thought he had them
all , something else would start leaking!
That's the nature of the beast. However,
if you can put up with all the small details,
you get a dandy flying airplane.
Jerry always liked the conventional
geared airplanes, however, as he has " ma-
tured in years," he notices the tricycle
gear is much nicer to land with and the
Comanche is a delightful machine to land.
The low-wing configuration gives a nice
ground cushion before touchdown and
when you add in flaps for descent control,
it is hard to make a bad landing. At
cruise, Jerry can consistently make 158
mph at nine to eleven thousand feet with
fuel consumption at 9-10 gph. The best
he has done is 8-1/2 gph and the worst at
low altitude is about 11 to 12 gph. With
the 180 engine, the Comanche has consid-
erable range with 60 gallon fuel tanks, in
fact , somewhat beyond most pilot's kid-
ney capacity.
With the autopilot working, Jerry says
his airplane is ideal for cross-country and
he and Sandra have flown over 200 hours
this past year making jaunts in all direc-
tions. Jerry uses the airplane mostly for
pleasure, however, once in a while a busi-
ness trip is worked into the schedule.
With Sandra's son a student at Northern
Arizona State and her daughter at MIT in
Boston, a certain amount of travel is in-
evitable! The Comanche does its job per-
fectly, especially with Jerry as pilot and
Sandra as co-pilot. The admiring glances
the Comanche gets at every fuel stop
aren' t too hard to take either.
Congratulations again to Jerry and
Sandra Ross for taking home the very
first ever Contemporary Grand Cham-
pion " Lindy" at EAA Oshkosh '93. We
look forward to seeing the pretty red and
white champion in the Antique/Classic
Division ' s enclosure marked PAST
GRAND CHAMPIONS at EAA
Oshkosh ' 94. ...
VINTAGE AIRPLANE 25
WELCOME NEWMEMBERS
On this page you'll see the latest additions to the ranks of the EAA Antique/Clas-
sic Division. Whether you're joining for the first time, or are coming back, we
welcome you, and we'd especially like to welcome those of yoII who arejoining liS
with your interest in Contemporary class aircraft. Welcome one and all!
Mike Adkins Butler,TN
J. GaryAllen MountJuliet ,TN
LarryArmstrong UnionGrove,WI
Lissa Ashby Sumner,WA
Dr. AnthonyAvallone Springfield,MO
EdmundBarry
RanchoCucamonga,CA
JohnS. Baynock
Karl H. BergeyJr.
Mario Berton
Chuck Bingham
John B. Bitner
Robert D. Boatright
RogerE. Boyd,Jr.
BradleyF. Boyd
MarkC. Breitenbach
Mark M.Briggs
BarryJ.Brocato
StanleyH.Brown
Len1. Buckel
Mikel P. Buczkowski
John P. Byrne
Keith Carden
Jeffrey R. Casey
Ralph Chase
MichaelT. Clegg
JackClifton
Ken Coleman
E. A. Connon
Irvine,CA
Norman,OK
Marostica,Italy
Mathews,NC
Williamson,GA
Tulsa,OK
Valdosta,GA
McDonough,GA
Scottsdale,AZ
San Antonio,TX
Newport,RI
Reno,NV
La Mesa,CA
Rome,NY
Clinton,TN
Jemison,AL
Montvale, VA
PennValley,CA
Riverside,CA
La Junta,CO
Vero Beach,FL
Edmonton,Alberta,Canada
ForrestH. Copeland Oakl and,CA
DouglasL. Corlette Princeton,NJ
RobertCralle Hague,VA
GaryDebaun Lakeville,MN
JamesL. Delaney Lebanon,TN
Douglas D. Dodds Alamo,CA
RichardS. Drury Anchorage,AK
RobertGlenn Duke Cleveland,TX
J. M. East
Meola,Saskatchewan,Canada
James H.Edsall Jamestown,NC
MatthewH. Elkins Accokeek,MD
HomerG. Ellis FortSmith,AR
RobertW. Forker,Jr. Frazeysburg, OH
DonaldG. Frank St. ClairShores,MI
John R. Fulton Covington,IN
Daniel Geer Ledyard,CT
Russ Gehling BaskingRidge,NJ
RogerGonzalez Miami ,FL
Michael G. Grady Scottsdale,AZ
Sam Griggs Wilsonville,OR
MarkGronneberg St. Charles,MO
Earl Guckelberg Kent, WA
Steve R. Hamer AppleValley,CA
Mark Hamm Lakeville,MN
Nels Hanson Marengo,IL
CharlesHarter Dupo,IL
William Harter Belleville,IL
ZipHinton Locust Grove,GA
JohnHolcomb Helena,MT
Don R. Holmes O' Fallon,IL
DonaldHoppe Placentia,CA
RobertE. Hughes Polson,MT
Helen V. Hutchings ThousandOaks,CA
26JANUARY1994
GeorgeH. Johnson Bonsall,CA
HakanJohnson Borlange,Sweden
LarryJohnson Anoka,MN
EllenS. Jori Occidental,CA
Neil Kaufman Pendleton,KY
Carl B. Kaufmann Wilmington,DE
Wallace C. Kemper,Jr. Destin,FL
Bill R. Kibler Phoenix,AZ
WallyJ. Kinate
MaryAnn Kinney
John E.Layman
A.Kendall LeBlanc
Brian A. Liley
JerryL. Long
JamesC. Looney
ChrisLoria
RobertB. Lowrie
SteveT. Lutte
Stan Lyons
JohnMauney
LarryMcElmuray
DarylMillard
RondoT. Miller
Jane E. Murphy
GeorgeO. Navarini
Glenn A. Neely
Marie A. Norwood
ThomasD.Pace
RaymondR. Pech
GeraldS. Pepper
GaryPhillips
Gilbert H. Pierce
PalmerPutnam
Rod D. Rau
Ralph K. Roberts
EudaldoJ. Roig
Paul M. Romano
DaveSchoenberg
KansasCity, MO
Gaylord,MI
Asheville,NC
Venice, FL
Kingsport ,TN
Benton,KS
Corvallis,OR
EdwardsAFB,CA
AnnArbor,MI
Omaha,NE
San Ramon,CA
Wilmington,NC
SanJose,CA
LongView,WA
St Cloud,MN
Portland,ME
PembrookePines, FL
Bealeton,VA
Houston,TX
Ridgeway,VA
Orchard Park,NY
Collierville,TN
Wichita,KS
Germantown,TN
Boise,10
NevadaCity,CA
Sagniaw,MI
Miami ,FL
Boulder,CO
Arvada,CO
GarySchroeder Nakina,Ontario,Canada
DavidMarkSchut Watervliet ,MI
Allen Severtson,Jr. ValleySprings,SO
LawrenceShapiro Sebastopol ,CA
CarlShearer GoldenCity,MO
AlSheves Coatesville,PA
Richard R. Smith Austin,TX
RobertStraw Angora,MN
Franklin D.Strickler Denton,TX
CharlesS. Sylvia Middleboro,MA
RobinTilley
Pit Meadows,British Columbia. Canada
Paul N. Uhlig
David G. Ullman
JosephM. Vanaman
Ronald R. Wallace
David A. Weaver
CharlesP. Weekes
BerryE.Wentzel
Willi amR. Whitaker
WarrenH. Wiggett
NicholasIvesWood
William G. Worringer
WilliamA. Wright
ThomasL. Yingst
Wichita, KS
Corvallis,OR
Montecel,NY
Scottsdale,AZ
Hamilton,OH
Lancaster,PA
Winneconne,WI
Baylis,IL
GrandJunction, CO
Franklin,TN
Tower,MN
Greensburg,PA
Downingtown,PA
MEMBERSHIP
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including 12 issues ofSportAviation.
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MEMBERSHIPDUESTO EAAANDITS
DIVISIONSARENOTTAXDEDUCTIBLE
ASCHARITABLECONTRIBUTIONS.
by Buck Hilbert
(EAA 21 , Ale 5)
P.O. Box 424
Union, IL 60180
I'm sitting here studying the remains
of the Aeronca Champ tail post that
you see in the pictures. On a recent
trip out east to the Finger Lakes region
of New York, I took the opportunity to
visit with "Chuck" Burtch. Chuck is a
long time EAAer with special fondness
for the Antique/Classic Division. He is
also one of the Instructors in the EAA
Air Academy program, but more on
that later.
Chuck was working on about four
different airplanes in his hangar in back
of his home in Phoenix, NY. Two of
them were Champs. One of my
favorite airplanes, of course, so I was
interested in what he was doing to
them. The two Baby Lakes homebuilts
were real neat, but I wanted to talk
Champs!
"What are you doing?"
"Well ," he explai ned, "Look at this
An information exchange column with input from our readers.
tail post. I have repaired a
bunch of Aeroncas with this
same failure. It's caused by
spinning the airplane at the
end of the runway prior to
take off. I usually try to tell
the guys to taxi in a loop
pattern to keep the load off
the tail post. Maybe you
ought to write this up in your
'Pass It To Buck' column."
Apparently, there was just
a little rust on the tube in its
lower portion, and the tube
was weakened by the
corrosion. Chuck fixed the
post by replacing it. He built
a jig to hold a replacement
cluster, which he welded up.
Both lower longerons were
replaced, along with the lower
portion of the tail post. The
sheet steel tail spring pad was
also replaced. Welding it with an
oxyacetylene torch required the use of
two torches - one to keep the heavy
plate heated to a dull to medium red,
and the other to run the weld bead.
Without two torches, it would have
been difficult to get proper penetration
in the weld bead as it runs on the tail
spring plate - by the time the metal on
the plate would be hot enough, the thin
wall tubing being attached to it would
burn through.
The tail post and the two longerons
were welded to the existing structure
using internal steel t ube sleeves and
rosette we lds as explained in FAA
INTERNAL
SLEEVE TUBE
REPAIR WITH
ROSETTE WELDS
PER Ale 43-13-1A
NEW PARTS
Advisory Circular 43.13-1A, chapter 2.
So here it is, fellow taildraggers.
Take a good look at what the torsional
loads caused by mashing on the brake
and spinning on a dime can do to your
tail post of your airplane. It dosn't
necessarily have to be an Aeronca.
Those Pipers and T-Carts can have the
same problem too! Take a good look at
those brackets (and the skin) near the
airl of those Cessnas and Luscombes as
well. We are all candidates for the
problem. What's that old saying about
a word to the wise?
Thanks Chuck, and it's Over to
You! ...
The torsional loads applied spinning a Champ around while taxii ng for takeoff, coupled with a little corrosion, caused this tailpost
to fracture just above the lower longerons.
VINTAGE AI RPLANE 27
MYSTERY PLANE
Here' s another from the Golden Age
of Aviation. The photo was sent in by
Roy Cagle, Prescott, Arizona. Answers
will be published in the April issue of
VINTAGE AIRPLANE. Deadline for
that issue is February 20.
Vic Smith, Uxbridge, England writes:
"The October Mystery Plane is the
Vance Viking, NR12700, designed by
Claire K. Vance and built for the Vance
Aircraft, Inc., Oakland, California by the
Boeing School of Aeronautics as a single
seat high speed mail aircraft. Wingspan
was 55 feet , length 35 feet , with a 660 hp
Pratt & Whitney Wasp engine fed from
1,000 gallon tanks for a range of 7,200
miles. It started in the 1932 Bendix Race
but retired with fuel system problems.
"After Vance's death in the crash of
Boeing 40B NC3281 at Rocky Ridge ,
California on 17 December 1932, the
Viking was sold in 1934 to Lt. Murray B.
Dilley, USAAC who entered it in the
England-Australia McRobertson Race,
and also announced a nonstop Los An-
geles-New York-Los Angeles flight, a
long distance record attempt and a solo
endurance attempt. None of these hap-
pened and the Viking was next in the
news in 1936 when it had been converted
to a two-seater as seen in your picture.
Clyde Pangborn and Monty Mason were
planning a Dallas, Texas to Paris, France
nonstop flight. Once again nothing hap-
pened and the Vance Viking finally
faded from sight. "
John Underwood, Glendale, Califor-
nia adds this:
"In 1934 the Viking became the Ma-
son Meteor, so named for promoter
28 JANUARY 1994
Monty Mason who had a tie-in with
MGM, and plans were laid for an MGM
sponsored endurance flight. A bigger
Wasp was installed, but there was little if
any flying. The V-1languished until
Clyde Pangborn came along with a pro-
byGeorgeHardie
posal to fl y nonstop from Dallas as far as
he could go into Russia. This was in con-
junct ion wit h the Dall as Centennial and
fina ncing was to come in part from the
sale of mail covers. It was a bust, proba-
bly because the Soviets took a dim view
of the idea and would not cooperate.
Paris was an alternative destination, but
the enterprise would not fly. Pangborn
was by then involved with Burnelli in a
projected nonstop, air-to-air refueled
round the world flight in a UB-14. Al-
most certainly that is ' Pang' leaning over
the cockpit at Burbank in 1936. Don't
have a clue as to what happened after
that , but suspect corrosion and dry rot
had a lot to do with it. "
Other answers were received from
Charley Hayes, Park Forest, IL; Michael
R. Baas, Irving, TX; James Borden,
Menahga, MN; H. Glenn Buffington, EI
Dorado, AR; Theodore N. Wales, West-
wood, MA; Frederick A. Vernon, Ozark,
AL, Dr. Joseph Handelman, Annapolis,
MD, Cedric Galloway, Hesperia, CA,
Ralph Nortell , Spokane, W A, and Her-
bert G. deBruyn, Bellaire, WA. ...
c
o
U
o

()
~ ~ ~
Z
Vance Viking NRt2700 -"Flying Wing"
o
~
r------------------------------------------------------------,
0.
g;
Qj
0.
E
()
'"
-'"
rn
::;;:
Ralph Nortell sent along these two Mark Campell shots of the Vance Viking from his
collection.
(Continued/rom page 17)
CESSNA
As mentioned before, one of Patty's
many contributions to the Cessna was
the time she spent painstakingly scraping
the paint off the instrument panel and
then refinishing it with crinkle finish
paint. She also learned how to safety
wire, as well as double check some of the
work Art had done. Patty's dad, Ray
Fagnano, even got into the project a lit-
tle, helping out where he could when he
came for visits.
A bit more work needs to be accom-
plished, including some radio work, and
the replacement of a few cracked knobs.
Patty has also been bitten by the flying
bug and has been taking ground school
courses, waiting until she is ready to pass
her medical exam.
With Oshkosh fast approaching, it be-
gan to look as though it might just be
possible to make it to the big fly-in . One
last big hurdle remained. The interior.
An appointment had been made with
Alan Boothroyd of Airborne Uphol-
stery, just across the Delaware river in
East Stroudsburg, PA. Alan did a neat
job of fitting the interior to the cabin of
the twin Cessna. Gary, at their sister fa-
cility, Airborne Electronics, was helpful
in going over the radio installation in the
airplane. With no time to spare, it was
time to leave for EAA OSHKOSH ' 93.
The adventures with the 310 were not
over yet. Patty, Art and their two friends
Joe Glennon and Frank Leferink headed
off to Wisconsin the Wednesday the
Convention began. As they neared Wa-
tertown, WI , Art noticed that the amme-
ter was dancing up and down the scale.
Figuring he had a short circuit, they
turned off all non-essential items and
landed at Watertown. It turned out the
cable from the auxiliary power cable,
one they had not yet replaced, had
shorted out and caused the battery to
boil over, spilling acid all over the struc-
ture surrounding the battery box. After
spending the rest of the day flushing the
area out with baking soda and water ,
they finally were able to land at OSH
Thursday evening. With the heavy rains
that had pummeled the airport just a
couple of days before the Convention
began, the parking arrangements were a
bit unusual - since they would not be
camping, the 310 was parked next to
showplane camping, but on the other
side of the crowd line, as though an air-
show of Contemporary airplanes was
planned for the south end of Wittman
Field!
After they arrived, Patty and Art took
a moment to look at each other. It had
been a remarkable past couple of years,
and they both knew it had been a long
airway to get them to that parking spot
next to runway 18-36. They were just
plain happy to be there together.
Frank Leferink , who is from the
Netherlands, had never seen so many dif-
ferent airplanes in one place before. Art
said his head just kept moving trying to
take it all in, and the longer he looked, the
more his mouth fell open in amazement!
After parking the airplane, they had
been told to be sure and register the air-
plane, and more than one person re-
marked that it should be judged. So
when Art filled out the registration sheet,
he checked "Yes" under the " Do you
want the above aircraft judged for an
award?" spot on the form . Boy, was he
in for a surprise!
Getting there was just the start of the
story - after they returned home, Art and
Patty found out the Cessna had been se-
lected as the Reserve Grand Champion
Contemporary! They were stunned and
pleased. For a time period that had
started out so bleakly, the culmination of
their efforts at EAA OSHKOSH were
the icing on the cake.
So what is next on the horizon for the
turquoise twin? Art and Patty hope to
put together a package with local tour
rides that will include the crew dressed in
1950's attire, as well as sharing expenses
for trips to Martha's Vineyard. Art is also
looking forward to using the Cessna and
his Piper Cub to give EAA Young Eagle
rides to local youngsters. Whatever Art
and Patti do with the airplanes, you can
bet they'll both be thrilled to get the
chance to do it. ....
The f ollowing list of coming events is
furnished to our readers as a matter of
information only and does not constitute
approval, sponsorship, invol vement,
control or direction of any event (jly-in,
seminars, fly market, etc.) listed. Please
send the inf ormation to EAA, All:
Golda Cox, P. O. Box 3086, Oshkosh,
WI 54903-3086. Information should be
received four months prior to the event
date.
MARCH 4 - 6 - CASA GRANDE,
AZ - 36th Annual AZ AAA Cactus Fly-
In. 602/641-7467.
A PRIL 10 - 16 - LAKELAND, FL-
The 20th Annual Sun 'n Fun EAA Fly-In
and International Aviation Convention.
Lakeland-Linder Regional Airport. For
information call 813/644-2431.
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.
J UNE 5 - LACROSSE, WI - Annual
Fly-InlDrive-In breakfast. 6081781-5271.
J UNE 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 23 - 26 - MT. VERNON, OH-
35th Annual National Waco Reunion Fly-
In. 513/868-0084.
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!
NOMINATIONS FOR ANTIQUE/CLASSIC DIVISION OFFICERS AND DIRECTORS
In accordance with the EAA AntiquelClassic Divisions bylaws, the terms of nine directors, the President and Secretary will expire at the Di-
vision's Annual Business Meeting at Oshkosh, WI on Tuesday, August 2,1994.
Nominations for any elective office can only be made on official nomination forms which may be obtained from EAA Headquarters (contact
Ms. Shirley McQuillian). Up for election this year are the positions for nine elective directors: John Berndt , Robert C. Brauer, Gene Chase,
George Daubner, Charles Harris, Jeannie Hill , Robert D. Lumley, Gene Morris and George York. Nominations are also to be made for the po-
sitions of President , (Espie Joyce) and Secretary, (Steve Nesse).
Each nomination form must contain a minimum of ten (10) signatures of EAA Antique/Classic division members in good standing, together
with their membership number and expiration date. The nominating petition shall contain a brief resume of the nominee's experience and back-
ground and shall be accompanied by a recent photo. To be eligible for a nomination, a candidate must be a member in good standing.
Nominating petitions must be submitted to the Chairman of the Nominating Committee, clo EAA Headquarters, no later than the end of the
sixth month prior to the annual business meeting (March 5, 1994).
Voting instructions and the official ball ot will be published in the June 1994 issue of VINTAGE AIRPLANE.
VINTAGE AIRPLANE 29
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