STRAIGHT AND LEVEL

by Bob Lickteig
In firming up our plans for "An Air of
Adventure," Oshkosh '86 - listed below
are additional details of our EAA An-
tique/Classic activities. Please make
plans to join us for these interesting and
exciting events. Contact any of the
chairmen for additional information or
reservations.
Antique/Classic Fly-Out
Chairman - Bob Lumley, phone 414/
255-6832, has firmed up our Antique/
Classic Fly-out on Monday morning,
August 4, to Hartford, Wisconsin - 40
miles southeast of Oshkosh- hard
surface and grass runways - 80 oc-
tane fuel and excellent facilities. Brief-
ing 7:15 a.m. at Antique/Classic Head-
quarters, depart 8-8:30. FBO Bruce
Ashenfelter is looking forward to our
visit. Enjoy the day plus lots of airplane
talk. Depart for Oshkosh 1-1 :30 p.m.
Check Antique/Classic Headquarters
for more details. Join us - fun for all.
Antique/Classic Parade of Flight
Chairman - Phil Coulson, phone 616/
624-6490, has scheduled our annual
Antique/Classic Parade of Flight Tues-
day, August 5 at 3:00 p.m. Due to the
many requests, this event will be staged
one day earlier than previous years.
The field will be closed. Briefing 1 :00
p.m. at Antique/Classic Headquarters.
Join us and be a part of this historic air
show activity.
Antique/Classic Riverboat Cruise
Chairman - Jeannie Hill, phone 815/
943-7205, has reserved the Valley
Queen for Monday evening, August 4.
Departing from the Pioneer Inn dock at
7:00 p.m., refreshments and dinner will
be served aboard. Tickets on sale at
the Antique/Classic information booth
outside of Antique/Classic Headquar-
ters. For an enjoyable evening, sign on
for this.
Antique/Classic Picnic
Chairman - Steve Nesse, phone 507/
373-1674, has scheduled the annual
Antique/Classic Picnic at the Nature
Center on Sunday eve"ning, August 3,
starting at 6:30 p. m. Tickets on sale at
the Antique/Classic information booth
located outside of the Antique/Classic
headquarters. For refreshments and
good fun, don't miss this.
Antique/Classic Workshop
Chairman - George Mead, phone
414/228-7701, has his committee of in-
structors ready to help you with dope
and fabric - woodworking and the con-
tinuation of the OX-5 overhaul. The An-
tique/Classic workshop will be open to
all every day of the Convention. This is
your chance for hands-on experience
and the answers to your restoration
questions. The Antique/Classic Work-
shop is located next to the Antique/
Classic Headquarters.
Antique/Classic Photo Contest
Chairman - Jack McCarthy, phone
312/371-1290, will again conduct the
Antique/Classic Amateur Photo Con-
test. (See June 1986 issue of THE VIN-
TAGE AIRPLANE for 1985 winners-
congratulations!) Please check Antique/
Classic Headquarters or with Jack
McCarthy for details and contest rules
or any help you may need. Please
share your talents with all members and
get those shutters clicking.
Antique/Classsic Participant Plaque
Chairman - Jack Copeland, phone
617/366-7245, has streamlined the pro-
cedures for presenting each registered
aircraft a free recognition plaque with a
colored photo of the aircraft parked at
Oshkosh '86. A lifetime remembrance.
Please register your aircraft and the
committee will do the rest.
New Addition to Antique/Classic
Headquarters Building
Construction co-chairmen Bob
Lumley and Tom Hampshire plus your
officers, directors, advisors and other
volunteers have been busy constructing
the new addition to your Antique/
Classic Headquarters building. (See AI
C News.) This expansion of our building
will make it possible to better serve you
during our annual Convention. So
please come by and see us.
Please check your Convention pro-
gram and EAA Antique/Classic Head-
quarters for complete details of all
events.
It's going to be a great Convention -
make the Antique/Classic area your
headquarters for Oshkosh '86.
Welcome aboard - join us and you
have it all.
PUBLICATION STAFF
PUBLISHER
TomPoberezny
DIRECTOR
MARKETING & COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVEARTDIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
NormanPetersen
FEATUREWRITERS
DickCavin
GeorgeA. Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R. J. Lickteig M.C." Kelly"Viets
1718Lakewood Rt.2,Box128
Albert Lea, MN 56007 Lyndon,KS66451
507/3732922 913/8283518
Secretary Treasurer
RonaldFritz E.E."Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union,IL60180
616/6785012 815/9234591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/3667245 61217841172
DaleA.Gustafson EspleM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/2934430 919/4270216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,R.R.2
Milwaukee,WI53216 Roanoke,TX76262
414/4423631 817/4919110
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
612157HJ893 813/4858139
JohnR.Turgyan S.J.Wittman
Box229,R.F.D.2 Box2672
Wrightstown,NJ08562 Oshkosh,WI54903
60917582910 414/2351265
GeorgeS. York
181 SlobodaAve.
Mansfield, OH 44906
419/529-4378
ADVISORS
TimothyV.Bowers RobertC. " Bob" Brauer
7292ndSt. 9345 S. Hoyne
Woodland,CA95695 Chicago, IL 60620
916/6661875 3121779-2105
PhilipCoulson RobertD. "Bob"Lumley
28415SpringbrookDr. Nl04W20387
Lawton,MI49065 WillowCreek Road
616/6246490 Colgate,WI 53017
414/255-6832
S.H."Wes"Schmid W.S."Jerry"Wallin
2359LefeberAvenue 29804- 179PI.SE
Wauwatosa,WI53213 Kent,WA98031
4141771-1545 206/631-9644
JULY 1986. Vol.14, No.7
Copyright 1986bythe EAAAntique/Classic Division, Inc.All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 AlCNews
byGeneChase
5 VideoReview- "TheGoldenYears"
byGeneChase
6 TimeTravelsofaPietenpol
byFrankM.Pavliga
11 RestorationCorner- EnginesIThe
RoundEngine,OtherwiseKnown
Page6
astheRadial
byM.C."Kelly"Viets,DaleGustafsonand
RonFritz
13 Oshkosh'85- PlanesandPeople
byLarryD'AttilioandPamFoard
14 ItwasParasolWeather
byOwenBillman
16 Aftermath
byArtMorgan
18 BarbaraFidler'sLike-NewPA-22-20
byDickCavin
20 TypeClubActivities
byGeneChase
21 MysteryPlane
byGeorgeE. Hardie,Jr.
22 VintageLiterature
byDennisParks
24 TomCrowder'sBoeingP-12Replica
byDickCavin
26 Oshkosh'86- Antique/Classic
ForumSchedule
byRon Fritz
Page 18
27 WelcomeNewMembers
28 CalendarofEvents
28 VintageSeaplane
byNormPetersen
,29 VintageTrader
FRONT COVER . . .A typical summer scene at Wittman Field,
Oshkosh;thesetwoCubsare keptbusyforownerJohn Monnett.
(PhotobyJim Koepnick)
BACKCOVER. . .AworkingDeHaviliandBeaverinYukonTerritory.
(Photo byDick Matt)
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAAINTERNATIONALCONVENTION,EAAANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC. ,WARBIRDS OFAMERICA INC., are registered trademarks.THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sent to:Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield,Oshkosh, WI 54903-3086.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively byEAAAntique/Classic Division,
Inc.ofthe ExperimentalAircraftAssociation, Inc. and ispubl ished monthlyatWittman Airfield,Oshkosh,WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthe publicationofThe VINTAGEAIRPLANE. Membershipis open to all who are interested in aviation.
ADVERTISING- Antique/Classic Divisiondoes notguaranteeorendorseanyproductofferedthroughour advertis-
ing.Weinviteconstructivecriticismand welcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
sothat corrective measurescan betaken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Photo by Gene Chase
Mid-afternoon of the 3rd day (5-25-86) the new addition looked like this. Antique/Classic Chapter 11 members from Milwaukee, WI
are: (L-R) Demo Staver, George Meade, Bob Lumley, Dave Broadfoot, Clarence Schreiber, Sharron Mitchell, Michele Lumley, and
Larry D' Att iii o. By evening all the siding and the roof purlins were in place.
Compiled by Gene Chase
RED BARN ADDITION
A new addition to the Antique/Classic
Red Barn at Wittman Field will be in
evidence at Oshkosh '86. This 16 x 20
extension to the west end of the Barn
will result in much needed additional
floor space. Co-chairmen of the project
are Bob Lumley, Colgate, Wisconsin
and Tom Hampshire, Milwaukee, Wis-
consin.
The new structure will contain perma-
nent shelving for the display of
magazines and other sales items which
help finance various activities of the An-
Photo by Gene Chase
tique/Classic Division. Bob, Tom and (L-R) Bob Lumley and Tom Hampshire begin construction of the 1st roof truss for the
other volunteers have spent many new addition. This was mid-morning of the 1 st day of the project.
hours in this construction project.
toric black and white photos featured in sed thousands of photos from the per-
New "Old" Look
the past. Beginning with next month's sonal collections of Steve Wittman,
When we began to regularly feature issue of VINTAGE we will begin to
Louise Thaden, Earl Noffsinger, Mike
full color back covers with the March showcase black and white photos on Rezich, Casey Lambert, Dick Stouffer,
1985 issue of THE VINTAGE the back cover, selected from the EAA Ted Koston, Dorr Carpenter, Truman C.
AIRPLANE we received comments Library's extensive collection, as well as "Pappy" Weaver, Warren Lee Worth-
from several members praising the
photos offered by members for this pur- ington, Wally Norman, and Hugh Butter-
color but bemoaning the fact they pose. field to name a few. Many of these
missed seeing some of the rare and his- Over the years the Library has amas- photos are of historic value and have
4 JULY 1986
never been published. So once again The goals of the museum, which Goalsalsoincludeaflyablecollection
we will take the opportunity to present founders hope to realize by 1991, in- of lightplanes,including at least one of
selectedexamplesoftheLibrary'smag- clude: an aircraft manufacturing everyPipermodeland arepresentative
nificent photo collection, on the back museum with early Cub assembly line selection ofotherhistoricallysignificant
covers of VINTAGE. manufacturing parts and components light planes.These planes will also be
used by Piper in the assembly of J-3. obtained by donation and through the
PIPER AVIATION MUSEUM PA-11 and PA-12Cubs.Thesametools aircraft sponsor program. Funds for
Lock Haven, Pennsylvania, a name and fixtures used in the 1937 through maintenance and operation will be pro-
synonymous with Piper has been 1947erawill be used. Visitors and stu- vided by sponsorship and by museum
selected as the site of the new Piper dentswill be invited to watch this oper- shops.
Aviation Museum. The purpose of the ation and properlytrained and qualified Attendees at the Piper 50th anniver-
museum is to provide for historic pre- museum volunteers will participate. saryfly-in, "SentimentalJourneytoCub
servation of Piper-built aircraft and Cub assembly line products will be Haven" will see the site and first en-
otherartifacts related to lightplaneavi- used in the restoration ofaircraftofthis deavorsofthis new museum. Foraddi-
ation history, to promote education in era to flying condition. Restoration will tional information on the museum,con-
air science, stimulate educational cur- be done in museum restoration shops tact Ray Noll , Chairman, Box Y, Paoli,
ricula in aviation and to enhance public with money provided by the aircraft PA 19301. Phone 215/644-7920.
understanding of general aviation,and sponsor program.
to acquire, restore,maintain and oper- An engineering department and li - WRONG NUMBERS
ate historic general aviation aircraft. brary with the necessary technical Some pilotsarestill using 122.9MHz
The collection will be limited to Piper depth will oversee the manufacturing for air-to-air communications. The fre-
related and historically significant ar- museum. Also available will be video quency for this activity is now 122.75
tifacts. For the archives: documents, and hands-on displays of state-of-the- MHz. The 122.9 MHz frequency is re-
pictures, drawings, technical manuals, artmanufacturingmethodsandaviation served for airports that have no control
books, oral history and Piper history that will stimulate the apprecia- tower, no FSS and no Unicom on the
memorabilia. For restoration: aircraft, tion and understandingofgeneralavia- field. It has been designated common
engines,instruments,radios,parts,jigs, tion's potential for the 1990s and the Traffic AdviSOry Frequency (CTAF) for
tools and fixtures. 21st century. position reports in traffic patterns.
TheGodenYears
This action-packed videotape is one
ofthe latestadditionstothe EAAVideo
Aviation Series. It opens with an intro-
ductionbyBill Purple, PresidentofBen-
dix Aerospoace, who on October 30,
1985 hosted a reunion of of Bendix
Trophy Races winners and their
families.
As the name implies, these races
were sponsored by Bendix and except
fortheWWII years, wereheldannually
from 1931 through 1962. The Bendix
races were cross country speed
dashes, usually from California to
Cleveland, Ohio wherethe contestants
crossed the finish line during the Na-
tional Air Races. The N.A.R. were tre-
mendously popular events held annu-
ally and drawing crowds upwards of
250,000 people!
This video contains historic footage
ofthe racing aircraftand the pilotswho
were recognized as national heroes in
their day, including Jimmie Doolittle,
James Haizlip, Roscoe Turner, James
Wedell, Louise Thaden, Frank Fl.JlleJ,
JacquelineCochrane, Doug Davis, Ben
Howard and more.
Fleeting glimpses of aircraft in flight
include the Gee Bee and Wedell
Wiliams racers, the Howard racers
"Mike" and "Mr. Mulligan," Travel Air
Mystery Ships, Hall Racer, Seversky
pursuits etc.
In additiontotheclosedcoursepylon
speed contests, the National Air Races
also featured aerobatics and other fly-
ing events.Manyaviation notables at-
tended those annual extravaganzas
and so did the military. This videocon-
tains shots of a Boeing P-26 in flight,
Amelia Earhart in her Lockheed 10,
Capt. Alex Papanafrom Rumaniaflying
hisBuckerJungmeister,andsomefoot-
age ofthe pilotsclowning around while
socializing afterthe competition.
Following World War II , the military
entries and surplus military aircraft
dominated the racing events. With the
appearance of jet fighters, a separate
division was created for them and they
continually set new transcontinental
speed records. Someexcellentfootage
isshownoftheyoungmilitarypilotsand
the planes they flew.
Racing is inherent in the nature of
man and this 20-minute video, "The
Golden Years," does a fine job of por-
traying this. The video can be ordered
from the EAA Aviation Foundation for
$24.95 plus $3.00 shipping and post-
age. (WI residents add 5% sales tax.)
Please specify BETA or VHS format
andincludeyourname,address,phone
numberand EAAnumberand mailyour
check to EAA Video, Wittman Airfield,
Oshkosh,WI 54903-3065.Or, phone 1-
800-843-3612 between 8:00 a.m. and
5:00 p.m. (Wisconsin residents phone
414/426-4800) , and use your VISA or
MasterCard....Gene R. Chase .
Photofrom theTed BuslngerCollection
FrankFuller'sSeverskySEV-3 atthe1938 N.A.R.
VINTAGEAIRPLANE5
I IVI N
.....-(
ofa
by Frank M. Pavliga
(EAA 111054)
(Photos cou rtesy
of the author)
This is a story of a trip through time;
a trip consisting of far more than just
miles on a sectional chart ; a trip built of
dreams spun of the year 1929 out of
somewhere in midwest America. That
was the year a 28-year-old Minnesota
Ford mechanic, Bernard H. Pietenpol ,
along with two local friends, designed,
built , and flew an aircraft destined for
legend . .. an aircraft capable of travers-
ing 56 years of time . . . all the while
gaining momentum, gaining popularity,
gaining respect , an aircraft Modern
Mechanics magazine named the "Air
Camper".
Not long afterward, a young Ohio
man decided, as many of his peers did,
that the only way to touch the sky as he
so desired was to build his own flying
machine. He would build his own
Pietenpol. In fact , in the next few years
he would build two. The first was pow-
ered by a Model 'A' Ford engine, the
engine for which B.H.P. originally de-
signed the ship. The second used a
Continental A-40 aircraft engine.
After a few seasons of successful
performance with ship number two, one
day an official looking gentleman
showed up complaining that due to the
sunburst paint scheme of the young
Ohioan's wings, his registration num-
bers appeared garbled and did not read
well from the ground below. Donning
(for the first time ever) a parachute, the
builder/owner climbed into his pride and
joy and set out to prove that govern-
ment man wrong once and for all. Once
airborne, the red and yellow aircraft
passed overhead and dived as if to
enter a loop. Arching upward and over
on its back .. . it stayed there . .. half
flying, half fall ing ... followed soon by
a crunch and the inevitable folding of
wings.
A little neighborhood boy watching
nearby gasped in disbelief as pilot and
aircraft separated, both hurtling toward
the ground. But there it was! The
parachute .. . it worked! By this time,
one wing panel had separated com-
pletely and sliced downward toward the
silken canopy, nearly taking its helpless
occupant along to destruction. Nearly,
but not quite. Narrowly missing our bys-
tander' s hero, the flailing wing buried
itself in the ground below, soon followed
by a dazed but alive and well pilot .. .
in the cemetery across the road!
The little boy never forgot the excite-
ment of that moment and in the ensuing
years built models and dreamed of
someday building and flying his own fu ll
size ai rplane. He felt sure the day would
eventual ly arrive when he could afford
such a dream. Perhaps it might even be
a Pietenpol.
As with all dreams, however, some-
times one must be patient. Years pass-
ed, a family arrived, and more delays.
The airplane would have to wait. But
the young man now had a young son,
who all too obviously loved the sights
and sounds of aviation every bit as
much as his father. Someday they
would both build an airplane, but for
now a trip to the 1961 EAA fly-in at
Rockford, Illinois would have to do.
Being only four years old at the time,
the young man's little boy would, in later
years, not remember it clearly, but he
too had now seen his first Pietenpol Air
Camper. It was a red and silver beauty
powered with a Model 'A' and owned by
a Wisconsin contractor named Allen
Rudolf who had already been flying this
same ship for 20 years.
Thirteen years and more delays later,
the man and his son returned , this time
to Oshkosh for the 1973 fly-in and
somehow knew it was now or never.
But what would it be? A Baby Ace?
Flybaby? Great , but it should have two
"Sky Gypsy" during construction, about 1982 or 1983.
6JULY 1986
seats, after all flying is twice the fun
when it's shared. A reprint of the 1932
Flying and Glider manual was pur-
chased in the book store and the love
affair was revived ... this time for good.
Father and son would bu ild a Pietenpol!
So it was that ten years, gallons of
sweat, and many dollars later my dad
and I shared what we still believe to be
the ultimate thril l. On June 18, 1983, at
7:30 p.m., we hooped and hollared as
we watched Taylorcraft test pilot and
no. 1 instructor Forrest Barber, lift our
own piece of yesterday into the
heavens on its maiden voyage. If the
dream had ended there and then, it
would have been worth it. We had made
it !
In the next twelve months, all the an-
noying little problems one takes for
granted with a new aircraft were slowly
ironed out , one by one. A taiiskid keel
constantly grinding itself out of exis-
tance, bungee cord landing gear shock
absorbers fraying themselves to pieces
one after another, and a gas tank that
couldn't seem to remember it was built
to hold gas, not to shower the pilot with
a volatile spray. By July of 1984, how-
ever, when nothing else could be found
to fix, our 40 hours of restricted time
had been flown off, and we knew it was
time for our open-air wind machine to
prove itself.
For the past seven years, the first
weekend of the Oshkosh Fly-in had
been set aside, not for airshows, but for
warm friendship and Pietenpols just
outside the tiny town of Brodhead, Wis-
consin. It was and is a fly-in that knows
no equal. The kinship and hospitality of
the local "Brodhead Bunch" who spon-
sor the event aided and abetted by the
honesty and integrity of the Pietenpol
aircraft itself create a weekend that, to
us at least , is the undisputed highlight
of the year. After summer upon summer
of arriving at our Brodhead reunion on
four wheels, 1984 was to be different.
Son of a gun, we were gonna fly our
own Pietenpol home to Mecca!
The decision made, plans com-
menced, and by Thursday morning prior
Frank S. Pavliga in "Sky Gypsy" in 1983.
to Brodhead weekend, we were ready,
but mama nature wasn 't quite so en-
thusiastic. Threats of rain and low visi-
bility forced us out to the airport for a
much earlier than anticipated depar-
ture. That darned Ohio weather was out
to ruin us again !
First one at the field . Unlock the
hangar, slide open the heavy doors.
Grab hold and push! Ah , out into the
hazy gloom of 8:00 a.m. with evening's
dew on soggy tennis shoes tracing our
path from the safety of the hangar out
into the uncertainty of the day.
Before my still sleepy mind could
quite focus on the chores at hand , my
parents arrived in the chase car and a
still dazed airport operator, Forrest
Barber, yawned a "mornin" and "ya re-
ally think this thing's gonna make it ,
huh?" Funny guy.
Gassed up, warmed up, good byes all
said , the throttle hit the firewall and a
gutsy 40 hp hauled us quickly upward
into the dreary morning sky. A glance
at our brass trimmed, Johns Mansville
1916 tachometer indicated we either
had a disconnected tach cable or that
spinning hunk of lumber ahead was all
an illusion. A hasty retreat followed.
After two minutes of fiddling and tight-
ening, we were off again. Just before lift
off this time, I chopped it again. You
dummy! I had left a screwdriver wedged
against the front windshield ... and this
was only the beginning!
Finally airborne, we soon rolled to a
stop at our first destination, Blatter Field
in Orrville, Ohio. Shortly, Mom and Dad
arrived to find son and airplane in one
piece so we wasted no time in refilling
the ten gallon wing tank with a five gal-
Ion can from the car trunk. Suddenly
the midday quiet of the deserted field
was broken by, of all things, a Taylor-
craft overhead. "Hey, that's Forrest!" He
and his wife Patty just thought they'd
"drop by and make sure everything was
okay. " Some guy, huh? A few final
words of wisdom and we were off to
Shelby, Ohio for gas stop no. 2.
Considering how dismal the sky ap-
peared before leaving Barber Field that
morning, ceiling and visibility really
weren't that bad. It looked darker up
ahead , but right now making Shelby
was a piece of cake. With a mild slip to
see past the radiator, we were soon
porpoising toward an eventual stop at
the pumps. After topping off the tank I
had time to sit and think. Mom and Dad
would not be here for at least a half
hour or so. I thought it curious that an
airplane which cruises at 60 mph minus
a 15 mph headwind, and designed 55
years ago, could arrive so far ahead of
that four-wheeled piece of progress.
Hmph!
First one drop, then another, and
another, and then a full-fledged down-
pour, the kind that lasts forever. We
were grounded for the remainder of the
day. Then dawn the next morning ar-
rived a mirror image of dusk the night
before, but after two hours of "ya think
it looks any better?", "I dunno, maybe a
little," morning in Shelby had cleared
sufficiently to press on.
Route 30 running east and west
through Ohio and on into Indiana is a
low and slow Pietenpol pilot's dream.
Straight as a snapped chalkline, it pro-
vided some real security as we were
occasionally forced down to a palm-
drenching 300 feet of altitude by the
slowly scattering cloud deck. By the
time we reached Delphos, Ohio, how-
ever, airplane and pilot were basking in
soothing warm sunshine. We landed,
gassed up and filled in the guest regis-
ter right under "Cole Palen, Rhinebeck,
NY, Fokker DR-1 ", left a note for the
folks and off we went again.
Our next destination, Decatur, ' In-
diana, was to be a uniting of forces.
Pietenpol builder Dick Alkire and his
son, Neal , in their Aeronca L-3, and the
"Corn Crib Crasher of Clinton County, "
Jim Vandervort, in his well-worn T-craft
and my folks and I were supposed to
have met at Decatur first thing in the
morning. Due to weather delays, it was
now noon and there wasn't a ship in
sight at "Decatur Hi-Way" field . We
missed them. I knew it! Darned Ohio
weather. I grabbed a Coke and
VINTAGE AIRPLANE 7
(L-R) Frank S. Pavliga, Allen Rudolph and Frank M. Pavliga. Allen had just flown "Sky
Gypsy" with a proud Frank M. on board. Allen lives in Clymer, WI and has been flying
his 1933 Pietenpol since he purchased it in 1941.
sprawled out in the grass using the
landing gear spreader bar as a pillow
and waited for Mom and Dad.
What was that noise? Glancing up-
ward, I could barely make out two
specks off in the distance looming ever
larger with the passing of time. No
doubt about it .. . an Aeronca and a
puttering sunflower-yellow T-craft. Talk
about timing! As they both entered the
pattern , I became aware of still another
lower, throatier noise and looked over
my shoulder just in time to catch the
bright blue/white flash of ' another
Taylorcraft buzzing overhead at
scarcely more than treetop height. "For-
rest , you son of a gun!" A familiar car
crunched to a halt in the gravel drive
and our entourage was complete.
Once the greeting and handshaking
was complete, it was time to head out
again . It was already afternoon of the
second day and fully over one-half our
500 mile voyage' still lay ahead. There
was a lot of flying yet to do to make
Brodhead by nightfall. I climbed into the
cockpit, turned fuel and switch on, and
Dad proceeded to swing away at old
Henry up front. No dice. It wouldn't start.
Two others tried , with the same silent
results.
Then , from out of the small crowd that
had gathered to watch, an elderly lady
stepped forward, leaned over the
cockpit and proceeded to instruct me in
what to do with throttle and switch . She
then told Dad to "back it through slowly
without stopping for three blades, but
slowly. " So I did, and he did and that
old chunk of iron sprang to life as quick
as you please! We never did get the
opportunity to appropriately thank her
that day, or what's more, to find out the
real story behind her instinctive knowl-
edge of old airplanes, but needless to
say, she was appreciated.
8J ULY1 986
After several other stops for fuel and
numbing backsides, we eventually did
make Brodhead that same evening.
Dick and Neal flew on ahead while "Big
Jim" and I closed up ranks for the last
half of our final leg. To this day, one of
the most serenely enjoyable memories
of the entire trip was looking off to the
right and seeing that beaming grin star-
ing back as the intense brightness of
the low evening sun shown irridescentiy
off both Taylorcraft and earth below.
Our second home was only minutes
away and I scooched down in the seat
like a school kid waiting for the bell to
ring. And there it was! Swooping down
for a "grass cutter" pass across the field,
I could see it was all there - the people,
the airplanes, the memories of years
past. We really were . . . home at last.
Allen Rudolf (the same' ), Dick
Weeden, Sandy Saunders, Bill Knight ,
Charlie Rubeck, Chriss Eggsgaard, Ted
Davis, Vi Kappler, Dave Harris, Tom
Nolan, and many more ... all names
synonymous not only with "Pietenpol",
but with the truest of friendship. It sure
felt good to be among them again that
weekend.
It's hard to explain the Pietenpol fly-in
at Brodhead to someone who's never
been there. It's like explaining the exhil-
aration of flight itself to one who's feet
have never left the ground. Too many
sights, sounds, and emotions to put into
words. Words like friend, fun, blue sky,
late night campfires, Polly Weeden's
bratwurst , the Saunders' hospitality
and , unifying it all , a kinship with an air-
craft design that not only has survived
the test of time, but has flourished .
After all the buddy rides were given
(they were a real shot in the arm for us
when we were building) , all the acquain-
tances renewed , and the last embers of
Sunday night's campfire faded to mem-
ory, "Brodhead '84" was over. Nowhere
else on earth could twelve Pietenpols,
of every imaginable powering, be found
on the same piece of ground at the
same time, their owner/builders thrilled
and delighted at just being there. We
were proud to have been one of them.
The next morning, after hours of
good byes, we took off enmass and
pointed our noses north toward Osh-
kosh . With Wittman Field being just
beyond the safe range of our machines,
we chose to stop at Fond du Lac and
gas up before proceeding. Three Model
'A' Ford-powered Pietenpols took off in
formation from Fond du Lac and fol-
lowed the railroad tracks northward
along the coast of Lake Winnebago . .
. three tiny specks in a sun-drenched
sky.
The group that met at Decatur Highway Airport, all Brodhead and Oshkosh bound. (L-R)
Frank S. Pavliga, Neal Alkire, Jim Vandervort; Dick Alkire, Frank M. Pavliga, Forrest
Barber, Pat Barber, Louise Pavliga, standing in front of "Sky Gypsy" - July 1984.
Bill Knight of Brodhead, Dan Krejchik
of Portage, Wisconsin and I entered the
pattern at Wittman Field in unison and
touched down on the grass one behind
the other. We later would learn of the
control tower chief, a Ford Pietenpol
builder, who followed our arrival with
tears in his eyes and shouts of "That's
what I'm building. Look at that! "
There is no need to describe the Osh-
kosh fly-in here. You all know. Suffice
it to say it was sure bigger than
Brodhead. In addition to meeting such
aviation notables as Ray Hegy, Bite
Livingston, Frank Rezich, Joe Halsmer,
and Andy Anderson, the big thrill was
participating , (along with Dick Weeden
flying Bill Knight's Air Camper) , in the
"Parade of Flight." Very few events
have ever brought a bigger lump to my
throat than flying fourth in line behind
Dale Crite's Curtiss Pusher, a Spartan
biplane and a Stearman C3R. If that
isn't aviation history hitting you on the
head, I don't know what is!
It's funny how, in an age of super
Revel-kit homebuilts looking like special
effects from Star Wars, something as
simple and unpretentious as a Pieten-
pol can be the center of attention. But
it was, and it had absolutely nothing to
do with how we did or did not build it.
The one word which constantly reap-
peared over and over was "cute". Who
were we to disagree?
All week long at Oshkosh, the hazy
blue sky continued to grow hazier sti ll.
We had planned on heading home
Thursday, but decided to stick around
one more day in anticipation of a little
clearing. It never came, but we headed
out anyway on Friday in hopes of better
weather south and east. Flying back to
Brodhead in tight formation with Bill
Knight in his Air Camper, we dodged
rain showers for a while, then broke out
into relatively clear sky. Looking up at
the red/silver machine ahead and
slightly to port, I kept hearing that word
over and over gain. "Cute." I thought to
myself, "If they think a Piet is cute on
Frank M. Pavliga taking off in Sky Gypsy at Shelby, OH on a hazy morning in July 1984.
You can see the ice on the intake manifold . . . it was cold, too.
the ground, they should see it from
where I'm sitting!"
The idea that people make a fly-in
could not have been proven more
graphically than upon our re-arrival at
Brodhead airport. It was not only quiet,
it was downright depressing. Where
was everyone? This place had been
chock full of li fe just a week before. It' s
always sad when it's over. Goodbye
Brodhead - but we'll be back.
First stop on the solo trip home would
be Sandwich, Illinois, somewhere
through the clouds and rain ahead.
Picking out the paved runway, the DC-3
jump plane, and finally the sod strip, she
sqeaked herself in for a real greaser.
Hey, this is getting easy! All slowed
down, just a short taxi through the high
grass to the "whamm!!! " "What the heck
was that?"
After a shaky shut-down, I slowly
cl imbed out of the cockpit not really
wishing to see what I knew had to be
seen sooner or later. Sure enough, hid-
den in the 12" high taxiway grass was
a cast iron catch basin just waiting for
us. The main gear had straddled it. The
tailskid, not as fortunate, had been
forcefully ripped right out of the lower
longerons carrying chunks of wood with
it. Ugh! Of all places for a catch basin!
Why here? Why now? We were nearly
400 miles from home and no matter
how I pictured the immediate future,
things looked bleak.
With help from a few local flyers, we
dragged the broken monoplane across
the ramp to an empty shop building
whose tenants had just moved out that
morning. It was about to rain again so
it would be nice to get her inside. After
a half dozen phone calls, Mom and Dad
were finally reached . They were as far
away as Kankakee, Illinois, some 70
miles east. Upon their arrival , I informed
them of Dick Alkire's offer to drop off
wood, glue, and whatever else we may
need on his way home the next day.
By 10:00 the next morning, not only
had Dick and his son arrived by air, but
Francis Saunders and Charlie Weisner
had actually driven 2-1 /2 hours from
their Brodhead homes to help in any
way they could. Folks, if that isn't the
truest of friendship, I don't know what
Mr. Pietenpol in cockpit of N7533U when we visited him in 1975.
Instrument panel of "Sky Gypsy" - Johns-Manville tach on left,
Consolidated air speed indicator and Zenith height meter.
VINTAGE AIRPLANE 9
"Sky Gypsy" at Oshkosh in 1984 with Buck Hilbert's replica Model "A".
is! By 4:00 p.m ., new wood had been
spliced to splintered longerons,
plywood gussets glued and nailed over
that, fabric re-secured with cellophane
tape, and the tailskid re-united with its
former mounting. The repair was com-
plete.
After a well-deserved dinner, we bid
farewell wi th fondest appreciation to our
repair crew. As that station wagon sped
out of sight, I wondered to myself if this
is how it was done 60 years ago. Was
this what it was like to have been an
itinerant barnstormer, miles from home,
with a crippled Jenny or Eaglerock? My
respect for their resourcefulness had
deepened considerably in the preced-
ing 24 hours.
The true meaning of the word "hazy"
is being in the same traffic pattern, at a
small airport , as a DC-3 ... and not
being able to see him! Such were the
conditions we awoke to on Sunday. No
decision was easy there in the quiet Il-
linois morning. Dad and I both had to
be at work Monday, so it appeared the
decision had been made for us. Like it
or not , it looked like we'd have to leave
her. The eight-hour drive home from
Sandwich was spent in preparation for
the following weekend's retrieval. It
would be a long week ahead.
The following Saturday found the
Pietenpol and me, parasites to the end-
less steel rails lasering eastward in the
noon day sun . Armed with the easiest
navigation method known to man and
the clearest Indiana sky I'd ever seen,
I wasn 't thinking of Ohio off in the dis-
tance but of the hypnotically flat open
landscape here and now. A farmer out
in his field, doing the things farmers do,
was probably totally oblivious to our in-
trusion into this air far above his land.
10JULY1986
Were it not for our own memories of
the 1980's far behind, and to which we
must eventually return, we could easily
have slipped back in time 50 years,
none the wiser. After all , it was still the
same land, the same barns, the same
humans below, and above all the same
addictively fascinating sky above.
There is much time to think, during
cross country in a Pietenpol.
Enough with philosophy. There was
Miller Field, just ahead, only twenty
miles west of an invisible Ohio line.
Touch down, right rudder, left rudder, a
little more left rudder, watch the cross-
wind , more left rudder and a quick blast
of power warding off that ever-threaten-
ing ground loop and we coasted to a
standstill at the gas pumps. Climbing
out of the cockpit, I immediately be-
came aware of the silence, quiet like
I've never heard it before in my life. Only
the sound of wind rustling the tips of
millions of corn tassels. It was even a
little spooky.
Finding no one in attendance, no one
around at all, I took a walk up the road
to a nearby farm house to see if they
knew how I could get some gas - no
one home. Another half mile . .. no one
home. After walking for nearly an hour
and a half and not seeing a living soul
anywhere, not even a passing car. I
began to wonder if I had slipped into the
"Twilight Zone." It was downright eerie.
Back at the field, Dad finally showed up
but as late as it was, we decided to get
a good night's sleep and push on in the
a.m.
After the morning fog lifted to 700 feet
or so, where it stayed, we cranked her
up and headed out. Somewhere along
the way, Indiana quietly faded into Ohio.
Another stop at Delphos, leave a mes-
sage for Dad, and we were off for
Bucyrus, Ohio, and one of the hairiest
crosswind landings this dumb kid ever
survived. After gassing up, I actually
had to get out and walk the ship, engine
idling, back to the end of the runway.
The wind was just too much for a brake-
less, tailskidded old Piet.
Airborne again, Mansfield slowly slid
by and our last stop, at Blatter Field in
Orrville, came and went. Threading be-
tween Akron Municipal and Akron Can-
ton airports, the sun broke through the
clouds just long enough to reflect off the
walls of the old Taylorcraft factory, still
miles ahead in our home territory of Al-
liance.
As Barber Field came into view, I
thought back over the preceeding two
weeks. It truly had been an "aerial ad-
venture", one we would never forget.
But I also thought back further. Our
years spent building, earlier years of
dreaming, new and lasting friendships,
that first trip to Rockford in 1961 .
Little did I know, even now, that soon
the owner of the first Pietenpol I'd ever
seen, Allen Rudolf, would share a ride
in our Air Camper with me. But then ,
little did my dad know, in years past,
that his wing-shredding boyhood hero
would in time become a close friend
who to this day owns and flies an orig-
inal Pietenpol Scout. And little did either
of us antiCipate the friendship with Mr.
Pietenpol himself that we'd come to
value so greatly.
So you see, this was a story of a trip
through time, a trip that continues even
as this is written. As long as the memory
of a certain old Dutchman from Min-
nesota is kept alive through the per-
petuation of the ideals for which he
stood, the journey will never end .
Restoration Corner
Editor's Note: This sixth installment of
the "Restoration Corner" discusses vin-
tage aircraft engines. Previous articles
have dealt with selecting, purchasing
and restoring the airframes themselves.
The coverage of the various topics is
general in nature and represents the
authors' personal views drawn on years
of experience. We welcome reader
input on subjects previously covered or
on those not yet mentioned. ... Gene
R. Chase.
Engines
by Kelly Viets
(EAA 16364, AIC 1D)
Here we are talking about that part of
our aircraft which can most seriously af-
fect the safe, comfortable and worry-
free completion of our adventures into
the skies. Therefore, we must approach
our engine work very carefully and with
complete attention to detail.
First, I must admit total ignorance of
exact procedures and therefore I
suggest everyone should procure the
very latest overhaul and parts manual
for the engine on which they propose to
work.
Having had experience with only
three engines, namely, a 150 hp
Franklin from our 14-12F Bellanca
(which turned out to be a prototype
150), a 160 hp Franklin from our 108-2
Stinson, and the Continental C-85 in our
Ercoupe, I do not claim to be an expert
on any engine. So the following are
some suggestions I have from the ex-
perience I have had with these engines.
First, as has been so well put in arti-
cles preceding this, consider all Log
Books works of fiction. In other words,
DON'T TRUST THEM. Secondly, if you
are not a mechanic and must look for
one, do so very carefully. This selection
is going to have a major bearing on the
successful outcome of your project, ob-
viously, and some of my suggestions
may shock you.
I would suggest you take a good look
at the character of this man in whom
you are going to place your trust. Is he
stable? Has he a good record of suc-
cessful rebuilds? What kind and how
much equipment and tools does he
have? How about completing his pro-
jects? How does he treat the engines
he is working on?
Let me repeat that question. How
does he treat the engines he is working
on? I once had a mechanic tear an en-
gine apart, scatter it all over the hangar
and leave it like that for weeks. Now,
friends, that just can 't be good for all
those shiny metal parts to be left out,
exposed to moisture, dirt and varying
degrees of temperature. Later, much
time was lost trying to find the parts
when he tried to put the engine back
together. Even though the engine was
running when he took it apart, he said
there were no valve lifters and I would
have to buy new ones. (They were in a
coffee can behind one of the columns
in his hangar. 'Nuff said!)
On the other hand, I have seen a
clean, well lit, orderly shop, which to me
indicates the quality of the mechanic's
work. Now, let me quickly explain that
the shop does not have to be large, pre-
tentious, chrome plated and , therefore,
expensive, but it should be clean and
orderly.
What I am suggesting is that you as-
sure your mechanic has a good clean
place to work; and the job proceeds in
a clean, orderly manner while following
the procedures shown in the manuals.
This should result in a good, dependa-
bleengine when the overhaul is com-
pleted .
Another question, does your
mechanic have a good torque wrench
and does he use it religiously? I could
tell another horror tale about this but
will leave it until another time.
What this all boils down to is; "Treat
your engine with care and respect and
it will return the favor. "
Now let's get to work and get our
planes back in the sky. Let's do every-
thing we can to use them and to get
more enjoyment from them .
THE ROUND ENGINE
Otherwise Known as the
Radial
by Dale Gustafson
(EAA 8891 , AIC 108)
To me, there is nothing nicer or better
looking (excluding a beautiful woman)
than a radial engine on an airplane.
Even today, I prefer a round engine on
any aircraft that I might own . However,
preference and practicality are two dif-
ferent things today. For years now, the
radial engine has been slowly disap-
pearing from the aviation scene. Today,
the flat opposed engine is the common
powerplant on general aviation aircraft.
Not too far down the road, the small
turbine engine may become the com-
mon powerplant. Corporate and airline
aircraft have been mostly turbine-pow-
ered for years.
At the EAA Convention each year,
fewer radial engine-powered aircraft
seem to attend. Why? There are many
reasons, but I think the main one is the
cost of operation. With the high price of
aviation fuel today and the fact that ra-
dials have a large appetite, many own-
ers cannot afford the cost. I believe
they've become more selective about
the fly-ins they go to, and the ones they
do attend are closer to home. Another
reason is the spare parts situation for
these older engines. Generally speak-
ing , parts are hard to locate and even
non-existent for a few of the older mod-
els.
Before I proceed any further, I will
name a few of the manufacturers of the
older radial engines that come to mind :
Wright, Pratt & Whitney, Lycoming,
Continental, Jacobs, Warner, Kinner,
Lambert, Ken Royce, and LeBlond.
Today at Oshkosh we still see quite a
few P&Ws, Lycomings, Continentals,
Jacobs and some of the others in lesser
numbers.
A few years ago, while operating a
small general aviation airport (in addi-
tion to my regular employment) I had
the opportunity to rent shop space to a
gentleman for the purpose of overhaul-
ing P&W R-985 engines. The quality of
his work was first class all the way. I
spent a lot of time in his shop watChing,
conversing and picking up any pointers
I could about the R-985 and the over-
haul of radials in general.
One thing I learned is that it is false
economy to use "used serviceable
parts" if new ones can be found. Some-
how, he had sources of supply and was
always able to locate the new parts he
needed (never would tell his sources,
though). One of his "rebuilt" engines
ended up on an aircraft that become a
Grand Champion Antique at Oshkosh
several years ago. The gentleman I am
referring to is Bill Ralph.
The person considering the purchase
of an aircraft powered by a radial engine
should keep a few things in mind. The
time on the engine since its last over-
haul is important. Locating an aircraft
with a low-time engine would be great!
It would probably last as long as he or
she owns the airplane, thereby saving
the expense of having to "major" the en-
gine. At any rate I suggest acquiring a
VINTAGE AIRPLANE 11
small stock of spare parts, just in case.
A spare cylinder or two would be a good
start .
People should keep in mind that ra-
dial engines do not have the service life
that the flat Continentals and Lycom-
ings have today. Getting 1000 to 1200
hours from a radial between overhauls
is good. I believe that the P&W R-985
has a TBO of 1600 hours, which is the
highest of any radial engine I'm aware
of. For those owning a radial in need of
an overhaul, I suggest they locate an
engine shop that has experience with
the round engines. Some special tools
are required and they would have them.
Also, they have the necessary manuals
and should be current with the ADs for
the engine.
Those wishing to do their own over-
haul should be prepared to farm out
various phases of the operation. Just
be sure that those to whom you take
outside work are certified by the FAA to
do the job. This is for your own protec-
tion. Just about everyone I know with a
radial-powered aircraft has a spare en-
gine and propeller stashed away (just
in case).
Having spent about half of my profes-
sional flying career in aircraft powered
by radial engines, I firmly believe that if
you treat them right, they will treat you
okay, too. However, they do have their
problems. Did you ever see a radial that
wasn't dripping a little oil? I've seen
some engines that dripped more oil
than they burned. They tend to load up
if idled too long, a plug may decide to
start fouling, a magneto begins to drop
more than the allowable limits during a
mag check, etc. , to name a few. Back
in the thirties these engines operated
on 73 octane, then later, 80/87. The
1DOLL fuel of today makes the old en-
gines "want to throw up. " At least, that's
the impression I get when I'm forced to
use it in my aircraft .
Recently I purchased a Cessna 195
with a 245 hp Jacobs. The engine runs
beautifully but the plane needs a lot of
T.L.C. including a new paint job. A
couple of later model radios, then it's off
to the fly-ins!
It's fun again just to fly an aircraft
powered by a round engine. I like the
power it can produce, the deep-throated
sound it makes and the sense of depen-
dabi lity it creates. What more can I say?
ENGINES
by Ron Fritz
(EAA 9448, A/C 337)
When you get your project home, it's
time to start making a few decisions as
to how you are going to go about restor-
ing the various components. One of the
most important parts of your plane is
the engine, and you will want to make
it as safe and reliable as possible. You
may want to do the necessary work on
it yourself or farm it out to someone
else. That is a decision you will have to
make yourself , taking into consideration
your abilities, your time and the money
you've budgeted for the project. If you
have never worked on an airplane en-
gine before, there are a few things you
may want to consider before starting.
Assuming your project was obtained
with an engine and log books, the first
thing you should do is go through the
logs and other paperwork very carefully.
The logs contain the maintenance and
repair history of your engine and, when
carefully scrutinized, will give you some
idea of the condition of the engine as
well as the treatment it has received
throughout its service life. For instance,
certain entries such as regular oil
changes, carefully documented annual
inspections and other pertinent notes
might indicate a conscientiously, well-
maintained engine. This could be a big
factor in deciding whether or not you
will have to tear down the engine for a
top or major overhaul. If your knowl-
edge of engines is limited, now is the
time to contact a licensed mechanic or
knowledgeable engine person to advise
you on what route to take with your en-
gine. Remember, all engine work will
have to be performed by, or supervised
and signed off by a licensed powerplant
mechanic.
After you and your mechanic have
gone over the log books and made a
careful inspection of the engine, a deci-
sion can be made as to how involved
you want to get with the engine work.
Keep in mind that it is not absolutely
necessary to overhaul an engine if there
is sufficient evidence, etc. to indicate
the engine is already in good condition.
This can be determined by noting the
number of hours the engine has run
since the last overhaul , how extensive
the last overhaul was, whether or not
the engine was running well when last
used it and how the engine looked dur-
ing a careful inspection.
There is no need to go through a
costly overhaul if it isn't necessary. If it
is decided an overhaul isn't necessary,
take steps to preserve the engine and
then store it until it is needed. Engine
preservation instructions are contained
in most engine overhaul manuals.
There are several circumstances
which will indicate the need for an en-
gine teardown. If the engine logbooks
indicate a high time engine or if there
are no logbooks at all, a teardown is
highly recommended. If the engine has
not run for an extended period of time,
a teardown is highly recommended
even though the logs may show only a
few hours since overhaul.
All of the above situations show a
necessity for an inspection of the in-
terior of the engine in order to determine
the amount of wear that has occurred
and to see if rust or corrosion exists. In
the case of the engine that has been
stored for a long period of time, you will
want to inspect it for acid etching of cer-
tain interior parts. When an engine has
been run and then stored for a long
period of time without special preserva-
tion, moisture in the oil may react with
compounds (such as sulfur) in the oil to
form acid which can cause pitting of the
metal. Such pitting, or etching, will most
often be found on the crankshaft or
camshaft bearing surfaces. I have seen
this occur on a 65 hp Continental
crankshaft and most recently on the
crankshaft of a B-55 Kinner that had
been stored for about 20 years. Other
areas where etching may occur are in
ball or roller bearings that have set in
the same position for long periods of
time. Pitting in the bearing races is easy
to miss unless viewed through a mag-
nifying glass and, if overlooked, could
lead to catastrophic engine failure
within a few hours of running.
If engine work is necessary, it might
simply be a top overhaul. This will entail
the removal of the cylinders to replace
the pistons rings and grind the valves.
Sometimes a top overhaul can be quite
extensive as the cylinders may need
grinding or extensive valve work. Your
mechanic will advise on this and you
should do what he says as your life de-
pends on that noise maker in front of
you.
If a major overhaul is in the works,
you have several ways to go. You may
opt to ship the engine to a certified en-
gine overhaul facility and be done with
the whole matter. This method is by far
the most costly.
Your nearby fixed base operator may
have a good mechanic who will over-
haul your engine for you for a fixed price
plus parts. This may be cheaper but
may necessitate reusing some of the
serviceable parts in order to keep costs
down. Large overhaul facilities may dis-
card some serviceable parts as a matter
of routine.
There is another way to overhaul the
engine and that is to do it yourself. You
will have to find a licensed mechanic to
supervise your work, though. Should
you decide to do your own overhaul it
will probably be at the mechanic's shop
as many special tools are needed to
work on airplane engines. Such tools
probably aren't in your tool box and they
are too expensive to buy for one-time
use. The mechanic will probably de-
mand this anyway as it is his license
that is on the line if something goes
wrong with the engine after overhaul.
12 JULY1986
Generally speaking, it is not too dif- mags fail over a swamp that seems the OX-5 powerplants. The changes were
ficult to overhaul, or find a shop to over- size of the Pacific Ocean. made as OX-5s were not available or
haul , most of the classic Continental , Researching your engine will proba- were not considered reliable enough to
Lycoming and Franklin engines. There bly be easier than restoring it. Engine guarantee safe flight.
are large numbers of these engines still manuals are available on most every If you desire an engine change, con-
in use and parts are readily available engine built. ESSCO in Akron, Ohio and tact the nearest FAA General Aviation
for most. Many parts are still available Air Service Caravan in New Bedford, District Office (GADO) or FAA En-
for the Continental R-670 and Lycoming Massachusetts have large lists of man- gineering Office to see if they will ap-
R-680 engines and overhauls are com- uals available. If you need something, prove the engine change. Remember
paratively easy on these engines. they probably have it. to do this BEFORE you start the
Wright and Jacobs engine parts are Another source of information is the change. You may save a lot of money
getting a little scarce but not impossible forum program at the EAA Convention and time by doing this. Your job will be
to find. Ranger parts are still available in Oshkosh, Wisconsin. At almost every greatly simplified if you can show the
in larger numbers but Warner parts are antique and classic airplane forum you FAA that the change has been done be-
very scarce. There are many other en- will find a true expert on aircraft en- fore and you can provide documenta-
gines you will encounter in the older gines. Being a member of EAA's An- tion to that effect.
airplanes, including: Kinner, LeBlond, tique/Classic Division or the Antique This has been a brief introduction to
Lambert, Menasco, Aeronca, etc., etc. Airplane Association will put you in what you might expect when dealing
The list almost seems endless. Many touch with other knowledgeable mem- with the engine portion of your restora-
antiquers have found it necessary to bers who can help with your problems. tion project. Most questions can be
manufacture their own parts to keep If you happened to purchase your answered by a mechanic or found by
certain engines running. This illustrates plane without an engine in hopes of researching the literature available on
the dedication they have for the hobby. finding one later but cannot, don't de- the various airplanes and engines. The
Restoring or overhauling the engine spair. It is legal to substitute a different one factor that must override all others
also includes the accessories. These type of engine from the original in many is safety. Don't skimp on your restora-
are the magnetos and carburetor and airplanes. For example, there are many tion, don't cut corners and don't take
they are just as important as the engine Travel Airs flying in the United States chances. Your safety in the air and the
itself. Don't cut the corners here as the with Continental and Lycoming radial safety of those on the ground is of
silence can be deafening when the engines replacing the original Curtiss paramount importance .
OSHKOSH '85: PlanesandPeople
by Larry D'Attilio and Pam Foard
AlC Press Co-Chairmen
Carmen and Wynn Fisher's Porter-
field, NC37862
I was sitting in the NC Press Tent at
Oshkosh '85 when an unassuming
woman walked up and claimed owner-
ship of the pretty navy and white 1941
Porterfield that we'd stuck a note on.
Her name was Carmen Fisher, and she
proceeded to relate this remarkable
story.
In 1943, one and a half years after
she and her husband Wynn had pur-
chased a Porterfield with a Continental
65, it was conscripted by the Civilian
Pilot Training Program. It had 500 hours
on it, and Carmen had gotten her lic-
nese in it. She continued to fly for a
Wing Scout group, but stopped when
she had children. Carmen and Wynn
moved to Bellaire, Michigan, where they
live today and they both started flying
again. First they bought a Cessna 172
and then a Skylane 182.
In 1979 Carmen was at the local
GADO one day to take care of some
airplane business and decided to look
up her old Porterfield N number out of
curiosity. To her amazement it was
there and so she was able to trace its
whereabouts. The Porterfield was now
owned by an ailing woman who Carmen
went to see.
Carmen & Wynn Fisher
Carmen found the Porterfield in a rot-
ting barn with six other antiques: a
Waco, 2 Aeronca C-3s, a Cub, a Fair-
child and a Meyers OTW. The engines
were pickled and the wings hung up.
The woman wanted $100,000 for the
lot and refused to separate them .
Carmen spent the next one and a half
years trying to find enough buyers for
the group of airplanes, but before she
succeeded the planes were sold to
another party. Her son had the idea of
calling the Porterfield Club, and sure
enough, the airplane was traced to Bill
Ross of Chicago, Illinois.
Bill Ross restored the Porterfied and
found old photos of the original paint
design. Through another twist of fate
the original wheel pants were found in
Pennsylvania!
Carmen and Wynn, congratulations
on your airplane. You were truly fated
to be together .
Fisher's Porterfield
VINTAGE AIRPLANE 13
IT
WAS
PARASOL
WEATHER
by Owen S. Billman
(EAA 648)
(Photos courtesy of the author)
Yes, it was parasol weather in
Amsterdam , New York this past Sep-
tember 14. That was the day that EAA's
Chaper 602 and members of the Heath
Aero Club celebrated the 75th Anniver-
sary of Ed Heath's first flight of his
Heath Model 10 from the Antlers Coun-
try Club. Early fall brings sparkling
clear, invigorating air to these Adiron-
dack Mountains and this day was typi-
cal. It was parasol weather in that, had
it occurred that day 75 years ago, all
those gentile ladies in attendance would
have sported their best parasol to mark
this most significant event.
But it was parasol weather in yet
another way because very much in evi-
dence on this recent day were exam-
Ed Heath makes the first f light in his Model 10 over the Antlers Country Club, Amster-
dam, N.Y., September 13, 1910.
pies of Ed Heath's design of the mid-
twenties, the Heath Super Parasol , and
look-alikes such as the Pietenpol Air-
campers flown in to help celebrate the
occasion.
Of all the events taking place that
day, however, the one of which Chapter
602 members were most proud was the
fact that in attendance were Roger and
Mary Lorenzen, who traveled from their
home in Niles, Michigan to observe the
afternoon's activities and to speak at
the banquet held at the Antlers Country
Club that evening. This couple not only
knew Ed Heath during the last years of
his life, but Roger was Heath's right-
hand-man in charge of the propeller
shop throughout the period when so
many exciting new ideas were bursting
from Heath's so-prolific mind.
I
On becoming a member of Heath's
staff in 1928, Lorenzen 's first assign-
ment was to design and produce a suit-
able propeller to "propel " the Heath
Baby Bullet. That he was successful is
attested to by the fact that this little ball
of fire was clocked at 150 mph, pow-
ered by the meager 28 hp put out by its
Bristol Cherub engine, making it the
most efficient aircraft of its day; what
other airplane of its time, regardless of
its powerplant, could boast as many
miles per hour per horsepower as that.
None could touch it for efficiency and
few for flat-out speed . Even today it
would stack up pretty well in an effi-
ciency race.
The other guest of honor at Heath
Day was Helen Heath, Ed's cousin. She
was among those present when that
The original Heath Model 10 aeroplane at the Antlers Country Owen Billman, co-ordinator of activities for Heath Day, proudly
Club in 1910. Ed Heath is in the cockpit and his uncle, Chester displays his Heath SUPER PARASOL, bearing registration
Johnson is at the engine. The third party is unknown. Elephant- number 589K, the one used by Ed Heath for his first seaplane
ear aileron was tried but abandoned in favor of wing-warping. version of this plane.
14JULY 1986
Roger Lorenzen proudly shows off one
of his own propellers of recent produc-
tion. He was head of the propeller shop
at Heath Airplane Co.
first flight was made in 1910 and still
lives in the family home in Amsterdam.
She was just ten years old at the time
but recalls that it was her father, George
W. Heath, who provided the horse and
wagon used to transport the new aerop-
lane the five miles from the Johnson
Machine Works to the Antlers Club west
of the city. On that short drive, Helen
rode in the wagon box just behind the
driver.
That portion of the day stands out viv-
idly in her memory but there is little else
that she recalls with certainty.
So it was that on this recent autumn
day admirers of Heath and his genius
gathered to pay tribute. They came from
Vermont, from Pennsylvania and all
over up-State New York. Cole Palen of
Old Rhinebeck Aerodrome sent a Heath
(Continued on Page 17)
Roger and Mary Lorenzen
LeRoy Schedelbauer displays the 1/8th-scale Heath Model 10. Behind him is Fairway
Tail of Billman's super SUPER PARASOL. #1 of the Antlers Country Club used by Ed Heath for his flight trials.
VINTAGE AIRPLANE 15
by Art Morgan
(EAA 17674, Ale 2355)
Oh my God! It's happened. You've
read the advertisements that say, "For
sale - cheap -1939 airplane. Must
sell, lost medicaL" That's always
sounded kind of lonesome, hasn't it.
Time and again you've heard someone
say, "I'm getting out of aviation. I lost
my medical, couldn't pass my physical,
so, well, what the hello" That always left
you wondering and feeling kind of cold,
didn't it.
But, well, that always happens to the
other person. And, sure ya feel real
sorry about it but, well , life goes on,
right? It'll never happen to you. Well,
my friend, it could.
Let's say you've just been told by
your doctor that you can no longer pass
your "medicaL" At first it didn't sink in.
That little piece of paper that you have
carried in your wallet all these years has
always been there and always would
be. But, it's gone now. For whatever
reason, (heart attack, diabetes, etc.)
they've taken it from you.
You never realized before just how
much that darn piece of paper meant to
you. Now that the news has finally pen-
etrated beyond your eardrums and
soaked into that mellon-sized gray
mass you sometimes jokingly refer to
as a brain, it occurs to you that some-
one out there who you hardly know has
just taken away a very large part of your
life.
Of course, you still have your family,
and in fact you do have your life. But,
we are all creatures of desire, and the
desire to fly is very strong in you.
You've done the usual things, such
as get a second opinion and it agreed
with the first opinion. And you've told
and talked it over with your family. God
bless 'em, you know they are with you
one hundred percent. Now it's your turn.
You've excused yourself from the one
who promised to love, honor and help
you through the rough spots, saying
that you need to be alone. You need
time to think. So you head for the one
spot in the whole world where you can
be by yourself (your garage, shop, den,
hangar, etc.)
Sitting down in this "alone" spot your
eyes take in the whole place in one
glance. There's the goggles you bought
and never used. The pictures of you
winning that "good old boy" trophy a few
years ago at the local EAA fly-in. Your
grin was so wide in that picture they
had to use a wide angle lens to get it
all in. How proud you and your family
were that day.
Hey, what's this? Your hands are
starting to shake, and there's this burn-
ing in your eyes. You're crying. The
muscles in your chest get tight trying to
stop it, but you can't. Real tears are run-
ning down your cheeks in torrents. The
dam has finally burst, and you put your
head in your hands and feeling all alone
you sit there and cry.
Believe me, friend, you are not alone.
For every person who has felt the pure
joy of flight is crying with you. Now, you
go ahead, and get it out of your system.
Damn it, (excuse the word) you got it
comin' to you and anyone who says you
don't is full of paint fumes.
Okay, you feel better now. Not good
by any means, but that's over and done
with. Dry your eyes, blow your nose (in
that order, please) and let's try to sort
this mess out.
For a couple, maybe three years or
more you and yours have worked hard
on that airplane. You brought it up from
a pile of bones to the pristine beauty it
is today. Yes, you who always thought
you had ten thumbs, two left feet and
mechanical ability somewhat on a par
with your talents as a toe dancer. Best
look what you've done. Nothing much
really. You just took an assorted pile of
"stuff" and turned it into a very pretty
airplane. Along the way you've learned
how to rib stitch, varnish wood, pound
aluminum and stretch fal5ric.
Remember when so long ago you,
who thought that "motors" were some-
thing you started, ran, stopped and had
someone else fix, sat happily in the mid-
dle of a spread of parts from your little
four banger, intelligently telling all who
would listen, the "art" of rebuilding small
airplane "engines"?? Well, do ya?
Sure, during that period of time you
skinned some knuckles and sweated
your brow. But you learned. (Most
people perspire. Airplane rebuilders,
builders, etc. sweat. Ya do that when
it's gonna be your hide ridin' in it). And
oh, those lush summer days . . . with
small white clouds floating lazily by, and
the smell of fresh cut grass brought to
you on a soft gentle breeze. You'd get
to the field before dawn, crank 'er up
and head for new horizons, and chal-
lenging adventures.
There you were on Saturday, you and
your life mate, just goin' somewhere for
the weekend. "Hey, what's that" came
16JULY 1986
the voice from the right seat. Looking
over, you saw an idyllic "grass strip".
Power lines on one end, trees on the
other. But what the heck, you can get
in there. So down ya go.
Soon you're basking in the warmth of
a new friend in the form of an older per-
son and you are lead down memory
lane. Tales of "Jennies" and "J-3s" float
softly through the summer air. You end
up spending the weekend. Where was
that now? Oh yeah, about 150 miles
north of George's place.
How about the winter when you
would go out and scrape the frost from
those "silent wings", shovel the pad in
front of the hangar and pull'er out. Then
you would spend what seemed like
eons pre-heating the engine, and all the
while you were deep freezing your
back side. All this just to go fly in the
beautiful azure blue ocean we call the
sky.
But, when you finally got your "sky
queen" airbome it was all worth it. The
unbelievable smoothness of the air. The
calm - this great mass of air of ours
was so soft that even the engine noise
seemed to diminish. The airplane was
suspended in a blue swirl , bottomed by
a white that was angelic. It was a third
dimension.
And who could forget the weekend
flying, when you all gathered at the local
roosting place, all who "soared with
eagles" gathered over coffee or a
bucket of suds or whatever and talked
airplanes or airplane people. Oh, the
halycon days of flying.
And, oh yes my friend, one more
thing, and I know I've done it. What
about those rainy, cold, windy, snowy
weekends when no one could fly. "Hey,
hon, I've got to go out to the airport and
pick up some tools, okay??" And so you
go. You walk into the hangar and there
it sits, that inanimate thing that you and
your loved ones have breathed life into.
Climbing into the cockpit. you smell it,
touch it and love it almost as you've
never loved before.
Climbing back out, you walk around
it and when you're sure no one is within
a thousand miles of you, you reach out
and touch it and it touches you back.
It's warm. By heaven, it does have a
soul. Ya see, I mean friend, you ain't
alone.
So, now what? Can you walk away
from all of that? I doubt it. Can you turn
your back on all your friends at the field?
About as quickly as you could walk
away from your family.
In all likelihood, you will never fly as
"pilot in command" again. But you can
be "pilot as passenger" again. Look at
all you've learned. That first bit of sticky
weather you went through, your first
"hairy" crosswind landing. Boy, the ex-
periences that you had.
You have been given a gift. And now
it's time to share it. Don't turn your back
on your friends and family. Give them
their birthright. Allow them the freedom
of flight that your knowledge and experi-
ence can give them. At this point, to
tum you back and walk away is a dis-
service to yourself, and everyone you
know.
A wise old person once told me that
"If you have the ability to learn, you have
the intellect to teach." Go to the airport.
Take the neophytes by the hand. Show
them how to, and why not to, and the
reasons. Simply because you can't "slip
the surly bonds" yourself doesn't mean
you're not needed.
For every skill you have, there's a stu-
dent. Teach him or her. For every ex-
perience you have had, there's a lis-
tener. Tell them. Give the gift that
you've received - the privilege of flight.
Don't let the last entry in your "log
book" read, "Must sell - lost medical."
What great compliment, what higher tri-
bute could a person have than the last
entry say, "I shared with them.".
IT WAS PARASOL WEATHER ...
(Continued from Page 15)
Henderson engine for display, en-
trusted to the hands of Scott and
Donald Brewster, Poughkeepsie.
Elmer Grinnell had built a 1/4-scale
model of the 1910 aeroplane for display
while LeRoy Schedelbauer produced a
1/8th scale RIC model of it. Both men
donated their handiwork to the Chapter.
Also on display was Owen Billman's
recently completed Heath Super
Parasol built from 1927 blueprints pro-
vided by Barney Fox of .Canandaigua,
NY and Marion McClure of Blooming-
ton, Illinois. Billman applied for and was
assigned by the FAA, registration num-
ber N598K, the one Heath was assigned
for his first Parasol mounted on twin
floats for water flying.
The banquet that evening at the
Antlers Club was a sell-out that taxed
their normally ample facilities. The
Lorenzens brought with them a very ex-
tensive collection of Heath memorabilia
conSisting of photos, catalogs, bro-
chures, clippings, swatches of fabric
from all the well-known Heath planes,
and propellers (including parts of bro-
ken ones) all carved by this man. He
spoke very glowingly of those Golden
Days that he and Mary spent with the
Heaths.
In concluding his talk he said, "I really
think that the EAA organization .. . reo
ally came from Ed Heath and his com-
pany, because he encouraged people
back in those days to build their own
planes. He put them out in kit form at
prices that the average person could af-
ford, and his enthusiasm for encourag-
ing people to learn to fly and have their
own airplanes is something that always
sticks in my mind. That was the begin-
ning of this (EAA) movement which is
BIG now.
Lorenzen learned to fly in a Standard
J-1 airplane with Ed Heath himself as
the instructor. The Heath Flying School
was a part of the company and the OX-5
powered Standard was the school
plane. When the time came for Christ-
mas bonuses, they were paid off in fly-
ing time as often as not.
Roger still flies when the opportunity
presents itself and he still makes pro-
pellers ... beauties ... works of art ,
say many users of them And he makes
them in a small shop in Niles, Michigan
within "spittin'-distance" of the building
that once was the main plant of the
Heath Airplane Company there. Some-
times as Lorenzen turns the key in the
lock of his shop to begin his day's work,
he cocks an ear to an engine sound
drifting across the airport and pauses.
Could it really be? No.. . impossible!
But that sure does sound like one of the
Heath B-4 engines. Imagine how differ-
ent things would be today if Mr. Heath
hadn't died in the new Heath Low Wing.
Roger pushes the door open and gets
ready to begin work. Life goes on.
VINTAGE AIRPLANE 17
Barbara Fidler and herpride and joy. She named it "Pretty Plane".
BarbaraFidler's
________1Jke-New
PA-22-20
Story & Photos by Dick Cavin
The Best Custom Classic at Sun 'n Fun
'86 in the 101-165 hp class was a su-
perbly crafted restoration of a Piper PA-
22-20 by Barbara Fidler of Alva, Florida.
Now in case you are going to be one
of those chauvinistic you-know-whats
who doesn't want to accept the idea that
women can perform aircraft mechanical
work as well as men, you had better get
used to the taste of crow, amigo.
Sure enough, that li 'l 01' slip of a
woman did do the restoration of a much
bedraggled Tri-Pacer by herself (using
the term in a practical sense). No, she
didn't pick the engine up in her arms
and take it over to the workbench to be
overhauled, etc. and of course she did
18JULY 1986
have to have the help of a strong back
in several areas, but who doesn't? Very
few men ever do 100% of the restora-
tion work all by themselves either.
What the incredulous male viewpoint
is really saying is that most women
aren't often exposed to aircraft work to
the extent that they can learn and be-
come proficient in aircraft covering,
doping, painting, sheet metal work,
welding, etc. As wives and mothers they
probably don't have the time, energy or
incentive after they take care of their
never ending duties as mothers, home-
makers and household managers. All
too often it's only Papa's hobby and
Mom goes along with it (passively) to
please old Pop.
If one knew the record of the Fidler
family and their aviation activities, one's
skepticism quickly turns into sincere ad-
miration and appreciation for the
meticulous craftmanship they pre-
sented for public viewing . If I reminded
you that Barbara's husband, Gerald Fi-
dler (EAA 64956, AlC 9199) , built an
immaculate Great Lakes replica that
was the Grand Champion in its class at
the '85 Sun 'n Fun, the picture would
come into sharper focus .
The Fidlers are a real flying family.
They have three grown daughters. The
oldest is also a pilot and both of the
others want to learn. Barbara told me
she had been flying with her husband
the.past 30 years, so flying and working
on airplanes has been a significant part
of their family life for quite a long time.
Barbara's converted Piper Pacer, N2818P, SI N 3111 was named Best Custom Classic in the 101-165 hp class at Sun 'n Fun '86.
Enthusiasm is infectious and gradually
the joys of flying and the camaraderie
with other flying folks resulted in an en-
thusiasm that matched that of her hus-
band. Eventually her thoughts turned in-
creasingly toward having her very own
airplane and taking positive steps to-
ward her private license.
Al l of this expressive urge in Barbara
began to be fulfilled in 1982 when they
found N2818P, a '55 Tri-Pacer that had
seen better days, as many of them have
these days. Admittedly Piper never sold
many Tri-Pacers on looks alone, but it
was a fairly cheap four-place plane and
that was enough for a lot of people in
those days.
It was about this time that Univair's
STC conversion kit for the Tri-Pacers,
that made good looking Pacers out of
them, began to become popular. The
elimination of the ugly training wheel not
only improved the looks immensely, but
also gave it a performance boost. The
tail dragger Pacer also had a reputation
as a spirited steed in the ground hand-
ling department, so Barbara knew she
must become proficient. They esti-
mated the conversion project would
probably take a couple of years, thus
Barbara had to allow a portion of her
spare time for flight training.
That she planned things right was
evident when she slicked the Pacer on
at Lakeland a few minutes after her hus-
band landed his award-winning Great
Lakes replica. This was getting to be
old hat for her now, as she flew a J-3
Cub into the '85 Sun 'n Fun affair as a
student pilot. She cut the timing pretty
close on the Pacer project, though, as
the last bit of painting was done only
two days before Sun 'n Fun '86 opened
on March 16.
Like all complete restorations, the
long road back began by stripping off
all the old fabric, removing the cowl and
other sheet metal , and all glass. Next,
out came the engine, along with its
mount , prop, spinner, exhaust sytem,
mufflers, baffles, etc. All engine controls
were tagged when disconnected. The
old engine was then boxed up and sent
off to be swapped for a like-new re-
manufactured 150 hp 0-320 Lycoming.
With the wings, struts and tail group
off, the gear was next. Now the doors
came off to give easy access to the in-
terior, followed by the upholstery, seats,
and floor boards. Next in line was the
instrument panel and all wiring. It was
now the controls turn, which brought the
fuselage down to bare bones.
The STC mandates a completely new
gear to be installed, which requires
welding of new attach fittings. Some
people think all you have to do is turn
the old main gear around, but this isn't
true. Barbara said they had to "eat" the
old gear and nose wheel assembly.
(Wonder how long it'll be before some-
one figures out how to use all those trike
gears?)
After carefully inspecting all tubing in
the fuselage it was given a clean bill of
health, so now it was time to get it all
back together again. The first step was
to sandblast the fuselage tubing. A
quickly applied coat of epoxy paint
sealed it all in before flash rust began.
At this point they turned their atten-
tion to the wings. Beli eve it or not they
only had to replace the root ribs. Every-
thing else checked out okay - even
the leading edge. Madras wing tips
were added, replacing the original s.
Whelan strobes were install ed in the
tips at this time, too. Tanks were pres-
sure tested and they, too, were A-okay.
There is always a hardware replace-
ment phase on restorations where
every bolt, nut and washer are re-
placed, as are control cables, control
surface bushings, etc. Brake and rudder
pedals and their bushings catch a lot of
wear and N2818P was no exception in
these departments.
~ a r b a r a s instrument panel gleams
like new. It should, as she went back
with all new instruments and the radios
were modernized as well. The panel it-
self was replaced, along with all wiring,
in the airplane. Engine and flight con-
trols were replaced or given a first cl ass
beauty treatment.
The doors also received special at-
tention, being completely rebuilt with
new tube framing and all new metal.
They were also well insulated before
the new plexiglass was installed. Seats
were made li ke new, as were floor-
boards. A new boot cowl was also fitted
to bring the fuselage up to the point
where it was ready for a complete new
Airtex interior. Now if you have ever in-
stalled a new headl iner you will know
(Continued on page 23)
VINTAGE AIRPLANE 19
I ClubActivities
Compiled by Gene Chase
Instrument Faces
Clyde Smith, Jr. has provided the fol-
lowing answers to several queries:
"Going back over my records, the first
reference I can find as to the use of
cream-faced instruments was on J-4
Coupe serial no. 4-1000 built April 17,
1940. Whether these had the bear or
not I couldn 't say. The black-faced in-
strument had the bear from clear back
in Bradford days. I have a tachometer
from a Bradford-Taylor Cub that has the
bear and that practice was probably
continued on with Piper because the
same vendor was maintained.
"During the War, Aeromarine and
Stewart-Warner were the prime ven-
dors and this was so into the early '50s.
The instruments then were all cream
with no bear. The compass, of course,
was the exception - being black.
"A few cream instruments with the
bear lasted after the war probably until
they were used up. I have a factory
photo of a PA-12 panel with some of
the gauges still having the bear. In 1950
and 1951 with the birth of the Pacer and
Tri-Pacer the black-faced instruments
began to be used again . To the best of
my knowledge the J-3s kept the black
instruments with the bear until '41,
whereas the '40 and '41 J-4 and J-5
models had the cream faces with the
bear.
Sentimental Journey '86
At least two owners are planning Cub
Caravans to Lock Haven. Jimmie
Brown, Pell City, Alabama (205/338-
2965 evenings) is planning to fly his
Cub to the big fly-in July 13-19. His
plane and another Cub will be departing
St. Clair County Airport.
Kent Ingram, Wagener, South
Carolina (803/564-5085) will leave his
private strip near New Holland,
Carolina July 11 or 12. Both men Invite
others to join with them for the flight
north to Lock Haven, Pennsylvania.
20JULY1986
L-4 Squadron
Due to increased interest in Piper L-
4s, the Cub Club is conSidering the pos-
sibility of forming a L-4 Squadron within
the Club. Mike Strok of WW II Gras-
shopper fame and a frequent contribu-
ter to the Cub Club newsletter has ag-
reed to spearhead this activity. Mem-
bership in the L-4 Squadron would cost
Cub Club members an additional $5 an-
nually.
For information on the proposed L-4
Squadron andl or the Cub Club contact
John Bergeson, Newsletter Editor, Cub
Club, 6438 W. Millbrook Road , Remus,
MI 49340, phone 517/561-2393.
The Short Wing Piper Club, Inc. is
one of the largest of the various Type
Clubs. It is organized with chapters
throughout the U.S. and with Regional
Chapter Coordinators in the U.S. and
Canada. I continue to be impressed
with the club's bi-monthly publication,
"Short Wing Piper News," which con-
tains a wealth of information of value to
owners of Pacers, Tri-Pacers, Clippers,
etc.
The current (May-June) issue con-
tains 120 pages of technical
tion, news of club activities, .want ads,
plus an interesting article by one of the
members describing his acquisition and
restoration of a Piper Pacer. This par-
ticualr plane is N6931 K, SIN 2035, one
of the few PA-20s built by Piper that
does not have flaps. It was built in 1950
as an "economy" model and today is
one of a rare breed.
For -information on the Short Wing
Piper Club, contact Buddie L. Jones,
Sr. , Membership Chairman, 4704 Car-
riage Lane, Muncie, IN 47302.

Travel Air 5000 "Woolaroc"
Since publishing the information on
this famous aircraft in last month's issue
of VINTAGE (page 4) we have obtained
additional information which should be
of interest to all readers. Volume 2,
Number 4 of "Travel Air Tails," the quar-
terly newsletter of the Travel Air Club
contained the following article by club
president Franny Rourke describing his
personal involvement with the project.
"As you know, the most famous of
the Travel Airs, the Woolaroc Model
5000, has been installed in its new dis-
play room in the Woolaroc Museum
here, south of Bartlesville, Oklahoma. It
has turned full circle. The museum was
originally built to house the Woolaroc
but as the years went by and new ar-
tifacts and new Directors were ac-
quired, the plane was allowed to go
downhill.
"It was finally moved out of the
Museum into a separate building which
would be missed by most visitors. The
only way it could be viewed was to
stand outside and look through store-
type windows. Its appearance was
pretty sad.
"A decision by the Directors had to be
made as to what to do with the airplane.
One of the Directors said to burn it as
it was of no value and the money could
be used elsewhere! It was finally de-
cided the Woolaroc would be restored
and a new wing to house it would be
added to the Museum.
"I was asked to bid on the restoration
- the original intent was to just throw
it together but I disagreed. I made a
moderate bid to restore it back to origi-
nal but the Museum Foundation was
short of money and they decided the
Phillips (Petroleum Company) Flight
Department would do the restoration. I
was disappOinted but hoped for the
best.
"My good friend Keith Gan who is in
charge of Phillips Aviation Maintenance
came by to discuss the project with me.
Keith was very busy and was not in-
terested in the restoration as it had
been many years since he had done
that type of work. He asked if I would
advise him on restoring the airplane and
I agreed to help.
"I told him the Woolaroc was a very
important piece of aviation history and
should be restored authentically.
hoped he could convince his superiors
to go along with the plan. I had my
doubts but kept hoping for the best, and
sure enough, it happened!
"Keith is a craftsman and as he pro-
ceeded with the project he became
more and more enthusiastic, putting in
extra hours working nights and
weekends. His enthusiasm became in-
fectious as the restoration progressed
and even the Museum people began to
get the fever.
(Continued on Page 23)
I
by George A. Hardie, Jr.
In reviewing the aircraft featured in
past Mystery Plane columns it becomes
evident that many had attractive fea-
tures that appear modern even today.
This month's Mystery Plane is a good
example of the above statement. The
photo was submitted by Leonard
McGinty of Tampa, FL. Answers will be
published in the October, 1986 issue of
THE VINTAGE AIRPLANE. Deadline
for that issue is August 10, 1986.
The Mystery Plane in the Apri l issue
of THE VINTAGE AIRPLANE is indeed
a homebuilt, the Effenheim Special ,
built by Ray and Ed Effenheim of Mil-
waukee, WI and completed in 1932. It
was their own design with a steel tube
fuselage and wood wings. Wheels were
cast and machined to fit a set of tires
on hand. The first engine used was a
borrowed three-cylinder Szekely. Then,
a basket-case, 5-cylinder Velie was ob-
tained and rebuilt. Jimmy Hansen, a
local pilot, did the test flying and pro-
nounced the airplane satisfactory.
At that time , the Tank brothers who
had been reworking Curtiss O X ~ ~ n
gines into air-cooled versions, designed
a small 4-cylinder in-line engine called
the Skymotor. One was mounted in the
Effenheim airplane for test. On one
flight the crankshaft broke and the
airplane was wrecked in the forced
landing.
Ray Oberg, Rockford, Michigan cor-
rectly identified the Effenheim Special ,
writing the following: "In response to the
April '86 Mystery Plane, the records
show 12097 to be the ''Effenheim Hawk"
serial no. 10 built in 1931 by Edward
and Raymond Effenheim of 4213 W.
13th St. Milwaukee, Wisconsin. The en-
gine was shown as an Effenheim 45 hp,
at least through 1934. The engine in the
photo sure looks like a LeBlond or Velie.
Edward Effenheim built a Knight
Twister powered by a Tank engine in
1947. The "Hawk" sure is a pretty air-
craft and worthy of replicating today.
Good lines are timeless." .
VINTAGE AIRPLANE 21
1929

by Dennis Parks
EAA Library/Archives Director
VINTAGE LITERATURE
(Part 2 of 2 parts)
Aviation Journals
This exciting and growing era of avia-
tion was reflected in the growth of avia-
tion literature. Not only did the number
of journal and book titles increase but
also the size of the journal issues.
In 1925 Ayer's Directory listed five
aviation journals. In 1929, Jane 's listed
23 journals for the United States. Three
of these titles were on the 1925 list:
Aero Digest, Aviation, (see Vintage
September 1984) and U.S. Air Ser-
vices. Of the new titles only one began
before Lindbergh's flight. This was
Western Flying which began in 1926.
All the others were a result of the post
Lindbergh era of aviation enthusiasm.
Unfortunately only three of the new
titles would survive the depression.
These were Popular Aviation, (see Vin-
tage, July 1984), Sportsman Pilot and
Western Flying (later Western Avia-
tion) . Some of the short-lived titles and
their dates are: Aero News and
Mechanics (1929-30); Aeronautical
World (1928-31); Aviation Engineering
(1928-33); Southern Aviator (1928-30)
and Pacific Flyer (1929-33).
As we mentioned this era showed a
great growth in air transport. This was
reflected in that five of the 23 journals
available in 1929 dealt with commercial
aviation. These were: Air Transporta-
tion; Air Travel News; Airline Rates and
Routes; Airports and Airway Age. None
of these survived beyond 1933.
The journals with the highest audi-
ences were Aero Digest, Aviation and
Popular Aviation (title changed to
Aeronautics from June 1929 to July
1930) . Popular Aviation which began in
August 1927, had a circulation higher
than that of Aero Digest and Aviation
combined and proclaimed such in its
advertising.
Not only had the number of journals
increased since 1925, but the size of
the issues had increased. Aero Digest
went from an average of 50 pages per
issue in 1925 to 200 pages in early
1929. By the Fall of the year there were
300 pages per issue. Aviation, a
weekly, had by the end of the year pub-
lished over 5,000 pages. Combined
with Popular Aviation these three jour-
nals provided over 10,000 pages of avi-
ation information during 1929.
Articles
The Bibliography of Aeronautics for
1929 lists over 5,000 articles. This rep-
resented an increase of about 25% over
1925.
Though the influence of Lindbergh
continued, coverage of his activities di-
minished sharply in 1929, there being
only 6 articles indexed compared to the
over 100 articles in 1927 and 1928.
The interest in commercial aviation is
indicated by over 100 articles listed
under "airports" and "airways." "Com-
mercial aeronautics" had 49 listings.
Some of the commercial articles are:
"Air Commerce to Stimulate Nation's
Business"; "Daylight Flight To Panama"
and "From Barnstorming to Air Lines."
Over 100 articles were devoted to air-
craft engines, but unlike 1929, none
were about war surplus engines. The
growing use of air-cooled engines was
reflected by the 17 articles about them .
There were also three articles on diesel
engines.
An interesting article, "Historical De-
velopment of Air-Cooled Engines" was
done by George Mead, Vice-President
of Pratt & Whitney. He stated that the
weight advantages of the air-cooled en-
gines had made them desirable since
the early years of flight , but unsuccess-
ful because of a lack of experience. He
also said that new developments were
stifled after the war because of the large
supply of war surplus engines. At this
time air-cooled engines produced
weight per horsepower averages from
1-1 /2 to 1-3/4 pounds. Quite something
when the Wright Brothers were happy
to obtain 14 Ibs/hp.
One of the highlights of the year was
Aviation 's first statistical number. Dated
October 5, 1929, this compilation of 26
pages of tables and charts provided an
interesting look at the aviation industry
in the United States. Among the charts
was "Classification of licensed aircraft."
This listing was by type of aircraft
(cabin/open cockpi t/seaplanes) by reg-
ion and state. In 1929 the open cockpit
prevailed with 3,560 aircraft. Closed
cabin jobs numbered 787. There were
95 seaplanes or amphibions (sic) . Bip-
lanes outnumbered monoplanes three
to one.
California had the largest number of
open and closed aircraf1 for a total of
658. New York had the largest number
of seaplanes with 41 . The most popular
airplanes were Wacos with 814 regis-
tered . Travel Air was next with 666 and
Alexander third with 386. Of the 4,232
aircraf1 listed as of July 1, 1929, 2,491
00

'"
U. S. AIR SERVICES
'.....,..
A.ero
"Ne ws
[,. Mechanics
A", ,I...... a"'''7M4,.
22 JULY 1986
used war surplus engines.
This special issue started a trend that
continues today in Aviation's successor
- Aviation Week
Books
"At last! Every type of aviation engine
explained and illustrated; 2,000 pages,
1,000 illustrations, 50 tables. Modern
Aviation Engines in Two Large Volumes
by Major Victor Page." 1929 saw quite
a large number of new aviation books
compared to 1925. It also brought about
full page ads and advertising hype.
Aero Digest responded to the increase
in interesting aviation books by starting
a book order department and in the
November 1929 issue listed over 150
books for sale.
The most important publishers in the
field were Henley (who publicized the
Page books) and McGraw-Hili who re-
main an important publisher in aeronau-
tical engineering, and Ronald. Of the 30
books listed in Book Review Digest,
some of the more interesting are : Build-
ing and Flying Model Aircraft by Paul E.
Garber (of NASM fame) ; Flight of the
Southern Cross by Kingsford-Smith and
Ulm; Modern Aircraft by Victor Page
and, reflecting the grow1h of commercial
aviation, Treatise on Aviation Law by H.
G. Hotchkiss.
The next installment in this series will
take a look at the pre-war aviation boom
in 1939.
BARBARA FIDLER' S LIKE-NEW
PA-22-20 ... (Continued from Page 19)
how tough it is to get it in place without
wrinkling. Barbara did just that, though.
The top cowl and nose cowl were
okay, so weren't replaced. The bottom
cowl is part of the Univair STC kit. It still
requires quite a lot of time to install and
mate with the top cowl. A carb airscoop
was also fabricated and installed.
At this time the gear leg vees were
covered and painted as were the tail
group members. This allowed Barbara
to get the airplane up on its new gear
so as to install the Reman 0-320. A
homebuilt exhaust system was fitted
and it included new heat muffs and dual
mufflers that were the same as the orig-
inal. All engine controls were again con-
nected, which just about completed the
engine room rebuild, except for engine
baffles. A comletely new baffle set was
built and installed, as the old ones had
succumbed to vibration in several places.
A new spinner also replaced the old
one that showed signs of being very
tired. The prop, though, was in fairly
good shape, so they gave it a good
polishing and replaced the bolts and
nuts. Almost a couple of years had slip-
ped by now, but the end was in sight ,
even though there was a pretty good-
sized hill to climb yet - the covering
jOb. She chose the Stits HF90X process
(with minimum dope coats), using regu-
lar Piper colors in Poly tone, followed by
a coat of clear Aerothane. She's de-
lighted with the Stits process all the
way.
She expected the Piper Cream would
be more tan than it is. She called it "But-
ter Yellow" at first, but her original dis-
appointment has gone away and she
really likes it now. (So did several
thousand others.) It harmonizes per-
fectly with the brown and cream Airtex
interior, too. The flawless exterior was
a joy to examine, even if you used a
magnifying glass. The edge of every
stripe had nary a "saw tooth" in it. It was
as perfect as tape - all over.
One little touch of perfection I
watched was a judge inspecting the
perfect paint on the entire tail wheel
area!
When I asked her how she was get-
ting along flying it, she replied that she
named it "Pretty Plane" at first, but prob-
ably should have called it "Wild Adven-
ture." It was a handful at first , but now
that she has it tamed she loves to fly it.
She says it's a piece of cake since
learning its little quirks.
She said it will climb an honest 1200
ft/min., cruise 110 mph, lAS at 2150
rpm , (a very low percent of power), and
will top 135 mph. Not bad. She holds
about 70 mph on final in calm air and
80 if it's a little windy and she can get
it down and stopped in a very respecta-
ble distance, (unlike the Tri-Pacer ver-
sion) . Because one couldn't hold the
nose wheel off on landing, the Tri -Pacer
couldn't benefit from aerodynamic brak-
ing and it had a significantly longer land-
ing roll.
One of the features of Sun 'n Fun is
the "Perserverance Award" that Dr.
Brokaw donates to all pilots displaying
an airplane they have built or restored.
Barbara said the 2-1 /2 years she spent
restoring N2818P made Dr. Brokaw's
award deeply appreciated. If you were
at the '86 Awards Dinner, you'd have
seen a little gal pretty happy with the
Best Custom Classic (101-165 hpj
trophy, too. Hope she'll be at Oshkosh
'86 with it. It's truly a beauty and she
deserves all the plaudits.
Now, what happened to all those
male chauvinist types???
TYPE CLUB ACTIVITIES ...
(Continued from Page 20)
"The old plane was found to be in
pretty fair shape when the fabric was
removed. The fuselage was cleaned,
re-primed, wood replaced, tank
cleaned, etc. The wings were cleaned,
checked , old varnish removed and re-
varnished , loose ribs replaced and re-
pairs made.
"When the engine was pulled, the
only damage we found was a bent link
rod. The cowling was reassembled like
new. The plane would never fly again
but it was restored as if it would be.
(Man, I would have given up my seat in
Hell to have been able to fly it just
once!) .
"The restoration project took over
4000 man-hours and its display in the
Woolaroc Museum, in my estimation, is
as good or better than any I've seen in
other museums. Keith Gan deserves
recognition for his labor and dedication
to the restoration of this piece of avia-
tion history. Now the Woolaroc will be
enjoyed for at least another fifty years
and I feel proud to have had a little part
in the project.
"I urge any Travel Air buff to come to
Bartlesville to see this historic airplane."
For information on the Travel Air
Club, contact them at P.O. Box 127,
Blakesburg, IA 52536. Phone 515/938-
2773.
VINTAGE AIRPLANE 23
The instrument panel in N2818P sports all new instruments and modern radio. Barbara
installed the new brown and cream Airtex interior which compliments nicely the Stits
Piper Cream color of the Pacer.
Tom"'Crowd:er's
TheBoeing P-12whichTom Crowderbuiltis so authenticthatauthorCavin hadto ask
ifit was a restoration ora replica. Colors are olive draband yellow.
by Dick Cavin
(Photos by the author)
When I am in the Los Angeles area I
never pass up an opportunity to drive
out to Santa Paula Airport and go
hangar snoopin', as one never knows
what new and exotic homebuilt or an-
tique can be found at this fabulous little
airport.
It was on such a Los Angeles trip that
I made the safari to Santa Paula, even
though it was a chilly and rainy day and
prospects of finding many hangar doors
open were pretty bleak. Luck was with
me though, as I rounded the corner of
the hangar line there it was - a real
live Boeing P-12 in the flesh!
It was like a time warp as it proudly
stood there in its circa 1930 Army Air
Corps colors. I had seen one very
briefly in my youth - as one made a
refueling stop at my home base airport.
It was quite new then and most impres-
sive, especially on its take off and fan-
tastic climb out. In those days of under
powered OX types that did well to climb
300 ft.lmin., watching that P-12's 6,000-
plus ft.lmin . climb was like watching a
rocket ship.
The builder of this later day P-12,
Tom Crowder (EAA 29419), is a wiry
man in his late 60s and I learned he had
just completed it after 22 straight
months of intensive work. He got a
24 JULY 1986
chuckle out of my question of whether
it was restoration or a replica. From a
few feet away it was so completely au-
thentic-looking one simply could not tell.
Tom's secret love affair with the P-12
began as a six-year-old kid living close
to Chanute Field, where he saw the P-1
Curtiss Hawks and later the P-12s on a
daily basis. A little later came the all-
metal low wing Boeing P-26 "Peashoot-
ers" but Tom never forgot his favorite ,
the P-12.
His dad poured cold water on his fly-
ing in those days, but his chance finally
came after WW II , when he learned to
fly on the GI Bill. Before too many years
passed he heard of EAA and soon he
built his first project, a Great Lakes rep-
lica. He recounted how he put it in the
top of a 40-foot tree after an engine fail-
ure and how they had to use a cherry
picker to get him and the Lakes down
safely.
He began the P-12 project in April of
1984 in his automotive shop in Sunland,
California after several months of re-
search, planning and gathering mate-
rials. Gathering wasn't all that much of
a problem with Tom, though, as he ad-
mits to being a super pack rat and over
the years he had accumluatled some
real goodies like instruments, wheels,
flying wires, etc. from the 1920-1940
era.
Tom had plied his trade as an auto
mechanic for years, but after two
months on the P-12 project he got tired
of customers interrupting his hobby and
he decided to sell the business and re-
tire. He could hardly wait for the new
owner to take over so he could move to
a hangar at Santa Paula, where he
would spend the next 18 months com-
pleting the project.
In view of today's "quickie" kits, 22
months to complete might not seem
earthshaking, but when one considers
that he built it from only the sketchiest
of plans from "Model Airplane News" as
drawn by an acquaintance, William
Wylam, it was a real hammer and tongs
pace.
The first four months were spent
building the all-metal control surfaces.
He first built male and female dies for a
roller to make his own corrugated metal
sheet of .020 aluminum. 4000 rivets
later they were done.
The next four months were spent
building the all-wood wings. The top
wing is one piece and spans 30 ft . and
has a 5 ft . chord. The lower wing has a
26' 4" span and a 45" chord. The airfoil
is a Boeing 103, which is somewhere
around a 12-15% section. The 80 ribs
are built up cap strip and gusset type.
The top wing alone required 1112 rib
stitches and about 1000 for the lower
panels, all of which adds up to sore fin-
gers in my book. Spars are solid fir.
Trailing edges are scalloped, as per the
custom in those days. Cabane and in-
Tom Crowder built the P-12 in 22 months of intensive work. His only plans were by William Wylam as published years ago in Model
Airplane News. The replica's only fuel supply is the 55 gal. belly tank.
terplane struts are cut down Stearman
streamline tube. It uses single stream-
lined landing wires and double flying
wires.
I asked Tom what kind of a jig he
used to weld up the fuselage and he
snorted, "Jigs are a waste of time and
money for a one-time project. I can build
a fuselage in the time it takes to build a
jig. " He welded it all himself, along with
a helper, Clarence Tice, another retiree
who just wanted something useful to do.
He started at the firewall, squaring up
the vertical members as he tacked them
to longerons. He chose the same size
tubing for longerons that an AT-6 uses,
which are .063 wall to just aft of the
cockpit, where they are .049 wall 4130.
(The original P-12s used square
aluminum tube, something new at that
time.) After tacking all tubes he filled in
the Warren truss diagonals and com-
pleted the rest of the welding. When you
consider all the standoffs for fairing
strips, cockpit controls, etc. that adds
up to a whale of a lot of welding hours.
As most builders find out, you have
to know a lot more than how to lay a
bead to have a first class fuselage. You
also have to know where and how much
to weld, as heat stresses can twist the
whole thing out of shape. This in turn
can compound alignment problems of
the tail group, cabanes, and landing
gear if all isn't square.
To build the motor mount means rais-
ing the completed fuselage up to flying
position and suspending the engine in
its proper position a certain distance in
front of the firewall. Then tubes are cut
to the proper length between the firewall
and engine and tacked together. Finally
the assembly is finished welded and
stress relieved.
The P-12 really looks bigger than it
really is, as it rears up to a height of 9'
7-1 /2" on a tall vee strut gear, mounted
well forward as was the custom in those
days. This jacked the wings up to their
maximum lift angle of attack on landing
to allow operation in and out of the short
turf fields of yesteryear. The forward lo-
cation of the gear put a lot of weight on
the tail skid (the number one decelera-
tion device) to preclude soft field
noseovers and give adequate clear-
ance for the large diameter props in use
then . Landing at the stalling angle made
many airplanes "road crazy" but the
drag on the tail skid helped the pilot to
keep it rolling straight.
The landing gear appears to be
streamlined tubing, but actually it's
round tube faired to shape with balsa
and spiral-wrapped with fabric. It uses
rubber doughnuts for suspension in-
stead of the commonly used shock
cord, making a cleaner gear. The
wheels are 30" x 5" and are the real
thing. They are the bushing type and
have 1929 stamped on them . Brakes
are Bendix, also.
Covering is Stits all the way and Tom
is high in his praise of Ray Stits' prod-
ucts. The color scheme features yellow
wings, vertical fin and horizontal
stabilizer, an olive drab fuselage and
red , white and blue stripes on the rud-
der, with squadron numbers and mark-
ings on the fuselage.
Tom's P-12 replica is powered with a
550 hp, P&W R-1340-22 of 1932 vin-
tage, swinging a big ground adjustable
Hamilton Standard prop. He still has
some work to do on engine baffles. The
original carried 110 gals. of fuel , of
which 55 gals. was carried in the belly
tank. Tom's only tank is the 55 gal. one
on the belly.
Only 9 of the straight P-12s were built
in 1929, but quite a number of later ver-
sions, the P-12Bs, Cs, Es and Fs were
built plus a variation for the Navy. In
1933 they were replaced by the P-26
as the Air Corps' first line pursuit
(fighter).
The prototype P-12, the Model 83
XF4B (Experimental Fighter no. 4, Boe-
ing) first flew in 1928. It was powered
by a 500 hp P&W, which gave it a top
speed of 168 mph at 2100 rpm, a 60%
power cruise of 142 mph, and a stall
speed of 56 mph. It had a ceiling of
27,000 ft. and a sustained rate of climb
of 3000 ft.!min . It had 227.5 sq. ft. of
wing area. Wing loading was 10.6 Ibs./
sq. ft. at its all up weight of 2425 Ibs.,
while power loading was 4.85 Ibs'/hp.
The wings of Tom's replica are identical
to the P-12, as well as its length of 20'
7-3/8".
really should call them sketches, as di-
mensions were few and far between,
quite a tribute to his trained sense of
proportion.
I was surprised to learn that Tom has
no plans to fly the P-12. He's even re-
luctant to taxi it, even though he says it
really feels great doing so. He saltily
Tom has quite a collection of pictures
and early bird memorabilia in his hang-
ar, some of it quite rare. He also showed
me the plans he built the P-12 from. He
VINTAGE AIRPLANE 25
proclaimed he didn't like to leave it out- Since then I have learned that there is If you are out Santa Paula way on a
side too long for fear "one of those crazy a later version of P-12 (Boeing 100) in weekend you can probably see Tom
nosewheel pilots here might run into it," Kermit Weeks' Museum in Miami , and the P-12. He lives at 11001
adding that they sure had bunch of Florida and it was flown there from Langmuir Avenue, Sunland, CA 91040
them in that category. California. Tom hopes to sell the P-12 and if you care to call him and talk P-12,
He further said the historical value of to a collector who will give it a museum he suggests you can catch him before
the P-12 makes it too valuable to fly home, so he can get on with his next 6:30 a.m. or after 7 p.m. (California
and that it really should be in a museum. project. time) at 818/353-7522 .
This frontal view shows the 550 hp 1932 vintage P&W R-1340-22 engine and Hamilton Standard ground adjustable prop .
ANTIQUE/CLASSIC FORUM SCHEDULE
..
By Ron Fritz, Chairman
8:45a.m. 10:15a.m. 11:45a.m. 1:15p.m. 2:45p.m.
Friday, Fabric Piper

Ryans - PT Series - Cessna 1201140 All Travel Airs were
August 1, 1986 Restoration - Mike Wilson West Coast Cessna not 2,Ooo's & 4,ooo's-
Clyde Smith, Jr. 120/140 Club Mike & Frank Rezich
Saturday, Stinson 108 . Cessna 120/140 Funk Aircraft History Aeronca Owners - Bucker Airplanes -
August 2, 1986 Gregg Dickerson InternatiOnal Cessna & Restoration Tips - "Buzz" Wagner Chris Arvanites
120/140 Association G. Dale Beach
Sunday,.
August 3, 1986
Stearman Assembly
& Rigging'
Terry Ladage
Bellancas-Preserva-
tion - Lawrence
D'Attilioand
Pamela Foard
Navion Maintenance -
R.G. Rogien
Swifts-
Charlie Nelsen
AIR SHOW
No Forum Scheduled
Monday,
August 4, 1986
Luscombes-
John Bergeson
Piper Cubs-
John Bergeson
Fairchilds - John
Berendt, Ed Wegner,
Mike Kelly, Charlie Bell
& Herb Puckett
Waco Airplanes -
Ray Brandly
DeHaviland Moths -
Gerry Schwam
Tuesday,
August 5, 1986
Heath Airplanes &
Engines-
Bill Schlapman &
Roger Lorenzen
Aeronca Research &
Restoration
Augie Wegner
A New Panel for the
Ercoupe-
J. Scott Reaser
Staggerwings -
Jim Gorman &
George York
Civil Air Patrol on Anti-
Sub Patrol During
WWII - Roger Thiel
Wedne'iday,
August 6, 1986
Cessna 170-
George Mock
Cessna 170 Cont'd Antique/Classic
Aircraft Judging
Dale Gustafson
Taylorcrafl Owners -
Forrest Barber,
Dorothy Feris &
Bruce Bixler
AIR SHOW-
No Forum Scheduled
26JULY1986
WELCOME NEWMEMBERS
"-
The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through the
end of February, 1986).We are honoredto welcome them intothe organization whose members'common interest is
vintage aircraft .Succeeding issuesof THE VINTAGE AIRPLANE wi ll contain additional listingsofnew members.
Fast, LarryF. Perry,Alan H.
Sternheimer, Mark Leonard, Gary L.
Fremont,Cali fornia
Richmond,Virginia Rochester,NewYork Bothell ,Washington
Purdy, Strother
Moss, Sam Steers, MarkR. Upchurch, David A.
Bridgewater, Connecticut
Winston-Salem,North CarolinaCoronado,California
Medical Lake, Washington
Furnas, Jr., LouisS.
Berwick,Maine
Ferry, EugeneM.
Lander,Wyoming
Rose, Dale H.
DeSoto,Kansas
Toombs,Carl D.
Spokane,Washington
King, William G.
Spring Grove,Minnesota
Mahoney, JamesW.
Garfield Heights,Ohio
Del Toro, Miguel A.
FPO,New York
Ellingson, Everett
. Fort Lauderdale,Florida
Lansbery, Pete
Robinson,Illi nois
Johnson, Lloyd
Orland Park,Florida
Brackin, David Alan
Hephzibah,Georgia
Ringhoff, RudyT.
Polson,Montana
DeWitt, David A.
Spring Lake,Michigan
Foose, M. F.
Blue Island,Illinois
Mankovich, StanleyJ.
Hillsdale,NewJersey
Nelson, LouisW.
Miami Springs,Florida
MusgroveJr., LouisA.
Marietta,Georgia
McQuatters, James
Carson,California
Claster,JayB.
Bellefonte,Pennsylvania
Maples, Hal
St. Charles,Missouri
Francis,John
Butte,Montana
Markham, MilfordC.
Columbus,Ohio
Hinckle,David S.
Richmond,Virginia
Brody,Tim
Valparaiso,Indiana-
Faison, Haywood R.
Isleof Palms,South Carolina
Johnson,Lawrence
Tucson,Arizona
Ashbaugh,JohnI.
Winslow,Arkansas
Thomas, Randall J
Eatonton,Georgia
Fuchs, Ken
Wantagh,NewYork
Young, Roger
Ambridge,Pennsylvania
Viets, Edna
Lyndon,Kansas
McGinnis,JohnW.
Strawberry Plains,Tennessee
Jenkins, Robert G.
Stone Mountain,Georgia
Quinn, Pat
Fi lmore,California
Lewis, Wayne
Martin,Tennessee
Johnson,David
St. Paul ,Minnesota
Fischbach, William A.
Alameda,California
Sudduth, Norton
Frankfort,Kentucky
Casey, Victor
Lansing, Illinois
Armstrong,Mike
Miami, Florida
Souto, NathanJ.
Murdock,Kansas
Vreeland, JamesH.
Delmar, Maryland
DeSplinter, Glen A.
Sherrard,Alabama
Frostbutter, David
Severn,Maryland
Gagliardi, Joe
Houston,Texas
Leiss,ToddJ.
MidwestCity,Oklahoma
Nasholm,Carl
Milwaukie,Oregon
Craig, RobertA.
West Chester,Pennsylvania
Chatfield, ChristopherJohn Beven,JohnE. Enman,GeorgeJ. Peck-Sanders, Carol
Tadworth,England Spokane,Washington North Harwich,Massachusetts Bedford,Texas
Merrill, R. C.
Spring,Texas
Luthe,Charlie
Austin,Minnesota
Funk, Ross
Phoenix,Arizona
Weisenborn, Kent
Clarence,Missouri
Bruce, RobertM.
Golden,Colorado
Lyman, RobertJ.
Fulton,New York
Buraceski,JohnS.
PriorLake,Minnesota
Clair,Alan
East Amherst,New York
Fatzinger,TerryL. Miller,William D. LovejoySr., Ed Molloy, RogerW.
Billings,Montana Brawley,California Redondo Beach,California EI Segundo,California
VINTAGEAIRPLANE27
see Valley Sport Aviation Association. Inc.
Camping available. Nearby motels. Parade of
flight featuring antiques, classics, warbirds.
C'ALENDAR OF EVENTS
JULY 3-5 - TECUMSEH, MICHIGAN - Meyers
Aircraft Owners Association National Annual
Fly-In and AI Meyers Airport 50th Anniversary
celebration. Contact: 5171423-7629.
JULY 4-6 - LOMPOC, CALIFORNIA - West Cub
Club Fly-in. Contact Bruce Fall , 101 Oakhill
Drive, Lompoc, CA 93436, phone 8051733-
1914.
JULY 4-6 - BLAKESBURG, IOWA - Type Club
Fly-In at Antique Field. Aeronca, Pietenpol,
Corben, Fairchild, Hatz, Great Lakes and
others. Fly-outs, awards. Contact: AAA, Route
2, Box 172. Ottumwa, IA 52501 , telephone 515!
938-2773.
JULY 4-6 - ALLIANCE, OHIO - 14th Annual
Taylorcraft Fly-ln/Reunion at Barber Airport.
Fly-bys, forums, food and fellowship. Contact:
Bruce Bixler , 216/823-9748.
JULY 4-6 - COTTAGE GROVE, OREGON - 6th
Annual Gathering of Antiques and summer
meeting of the Oregon Antique and Classic Air-
craft Club. Contact: Tim Talen, 5031746-6572.
JULY 9-13 - BEDFORD, MASSACHUSETTS -
American Bonanza Society annual convention
at Hanscom Field, 20 miles NW of downtown
Boston. Meeting site at Marriott Copley Place
Hotel, 110 Huntington Avenue, Boston, MA
02116. phone 617/236-5800. Contact: Amer-
ican Bonanza Society. P.O. Box 12888,
Wichita, KS 67277.
JULY 11-13 - CELINA, OHIO - 2nd Annual
North West Ohio Stearman Fly-in. Hog roast
on Saturday evening, fly-inldrive-in breakfast
on Sunday morning. Contact: Terry Zimmer-
man 419/268-2565, Jim Zimmerman 419/228-
3928 or write Zimmerman Aviation, 6177 St.
Rt. 219, Celina,OH 45822.
JULY 13-19 - LOCK HAVEN. PENNSYLVANIA
- A Piper Cub fly-in called "A Sentimental
Journey to Cub Haven". Flight contests, dis-
plays. pilot seminars, flea market , t0urs of the
area and banquet. Camping available. Contact:
Irving L Perry, P.O. Box J3, Lock Haven, PA
17745.
JULY 17 - ARLINGTON, WASHINGTON - An
nual EAA Sport Aviation Fly-In. Contact: Deck
Beckwith, 206/337-2594.
JULY 24-26 - MINDEN, NEBRASKA - National
Stinson Club (108 Section) Fly-In. Contact:
George and Linda Leamy, 117 Lanford Road,
Spartanburg, SC 29301, phone 803/576-9698.
JULY 25-27 - COFFEYVILLE, KS - Funk Flyln.
Trophies, games, contests. Contact: Ray
Pahls, 454 S. Summitlawn, Wichita, KS 67209.
JULY 26-30 - BOYNE MOUNTAIN, MICHIGAN
- International 180/185 Club Convention.
Tours of Washington and Mackinac Island,
Sault Saint Marie Locks, shopping trips for the
ladies, Banquet Thursday July 31 . Contact:
John Hintermeister, R. 3, Box 34A, Muscatine,
IA 52761.319/264-1609.
JULY 27 - WAUKESHA, WISCONSIN - Fly-In,
drive-i n Pancake Breakfast. servinq from 7
a.m. to noon. Sponsored by Waukesha Avia-
tion Club. Contact: G. Hinkens. S. 55 W.29261
Saylesville Road. Waukesha, WI 53188, 414/
968-2258.
JULY 28-AUGUST 1 - MANASSAS. VIRGINIA
- 18th Annual International Cessna 170 As
sociation Convention. Contact: Byrd Raby,
301 /743 7623.
JULY 31-AUGUST 3 - CABLE, WISCONSIN -
Ercoupe Owners Club Annual Flyln/Meeting
at Cable Union Airport. Contact: Skip Carden,
P.O. Box 15388, Durham, NC 27704, phone
919/4719492.
AUGUST 1-8 - OSHKOSH. WISCONSIN -
World's Greatest Aviation Event. 34th Annual
EAA International Fly-In Convention and Sport
Aviation Exhibition. Contact: EAA Headquar
ters, Wittman Airfield, Oshkosh, WI 54903
3086. phone 414;4264800.
AUGUST 8-15 - BLAKESBURG, IOWA - Annual
AAA National Fly-In for members only. Antique
Airfield. Contact: AAA, Rt. 2, Box 172, Ot
tumwa, IA 52501 , phone 515/9382773.
AUGUST 11-15 - FOND DU LAC. WISCONSI N
- International Aerobatic Club Competition at
Fond du Lac Skyport. Contact: Clisten Murray,
302 S. Railway, Mascoutah, IL 62258, phone
618/566-8601.
AUGUST 17 - CLARENCE, NEW YORK - EAA
Chapter 656 "Generic" Taildragger Fly-In at
Clarence Aerodrome, located six miles south
of, Lockport, NY. Contact: Miss Sterling Das
chler, 142 Curtis Parkway, Buffalo, NY 14223.
AUGUST 22-24 - SUSSEX. NEW JERSEY -
14th Annual Air Show at Sussex Airport, Inc.
Contact: 201 /8757337 or 201 /8759919.
AUGUST 23-24 - SCHENECTADY, NEW YORK
- Flight '86 Airshow sponsored by the Amer
ican Red Cross and Empire State Aero Sci-
ences Museum at Schenectady County Airport.
featuring Blue Angels. Contact Steve Israel , Di
rector, 19 Airport Road, Scotia, New York
12302, phone 518/399-5217.
AUGUST 24 - BROOKFIELD, WISCONSIN -
3rd Annual Ice Cream Social and Fly-In at
Capitol Airport. Sponsored by AlC Chapter 11 .
Contact: George Meade, 414/962-2428-
AUGUST 24 - MICHIGAN CITY, INDIANA -
Michigan City Aviators Club annual flyin/drive
in pancake breakfast, serving 7 a.m. to noon.
at Michigan City MuniCipal Airport. Contact:
Tom Robbins, 21919240207 (days) or 219/
926-1921 (evenings).
AUGUST 29-SEPT. 2 - ROME, GEORGIA - 5th
Annual Ole South Flyln sponsored by Tennes-
homebuilts, ultralights and rotorcraft. Contact:
Jimmy Snyder, 5315 Ringgold Road, Chat
tanooga, TN 37412. phone 615/8947957.
SEPTEMBER 6-7 - MARION, OHIO - 21st An
nual "MERFI" EAA Flyln. Camping on airport
grounds. Contact: Lou Lindeman. 3840 Clover
dale Road, Medway, OH. phone 513/8499455
after 6:00 p.m.
SEPTEMBER 12-14 JACKSONVILLE, ILLINOIS
- 2nd Annual Stinson Fly-In and Reunion.
Seminars on Franklins, re-covering and modifi-
cations. Banquet on Saturday night. Fly outs,
contests. Contact: Loran Nordgren, 4 West
Nebraska, Frankfort. IL 60423, phone 815/469
9100.
SEPTEMBER 20-21 - MERCEDES, BUENOS
AIRES, ARGENTINA-AIC Chapter 12 Fly-In,
aerial spring picnic. Contact: Abel Debock, C.
C. 2752930, San Pedro, Argentina, phone
0329-24307.
SEPTEMBER 26-28 - BANDERA, TEXAS - 2nd
Annual Continental Luscombe Association,
Texas Chapter Fly-In at Flying T ' Ranch. Con
tests, awards, family style meals. Contact: Ron
Carson, 51214931031.
SEPTEMBER 27-28 - BINGHAM, MAINE - 17th
Annual Gadabout Gaddis Flyln at Gadabout
Gaddis Airport. Contact: 207/6724100 or 2071
6725511 .
OCTOBER 2-5 - PITTSBURGH. PENNSYL
VANIA - 11th Annual International Cessna
120/140 Association Convention at Butler Farm
Show Airport - Roe, 4 miles west of city on
Detroit sectional. Contact: Mike Quinlan. Con-
vention Chairman. 224 Lehr Avenue,
Pittsburgh, PA 15223, phone 4121781-4435.
OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA -
29th Annual Tulsa Fly-In sponsored by AlC
Chapter 10, lAC Chapter 10. AAA Chapter 2
and Green Country Ultralight Flyers, Inc. Con-
tact: Charles W. HarriS, 119 East Fourth Street,
Tulsa, OK 74103. phone 918/585-1591.
OCTOBER 3-5 - TAHLEQUAH. OKLAHOMA -
National Bucker Club 6th Annual Fly-In. in con-
junction with the 29th Annual Tulsa Fly-In. Con-
tact: Frank G. Price, Rt. 1, Box 419, Moody. TX
76557, phone 817/853-2008.
OCTOBER 31-NOVEMBER 2 - NEW ORLEANS.
LOUISIANA - Major air show at the New Or-
leans Naval Air Station celebrating the 75th
anniversary of Naval Aviation. EAA Chapters
in the Gulf Coast area have been invited to
participate with members' aircraft. Featured
will be the Blue Angels. Golden Knights, many
other aerial demonstrations and statiC displays,
including warbirds from WW II to present. Con-
tact: Cdr. D. K. Simpson, Operations Officer,
Naval Air Station (Code 50). New Orleans. LA
70143-5000. phone 5047393-3198 .
VINTAGE
SEAPIANES
By Norm Petersen
"On the step" at the Brennand Sea-
plane Base is a pre-war Piper J-4 Cub
Coupe (wood spar) on 1320 Edo floats
and flown by seaplane enthusiast
Charles Ott (EAA 128944, AlC 4958) of
Box 213, Port, Col borne, Ontario,
Canada L3K 5V8. Registered C-FAWS,
the Coupe features an 85 hp Continen-
tal with full electrical system, radio, aux
fuel tank and a Cessna 150 cowling .
28JULY 1986
Where The Sellers and Buyers Meet...
25e perword,20 wordminimum.Send youradto
TheVintageTrader, Wittman Airfield
Oshkosh,WI 54903-2591.
AIRCRAFT:
1950 Bellanca Cruismaster 14-19-- 1750 n ,
690 SMOHE, NavCom, XPNDR, full panel , aux.
tank, hangared, mostly original. Dick, 812/376-
3238 or812/377-7022. (71)
J-3 Piper Cub Fuselage - Bare, repaired, re-
stored ready for sandblasting, paint. Included -
uncovered A-1 tail feathers, landing gear vees,
cabane,shockstruts, wheels,floorboards,control
torque,sticks,rudderpedals, etc. Somenewmate-
rial for Birdcage Standoff Channels, Yoke,F.O.B.
Pennsylvania. Best offer over $1,650.00. Bargain
for someone who wants to build a J-3. 215/326-
9592. (71)
PLANS:
POBERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying.Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'12 gph at cruise setting.15 largeinstruction
sheets.Plans- $60.00. InfoPack- $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
ACRO SPORT- Singleplacebiplanecapableof
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100 isometrical draw-
ings,photos and exploded views.Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack- $5.00.SuperAcro SportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus $2.00 postage. Send check or money
orderto:ACROSPORT,INC.,Box462,HalesCor-
ners, WI 53130. 414/529-2609.
ACRO II- Thenew 2-placeaerobatictrainerand
sport biplane. 20 pages of easy to follow,detailed
plans. Complete with isometric drawings. photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130.414/529-2609.
MISCELLANEOUS:
BACK ISSUES...Backissuesof THE VINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue.Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield,Oshkosh, WI 54903-2591.
"GRANDCANYON", 2-hourspectacularhelicopter
exploration VIDEO. Breathtaking music. Critically
acclaimed. Details FREE. Beerger Productions,
327-V12,Arville,lasVegas,NV 89102,702/876-
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FUEL CELLS - TOP QUALITY - Custom made
bladder-type fuel tanks and auxiliary cells, any
shapeorcapacityforWarbirds,Experimental ,Vin-
tage, Sport and Acrobatic aircraft. Lightweight,
crashworthy,baffledandcollapsibleforinstallation.
Typicaldelivery2-3weeks.Callorwritefordetails:
1-800-526-5330,AeroTec labs,Inc.(ATl),Spear
RoadIndustrialPark, Ramsey, NJ07446.(C5/87)
For Sale - Aeronca C-3 tailfeathers - also
Aeronca E-113 engine, less crankshaft, carb and
mag.608/222-8489.(71)
NEWMEMBERS!CompletesetofTHEVINTAGE
AIRPLANE magazinesforsale. $225.00608/222-
8489- no collect calls.(71)
WANTED:
Wanted: Heads-up display panel and CRT. Used
& obsoleteokay.Call with specs and prices. John
McCoy, 604/732-0909.(71)
VINTAGE TRADER AD fORM
SendcheckormoneyorderwithcopytoVintageTrader- EM,WittmanAirfi eld,Oshkosh,WI54903-3086.
25 perword,20 word minimum.
TotalWords___Number01 Issues to Run ________ ________ _
Total$___Signature ___________________ ____
Address ____ ______________ ________ ___
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, $58.00for 2 years and
$84.00for3 years. Allinclude 12is-
sues of Sport Aviation per year.
Junior Membership (under 19 years
of age) is available at $18.00 an-
nualTy. Family Membership is avail-
able for an additional $10.00
annually.
ANTIQUE/CLASSIC
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issuesofThe VintageAirplaneand
membership card. Applicant must
bea GurrentEAA memberandmust
give EAA membership number.
Non-EAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissues ofThe Vintage Air-
plane, one yearmembership in the
EAA and separate membership
cards. SportAviation not included.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics. AlllAC members
are requiredtobemembersofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds Newsletter. Warbirdmem-
bersarerequiredto bemembersof
EAA.
LIGHT PLANEWORLD
EAA membershipandLIGHTPLANE
WORLD magazine is available for
$25.00 peryear (SPORTAVIAT/ON
notincluded). CurrentEAA members
mayreceive LIGHTPLANE WORLD
for$15.00peryear.
FOREIGN
MEMBERSHIPS
Pleasesubmityourremittancewith
a checkordraftdrawn on a United
States bank payable in United
States dollars or an international
postalmoneyordersimilarlydrawn.
Makecheckspayableto EAA orthe
division in whiCh membership is
desired. Addressallletters to EAA
ortheparticulardivision atthe fol-
lowingaddress:
WITTMANAIRFIELD
OSHKOSH, WI54903-3086
PHONE(414) 426-4800
OFFICEHOURS:
8:30-5:00MON.-FRI.
VINTAGEAIRPLANE29
EAAOFFICIAL
VIDEO
VHS & BETA
'Thli! official EAAFounda-
tion video collection of-
fersthesegreattapesfor
yourviewing pleasure:
EAA'84
55minutesof Fly-In excitement from pre-Con-
vention preparation to the arrival of Voyager.
IncludesgreatWarbirds show scenes.
..$32:00- $39.00
EAAOSHKOSH '83
A 26 minute film covering the complete '83
Convention and the dedication of the EAA
Aviation Center.
$39.00
EAAOSHKOSH 'n
The 77Convention plus excellent excerpts of
the Spirit of St. Louis CommemorativeTour.
$39.00
AERONAUTICALODDITIES
17 minutes of fun featuring the oddities and
comedies of the early flight as seen in news-
reels of the day. A great addition to your
personal library.
$29.95
WE SAWIT HAPPEN
60minutescoveringthehistoryofflightasseen
in rare early footage and interviewswith many
aviation pioneers.
-$69:00" $49.95
WINGSON DREAMS (1981)
This famous John Denver film is an in-depth
look at EAA Oshkosh '81 and features ground
breaking ceremonies for the Aviation Center.
$29.00
BASIC AIRCRAFTWELDING
Learn the intricacies of welding with practical
demonstrations on the subject . An excellent
film for the builder.
$39.95
IN PURSUITOF DREAMS- New Release
EAA member actor/pilot Cliff Robertson is
narrator host of a film that features Founder
Paul Poberezny and tells of EAA'searly days,
philosophy and accomplishments.
$29.00 (16 minutes)
BASIC AIRCRAFTWOODWORKING- New
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Woodworking knowledge is essential to any
homebuilder project. This tape covers the
basicsof wood construction techniques.
$39.95
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THEEARLYAEROPLANE
Themostauthoritative
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Oshkosh, WI 54903-3065
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PLANEPEOPLE
3425 SixthAvenueSouth
Salem, OR97302
(503) 370-9806
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STITSPOLY-FIBER
COVERINGMATERIALS
FOROVER20YEARS
THECHOICEOFTHEGRANDCHAMPIONWINNERS
*PROVENDURABILITYON THOUSANDS OFAIRCRAFT.
*FAA-STCANDPMA FOR OVER 630AIRCRAFTMODELS.
*ALLCOATINGSDEVELOPEDESPECIALLYFORAIRCRAFT
FABRIC.
*WILL NOTSUPPORTCOMBUSTION.
*LIGHTESTCOVERING METHODAPPROVEDUNDER
FAA-STCANDPMA.
*MOSTECONOMICALCOVERINGMETHODCONSIDERING
YEARS OFTROUBLE-FREESERVICE.
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*SAMPLE OF HIGHSTRENGTH, VERY SMOOTH, 1.7OZ.
POLYESTER FABRIC DEVELOPED ESPECIALLY FOR
AIRCRAFT COVERING.
*MANUAL1WITHDETAILED INSTRUCTIONSFOR FABRIC
COVERING, REFINISHING FABRICSURFACES, AND
PAINTINGAIRCRAFTFOR CORROSION CONTROL.
*LATESTCATALOG AND DISTRIBUTOR LIST.
STITSPOLY-FIBER
AIRCRAFTCOATINGS
P. O. BOX3084-V RIVERSIDE, CA92519
-... PHONE(714) 684-4280
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