EDITORIALSTAFF

Publisher
TomPoberezny
September1992 Vol.20,No.9
CONTENTS
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialist
OliviaL. Phillip
AssistantComputerGraphicSpecialist
SaraHansen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION,INC.
OFFICERS
President Vice-Presidenf
Espie 'Butch'Joyce ArthurMorgan
604 HighwaySt. 3744 North51st Blvd.
Madison,NC27025 Milwaukee,WI 53216
919/427-0216 414/442-3631
Secretary Treasurer
StevenC. Nesse E.E. 'Buck'Hilbert
2009HighlandAve. P.O. Box424
AlbertLea,MN56007 Union,IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobertC.' Bob'Brauer
7645EchoPointRd. 9345S. Hoyne
CannonFalls, MN55009 Chicago,IL
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
2159CarltonRd. 28-3WilliamsburgCt.
Oshkosh,WI 54904 Shrewsbury,MA01545
414/231-5002 508/842 7867
Phil Coulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLane
Lawton,M149065 Hartford,WI 53027
616/624-6490 414/673-5885
Harris StanGomoll
3933SouthPeoria 104290thLane,NE
P.O. Box904038 Minneapolis,MN55434
Tulsa,OK 74105 612/784-1172
918/742-7311
DaleA. Gustafson JeannieHill
7724ShadyHill Dr. P.O.Box328
Indianapolis,IN 46278 Harvard,IL60033
317/293-4430 815/943-7205
RobertLickfeig RobertD.' Bob- Lumley
1708BoyOaksDr. 1265South 124thSt.
AlbertLea,MN 56007 Brookfield.WI 53005
507/373-2922 414/782-2633
GeneMorris GeorgeYork
115CSteveCourt.R.R. 2 181 SlobodaAv.
Roanoke.TX 76262 Mansfield,OH44906
817/491-9110 419/529-4378
S.H.WesSchmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.WiHman
7200S.E. 85thLane
Ocala,FL 32672
904/245-7768
ADVISORS
JimmyRollison
823CarrionCircle
Winters,CA95694-1665
916/795-4334
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
-Madison,WI 53717 NewHaven,IN 46774
608/833-1291 219/493-4724
1 Guest Editorial/PaulPoberezny
2 AeroMaii
3 AlCNews/compiledbyH.G.Frautschy
5 Vintage Literature/Dennis Parks
9 RuckerTibbs- "Mr. Aviation"/
NormPetersen
12 A Little BitofHeaven/
H.G.Frautschy
16 EAAOshkosh'92- Antiques
andClassics!/H.G.Frautschy
21 Reed& Prince-
A DifferentScrewdriver/
NormPetersen
22 WhatOurMembersAreRestoring/
NormPetersen
24 PassItToBuck/E.E. "Buck"Hilbert
26 MysteryPlane/GeorgeHardie
27 Calendar
28 WelcomeNewMembers
30 VintageTrader
Page9
Page 12
Page21
FRONT COVER . .There'ssomething about a red airplane during a
prettysunset ...Jim and Henry Cofield cruise serenely atdusk in their
L
newly restored Stinson 108-3. Photo by Jim Koepnick, shot with a
Canon EOS- 1equipped with an 80-200mm lens. 1/125 @ f8.0 on
Kodachrome64. Cessna210photoplaneflownbyBruceMoore.
BACKCOVER ...Ohboy,doesthatlooklikefun! Willie Ropp'sTravelAir
16E mounted on Edo 2425 floats is being flown by Willie'sfriend, Hank
Strauch,Junction City, OR. Hank'shappypassenger is Fay Ness, Rapid
River, MI. Photo byJim Koepnick, shot with a Canon EOS-1equipped
withan35-350mmlens.1/250@ f8 onKodachrome64. PiperCubphoto
planeflownbyNormPetersen.
Copyright 1992 bytheEAAAntique/ClassicDivision Inc.All rightsreservec.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EMAntique/Classic Division, Inc. of Ihe Experimental
Aircraft Associalion and is published monlhlyat EMAviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Poslage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EMAntique/Classic
Division, Inc. is$20.00lorcurrentEMmembersfor12monlhperiodofwhich$12.00isforthepublicationofVINTAGEAIRPLANE, Membership
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Materialshould besentto: Editor,VINTAGEAIRPLANE,P.O. Box3086, Oshkosh,WI54903-3086. Phone414/426-4800.
The words EAA,ULTRALI GHT, FLY WITHTHE FIRST TEAM,SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
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by Paul Poberezny
Founder and Chairman of the
Board
When one loves all of aviation as we
do, we have to keep going back to our
roots - to antique aircraft. Back in the
1930s, Waco lOs, American Eagles, Swal-
lows and Pheasants were not yet called
antiques ... remember, they were still less
than 10 years old then ... and we did not
use some of the model numbers antiquers
use today. The factories had their model
designations for their own internal use ,
but we just called them by monikers such
as "long nose American Eagle" or "short
nose Eagle." The long nose Eagle had an
extended engine mount to correct for a
tail heaviness problem the short nose
model had ... and how the pilots argued
over the relative merits of the two! Then
there was the Curtiss Robin. Was it an
OX-5 model , a Tank powered version, or
was it a Challenger Robin? "Tank" was
short for Milwaukee Tank, an air cooled
version of the OX-5 that was manufac-
tured right in my home town.
I owned a long nose American Eagle,
which I bought from our good friend, the
late Dale Crites, for $250. What an edu-
cation that was! There was so much to
learn and remember. You had to be both
a mechanic and a pilot in a bird as big as
a Stearman, keeping its water cooled
OX-5 V-8 running and mastering such
skills as taxiing in winds with no brakes
and a tailskid. It was like sailing a boat,
in a lot of ways.
I remember the several Waco lOs we
owned and the adventures we had in them
. .. including the trip during World War II
from Waukesha , Wisconsin to Helena,
Arkansas where I taught Primary in PT-
19s and 23s . . . the total of 21 force d
landings we had along the way . .. and the
wonderful farmers and sharecroppers we
met as a result. I also remember the Waco
10 I towed to the dump prior to leaving
for a tour of duty in Korea, as well as the
beautiful Waco 10 that we left in storage
at Allentown, Wisconsin . . . which is yet
to be found.
Antique/Classic
GuestEditorial
Those were wonderful times in many
respects. We had a lot more freedom to
fly and a lot of good 01' airplanes that
could be operated out of almost any cow
pasture. Times were hard, though, with a
Depression going on. To fly, you had to
make a lot of sacrifices .. . but to those of
us who loved aviation, there was no ques-
tion about where our nickels and dimes
were going to be spent. I know I pumped
a lot of gas at service stations to pay for
my flying.
We must give a lot of credit to all of
you antique buffs for painstakingly saving
so much of our aviation heritage, because
without you the great old airplanes and
all the lore of the days before the Big War
would be largely lost today. We realize
that it is becoming increasingly difficult to
get some of the older aircraft to distant
fly-ins, because engine parts are becom-
ing rare or even non-existent ... and
without electrical systems, the number of
airports available for fuel stops en route
are decreasing. We understand how diffi-
cult it is to fly a Jenny or a Waco 10 to
Oshkosh or Sun 'n Fun from the other
end of the country and we truly commend
those of you who do. We do encourage
all of you to support the local and region-
al fly-ins near you , however , so new
generations coming along can have a bet-
ter appreciation of aviation history.
My own antique project ... a PT-23,
which doesn ' t seem like an " antique " to
Audrey Poberezny, nee Ruesch, with the
Waco 10 in 1940. "She didn't know what
she was getting into - including
headaches!", quipped PaUl.
me ... is progressing slowly. The center
section has been rebuilt, as was the fuse-
lage, the tail wheel and the main gear struts.
The fuselage is now covered and is await-
ing paint. My helper, Bruce Jovaag, has
been of great assistance in making so much
look new, and one day we hope to have it
on the flight line at Oshkosh in the same
markings as one of the many PT-23s I flew
while instructing ... just yesterday, it
seems. When it does fly, the 01 ' 23 will be
over 50 years old, but you can bet the pilot
is going to be a 20-1/2 year old boy again!
Our Antique/Classic group is quite for-
tunate to have so many fine members, but I
would like to bring special attention to
three of them ... volunteers who for so
many weekends before and after the Con-
vention worked so diligently on the
Antique Headquarters building. Maybe
we should call them "The Three
Mosquitos" after the three fictional World
War I pilots featured in the old pulp maga-
zine , Battle Aces. They are George
Daubner , Bob Lumley and Bob Brauer.
We honor them not only for all they have
accomplished with their physical labor, but
also for the joy they have brought to all of
us who have had the pleasure of their com-
pany at Oshkosh. We also don ' t want to
forget Randy Hytry, who is now a self-edu-
cated expert on the EAA Air Adventure
Museum' s de Havilland Rapide, an air-
plane that he has put a lot of work into.
The 1992 EAA Convention is now
another milestone in aviation history, hav-
ing hosted more airplanes and people
than have ever been assembled in one
spot before. It was a great challenge for
those staff members and so many volun-
teers to maintain the high standards and
provide the educational benefits that
EAA is known for. We count our bless-
ings for all of them, for as each year passes
that challenge will continue to grow. The
weather this year was excellent and this
was reflected in the mood of the thou-
sands of folks who attended. As we have
learned in the past, had the weather been
hot and humid, we folks are a lot less tol-
erant about the little things in life ... so
we were fortunate this year.
Tom and I have received so many won-
derful letters praising the entire
Convention and the work of so many in
making it such a fine gathering . . . from
members of the Doolittle Raiders, World
War II glider pilots, Tuskegee Airmen,
heads of so many branches of the govern-
ment at all levels and from other aviation
organizations. Best of all are the letters
from just plain folks who had such a good
time . As usual, all were impressed with
our EAA standards of cl eanliness. ..
VINTAGE AIRPLANE 1
MAIL
STAGGERING PRAISE
Dear Mr. Joyce,
It is difficult to express the excite-
ment I feel for having been chosen to
receive the Grand Champion An-
tique Award for our restoration of
Beechcraft Staggerwing N161 K. It is
a most coveted award and a very grat-
ifying tribute to Bernard Yocke and
his crew who worked over forty
months to transform the aircraft from
pieces in a barn in Indiana to a flying
classic.
I cannot imagine the difficult task
you must face in trying to assemble a
judging staff and sorting out those de-
tails that make this entire spectacular
event so successful. Your job of mak-
ing difficult choices judiciously must
be very trying, and I am sure one that
is not likely to please all and avoid
criticism.
We are most grateful for the recog-
nition and thank you and your staff
and volunteers for their gracious hos-
pitality and for efforts they made in
making the convention very success-
ful. The high standards that are main-
tained in your efforts are to be ap-
plauded and we are flattered that our
aircraft met those.
Please extend our warm wishes
and thanks to your staff,
Respectfully,
Jim R. Porter
AVID READER
Member Richard Shirley of Chat-
tanooga, TN let us know that the ar-
rival of each issue of VINTAGE A IR-
PLANE is one of the highlights of
each month. Here's his note . ..
Gentlemen,
Puleeze - I haven't received my
June issue of VINTAGE AIR-
PLANE. Put me on bread and water,
dock my pay, kill my cat, but please
don ' t fail to send me my VINTAGE
AIRPLANE. Please send it before I
go into shock!
We sent out a replacement copy
post-haste to Richard - a note like that
every now and then sure is a great mo-
tivator! - HGF
This photograph, part of EAA' s Radtke collection, shows a Martin 8-10 being
loaded with mail, presumably for the mail route painted of the fuselage.
2 SEPTEMBER 1992
WRIGHT SITE
Dear Mr. Frautschy.
The August ' 92 issue of VIN-
TAGE AIRPLANE has, on page 4, a
photo and lon g caption about the
Wilbur Wright birthplace near Mil-
lvill e, IN. In part this reads " The
farmhouse sti ll stands . .. " thus im-
plying that it is the original building.
Not so. Before any enthusiast of pio-
neer aviation goes tearing off to see
and venerate this farmho use , he
shou ld know that it was built only
some twenty-five years ago as a
"guesstimate" representation of what
the original probably looked like. To
my knowledge, no picture of the ac-
tual birthplace survives.
As I recall , the actual birthplace
house burned very many years ago. I
visited this site during the late 1960s,
and there was no farmhouse to be
seen then - only a memorial marker
and a diminutive "smokehouse" also
of modern origin. Sorry to disillusion
you!
Cordially,
Edward Peck
(AIC 3225)
Louisville, KY
Edward is correct - the farmhouse
currently standing is a "replica" of the
original birthplace. Unfortunately,
none of the markers on the property
relate that fact to the unsuspecting
public who may pass that way. Only
after a belated return call from a local
historian confirmed the fact that the
house is indeed a replica, was I aware
of the inadvertent deception. It is still
an interesting place to visit if you 're
traveling nearby, if for no other rea-
son than it is the site of Wilbur's birth,
and is still a remote (for the Midwest!)
rural location as it was over a hun-
dred years ago, unlike many of the
other Wright sites in other areas in the
country. - HGF
compiled by H.G. Frautschy
It was another record year for the
Antique/Classic division at EAA
OSHKOSH ' 92. On the following
page you will find the list of award
winners, as well as photo coverage
starting on page 16. We will have more
photos and features on the Convention
in the coming months, including a
photo feature on the Contemporary
class airplanes that were parked in the
showplane parking area for the first
time. Congratulations to all the award
winners!
ELECTION RESULTS
Espie M. " Butch " Joyce was
reelected to the position of President
of the Antique/Classic division of
EAA. Steve Nesse was reelected to
serve as Secretary of the division.
Bob Braue r , Charles W. Harri s,
Robert D. Lumley, Gene R . Chase,
Jeanni e Hill, Gene Morris, George
Daubne r , III , John Berendt , and
George York were all reelected to the
Board of Directors of the Antique/
Classic division.
HINTS FOR RESTORERS
Some exciting news for the " Hints
for Homebuilders" feature that runs
in SPORT A VIA nON, as well as VIN
TAGE AIRPLANE, WARBIRDS a nd
EAA EXPERIMENTER. Not only is
the feature to continue, it will now
have three sponsors - Snap-on Tools
will continue their sponsorship of the
popular " how to do it" article, and
Aircraft Spruce & Specialty, a suppli-
er known to most restorers, has added
their support with a $25.00 gift certifi-
cate and a current catalog, to be added
to the prize awarded by Snap-on. The
John Fluke company will continue to
sponsor the electrical hints received.
Our tha nks to these companies for
their continuing support. Send in
your hints to:
EAA, Hints/or Homebuilders,
Att: Golda Cox, P.O. Box 3086,
Oshkosh, WI 54903-3086.
35th ANNUAL
TULSA REGIONAL FLY-IN
From A/C Director Charlie Harris
we have the following: The 35th
Annual Tulsa Regional Fly-In, now
located at Bartlesville, OK gives
promise of being one of the bi gges t
and best ever. With a much larger air-
field to work from, and much great er
community support facilities to pro-
vide visitor creature comforts , the
ability to create a finer event is defi-
nitely being realized.
The long running fly-in is intended
for the en tire spectrum of the sport
aviation community, including custom
builts, replicas, antiques, cl assics, con-
temporaries, warbirds, ultralights and
regular factory aircraft. Of special
interest to fans are mee tings and
forums of a number of major type
clubs at Bartlesville. These include
central U.S. gatherings of the Cub
Club, Luscombe Association, Inter-
national Swift Association, Fairchild
Club, National Aeronca Association,
Bticker Clubs and the Int e rnational
Cessna 120/140 Association.
In addition, and new thi s year, will
be factory displays of new production
aircraft by a number of general avia-
tion manufacturing concerns.
The red carpet is out for all sport
aviation fans at Bartlesvill e on
September 25-26. For information
contact Charlie Harri s, Senior Co-
Chairman, 918/742-7311.
SMITHSONIAN LIBRARY
CONSTRUCTION
If you are planning on visiting the
National Air and Space Muse um in
Washington, D .C., and expect to do
research in the NASM archives and
library facilities, you should keep the
following in mind when making your
plans. Dave Spencer, Branch Librari-
an, and Thomas Soapes, Supervisory
Archivist, wrote us to ask that we pass
the word along concerning the reno-
vations that will t a ke place on the
third floor of the NASM starting in
November 1992. Expected to take
approximately one year to complete,
the construction will cause major dis-
ruptions in services available to
NASM patrons. The staff will be
severely limited in the numbe r of vis-
iting r esea rch e r s that can be
accommodat e d due to space reduc-
tions during the r e nova tions. Only
one or two visitors a day can be acco-
modated, and only those visitors who
make appointments will be served.
At so me point during the r e no-
vations, the library and archival stack
areas will be inaccessible for separate
four to six week periods. During those
times , the staff will be unable to
answer any reference requests that
require access to materials stored in
these stacks. They will answer these
requests as soon as they can gain
access to these areas. Unfortunately,
they will not know the dates that this
reduction in service will occur until
just before the construction affects the
staff's access.
The requests received by the
NASM staff that deal with drawings
and/or technical manuals are serviced
out of the Garber Facility in Suitland,
MD, and so will not be affected by
this service interruption. If you have
an archival reference request , includ-
ing drawings and technical manuals,
write: National Air and Space Muse-
um, Archives Div. (MRC-322) ,
Smithsonian Institution, Washington,
DC 20560. If you have a library refer-
ence request, send it to: National Air
and Space Museum Library (MRC-
314), Smithsonian Institution,
Washington, DC 20560.
The NASM Library and Archives
staff is looking forward to the time
when they can re turn to their usual
level of service, late next year.
CARB AD
An Airworthiness Directive (AD)
has been issued against Precision Air-
motive (formerly Facet Aerospace,
formerly Ma rve l-Schebler) MA3 ,
MA3A, MA3PA , MA3SPA, and
MA4SPA Carburetors fitted with
floats manufactured by Consolidated
Fuel Systems. Certain floats manufac-
tured by Consolidated, PIN CF30-766,
and stamped with the date "1091" on
the float lever arm may be defective,
and require replacement. If you have
had one of th e above carburetors
repaired or rebuilt from November 1,
1991 through July 15, 1992, you should
obtain a copy of the AD and ensure
that it is complied with. The AD num-
ber is 92-15-16. For further informa-
tion, contact: Diane Cook, Aerospace
Engineer, Engine Certification Office,
FAA, New England Region, 12 New
England Executive Park, Burlington,
MA 01803-5299. Phone 617/273-7082.
Fax 617/270-2412.
VINTAGE AIRPLANE 3
EAA OSHKOSH '92
Ale Awards
ANTIQUE
AWARDS
GRAND CHAMPION - Jim Porter, Hins-
dale, IL, 1943 Beechcraft Staggerwing
D17S, N161K. Restored by Bern
"Doc" Vocke.
RESERVE GRAND CHAMPION - Stephen
Pitcairn, Bryn Athyn, PA, 1930 Pitcairn
PA-7 Mailwing, NC95W.
Silver Age (1928-1932)
CHAMPION - Tom O' Leary, St. Louis,
MO, 1931 Waco QCF-2, NC12428.
RUNNER-UP - Warren C. Erickson,
Edina, MN, 1930 Waco RNF,
NC129Y.
OUTSTANDING OPEN COCKPIT
BIPLANE - John Donnelly - Parks
College, Cahokia, IL, Parks P-l,
NC964K.
Contemporary Age
(1933-1941)
CHAMPION - Jim Rahn, Guelph, Ont.,
Canada, 1941 DH-82C Tiger Moth,
CF-CLW.
RUNNER-UP -Morrison Fami ly, Glen-
dale Heights, IL, 1938 Beech F17D,
NC18781.
OUTSTANDING OPEN COCKP IT
BIPLANE -Dennis Dodson, Chico,
CA, 1935 Speedbird, X15641 .
Restored by John Denny.
OUTSTANDING CLOSED COCKPIT
BIPLANE -Michael Greenblatt, Mid-
land, GA, 1937 Beech D17S,
NC18575.
OUTSTANDING OPEN COCKPIT
MONOPLANE - Bill Rose, Barrington,
IL, 1935 Ryan STA "S", NC17368.
OUTSTANDING CLOSED COCKPIT
MONOPLANE -Fred Kirk, Ft. Laud-
erdale, FL, 1940 Howard DGA-15P,
NC22423.
Customized Aircraft
CHAMPION -Robert Eicher, Daytona
Beach, FL, 1934 Monocoupe 90-AL,
NCl1760.
4 SEPTEMBER 1992
RUNNER-UP - John Schwamm, Linda
Farmer, Anchorage, AK, 1942
Grumman Widgeon G-44,
N144GW.
OUTSTANDING - Robert Carlson, Red
Wing, MN, 1939 Piper J-3 Cub.
Transport Category
CHAMPION -Kent Blankenburg, San
Luis Obi spo, CA, 1938 Lockheed
Electra 12A.
RUNNER-UP -USAir, Arlington, VA,
1942 Douglas DC-3, N44V.
WW-II Military Trainer/
Liaison Aircraft
CHAMPION -David Wogernese,
Chippewa Fal ls, WI, 1943 Fairchi ld
PT-23, N60629.
RUNNER-UP -Edward Potter, Pitts-
burgh, PA, 1941 Stearman A75Nl,
N61467.
Replica
CHAMPION -Delmar Benjamin, Shel-
by, MT, 1991 Gee Bee R-2,
Nl17GB.
RUNNER-UP -Tom Brown, Unity, WI,
1992 Waco UBF Replica, NX234Y.
World War II Era (1942-1945)
CHAMPION -Dwain Pittenger, Here-
ford, TX, 1943 Cessna T-50,
N78UC.
CLASSIC
AWARDS
GRAND CHAMPION -Densel Wil-
liams, Jackson, MI, Aeronca 11 CC
Super Chief, NC4128E.
RESERVE GRAND CHAMPION - Del-
ton Perry, Lawrenceburg, TN, Piper
Tri-Pacer PA-22, N8740C.
BEST CLASS II (81-150 HP) - Robert
McBride, Sr., Cedar Park, TX, Piper
PA12, N98979.
BEST CLASS III (151 HP AND ABOVE)
-Don Lee, Corona Del Mar, CA,
Beechcraft D18S, N5QQ.
BEST CUSTOM CLASS A (0-80 HP)-
Donald Claude, De Kalb, IL,
Taylorcraft BC12D, NC96440.
BEST CUSTOM CLASS B (81-150 HP)
- Pat and Dave Eby, Wichita Falls,
TX, Cessna 140A, N140PD.
BEST CUSTOM CLASS C (151 HP AND
ABOVE) -Meredith and William
Whiting, Minnetonka, MN, Stinson
Voyager, Nl 08WW.
Outstanding In Type
AERONCA 7AC - H. J. Smart, McDon-
ough, GA, N2647E.
AERONCA 11 BC -University of Illi-
nois, Savoy, IL, NC3931E.
BELLANCA CRUISAIR -Byron Weak-
ley, Chapmansboro, TN, N74466.
CESSNA 140 -Mike Shaver, Bridge-
ton, MO, N3020N.
CESSNA 170B -James Hugest, Arling-
ton, TX, N3478C.
CESSNA 192 -Paul Beck, Sausalito,
CA, N9341A.
ERCOUPE -Syd Cohen, Wausau, WI,
N94196.
LUSCOMBE 8A -Randy Hudson,
Cedar Rapids, lA, NC71660.
RYAN NAVION SUPER 260 -Hale
Andrews, Berkeley Springs, WV,
N5437K.
PIPER J-3- C-65 - Gerald Freimuth,
Sparta, WI, NC6246H.
PIPER VAGABOND -Mark Kaufman,
Bird-In-Hand, PA, N4186H.
STINSON 108-3 - Leigh Smith, Knox,
IN, N6725M.
GLOBE SWIFT GCl B - Randy Brubak-
er, Traer, lA, N78225.
LIMITED PRODUCTION- AERONCA
15AC - Pamela Workman, Zanesville,
OH, N1048H.
Special Recognition
FAIRCHILD XNQ-l - Don Pellegreno,
Story City, lA, N5726.
MARTIN 4-0-4 - Mid-Atlantic Air Mu-
seum, Reading, PA, N450A.
Congratulationstoall!

by [)ennis
Lib.-a.-yjA.-chives [)i.-ectu.-
DanielGuggenheimInternational
SafeAirplaneCompetition
Part7
TaylorModelC-2
Twenty-seven entries in all were
received for the Guggenheim Safe
Aircraft Competition. Of these, 21
were from the United States, five from
Great Britain and one from Italy. Out
of these 27 entries, 15 appeared for
trials at Mitchel Field on Long Island.
Three withdrew without tests ; two
sustained damage in preliminary fly-
ing; and eight failed to pass the quali-
fying requirements.
The 10 aircraft which made the ini-
tial trials were from Curtiss, Handley
Page, Cunningham-Hall, Schroeder-
Wentworth, Brunelli, Bourdon, Com-
mand-Aire, Fleet, Ford-Leigh and the
Taylor Brothers. The aircraft which
flew in the preliminary trials varied
from the conventional to the radical
in design. Two, the Bourdon and the
Command-Aire, were conventional
A standard 1929 model of the Taylor B-2 Chummy, complete with it's Kinner K-5 engine.
VINTAGE AIRPLANE 5
training aircraft. The Fleet was a nor-
mal , two-place biplane , fitted with
special streamlining for the landing
gear and a trailing edge flap on the
lower wing.
The Ford-Leigh entry was a Bird
biplane except that it had a fixed slot,
the invention of a Chilean, Alfred G.
Leigh, which ran the full length of the
leading edge of the upper wing. The
Taylor Brothers entry showed the
greatest departure from these normal
c
o

o
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to
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E
3:
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o
ell
The Taylor C-2 entrant in the Guggenheim competition was almost identical to the B-2 Chummy, with the exception of its variabl e
incidence wing, The wingtips show a sl ightly different shape, and the Kinner K-5 has short exhaust stacks.
aircraft in the use of a wing of variable
incidence.
The Taylor entry in the Safe Air-
craft Competition was constructed by
the Taylor Brothers Aircraft Corpora-
tion, located in Bradford, Pennsylva-
nia. It was a single engined, two-place,
tractor monoplane of conventional
appearance. This was basically a pro-
duction aircraft in that it was con-
verted from a Taylor B-2 Chummy.
The Taylor Brothers Aircraft Cor-
poration was formed in September
1928 as the Taylor Brothers Aircraft
Manufacturing Company. The
founders were C. G. and G. A. Taylor
and the company was originally lo-
cated at Rochester, New York. G. A.
Taylor was later killed in an aircraft
accident in 1928.
The first product of the company
was the Chummy. This was a singJ e
engine, high-wing, side-by-side, two-
seat monoplane. It was designed to
replace war surplus trainers or to serve
as a light sport plane. The fuselage
was built of chrome molybdenum and
carbon steel tubing and the wing spars
were of spruce with built up wood
ribs.
Five Chummys had been built by
early 1929 when it was decided by C. G.
Taylor that winning the Guggenheim
competition for a safe flying airplane
would be exactly what his company
would need to put it on a sound basis.
The Safe Plane entry was converted
from the serial number 7 Chummy and
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Three-view drawing of the Taylor Bros. B-2 "Chummy"
6 SEPTEMBER 1992
0
Ail eron cont rol forTaylor
vari abl e incidencewing.
Ri gidly
pivot e d ribs in
Detail of upp er e nd of
constructionofwing.
vertical strut shown in
schematicdrawingabove.
Sche ma ti c drawing of the
vari able incidence mechani sm.
Detail of lower end of ve rti cal strut
shown in schematicdrawing.
The adjustabl e tension, self-releas ing
contro l sti c k. Th e prin cipl e was
employed forthe rudde rcontrol.
Reproduced from the December, 14, 1929 issue of AVIATION, here are the details of the variable incidence wing system.
VINTAGE AIRPLANE 7
In this rear 3/4 view, you can see the variable incidence wing system is set at the maximum incidence angle. The Guggemheim
officials judged the system did little to enhance the flight characteristics of the airplane, and only added weight and complexity to
the airframe.
was basically stock except for the wing
and strut arrangement.
The variable incidence wing was
the major change to the airframe.
This feature provided a range of 7-112
degrees of change and was controlled
by a handwheel under the pi lot's seat.
The handwheel was connected by
chain and sprockets to two vertical
screw adjustments linked to the wing
panels. The spruce spars were rigidly
braced by struts and the wing ribs
(metal on the Guggenheim machine)
hinged to provide the necessary varia-
tion in incidence. The airfoil section
was a Clark Y modified to provide a
greater thickness, thus providing more
room for the hinges.
The powerplant on the C-2 was a
five cylinder, radial , air-cooled Kinner
K-5 rated at 90 hp at 1810 rpm. Scin-
tilla magnetos and a Stromberg carbu-
retor were used. The Kinner was a
standard engine on the production
Chummys. A fixed pitch two-bladed
wooden propeller was installed. The
fuel system consisted of a 30 ga llon
tank carried in the wings, outboard of
the fuselage. Fuel was fed by gravity
to the engine through a shutoff cock
and strai ner.
The Taylor C-2 arrived at Mitchel
Field on Long Island on November 1,
S SEPTEMBER 1992
] 929. C. G. Taylor and a new board
member, W. T. Piper, arrived by car
to oversee the performance of the ma-
chine. After being demonstrated by
the factory pilot, the airplane was
taken over by the Guggenheim Fund
for qualifying tests on November 9.
Trials were completed on November
29 and the aircraft departed Mitchel
Field on December 4.
The airplane failed to meet the
qualifying requirements. However, at
the request of C. G. Taylor, the mini-
mum flying and gliding speeds were
measured. Maximum speed was mea-
sured with the wing set at its mini-
mum angle of incidence, while the
lowest speeds were obtained with the
wing set at the maximum angle of in-
cidence.
The airplane failed to meet the per-
formance requirement of 110 mph by
1.5 mph. The minimum hori zontal
speed was measured at 45.5 mph and
the minimum gliding speed measured
at 50.4 mph. The report of the
Guggenheim Fund on the Safe Plane
Competition reported that the vari-
able incidence feature of the airplane
was of littl e value and added compli-
cations and weight to the structure.
While measurements of minimum
speed were made with the wing at its
maximum angle of incidence, it was
found that the indicated stalling speed
was the same for all angles of inci-
dence within the range of adjustment.
It was further found that changing the
angle of incidence of the wing made
little or no change in the balance of
the airplane.
Though not a shot in the arm to
Taylor , the competition did bring
some recognition to his company,
which we nt on to build five more
Chummys. In the middle of 1930,
Taylor Brothers Aircraft Corporation
went into voluntary liquidation , at
which time W. T. Piper purchased the
assets of the business and formed the
Taylor Aircraft Company with C. G.
Taylor as Chief Engineer. That part-
nership would result in the production
of the E-2 Cub, before Piper and Tay-
lor would split up their partnership,
with each running companies bearing
their respective names. '*
Next month:
The Conclusion of
the Guggenheim
Competition
by Norm Petersen
Rumors had been floating around
EAA headquarters for several months
about a veteran pilot from Virginia, who
was planning a circumferential flight
around the United States in a 1939 Piper
J-4 Cub Coupe - sans any electrical system
or radio, except for the two mags on the
A65-8 Continental engine!
The downright audacity of such a flight
with such limited equipment is typical of a
person like 68-year-old Rucker Tibbs
(EAA 125242) of Lynchburg, VA. To say
that Rucker Tibbs is from the "old
school", is the understatement of the year!
Many people think he invented the "old
school "! And Rucker Tibbs' adherence to
his simple rules, which he is able to deJi-
cately (95% of the time) pass on to his
many flight students and would-be me-
chanics, has kept this veteran pilot , in-
structor and A & P mechanic with I. A. ,
alive and well for 10, these many years.
But far more important than all of his
many accomplishments and recognized
deeds of mercy, Rucker Tibbs has earned
the utmost respect and sincere apprecia-
tion from his fellow aviators. The one
phrase that continually pops up when
queried about this extraoardinary man is,
" If it hadn' t been for Rucker Tibbs, I
would have .........."
Just who is this man? We know he was
elected Virginia Flight Instructor of the
Year in 1976 and, in addition , he was
elected to the prestigious Virginia Avia-
tion Hall of Fame in 1988. Besides these
fine awards, Rucker Tibbs has been one of
the mainstays of the Virginia Civil Air Pa-
trol for the past thirty years and has an un-
equaled record of 26 downed aircraft loca-
tions to his credit!
However, all the "hoopla" in the world
was calmly overshadowed by an unusual
Cheryl Best (The Little Indian) on the left
with Rucker Tibbs, holding up the ban-
ner listing all the contributors to the trip.
act of concern and kindness generated by
the " Friends of Rucker Tibbs", who in
late 1986, spontaneously gathered over
$15,000 in a few short days to purchase the
Civil Air Patrol Cessna L-19 " Bird Dog"
that had been Rucker's mainstay in the
search and rescue work and present it to
their favorite flyer with all the best wishes
in the world! Granted that this group of
pilots would fly with less apprehension,
knowing that Rucker Tibbs would be lead-
ing the search and rescue team in case of
an emergency, however, more than any-
thing else, this simple act of closing ranks
and rising to the occasion to honor this
great aviator, demonstrates the high es -
teem which Rucker Tibbs has engendered
over the many years. Believe me when I
say such acts don't come from the wallet-
they come from the heart.
Rucker Tibbs made his first solo flight
in 1955 and earned his Private license in
1956. In 1957, he bought a derelict Piper
J-4A Cub Coupe, NC22854, SIN 4-497,
which had been sitting in a shed with its
tail poking outside in the weather. The
entire tail section had rotted off, but the
rest looked like it could be saved. The
Coupe was totall y rebuilt and eventually
became the "trainer" for Rucker Tibbs'
flight school at his home-grown airfield
named New London Airport. To date,
this fragile, two-place, side-by-side Cub
has had 543 st udents make their solo
flight in this airplane under Rucker 's
tutelage. And this is the airplane that
Rucker chose to make his flight around
the United States!
The J-4 has logged over 8,000 airframe
hours and is presently on its fourth Conti-
nental A65-8 engine. The airplane has
been recovered on several occasions dur-
ing the last thirty years as well as being re-
built when the landing gear was sheared
off in a tangle with a ditch. However, for
VINTAGE AIRPLANE 9
teaching students the elements of flight ,
Rucker Tibbs has discovered the J-4 does
a better job of making greenhorn students
into real pilots than any other airplane. In
addition to the J-4 , Rucker uses five
Cessna 150 trainers in his flight school.
Rucker, who is a diesel engine expert
by trade, has a most unique ability to see
complex machinery as simple parts. He
has been known to diagnose engine prob-
lems by listening to the sound of an engine
over the telephone and correctly naming
the area to be repaired! His entrance to
the world of aviation mechanics began
when a twin-engined Beech 18 had severe
brake problems and the local mechanics
could not come up with a fix. Rucker
asked to see the parts book - not the air-
plane manual - and promptly figured out
the problem, installed the correct parts,
and bingo - the Beech brakes never
worked better!
Since that time, Rucker has become a
legend in aviation circles, almost akin to:
"The impossible we do immediately. Mir-
acles take just a bit longer!" After spend-
ing evenings and weekends for thirteen
years accumulating the necessary docu-
mented time for an A & P license, Rucker
proceeded to the Richmond FAA GADO
office with his detailed book of 3,000
hours of aviation mechanic' s practical ex-
perience. The man in charge at the office
accepted the book, and without opening
it, turned and threw it
in the trash can. In
due time, Rucker was
awarded the coveted
A & P license which
has been augmented
with an Inspection
Authorization.
Rucker has trained
nine A & P mechan-
ics and two with In-
spection Authoriza-
tion while operating
the New London Air-
port. In addition,
Rucker does many
Annual Inspections
each year plus help-
ing numerous local
pilots with their re-
builds. His normal
assembly time for a
Lycoming 0-320 or
0-360 is three hours!
Although he has
never had a vacation,
things were , of necessity, a bit slow for
Rucker Tibbs at Christmas time , 1968,
when his entire airport operation burned
to the ground , along with several air-
planes , about nine engines and most im-
portant , his entire $13,000 inventory of
working tools! Rucker was helpless! In a
heartfelt display of assistance, the "airport
gang" chipped in tools and money (and
lots of encouragement) to get Rucker
back into operation, doing what he does
best - fixing airpla nes! It was nearly ten
years before Rucker was totally back on
his feet and operating at 100% of capacity.
With his schedul e extremely full , most
weekends and evenings are spent at the
airport. One problem Rucker has solved
is coming home late for dinner. Rucker
and his wife , Lucille, have an agreement
that dinner will always be ready at 5:30. If
Rucker isn't there to eat dinner then, he'll
have to get dinner out somewhere.
Rucker recommends this agreement to
avoid those late-for-dinner arguments
Over the many years, Rucker has had a
certain stirring for excitement , an almost
hidden wish that someday, he might take
off on a one man trip around the country,
just for the fun of it - for no apparent rea-
son - to soothe the natural wanderlust that
every person harbors within his/her soul.
What better way is there than to fly the U.
S. perimeter with a J-4 Cub Coupe? And
besides, when you have the necessary
friends to handle all the many small de-
tails, why not have at it? One of Rucker's
avid enthusiasts is "the little Indian" ,
Cheryl Best, who can handle more details
in less time than a magician. This spark
plug of the " Rucker Tibbs Admiration So-
ciety" soon had the motorhome and dri-
vers lined up to accompany the J-4 on its
long trip, plus a system for calling back to
Virginia at each stop to keep close track
of how the flight was progressing.
Once all the small details were taken
care of and Rucker had loaded the J-4
with all necessities for the trip (including
the all-important dozen packages of Red
Man Chewing Tobacco!), the time had ar-
rived for the big departure gathering.
Would you believe a freak snowstorm
shut down the ceremony on the first Sun-
day in April?
However, not to be discouraged, the
same crowd appeared the very next morn-
ing and amid the cheers of his many fans
and followers , Rucker made his usual
smooth takeoff with the J-4 Cub, dipped
the wings in a salute to all who were pre-
sent, and headed south on the first leg of
his long journey - the 65 Continental chug-
ging along with its steady purr. Naviga-
tion was strictly by compass and finger on
the map with stops at intervals of 125 to
200 miles to refuel.
After going through the " southeast
corner" of the country, Rucker headed for
Texas, where the first bit of anxiety caused
Part of the Welcoming Committee: on the left is Rucker's
father, W. R. Tibbs (age 94), Rucker's lovely wife, Lucille, and
the man himself: Rucker Tibbs.
Cheryl Best and Rucker's grandson, Huck, fuel up the J-4 amid big snowflakes. It
was a "no-go" situation until the next day.
10 SEPTEMBER 1992
the crash trucks to be
activated on a report of
"gear trouble" with the
J-4. Fort unately, the
hanging gea r needed
only minor maintenance
to repair. Rucker ad-
mitted it was quite a
welcoming committee -
considering he had no
idea what was going on!
(Ah, the beautiful bliss
of no radio.)
Nursing the J-4 over
the high mounta in
passes, Rucker worked
his way into California
and slowly flew a north-
westerly course along
the huge length of the
state. About midway, a
strong bit of mountai n
turbulence tossed the J- Part of the "Welcome Committee" at Oshkosh was (from left) Norm Petersen, Rucker Tibbs, VINTAGE
4 on its side, causing the editor H.G. Frautschy and his two young pilots, Alden and Jenny.
righthand door to fly
open and allowing some of the aircraft
contents to fly out the door! "Why the
wings didn ' t come off, I will never
know," said Rucker. "I got so scared my
mouth went dry and I coul dn't move my
tongue. That's when I thought I was go-
ing to die. "
However, the sturdy little J-4 held to-
gether and Rucker managed to get the
door closed again and continue the trip,
despite the extreme turbulence. Eventu-
ally, he was treated to the sights of the gi-
ant redwood forests of northern Califor-
nia, an experience he wi ll always treasure.
The northwest "corner" of t he U. S.
was traversed without difficulty and the
little Piper began its eastward trip across
mountain passes and i nto the plains .
Rucker says, "There is an awful lot of
country out there! " And his cruising
speed of about 65 mph gave him a really
good look at it.
The J-4 with Rucker on board chugged
into Wittman Field at Oshkosh shortly af-
ter 6 p.m. on Thursday evening, April
23rd, just as the sun was sinking in the
west. Parking in front of the Kermit
Weeks Research Center, Rucker climbed
out to receive a round of handshakes and
a hearty welcome to the home of EAA.
The following day was a rainy, non-flying
day, so we were fortunate to be able to
visit with Rucker and members of his
"motorhome crew", who diligently fol-
lowed the flight around the U. S.
One soon learns what a tremendous
motivating force this man, Rucker Tibbs,
represents. He is a natural "doer" - the
job is often completed before the other
folks are even getting started! His bound-
less enthusiasm for aviation literally stirs
the imagination of all who are fortunate
to meet him. His huge capacity of plain
old-fashioned common sense is a joy to
A happy and smiling Rucker Tibbs stands by his trusty Piper J-4A with its wooden
prop, large 8:00 x 6 tires and blue and white paint scheme.
behold. Only a man like Rucker Tibbs
would rebuild a J-4 Cub Coupe three
times, wear out four engines, teach stu-
dents in it for over 30 years and solo out
543 "new pilots" in an airplane that was
53 years old! To say that Rucker Tibbs
was " one of a kind" would hit the nai l
squarely on the head.
The following morning, Rucker and
the J-4 were off and flying shortly after 7
a.m., heading for Michigan and the next
perimeter state. J ust over one week
later, we learned that he had completed
the jaunt of 7,777 mi les around the
United States in] 12 flying hours (69 mph
average), made 77 landings, burned 473
gallons of fuel (4.2 gph average) and
chewed up eight packs of Red Man chew-
ing tobacco!
His final flight leg into New London
Airport was done with a number of local
airplanes on his wing - in a salute to a job
well done. Rucker's usual ski ll ful landi ng
was watched by a considerable crowd of
happy and cheering people. When this
"champion of t he no-radio crowd"
alighted from t he J -4, his wife, Lucille,
planted a big kiss on Rucker that brought
tears of joy to everyone watching. It was a
happy moment in time!
The instr ument panel in Rucker's J-4
bears this inscription: " Don' t Do Any-
thing Stupid." This advice was paramount
and was good enough to see Rucker
through the ent ire t rip. He praised his
ground team, of course, but the real hero
was the Piper J-4 Cub Coupe. "This air-
plane was wort h about $2,000 when I left
home." he said. "Now, it's worth $2 mil-
lion in my opinion." ....
VINTAGE AIRPLANE 11
Litte
llenry and CofieU's
Stinson 108
by H.G. Frautschy
As we all go through life. certain images stick with you, long after an event has
ended. The sight of Henry and Reba Cofield's Stinson 108 practically glowing in the
sunset over central Florida during EAA Sun 'n Fun '92 is burned into my memory as
one of the most spectacular sights I have ever been privileged to see. The beautiful photo
0J;l this montb's cover. taken by EAA Chief Photographer Jim Koepnick. is a delightful
shot capturing that moment.
eaven
Henry and Jim Cofield enjoy the
cool spring air south of Lakeland
during EAA Sun 'n Fun '92.
where the ice is thin due to underwat er
currents. While taxiing for takeoff one
day in his Stinson 108-3, CF-VYA, the
ice suddenly gave way under his skis.
He tried to apply power to pull his way
out of the cracking ice , but it was too
late - the water and ice came crashing
over his cowl and windshield, and Henry
knew that it was time to get out of the
airplane as fast as he could - the lake
had a depth of 90 feet, and he had no
way of knowing how far the Stinson was
going to drop through the ice.
He pushed open the door and swam
out from under the wing, as the airplane
settled with the tail and wings resting on
the frozen lake surface. After crawling
flat on his belly like a snake for about
100 feet from the airplane, Henry stood
up and was surprised to find his Stinson
had not disappeared through the ice.
By now his clothes had frozen stiff in
the sub-zero weather , and he made his
way as quickly as he could to the shore,
where, with the help of a woodcutter, he
was able to get back to his home safely.
The next day, Henry returned to the ac-
cident site with his son Jim and two
friends , Kim Meyering and Dale
Kuipers. They se t up a four-pole A-
frame and block and tackle, and worked
for four days to hoist the Stinson out of
the water, keeping the rapidly forming
ice from damaging the airplane by cut-
ting it back occasionally with a chain
saw. The gas tanks and crankcase were
drained, and the instruments and radios
removed. The airplane was then hauled
behind snowmobiles to a clearing on the
shore of the lake. They built a shelter
around the airplane and then heated it
for 3 days to thaw it out. Henry and his
friends the n dried out the magnetos ,
poured in fresh oil and fuel and added a
freshly charged battery. The engine
started without complaint , and Henry
flew the airplane to Red Lake, Ontario,
where a complete inspection was per-
formed. Surprisingly, the airplane had
suffered no other damage, other than a
slight dent on the spinner.
Adventures like this he lped mold
Henry Cofield into the man he is today,
incl uding his deeply felt beliefs. He is
grateful for all that has been made avail-
able to him and his family , and has
worked most of his adult life to acknowl-
edge all that he has been given. His new
Stinson 108-3 is no exception.
Now semi-retired from his mission-
To ward off the northern Canada chill, Henry had Missionary
Maintenance Services devise this modification to the standard
cabin heat system - it allows almost 2-1/2 times the normal
amount of air to be moved through the heat muff.
From the leather seats and side panels to the 1/4 inch thick
plexiglass, the cabin of the Cofield's Stinson is designed to be
a comfortable personal flying machine.
14 SEPTEMBER 1992
ary wo rk , He nr y and hi s wife Re ba
made their latest Stinson a personal fl y-
ing machine, including a few ameniti es
to make the trip a littl e more comfort -
able. They still live a large porti on of
the yea r in no rthe rn Ca nada , nearl y
1000 mil es directl y no rth of Chi cago.
They spend part of the year in McDon-
ald, TN, at their home in the Tennessee
hill s, th e sa me house th a t Re ba was
born in. At th eir home in Ont ari o, the
nearest neighbor is 14 mil es away, with
the neares t town of any size some 250
mil es mil es di st a nt. When th ey fir st
start ed li ving in the area 30 years ago,
Henry, Reba and their children li ved in
a t ent fo r th e fir st fi ve yea rs, as they
worked to build their home. Eight years
ago, they were abl e to cut in an airstrip
next to the house, as well as construct a
hangar. " We started with an axe and a
sawmill , and have graduat ed t o more
modern methods," Henry point ed out.
All four children have since graduated
from uni versiti es in the United States.
Henr y and Re ba's son John has since
taken over the day-to-day acti viti es of
their mission.
At their home on a lake located near
Hudson's Bay, the use of cabin hea t is
not just a luxur y, but a necessit y. To
make sure there was pl enty of heat in
the cabin of the Stinson, Henry had the
crew at Mi ssionary Maint enance Ser-
vice, Coshocton, Ohio, revi se the heater
inst all ati on with a fi e ld approval fr om
the FAA. The air intake and exhaust
for the heat muffs were both enlarged to
allow the move ment of almost 2- 112
times the ori ginal volume of air. Added
ducting to the windshi eld for defrosting
and rea r seat heat ducts help keep th e
ca bin wa rm a nd comfor t abl e, even in
sub-zero temperatures.
Thi s parti cul ar 108-3 was fo und as a
compl ete basketcase - the airpl ane was
still in one pi ece and compl ete, but had
bee n sitting for 15 to 20 yea rs, to th e
point that most of the component s had
badly deteriorated. Most or the restora-
ti on was accompli shed by Mi ssio nary
Maint enance Service , an organi zation
t hat uses mi ssionary work to train me-
chani cs and pilots for mi ssionary organi -
zati ons throughout the world. Services
are provided free of charge to fellow
mi ssionari es, with onl y the cost of parts
applied to the bill.
All of th e me t a l sur faces we re
stripped a nd di sasse mbl ed, including
the re moval of all the control surface
skins. Each item was carefull y cl eaned,
primed and then corrosion proofed, be-
fore being assembl ed.
The coverin g was do ne with the
Cooper Superfli ght II sys tem, fini shed
with Superflight Superthane ureth ane
paint. The color scheme may look fa -
mili ar to many Stinson enthusiasts - it is
very close to the same scheme used by
Ken and Mari e Brock (of KB-2 Gyro-
pl ane fa me) on their Stinson 108. Henry
and Reba were so taken with the look of
the Broc k' s Stinson, tha t they dupli -
ca ted the color and the layout , and are
very pl eased with the resul ts.
When it came time to overhaul a 180
hp Franklin for inst all at ion, they went
ri ght to the best man for the job - "Mr.
Fr a nklin " himself, G eorge Heinl e y.
Henry feels qui te fo rtun ate that he was
able to have George, now in hi s nineti es,
rebuild the Franklin to like new specs. A
const ant -speed McCa ul ey prop co m-
pl etes the powerpl ant installation.
When it came time for the int erior to
be fini shed off, Henry turned to a leather
cra ft sma n from th e Ami sh country in
Ohio - who did all of the leather uphol-
stery work in the cabin.
On the instrument panel, a number of
items have been added to make the Stin-
son an IFR airpl ane, including a Kin g
HSI , DME, t ransponder with encoder,
lor a n, r ada r a ltime t e r , a nd a WXIO
Stormscope. Both standby electrical and
vacuum sys tems back up the power re-
quirement s fo r thi s IFR certifi ed pl ane.
A standby directi onal gyro allows Reba
to fly a leg or two of wide ranging trips.
1/4 inch thick pl exiglass qui ets the cabin
so well that using the built-in int ercom is
not always needed.
The day pri o r to lea ving for Sun ' n
Fun ' 92, the bright red Stinson passed its
final inspecti on, with all the paperwork
compl eted - "1I ' s the most legal airplane
I've ever fl own! " quipped Henry.
The Stinson should make a comfort-
abl e pe rsonal fl ying machine for the
Cofi e ld 's, as they tr ave l a round the
froze n no rth doing the ir mi ssio na ry
work, as well as their trips " home" to
Tennessee, where Henry can enj oy one
of hi s other mechanical loves, a Harley-
Davidson motorcycl e. For it all , Henry
and Reba are truly grateful. ...
VINTAGE AIRPLANE 15
EAAOSHKOSH'92
ANTIQUESand CLASSICS!
by H.G. Frautschy
I know it's a cliche to start off any
fly-in article with a comment about the
weather - "The day dawned bright and
clear ... etc., etc." but this is the one
time I will succumb to the temptation,
so here goes ...
The cool , bright weather during
EAA OSHKOSH ' 92 really was the
best that anyone could remember.
Nights so cool you had to wear a jacket,
and days so pleasant you could wear
your favorite long-sleeve shirt for most
of the day, keeping the summer sun off
of your precious hide. Rain was a
factor only one of the days on the
Convention grounds, although weather
activity to the south of Wisconsin did
prevent many of our southern friends
from getting to Oshkosh early, but the
cool weather they finally were able to
enjoy was a welcome respite from the
unbearable heat and humidity of this
past summer in the South. ' Nuff said
about the weather, let's get to the
airplanes and people of the An-
tique/Classic Division ...
Each year the judges' jobs become
tougher and tougher. The number of
excellent antiques and classics keeps
growing, with the scoring getting tighter
near the top end of the scale. We all
owe the volunteer judges a resounding
"THANKS!" for all of the work they do
during the Convention - it can be a
thankless task, and to think, they do it
all for nothing!
Many, many others also contribute to
the success of the Convention from an
Antique/Classic viewpoint. From the
aircraft parkers to the folks manning the
information booth and the Red Barn,
volunteers are what make it all work. If
you get a chance, the next time you have
a few spare minutes during your next
visit to the Convention, by all means,
16 SEPTEMBER 1992
volunteer - you'll find it ' s a very
rewarding experience.
From an attendance standpoint , it
was a banner year - a few more than
1000 Division showplanes (Antiques,
Classics, and this year, for display only,
the Con temporary class) registered,
accounting for nearly half of the total
showplanes on Wittman Field. 151
owners of the new Contemporary class
brought their 1956-1960 era airplanes to
the Convention, including a number of
good looking airplanes obviously well
taken care of, and ready for the judging
to begin next year.
On the following pages you'll see
some of the airplanes and people who
came to enjoy a little Antique/Classic
hospitality. We will have more next
month, including a photo feature on
Contemporary class airplanes, on
display at the Convention for the first
time. Look for it!
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The GRANDCHAMPION CLASSIC is this
Aeronca 11CC Super Chief restored by
Densel Williams and fellow members of
EAAChapter304,Jackson,MI,aswellas
otherfriends.
Picturedare(lefttoright, startingwiththebackrow) TerryGibbs,
CFI andtestpilotofthe 11CC, Earl Scott,VP ofChapter304, Jeff
Williams, Densel's son, Ray Johnson, Densel Williams, Wilbur
Hostetler, Wayne Crawford, Chapter 304 Treasurer, (front row)
Tom Mcinerney,Chapter304Secretary, Russell Borton, President
ofChapter304,andJohnSnyder.
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Steve Pitcairn's magnificent 1930
Pitcairn PA-7 Mailwing was named the
RESERVE GRANDCHAMPION ANTIQUE
for1992.
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This very nice 1954 Piper PA-22 Tri-
Pacer, restored by Delton Perry,
Lawrenceburg, TN and flown to the
Convention by Joe Fleeman, was
awarded the RESERVE GRAND
CHAMPION CLASSIC prize. Itisfinished
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VINTAGEAIRPLANE17
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The SILVER AGE CHAMPION (1928-
1932) is this 1931 Waco QCF-2, owned
by Tom O' Leary, Olivette, MO, and flown
to the Convention by noted Monocoupe
restorer Bud Dake. Restored by John
Halterman and Associates at Creve
Coeur airport, this airplane is one of
several restorations to come from
John's shop. The Waco is based on the
Creve Coeur airport, along with many
other fine restorations.
Direct from Anchorage, AK, John
Schwamm and Linda Farmer's Grumman
G-44 Widgeon was selected as the
CUSTOM ANTIQUE RUNNER-UP winner.
Its excellent performance can be
attributed to the pair of geared 295 hp
Lycomings that power this amphibian.
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If you thought is was a long haul in a Cub from Texas,
how about this - Johannesburg, South Africa, to
Oshkosh via the North Atlantic, in a Warner powered
Fairchild 24! Charles Stobbart, president of
international EAA Chapter 322, and his co-pilot, Peter
Hengst, set a new record for distance flown to an EAA
Convention (9,900 miles) when they flew the recently
restored Fairchild north out of Africa, across the
Mediterranean and Europe and then west across the
ocean via, Scotland, Iceland, Greenland, Canada and
then finally to Oshkosh. The trip required 125 hours of
flight time. What a feat!
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After their arrival in Oshkosh at the EAA
Convention, Peter Hengst and Charles
"Chalkie" Stobbart were sought after by
many in the media for an interview.
Here they talk with local Green Bay, WI
television reporter Brian Knox about the
flight. The Fairchild was parked in a very
visible location across from the
Antique/Classic Red Barn.
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18 SEPTEMBER 1992
Sandy and Kent Blankenburg of San
Luis Obispo, CA, were awarded the
TRANSPORT CATEGORY CHAMPION
Lindbergh trophy for their brightly
polished Lockheed 12A Electra Jr.
James Hughes had a very fruitful vacation
from Arlington, TX - his Cessna 170B was
designated the winner of the Peoples
Choice award at the International 170
Association's fly-in, and then was judged
the BEST CESSNA 170/180 at EAA
Oshkosh '92. The cabin and instrument
panel of this 170 is simply elegant, done
in shades of dark green and tan.
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Don Pellegreno, of Star City, lA, has the
one and only Fairchild XNQ-1 left in the
world. Designed and built as a trainer
during the war years, the airplane never
reached the production stage. Don was
awarded a SPECIAL RECOGNITION
trophy for his new restoration.
VINTAGE AIRPLANE 19
.c
Above, left - Dennis "Buck" Dodson
Chico, CA, owns the only Speedbi rd
ever built. Restored by his uncle, John
Denny, with help from most of the
extended family, the airplane has been
a long 25-year project, starting with
not much more than a fuselage, a few
parts that were nothing more than
patterns, and a lot of optimism. The
crew pic-tured above worked long into
the wee hours of the morning to get
the side-by-side biplane ready to fly on
its first flight at the EAA Convention.
Pictured above are: Bill Watson, who
just decided to pitch in and help after
seeing what the crew was up against,
Carl Klemn, Buck Dodson, Neil Denny
and John Denny. Their efforts would
payoff when the airplane was flown at
11 :59am on Wednesday, just before
the judging deadline of 12 noon. The
Speedbird was awarded the OUT-
STANDING OPEN COCKPIT BIPLANE
trophy.
Right - The Cessna 195 in the fore-
ground, owned by Paul Beck, Sausalito,
CA was awarded the BEST 190/195
trophy plaque. The 195 in formation with
Paul is owned by George Dray, Novato,
CA. Both are outstanding examples of
the type. 41 Cessna 195s registered as
showplanes during this year ' s EAA
Convention.
Left - Jeff Eicher brought the Eicher
family Monocoupe 90-AL from Florida,
fresh from its Best Custom Antique
award at Sun 'n Fun '92. It took home
the ANTIQUE CUSTOM AIRCRAFT
CHAMPION Lindbergh t r ophy from the
1992 EAA Convention.
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Contemporary class airplanes at EAA
EL ________________________________________________________________~
OSHKOSH '92 in next month's issue of
VINTAGE AIRPLANE. ...
20 SEPTEMBER 1992
Reed&
ADifferentScrewdriver
by Norm Petersen
Many years ago, in 1956 to be exact, I
was taking flying lessons at Mankato Aero
Service, Mankato, Minnesota. One morn-
ing, the Aeronca 7AC Champ was out on
a flight, so to pass the time, I wandered
into the shop where Werner Brown, chief
mechanic, was taking an airplane apart.
He invited me to help with a long row
of Phillips screws, so I picked up a screw-
driver and started to back out the screws -
or at least try to. I complained about the
"cheap" screwdriver , when Werner said,
"You have a Reed & Prince screwdriver!
Use a Phillips instead. " I chose another
screwdriver from the tool rack and every-
thing worked fine - the screws backed out
without a solitary slip.
In 1963, I dismantled two wrecked
Piper J-3 Cub wings to get the drag-anti-
drag wires and fittings for my homebuiit
EAA Biplane. At the time, I fought with
the small screws until the air was blue!
The Phillips screwdriver would slip and I
could almost hear the screws "laughing at
me! " I always wondered why?
In 1992, I read where most early Pipers
were put together with Reed & Prince
screws! Suddenly, the light came on! Now
I remembered the trouble I had in ' 63 -
and the admonition I had from We rner
Brown in ' 56. I started to ask around
EAA headquarters about Reed & Prince
screws. Many people had never heard of
them, however , Bauken Noack, of the
restoration staff, not only knew them, he
furnished me with some sample Reed &
Prince screws for this article.
Preparing to dismantle two Piper PA-
II wings for a project, I attempted to buy
a Reed & Prince screwdriver. In the local
Sears Roebuck store, the tool clerk had
never heard of the Reed & Prince. I asked
to see his tool catalog and sure enough,
the Reed & Price was listed - much to his
surprise! I detailed look at the tool rack
brought us to the very last tool position,
which said, " Reed Prince", and there were
four screwdrivers hanging there. I bought
one and have enjoyed taking out the small
screws in the PA-II wings ever since. It
works!
Apparently the Reed & Prince drivers
come in about four sizes and are usually
marked with yellow paint or yellow han-
dles, according to John Finiella of Albu-
querque, NM, who has worked with
Reed & Prince screws since 1940. John
happened to be in my office when all this
information came to light and I listened
intently as his fifty years of experience
came forth. It goes to show you, we can
all learn something new, every day, if we
just keep our eyes and ears open!
The next time you are working with
" Phillips" head screws, look at them
closely to make sure they are not Reed &
Prince, with sharply cut crosses that ex-
tend to a point in the screw heads. It
only took me 36 years to learn the differ-
e ~ *
On the left are three Reed & Prince screws with their sharply cut cross and deep center. The four righthand screws are Phillips
with rounded crosses and a flat center depression. Below are the two screwdrivers, each named on the handle and one can see
the sharper, straighter cut on the bit of the Reed & Prince.
VINTAGE AIRPLANE 21
WllATOURMEMBERSARERESTORING
----------------------------byNormPetersen
TomLeatherwood's
Fairchild 24-G
This nicely restored 1938 Fairchild
24-G, NC23E, SIN 2926, is the handi-
work of Tom Leatherwood of Paso
Robles, CA, who recently presented
the airplane to his bride, Tina Nelson,
as a wedding present! Built originally
for the CAA in 1938 and re gistered
NC23, the Fairchild was acquired from
Bob Williams of Lenexa, KS, and re-
stored to new condition. It won its
class at Watsonville , Merced and
Porterville, CA this year. Sporting a
145 Warner engine, a wooden prop and
original wheel fenders, the pretty cabin
job is indeed a classy machine. The
owners love to fly the Fairchild with
the windows rolled down so they can
listen to the pretty sound of the Warner
up front. As Tom and Tina ask, " Why
would anyone want to put a stereo in
an airplane anyway? "
Kevin Curle's
PiperJ-4 Cub Coupe
These photos of Piper J-4, C-
FWGB, SIN 4-1062 (ex. N27842)
mounted on a set of Federal SC-l skis,
were sent in by owner, Kevin Curle
(EAA 371203) of RR1, Arnprior, On-
tario, Canada K7S 3G7. Imported into
Canada on June 27,1967, the J-4 was
recovered in 1982 by Bob Baldwin of
Cayuga. Ontario, and then withdrawn
from service in 1987, due to spar dam-
22 SEPTEMBER 1992
age from mice. The wings and tail sur-
faces were recently redone by Ron
Cooper of South River, Ont. , with new
spars from Wiebe Aircraft , Halstead,
KS. Kevin hopes to mount the J-4 on a
set of Edo 1320 floats in the near fu-
ture. The aircraft logs prior to 1957
were lost in a fire, so Kevin would like
to hear from anyone having knowledge
of N27842 during the years , 1940 to
1957. In addition , if some kind soul
would have a J-4 rudder on hand, per-
haps it could be sold to Kevin Curle to
replace the J-3 rudder presently on the
aircraft. Contact him at the above ad-
dress or call: 613-623-4148.
Charles R. Luigs' Cessna 195
Pictured at the International 195 Fly-In
at West Memphis, AR, is 1953 Cessna 195,
N4426C, SIN 16011, owned by Charles R.
Luigs (EAA 367835, A /C 15999) of Hous-
ton, TX. This airplane has been undergo-
ing a four-year upgrade that includes new
paint, new interior and new instrumenta-
tion with full IFR capabilities. The air-
frame has new Cleveland brakes, dual
landing li ght s and all new glass. Charles
reports the 300 hp Jacobs e ngine is still
running fine after 1100 hours and nearly
30 years of service! (Schneck major) Nor-
mal cruise is 160 mph at 7500 feet at 60%
power settings using about 15 gph. It is a
hard airplane to beat for cross country,
being roomy, comfortable and easy to fly.
Charles says the " free-spirited" 195 and
he are finally coming to an understanding
about who is in control on landings! How-
ever, it has take n over 200 hours and
nearly 700 landings to reach that under-
standing! The pretty 195 draws spectators
at every stop and has run off with its share
of awards at th e various shows. As
Charles says , "There is a special some-
thing about pristine vintage airplanes
which speaks to the soul s of nearly every-
one who is privil edged to experience them
up close. "
Tom Simko's Taylorcraft BC-120
This evening photo of a Taylorcraft
BC-120, N95814, SIN 8114, flanked by
a neat tent and campfire, was sent in by
owner , Tom Simko (EAA 129062) of
Inkom, Idaho. Restored over a period
of nine months , th e T-Craft required
four new wing spars as the old spars had
been chewed on by many generations of
mice, in fact, Tom says the wings h ad
been a full scale flying zoo with all the
bird nests and colonies of vermin! Since
the tot al rebuild, Tom has put over 100
hours on the littl e two-placer with no
probl ems. He enjoys the 95-100 cruise
at less than 4 gph of auto fuel and has
flown up to 10,500 feet on occasions to
crest the mount ai ns. A hi ghl y experi-
e nced hang glider and ultrali ght pilot
(see EAA's ULTRALIGHT magazine,
March 1983), Tom has ridd en ma ny
thermals with the T-Craft and done
ridge soaring with the Cont inental 65 at
idle. He ad mit s the Taylorcraft is
cheaper to own than hi s previous Kitfox
Keith Osteen's Aeronca 7AC Champ
This pretty photo of Aeronca Cham-
pion N82655, SIN 7 AC-1294, was sent in
by Ke ith Ost ee n (EAA 277645, A/C
10889) of Brevard, North Carolina. Keith
is a 31-year-old pilot and A & P mechanic,
who comes from a flying family. His fa-
ther is Bill Osteen (EAA 169282) of Tulsa,
OK and he has two brothers who are also
pilots. The Champ was purchased from a
party that had owned it for 20 years. It
was a littl e run down and the engine seals
were leaking oil. However, a little TLC
and it purrs like a kitten! New floorboards
and interior made a big improvement in-
side while much "elbow grease " helped
the outside of the airplane. Keith' s father
owned a Champ in the 1960' s and he has
always wanted to relive those good times.
With this pretty little airplane on hand, it
is easy to see he is having fun.
(400 hours) and it seems to increase in
value every year. In short, Tom says
this is flying at its absolute best! ....
VINTAGE AIRPLANE 23
PASS II I073uck
An information exchange column with input from our readers.
bv Buck Hilbert
(EAA 21 , NC 5)
P.O. Box 424
Union, IL 60180
DearBuck.
Inthe April1991 ofVINTAGEAIR-
PLANEon page 29, I have noticedJohn
Underwoods photoofAeronca33838.
This is a civilianaircraft that rece ived
Japaneseaircraft fire onDecember7,
1941 at Pearl harbor. ( You' ll ) find en-
closed2photosofthis Aeronca.
FromBobTaylor's Antique Airplane
Association News ofNov. - Dec. 1970,
page39,Ilearnedthat Col. Sam Burgess
ofHawaii had somephotonega tivesof
this Aeronca. Iwrote to Col. Burgess in
February1971 andhesentmeseveralneg-
ativesofthis Aeronca. Iwas tohave them
deve loped andsend him a set. We ll ,it
only took me20 yearsto have thesenega-
tivesdevelopedandtosendCol. Burgessa
setthis pastJuly,1991 ,"slow butsure".
Doanyofthe readersknow ifAeronca
N33838 is still around?
Verytrulyyours,
Warren E. Wood
(A/C 167)
Charlottesville,VA
N33838 is still maintained on the FAA
Civil registry, and it still resides in Hawaii.
The Aeronca Tandem Trainer is owned by
Jose Otero, 1409 K. Oleander Place, Hon-
olulu, H 196818. Rumors have circulated
that the airplane is destined for a museum,
but this has not yet been substantiated.
Sam Burgess poses by Aeronca 65TC
Tandem Trainer N33838 over 20 years
ago in Hawai i. This airplane received
hostile fire from Japanese aircraft dur-
ing the attack on Pearl Harbor. Nei-
ther people on board (Roy Vitousek
and his son) the airplane were injured,
although the airplane did sustain a
number of hits. The airplane has since
been restored with a lighter color
scheme, as shown in the John Under-
wood photo published in the April ,
1991 issue of VINTAGE AIRPLANE.
Can anyone in Hawaii add any more
about the current status of this histori -
cal airplane?
24 SEPTEMBER 1992
AI Meyer looked to the past when he
was looking for a light "fun" airplane - he
rebuilt this Aeronca C-3, complete with
an overhauled Aeronca E-113 engine.
Dear Buck,
Aft e r seeing your picture in the
late issue of SPORT A VIATION I
should call you "Mr. Hilbert".
In any case here are a couple of
pictures of my "Guppy" (that is what
the local aeroplane people have
dubbed it) that EAA might want to
use.
I am building up a spare engine,
like most of the restorers I tend to
hoard parts.
Tom Trainor is looking for a cast
aluminum rocker arm cover for the
E113 to use as a pattern. If you have
one that he could borrow he will prob-
ably get in touch with you. I offered
to let him use one from my engine but
he said lets keep that as a last resort in
case he comes up dry in his search.
Have not had a chance to get in any
stick time in lately, between healt h
probl e ms, etc., and believe it or not
weather, things have slowed down.
Poor weather down here is rare but
we have had our share lately.
Best Regards to you and Dorothy,
AI Meyer
(A/C 13514)
Panacea, FL
VINTAGE AI RPLANE 25
There have been many attempts to
promote a so-called "flivver" plane for
the privat e flier. This example had the
int erest of a famous aviation pioneer.
The photo is from the John Warren col-
lection in the EAA archives. Answers
will be published in the December issue
of VINTAGE AIRPLANE. Deadline
for that issue is October 20th.
Rocky Farano of Gilroy, California
submitted a concise description of the
June, 1992 Mystery Plane. He writes:
"Your Mystery Plane for June is the
Fl eetwings Model 33 two-place trainer
built by Fleetwings, Inc. of Bristol , Penn-
sylvania in 1941. This was the same com-
pany tha t built the famous Fleetwings
Seabird that used stain less steel con-
struction.
"The Model 33, however, was a more
conventional type being built with a
moncoque metal (2457 Alclad) fuselage
and a cantilever wing and tail group, also
Alclad structure. The movable surfaces
- ail e rons , e levators, rudder - we re
made of sta inl ess steel and fabric cov-
ered.
"The a i rcraft was powere d with a
Franklin engine of 130 hp and swung a
Se ns enich prope ll e r. It a lso ha d hy-
draulic brakes and air-oil shock ab-
sorbers. Specifications were as follows:
Wingspan 28 feet 6 inches, length 22 feet
2 114 inches, height 6 feet 9 inches. Wing
26 SEPTEMBER 1992
by George Hardie
area was 116.7 square fe et. Empty
weight was 1,082 pound s and gross
weight was 1,650 pounds. It carried 29
gallons of fuel and 1 112 gallons of oil.
"Performance figures were maximum
speed 150 mph, cruise speed 130 mph ,
landing speed 52 mph, climb 962 feet per
minute. It had a cruising range of 520
miles.
" According to the information I could
dig out of my collection of antique air-
plane ma gaz in es, books and other
sources, thi s is a one-only airplane and
was built in 1941. It was regist e red as
N29033 and was on the 1965 Civil Air-
craft Registe r belonging to th e Kaise r
Fleetwings, Inc. of Bristol , Pennsylva-
nia."
Other answers were received from:
Charley Hayes, Park Forest , Illinois; H.
Glenn Buffington, El Dorado, Arkansas;
Marty Eisenmann, Garettsville, Ohio;
Leon T. Perry, Atlanta, Georgia; Calvin
T. Bass, Tulsa, Oklahoma; Glen Peter-
son, Washington, DC. ...
The following list of coming events is fur-
nished to our readers as a matter of information
only and does not constitute approval, sponsor-
ship, involvement, control or direction of any
such event. If you would like to have your avia-
tion event (fly-in, seminars, fly market, etc.)
listed, please send the information to EAA, All:
Golda Cox, P.O. Box 3086, Oshkosh, WI 53093-
3086. Information should be received four
months prior to the event date.
September 5 Marion, IN - 2nd
Annual Fly-In/Cruise-In Breakfast.
Call 317/674-7777 for information.
September 5-6 Prosser, WA - 9th
Annual EAA 391 Fly - In. Call
Thompson Aircraft, 1-509-786-1034
for more info.
September 5-7 Lake
Guntersville, AL - Aerodrome '92.
Worlds largest WW I Aviation Fly-In
Convention. Contact: Ryder Interna-
tional Corp., 205/586-1580.
September 12-13 Brookhaven,
NY - 29th Annual Fly-In at Brook-
haven Calabro airport. No entry fee,
trophies awarded. (Rain date Sept. 19-
20) Call 516/921-5447 for more in-
formation.
September 12 -13 Marion, OH -
Mid-Eastern Regional Fly-In
(MERFI). Call 513/849-9455 (h) or
255-8047 (w) for more information.
September 18-20, Jacksonville,
IL - 8th Annual Stinson Reunion. Fly-
outs, Contests, Camping on field, Ban-
quet with guest speaker Phil Richardson
(winner of the World Vintage Air Rally)
on Sat. night (reservations required).
Contact: Loran F. Nordgren, 815/469-
9100 or write 4 W. Nebraska, Frankfort,
IL 60423.
September 19-20 - Rock Falls, IL
- 6th Annual North Central EAA
"Old-Fashioned" Fly-In. Workshops,
forums, exhibits, swap meet, and
awards. Pancake breakfast on Sun-
day. Contact Gregg Erikson, 708/513-
0642 or Dave Christianson,
815/625-6556.
September 24-26, Bartlesville,
OK - 35th Annual Tulsa Regional
Fly-In. Contact: Charles W. Harris,
918/742-7311 or write P.O. Box
904038, Tulsa, OK 74105.
September 25-26, Porterville, CA
- Western Waco Association 4th An-
nual Reunion. Largest gathering of
Waco aircraft west of the Mississippi .
Contact: WWA at 209/962-6121 or
write WW A, P.O. Box 706, Groveland,
CA 95321.
September 26-27 Wilmington,
DE - EAA East Coast Fall Festival of
Flight. "Milestones in Aviation".
301/942-3309 for information.
October 2-4 Prescott, AZ - EAA
Copperstate Fly-In. Need information?
Call 602/750-5480 (w), or 298-3522 (h).
October 2-4 Camden, SC - Annual
Fall EAA Fly-In sponsored by EAA
AIC Chapter 3. Trophies in all
categories, vintage films, major
speaker, good EAA fellowship. All are
welcome. Contact R. Bottom, 103
Powhatan Parkway, Hampton, VA
23661 .
October 3-4 Rutland, VT - 2nd An-
nual Leefpeepers Fly-In. Pancake
breakfast both days, dinner plus hangar
party Sat. evening. This is the best leaf
color weekend in the VI. mountains.
Open Fly-Market, Aircraft category
prizes. Other local events going on. For
information, call 802-773-3348.
October 4 Tunkhannock, PA -
Fly-In breakfast at Skyhaven air-
port. For more information, con-
tact Skyhaven Airport at
717/836-4800.
October 9 -11 Moriarty, NM - 1st
Annual EAA New Mexico Fly-In.
Workshops, Forums, Fly-market.
Friday evening activities, Sat. evening
awards banquet. Camping on field,
motels. Call 505/264-0331 for
brochure.
October 10 San Martin, CA -
California Antique Aircraft Museum
open house. 12 - 4pm 12777 Murphy
A v, across from South County air-
port. 408/683-2290 for informa-
tion.
October 10 Atlanta, GA - 1st An-
nual Biplane Fall Classic at Stone
Mountain airport. Biplanes will be
judged in a variety of catagories.
Call 404/413-7112 for more infor-
mation.
October 10-11 Houma, LA - Le-
Bayou Regional Fly-In and State Con-
vention. Sponsored by EAA Chapters
261 and 513.504/851-1516 for infor-
mation.
October 16-18 Kerrville, TX -
Southwest EAA Regional Fly-In. Call
915/658-4194.
October 16-18, Hampton, GA -
Wings and Wheels Motor Fair Fly-In
and Airshow, Auto show and flea
market. Henry County Airport (Bear
Creek) Sponsored by Atlanta Motor
Speedway, 404/946-39 10.
October 17 - Hampton, NH -
Pumpkin Patch Fly-In breakfast,
sponsored by A/C Chapter 15. For
airfield information, call 603/964-
6749.
October 24-25, Hickory, NC - 7th
Annual EAA Chapter 731 Fly-In.
Held in conjunction with the Cataw-
ba County Sesquicentennial Com-
mittee Airshow. Banquet Sat. night,
static displays and awards for all
classes of aircraft. Contact : Doug
Teague, 704/754-3598 (days) or
evenings, Norman Ra inwater ,
704/328-5807.
October 24-25 Winchester, VA -
Winchester Regional EAA Fall Fly-
In at airport. Trophies for winning
showplanes. Pancake breakfast Sun-
day . Concessions and exhibitors.
All welcome. Contact Al or Judy
Sparks , EAA Chapt er 186 at
703/590-9112.
VINTAGE AIRPLANE 27
NEW MEMBERS
Ronald M. Bailey J. Sidney Hood Lexington, NC Chari Paulson Stazanger, Norway
Edmunton, Alberta, Canada Dennis L. Horton Ann Arbor, MI Daniel A. Pratt Houston, TX
Joe C. Ballenger Harlingen, TX Jan J. Howell Belpre, KS Donald W. Preister Highland, MI
Alan J. Barber Anchorage, AK Seiichiro Ishibashi Japan Ray Rairdow Seattle, WA
Ray Barsness Twin Falls, ID Michael A. Jester Shelbyville, IN Douglas Reitz Fresno, CA
Dan J. Barthold Seattle, W A Jack K. Johnson Mountain View, CA Paul F. Roberts Jr Parlin, NJ
Marlyn Bartsch Windham, MN Toby J. Johnson Hancock, MI Albert H. Rogers Clayton,OH
Paul S. Blau Goose Creek, SC Gary A. Jones Huron, SD Keith Rogers Rosemont, MN
Timothy J. Boerner Carol Stream, IL Gerald Jones Painted Post, NY Jon B. Roth Metaile, LA
Thomas M. Brewer Purcellville, V A Melvin Kaftan Bloomfield Hills, MI Ron Ruble Bolingbrook, IL
James T. Callis Roanoke, VA Lawrence Karson Miami,FL Pekka Ruster Sunila, Finland
Lindsay A. Carlson Larry Keitel El Segundo, CA Darrel T. Sanders Tomah, WI
Pine Falls, Manitoba, Canada Jarmo Kempas Nshkela, Finland Randy Sasser Phoenix, AZ
Gerald Cicciu Sudbury, MA Robert M. Kerr Pittsburgh, PA Donald J. Schexnayder Gramercy, LA
Michael H. Coles Alan C. King Radnor,OH Brian Schremp Caledonia, IL
Shelter Is Heights, NY Vincent M. King Big Rapids, MI Don Schweikarth Washington, IN
John R. Colomy Lees Summit, MO James Klim Lebanon, NJ Brent Scott Versailles, MO
Nelson Coniglio Tampa, FL David A. Koseruba Indianapolis, IN Matthew Seltrecht Palo,IA
Mary Ann Crotty Brookfield, IL Tom S. Latos Huntley,IL Edwin P. Shaw Jr. San Antonio, TX
William E. Dakan Wichita, KS Michael J. LeDuc Phoenix, AZ John A. Sherrill Puyallup, W A
Doyle W. DeWoody Alex Lee Guelph, Ontario, Canada Steven J. Smith Naperville,IL
N. Little Rock, AR William Lewis Handover, MA David Lee Swindler Murfreesboro, TN
Nolan Dean Harrisonburg, V A Earl F. Livingston Albuquerque, NM Robert F. Talamo Oswego, NY
John R. Disney Shelbyville, KY A. L. MacPhee Rucker A. Tibbs Lynchburg, V A
Don D. Dobberfuhl Woodinville, W A Calgary, Alberta, Canada Charles E. Tilton Baraboo, WI
H Carl Duckworth Long Beach, CA Donald Madick Woodridge,IL Richard D. Tonn Plymouth, MN
Roger Duke Anchorage, AK Jone Sue Manera Rockport, MA David W. Tuck Seattle, WA
Jack R. Ekstrom Aurora, CO Louis R. Manzie N. Las Vegas, NV Bruce Tucker Bay City, MI
Arland W. Fox Spooner, WI Edgardo I Marconetti Theodore Tuckerman
Joe Fritz Chula Vista, CA Lehmann, Argentina Great Falls, MT
Clyde L. Gallup La Crosse, WI Jack Martin Huntington, WV Harold E. Turner Jeannette, P A
Lawrence Glorioso Matairie, LA Mike R. McHale Sehm,IL Ricardo G. Uranga
Mauro Jose Godoy Moreira Adam R. Menze Isla Verde - Cordoba, Argentina
Guarulhos, Brazil New York Mills, MN Wayne Wadel Houston, TX
D. Steven Gray Karl J. Meyer Melbourne, FL Rich Warden Canby, OR
Yarmouth County, Canada Paul M. Mirski Enfield, NH Keith T. Weber Hartford, WI
John E. Greathead Modern Welding Aviation Dept. Robert L. Weir Ypsilanti, MI
Baldwin, Ontario, Canada Owensboro, KY Larry L. West Honolulu, HI
Richard A. Gustafson Billy K. Moore Jacksboro, TX Martin W. White Glendale, AZ
Santa Monica, CA Danny J. Morey Rogers, AR John K. Whitney Orchard Park, NY
Kenneth L. Guthrie Smithville, OH Charles E. Murdoch Fulton, NY Robert E. Whittaker Cleveland, WI
Glenn Harr Piney Flats, TN Bill M. Murphy Longmont, CO Kevin Williams Ottumwa,IA
Joseph Heed Northfield, VT William Musolf Jr. Spencer,OH Thomas H. Williams Schertz, TX
John Heiser Owasso, OK Steven M. Mutzig Parker, CO Steven F. Wolf Creswell, OR
Irvin E. Herling Owings Mills, MD Charles D. Napier Albemarle, NC Bryan D. Wood Chillicothe, MO
William F. Higgins III Columbus, OH Don L. Neely Collinsville, OK Shawn P. Wright Lynnwood, WA
Darrell Hoerauf Guilderland, NY Ronald Nelson Federal Way, W A Ken C. Young Sacramento, CA
Scott P. Hoffman Stillwater, MN Roland Noyes Fremont, NH Tungyang Yu Chesterfield, MO
Erik Holck Lasby, Denmark James L. O'Connell Glendale, AZ Sergio de Faria Bica
Ronald R. Hollis Rockledge, FL Magnus D. Ollick Sun Valley, CA Porto Alegre, Brazil
David L. Holloway Gower,MO Ronald E. Olson Bemidji, MN
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INTERIOR ITEMS
-stits -Randolph -CushionSets
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VINTAGE AIRCRAFT AND ENGINES-Out-ofprintliterature:his-
tory; restoration; manuals; etc. Unique list of 2,000+ scarce items,
$3.00.JOHN ROBY, 3703VNassau, San Diego,CA92115.(Estab
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Parachutes- Toll Free1-800-526-2822, New& Used Parachutes.
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1930' sKollsman "Bubbleface"compass, have several ,N.O.S., $225
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cockpit biplane. Finders fee offered. David Kaczmarek, 416/485-
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30SEPTEMBER 1992
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VINTAGE AIRPLANE31
MEMBERSHIP
INFORMATION
EAA
Membership in the ExperimentalAircraft
Association, Inc. is $35.00 for one year,
including 12 issues of Sport Aviation.
Junior Membership (under 19 years of
age) is available at $20.00 annually.
Family membership is available for an
additional $10.00 annually. All major
credit cards accepted for membership
(FAX (414)426-4873.
ANTIQUE/CLASSICS
EAA Member - $20.00. Includes one
yearmembershipin EAA Antique-Classic
Division. 12 monthly issues of The
VintageAirplaneandmembership card.
ApplicantmustbeacurrentEAA member
andmustgive EAA membershipnumber.
Non-EAA Member - $30.00. Includes
oneyearmembershipinthe EAAAntique-
ClassicDivision.12monthlyissuesofThe
VintageAirplane,one yearmembership
in the EAA and separate membership
cards.SportAviationQQJ. included.
lAC
MembershipintheInternationalAerobatic
Club, Inc. is $30.00 annually which in-
cludes 12issuesofSportAerobatics.All
lACmembersarerequiredtobemembers
ofEAA.
WARBIRDS
Membership in the Warbirds ofAmerica,
Inc. is $30.00peryear, which includes a
subscription to Warbirds. Warbird mem-
bersare requiredto be membersofEAA.
EAAEXPERIMENTER
EAA membership and EAA EX-
PERIMENTER magazine is available for
$28.00 peryear (Sport Aviation not in-
cluded) . Current EAA members may
receiveEAAEXPERIMENTERfor$18.00
peryear.
FOREIGN
MEMBERSHIPS
Please submit your remittance with a
check ordraft drawn on a United States
bankpayablein UnitedStatesdollars.
Make checks payable to EAA or the
division in which membership is
desired.AddressallletterstoEAAorthe
particular division at the following
address:
EAA AVIATlONCENTER
P.O. BOX3086
OSHKOSH, WI 54903-3086
PHONE(414)426-4800
FAX(414)426-4828
OFFICEHOURS:
8:15-5:00MON.-FRI.
1-800-322-2412
32SEPTEMBER 1992
35thANNUAL
TULSA
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including
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September2526,1992
FrankPhillipsField,Bartlesville,OK
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