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October 1995 Vol. 23, No. 10 CONTENTS 2 Straight & Level/ Espie "Butch" Joyce 3

October 1995

Vol. 23, No. 10



Straight & Level/ Espie "Butch" Joyce


AlC NewslH.G. Frautschy




National Waco Club Fly-in! Ray Bradly


Mystery Plane/H.G. Frautschy


The Downwind Turn/ Dick Hill


Antiques/Classics at Oshkosh! H.G. Frautschy


Seaplanes at Oshkosh! Norm Petersen


Orlo Maxfield's Funk! H.G. Frautschy


What Our Members Are Restoring/ Norm Petersen


Pass it to Buck! E.E. "Buck" Hilbert


Welcome New Members




Vintage Trader

Hilbert 28 Welcome New Members 2 9 Calendar 3 0 Vintage Trader PageS P a g


Hilbert 28 Welcome New Members 2 9 Calendar 3 0 Vintage Trader PageS P a g

Page 10

Hilbert 28 Welcome New Members 2 9 Calendar 3 0 Vintage Trader PageS P a g

Page 17

Vintage Trader PageS P a g e 1 0 Page 17 FRONT COVER was recently restored


was recently restored and won the ReseNe Grand Champion Classic -Undy' award at EM OSHKOSH '95. EM photo by Jim Koepnick. shot with an EOS-l N equipped with a 70-200 mm lens. 1/250 sec at f9 on Kodok Lumiere 100 film. Cessna 210 photo plone flown by Bruce Moore.

Orto Moxfield has owned this same Funk B-85C since 1958. n


During EM OSHKOSH '95. we had two of the five registered

Johnson Rocket 185's on the grounds and in the air. EAA volunteer photogropher Phil High caughlthe two of them together. In the foreground is

Roy Foxworthy ' s Rocket. SIN 9. ond in the bockground is Orval Fairbaim ' s SIN

11 . Shot with an EOS-l Kodak Lumiere 100 film.

1/250 sec at f9 on

equipped with a 80-200 mm lens.

Cessna 210 photo plane flown by Bruce Moore.

Copyright @ 1995 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPlANE OSSN 009H>943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Airaaft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Woscoosin 54903-3086. Second Class Postage paid at Oshkosh, WlSCOflSin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membe<ship is opeo to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division , Inc. , P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via surface mail. ADVERnSlNG - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and wefcome any report of inferior merchandise obtained through OIJ' advertising so that COITective measures can be taken. EDITORIAL POUCY: Readers are encouraged to subm~ stories and photographs. Policy apinions expressed in articles are solely those of the authols. Responsibil~ for accuracy in reporting rests enfirely with the contributor. No renumeration is made. Material should be sent to: Ed~or, VINTAGE AIRPlANE, P.O. Box 3086 , Oshkosh , WI 54903-3086 . Phone 414/426-4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EM , EM INTERNATIONAL CONVENTION, EM ANnQUE/CLASSlC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EM SKY SHOPPE and logos of the EM AVlAnoN FOUNDAnON and EM ULTRAUGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohib~ed.

EDITORIAL STAFF Publisher Tom Poberezny Vice-President Marketing & Cammunications Dick Matt Editor-in-Chief
Tom Poberezny
Marketing & Cammunications
Dick Matt
Jack Cox
Henry G. Frautschy
Managing Editor
Art Director
Mike Drucks
Assistant Art Director
Sara A. Otto
Computer Graphic Specialists
Olivia L. Phillip
Jennifer Larsen
Mary Jones
Associate Editor
Norm Petersen
Feature Writers
George Hardie , Jr.
Dennis Parks
Staff Photographers
Jim Koepnick
Mike Steineke
Carl Schuppel
Donna Bushman
Editorial Assistant
Isabelle Wiske
Espie 'Butch' Joyce
P.O . Box 35584
Greensboro, NC 27425
910/ 393-D344
Arthur Morgan
Germontown , WI
Steve Nesse
E.E. ' Buck ' Hilbert
2009 Highlond
P.O. Box 424
Albert Leo. MN
Union. IL60180
John Berendt
Robert C. ' Bob" Brauer
7645 Echo Point
9345 S. Hoyne
Connon Foils. MN 55009
Chicogo. IL 60620
Gene Chase
John S. Copeland
Carffon Rd.
28-3 Wtlliomsburg Ct.
Oshkosh. WI 54904
Shrewsbury. MA 01545
28415 Springbrook Dr.
Lawton, M149065
Hartford, Wl5:W27
Charles HonIs
7215 East 46th SI.
1042 90th Lane. NE
Tulsa. OK 74145
Mir1neq:JoIis. MN 55434
Dale A. Gust<non
.Iecn1ie !iii
7724 Shady Hill Dr.
P.O. Box 328
Indianapolis. IN 46278
RobefI lickteig
RobefI D. ' Bob' Lumtey
1708 Bay Oaks Dr. 1265 South 124th St.
Albert Lea. MN 5tlYJ7
Brookfiekl. WI 53005
Gene Manis
115C Steve Court. R.R. 2
George York
161 SIobodo Av.
Roonoke. lX 76262
817/491 -9110
MansfiekI. OH 44906
S.H. "Wes' Schmid
2359 Lefeber Avenue
Wauwatosa. WI 53213
414/771 - 1545
S,J, Willman
Joe Dickey
Jimmy Rollison
55 Oakey Av.
Lawrenceburg. IN 47025
640 Alamo
Vacaville. CA 95688
707/45 HJ411
Dean Richardson
Geoff Robison
Colony Dr.
1521 E. MacGregor Dr.
Madison. WI 53717
New Hoven. IN 46774
STRAIGHT & LEVEL by Espie "Butch" Joyce Many of you who attend EAA OSHKOSH may


by Espie "Butch" Joyce

STRAIGHT & LEVEL by Espie "Butch" Joyce Many of you who attend EAA OSHKOSH may recall

Many of you who attend EAA OSHKOSH may recall that we lost our grass runway a couple of years ago when a new paved taxiway was constructed, cutting our old grass run­ way in half. Since that time, we have been looking for a new site for those Antique/Classic airplane pilots who prefer to operate off of grass. I re­ ceived a phone call from A/C Direc­ tor Gene Chase the other day related to our efforts in this regard. With all of the changes that have occurred on the airport, it had been difficult to find a site. It seems each time we think that we have found one, it does not work out. Be assured there is no political reason for this, but that an airport operation such as Oshkosh can become very complex. We will continue to pursue this grass runway for the future, and will keep you posted on our progress. Gene then proceeded to tell me that H.G. wanted to speak to me, and looking at the calendar, I knew what he was looking for. It was once again time for me to submit my Straight & Level column. That was about four days ago, and I have been racking my brain during that time trying to figure out what I was going to talk to you about this month . I was under the weather the first couple of days so I did not get too serious, but Sunday was " getting on the ball time," as Monday I was going to have to do some writing. There are two ways to get in the "writing about vintage aviation" mood: go to a fly-in or read a number of aviation publications. Well, there were a number of fly-ins around that

2 OCTOBER 1995

weekend, but it rained all from Friday to Sunday. I don't know about you guys, but I usually do my best reading and thinking in a room that is about 8 x 10 with a door that you can close to keep out the skunks, one that sur­ rounds you with tile and good light­ ing. However, it's hard to stay in a room this small for a weekend. What really jumped out to me this past weekend is this: Have you ever stood back and looked at how many publi­ cations are printed that are of total aviation interest? If you take all of the "classified, for sale" papers, the regional "news type" papers, all of the state DOT aviation division pa­ pers/newsletters, type club newslet­ ters, insurance company newsletters, federal government newsletters, na­ tionally known magazines and the membership magazines (of which your VINTAGE AIRPLANE is one {and one of the best)) you can see that a lot of people are involved and interested . I think the only other business having this much coverage is the computer industry! Based on what I see in this moun­ tain of paper, interest in aviation is alive and strong. For your informa­ tion, in 1994 there were 17 manufac­ turers in the United States producing (certified) piston powered airplanes. These 17 offered 51 different models from which to choose. There are five U.S. specialty companies that make agricultural planes and sailplanes. I think it's safe to say there are also eight foreign companies offering good products. These figures do not take into consideration the turbine, jet, airline or helicopter markets. Out of

all of this, your Antique, Classic and Contemporary aircraft are some of the most desirable to own, and there are individuals looking to own one every day. We have a bright future ahead of us. One of the side benefits of review­ ing all of this reading material is that I ran across an ad for a company called ESSCO, 426 W.Turkeyfoot Lake, Akron, OH 44319, (216/644-7724); they call themselves "The manual people ." I got a list of the manuals they offer and it was a very complete inventory indeed. They offer all types of pUblications; for example, engines - Kinner, Lambert, LeRhone, Warner, etc.; flight manuals for all kinds of air­ craft, and other items you would have thought to be lost. Some of you may have already known about this com­ pany, but for those of you who don't, here's your chance to update or fill out your maintenance manual library. This issue of VINTAGE AIR­ PLANE is your EAA Oshkosh ' 95 re­ view issue; we hope you enjoy it this month. We would love to have some technical articles submitted from the membership; we also welcome any other items of interest. You do not have to be a polished writer; the staff (H.G.) can help to work it over and make you sound like the next Ernie Gann! The Antique/Classic Division is proud of each of its members and we want you to stay with us. Ask a friend to join so they can be part of us. Let's all pull in the same direction for the good of aviation. Remember that we are better together. Join us and have it all!

compiled by H.C. Frautschy WAG AERO SOLD Aviation retailer and services company Wag Aero has

compiled by H.C. Frautschy


Aviation retailer and services company Wag Aero has been so ld , along with the

over hau l and repair fac ilities that are part

of its corporate structure, Aero Fabrica­

tors and Whirlwind Propeller shop. Bill Read and Mary Myers, a husband and wife team involved in the banking busi­ ness in the Milwaukee area have bought the compan ies from Bobbie and Dick Wagner. Mary Read will serve as the Wag Aero Group's president, and wi ll be assisted by her husband, a licensed pilot. Dick and Bobbie will have more time to devote to the Wagner Foundation which operates orphanages in the Phillip­ ines and Bolivia, and provides food and medical supp li es for the needy in under­ developed countries.


Belford "B.D." Maule , age 83, Moul­

trie, GA. The designer and builder of the Maule series of aircraft, B.D. was a long time EAAer an d a member of the OX-5

as an honoree of both th e

Michigan and Georgia Halls of Fame. He careful stewar dship of hi s sma ll , family run aircraft manufacturing business en­ abl ed Maul e, In c. to weather th e diffi cult times that ca used the declin e of small air­

Cl ub , as well


James A. Damron, age 55, Columbus,

MT. A United Airlines pilot and Army hel icopte r pilot in Vietnam, James was also a very active Antique/Classic pilot. H e fl ew hi s 1949 Pip e r PA-18 Super Cub non-stop across the United States in 1991.

He was an eloqu e nt writer, able to put hi s A/C ex pe ri ences down on

R eaders of Vint age Airplane may reca ll

his story deta ilin g hi s trip to give an entire

school an airpl ane rid e in his

article "A ir­

~ort K!ds - The Dream Still Lives" pub­

lished ID th e D ece mb e r,

1994 issue. His

effo rt s to give kid s the e xperi e nce he so

as a fitting memori al to and flight.

e njoyed ca n sta nd his passio n for life

clearly pa pe r.

manufacturin g in the U.S.

James A Rollison, Sr. Vacaville, CA.

Father of Antique/Classic advisor Jimmy Rollison, J ames Sf. was a active and tal­ ented en thusiast of vintage airplanes. The family Cessna 195 is one of the most


outstandin g exam ples of th e Cessna

nessliner, and its brilliance is due in large

part to the extraordinary effo rt he put into the restoration of th e airplane.


During EAA OSHKOSH '95 FAA Administrator David Hinson announced the FAA would publish an NPRM allowing medical self-certification for recreational pilots and removing the 50 mile limitation placed on the Recreational pilot's certifi­ ca te. That NPRM ha s now been printed in the Federal Register. The significant points of the proposal are:

- The prop ose d rule will a IJ ow for the se l f certificatio n of medical condition for those exercising the privileges of the recreationaJ pilots License. The proposal will remove the 50 mile restriction from the current recreational pilots License. - Curre nt private pilots can exercise the privileges of a recreational license without performing any retesting, notification, or any other contact with the FAA or a CFI. Private pilots ~ith 7xpired medicals could fly as a recreational pilot by making a statement of medical fitness and obtaining a Flight Review. - The public has until December 11 to respond to the proposed rule. -An y p~rs?n may a.copy of.thi s NPRM by submitting a request to the Fed­ eral AViatIOn AdmllllstratJOn, Office of Public Affairs, Attention: Public Inquire Center, APA-220, 800 Independence Av. SW, Washington, D C 20591 or by caHing 202/267-3484. Requests should be identified by the NPRM number (Notice No. 95­ 11) or docket no. (Docket No. 25910).

mail e d in triplicate to: Federal

C?~men ts o~ t~e p~oposals may be delivered or

AVlatlOn Admimstratton, Office of Chief Counsel, Attention : Rules Docket


~O) 25910, 800 Ind epe ndence Av. SW, Washington , DC 20591. For


fiZ::matlOn contact : John Lynch, Certification Branch, AFS-840, phone 202/267­

~ach of you should write th e FAA in support of this NPRM. You can send copies of your letter to both your congressmen and represe ntatives, asking for their support. In your own words , you may wish to point out how this revised rule would:

-reduce the cost of processing third class medicals for the FAA -reduce the cost of sport aviation for the public -reduce the regulatory burden of sport aviation In your letter you should also mention that the proposal will not have an adverse ~ffect on the safety of sport aviation, and now it will help revitalize the depressed mdustry of sport aviation. In you response, make it clear that you are only responding to the portion of the t~e p~oposed rule that deals with recreational pilots. There are many other provi­ SlO~s m. the proposed rule that deal with other subjects, and it must be clear to those revlewmg the comments that you are responding only to the recreational pilot changes. If you wish to comment on the other portions of the NPRM not outlined here obtain a copy and read the NPRM carefully.


The propose~ rule do~s.not ~llow ~hose who are not medically fit to fly to do so. lf a current medical conditIon dIsqualifies a pilot from holding a medical certificate, the pr~po sed ~ule do~s not allow ~~em . to circumvent medical requirements by self certify~g. With medlca~ self c~rtificahon comes the responsibility to ground our­ selves If we are not medlcaJly fit. If we don ' t accept this responsibility in a mature manner, the FAA wiH reimpose its will in this matter. In addition to medical self certification, the removal of the 50 mile limit on the rec r~ational pilots certificate should make this level of pilot certification more at­ tractIve.

. Many spor.t av~at.ion ~ircraft are flown within the recreational pilot guidelines, With the 50 t;nile lIout ~emg a notable exception. The recreational pilot certificate alJows the pIlot to fly fIXed gear, single engine aircraft that is certified for no more

has an engine of no more than 180 hp. The recreational

pllot IS further limited to day VFR flight in airspace not requiring communication

with ATC and can carry only one passenger. i\dditional information on EAA's stance on this issue is contained in article startmg on page 18 of the October issue of Sport Aviation.

t~an ~our occup~n~s, and

M A I L I should have followed my hunch. Oh well, you can't win
M A I L I should have followed my hunch. Oh well, you can't win


I should have followed my hunch. Oh well, you can't win 'em all. Many thanks for writing and keeping me on my toes!

Kindest Regards,

Norm Petersen


Dear Mr. Frautschy,



Loved the July issue of Vintage Air­ plane. The more Gee Bees the better!

I did pick up one little discrepancy in

Mr. Petersen's article on the Buckeroo.

The fly off was between the T-35

Buckeroo and

which was not jet engined. The jet Cessna T-37 came much later.

I find it very interesting that the T­ 35 lost the competition even though all the pilots rated it above the T-34. The Air Force picked the Beechcraft be­ cause the Buckeroo was a taildragger and they only had tri-gear airplanes in their future. See, Stinson pilots do read the arti­ cles and not just look at the pictures. Keep up the fine work.

the Beechcraft T -34,

Gene DeRuelle Studio City, CA


Hello Norm,

I was surprised and a bit amused that a caption slipped by the 01' float pro. Please peruse page 22 of the Au­ gust issue of Vintage Airplane and note the Stearman C3B. A great aeroplane and superb performer on wheels or floats, the C3B pictured is on a an early set of C-2525 EDO 's, although it was usually flown and certified on P-3300 floats. Besides no bumper on the scowl type bows, the dead giveaway lies in the overdeck spreader bar, found only on the EDO H,I,L,M,C and E floats. Also, the C models first used on the Waco 9 are significantly shorter at 16'0", while the P-3300 are an imposing 18'4". With the volume of work you folks do, I am very pleased and astounded at how very few errors appear in the EAA works.

All good wishes, Larry Harmacinski Elkhart, IN

Dear Larry,

It's getting harder and harder to sneak one by the readership! So far, you are the only one to catch the P-3300 error . Con­ gratulations! I had checked the Group Two approval 2­ 124 and noted the C3B was approved on P­ 3300. The photo had the words EDO Deluxe Floats on it which should have put me wise. In addition, my first impression if the photo was, "Gee, those floats look small."

I do not know if I reported it wrong or if it was a typographical error, but the Jamison Jupiter wingspan is 29 feet, not 19 feet as printed (June 1995, page 26). I continue to enjoy your fine pUblication.

Sincerely, Earl F. Stahl Yorktown, VA

It was a typo, Earl. Our apologies, and once again, thanks for sharing the Jupiter photos with us. - H.G. Frautschy

for sharing the Jupiter photos with us. - H.G. Frautschy UNDERWOOD NOTES Hi,H.G.! R e the



R e the Carrier Pigeon: It is worth mentioning, I think , that the great Art Smith met his end in the original article. He was service testing it on the night mail 12 February '26 in weather and hit a tree near Bryan, OR. This resulted in AI Menasco going, reluctant ly, in to the aircraft engine business. AI inherited Smith's warehouse full of 240 hp Salmsons, which subsequently became Menasco-Salmsons after conversion to air-cooling. Looks like Lindbergh in the middle picture, page 6.

(See photo above. - HGF)

Re Doc Roy's letter: Yes, Estes owned a Laird LC-DE Speedwing Jr., which was a sister ship to the "Solution." It was so small that it made its 145 hp Warner Super Scarab look big.


John Underwood

Glendale, CA

4 OCTOBER 1995

1995 National



by Ray Brandly

President, Nation al Waco Club

(Above) Jack Goodnight's Waco ZVN-8 is still looking good

after it 's restoration a few years ago. Jack napolis, NC.

is from Kan­

(Right) Bob and Doug Leavens were international arrivals from Toronto, Canada with their Waco GXE.

Wacos from New York, New j ersey,

Pennsyl vania, North Caro lin a and Ca nada winged their way back to Mount Vernon, Ohio to join Wacos from Michiga n, Indiana and Ohio for the 36th Annual Waco Reunion. Some of the finest and most colorful Wacos flying today touched down on beautiful Wyncoop airport. many persons from far and near enjoyed the ir first ride in a


The de lic ious annual awa rds banquet on Saturday

evening was aga in a very enjoyab le success. Man y have

already made plans to attend th e 37th annual Nationa l Waco Reunion june 27 - 30, 7996 at M ount Vernon, Ohio.

(Above) Sunburst color schemes are often attractive on curvaceous biplanes, and Fred Schmukler's UPF-7 looks great with it's red and white colors.

(Below) Mike Brown's UPF-7 from Dayton, Ohio and Joe Maguire 's UPF-7 from Canton, Ohio.

6 OCTOBER 1995

(Left) Bill Bohannan's Waco YKS-6 (left) and Jack Race's UPF-7 got lots of atten­ tion on the flight line at Wynkoop airport.

(Below) A very smart looking UBF-2 from Ringoes, NJ. It belongs to John Bussard.

(Below) Three different Wacos high­ light the ability of the Waco craftsmen to build outstanding biplanes. From left to right they are: Joe Maguire's UPF-7 from Canton, OH, Tony Mro­ zowsky's ASO and the newly restored Waco CRG of Pete Heins of Dayton, OH.

by H.G. Frautschy C-4 engine rated at 125 hp. Type certificate was issued 8-24­ 37.
by H.G. Frautschy C-4 engine rated at 125 hp. Type certificate was issued 8-24­ 37.

by H.G. Frautschy

C-4 engine rated at 125 hp. Type certificate was issued 8-24­ 37. It was manufactured by Argonaut Aircraft Inc. at N. Tonowanda, NY. Hope I guessed correctly!" First hand recollections are always interesting, and Earl Van Gorder, of Tonawanda, NY was a young lad who haunted the Argonaut shops during the mid-1930's. Here's what he wrote:

" About the old Argonaut Pirate. I sure appreciate the

photo copies you sent. They really bring back memories, es­ pecially the old hangar. The shops, where I worked, were in­ side the hangar. The hangar and the field were originally a test fie ld for Consolidated, when they had their factory in Buffalo at 2050 Elmwood Av., which later became the first home for Bell Aircraft when Consolidated moved all opera­

tions to the west coast. I used to ride my bike out there and watch the old Fleets and Fleetsters fly. The test field was in

Tonanwanda , which

was my home then, too.

Th e photos are particularly interesting since, as you said,

This month's Mystery Plane is one of the many pre-war military hopefuls. The answer will be published in the January 1996 edition of Vin­ tage Airplane. Answers for that issue of Vintage must be received no later than August 25, 1995. The July Mystery Plane elicited a number of responses, including this one from Frank Goebel of Joliet, IL. He writes:

"I would like to take a crack at identifying the Mystery Plane in the July issue of Vintage Air­ plane. The plane is the Argonaut 'Pirate' H-24. It was powered with the 4 cylinder inverted Menasco

The Argonaut Pirate as built by the Buffalo, (Tonawanda) NY company during the mid-1930's. This is the model H-24, in what was to be the pro­ duction configuration. A close comparison be­ tween the photos on this page and the next page will show some slight differences. You can also see that the right aileron was not installed for this publicity picture and the shot on page 8.

also see that the right aileron was not installed for this publicity picture and the shot

Compare these two shots of the Arg­ onaut H-24 Pirate. The change in rudder shape is the most noticeable ­ The top of the rudder and fin is more rounded in the lower photo, and the lower portion has a more flattened

curve. Apparently the Pirate was found to be lacking in vertical stabi­ lizer/rudder area, so
curve. Apparently the Pirate was
found to be lacking in vertical stabi­
lizer/rudder area, so a fix was made.
(Below, right) This is the only photo­
graph of the cockpit of the Pirate
we 've
been able to come up wit h.
The sma ll j ump seat mounted be­
tween the two cockpit seats is visible,
as is the center instrument panel
flanked by the round control wheels.
. really only a bicycle chain and a couple
of sprockets which you used to wind it up
and down by hand. I spent two days do­
ing that winding in the hangar, while it
was up on blocks. At first it was mighty
stiff and I had keep cranking it up and
down and adding lube unti l it got to the
point of fairly easy operability. I sure de­
veloped some arm muscles in those two
days . Retraction was very basic - with

the hull appears to be silver with a trim stripe. This was not the final color of the aircraft, as ] remember it. I also think I


entire aircraft was doped silver before the final color coats. I also think] remember

why this photo (the shot used in the Ju ly issue) came about. Publicity was hard to get for "unknowns" in those days and when an opportunity presented itself for some free advertising, they would do a hurried assembly job and roll the old bird


out for photos . My guess would be

the trim stripes were applied with tape to give a more finished look. You will note that it also appears that the right aileron is not installed . "The final colors of the Pirate were medium blue hull (fuselage) with in­ ternational orange wings and tail sur­ faces. The engine cowling and struts were also blue. (This corresponds with the color scheme as described in a fac­ tory brochure - the medium blue was called "Argonaut B lue" - HGF) "Advertising specs also referred to it as a '3-place' aircraft which was not en­ tirely true. There was a little jump seat a . bit to the rear of the two front seats and a passenger there (no more than a young child could be carried) pu t his feet be­ tween the two main seats. I never saw it

know why the silver in the photos

fly with more than two people. Actua lly,

the jump seat area was best used for a bit of luggage, or whatever. "] had one ride in the old bird when it

was flown by Dick Benson, who was offi­ cial test pilot. That was a reward for and entire two day's work breaking in the re­ tract system which was totally manual

it just

swiveled up 180 0 until it was under the wing. "Of course, you must rea lize that I might be slightly inaccurate on some points - after all , ] was 16 years old at the

the gear moun ted at the strut top,

time, and I'm 74 now!

(Continued on page 27)

Argonaut H-24

Pirate Research sources: Earl Van Gorder, Josep h Juptn er,
Research sources: Earl Van
Gorder, Josep h Juptn er,

U. S. Civil Aircraft, Vol. III








a: ~



-, 8 '5

8 OCTOBER 1995




by Richard C. Hill


The downwind turn during a landing approach presents a number of chal­

lenges to the aviator. As an illustration, we'll use EAA's Pioneer Airport as an example. When operating the planes at Pio­ neer Airport, pilots are most often faced with unfavorable winds. The runway is laid out northwest-southeast. Cross­ winds flow over the EAA Air Adven­ ture museum complex from the south­ west and over the trees and hangars

the nort h and east. In either case,


when the gusts roll over those objects and across the runway, they create a major problem for the landing aircraft. If the wind is not a lm ost parallel to the runway, the pilot is forced to make a complicated turn to the final approach.

is covered. This ca uses a dive toward the touchdown zone. Any increase in airspeed causes a long landing flare and the plane touches down after much of the runway has passed. The pilot can anticipate this and pre­ pare himself by estab lishing the proper approach speed ear l y. In order to do this, altitude must be adjusted accord­

ingly early in the approach seque nce. The turn onto the base leg should be made a bit lower than normal and final ap proac h speed shou ld be establ ishe d when the turn is completed. T he current philosophy concerning landing approaches is one that estab­ lishes a 3.5 degree glideslope, with an

airspeed of 1.3 over sta ll . This combina­

tion alo ng with a stabilized power set­

ting gives the optimum com­ fortable ride. Due to the very restrictive parameters at Pioneer, we are not blessed with this type of approach. In order to make o ur approaches we must use a steeper glidepath . If not pre­ pared, this increased rate of descent wiU produce higher ap­

proach speeds. The Pioneer traffic pattern does not exceed 500 feet on the down­ wi nd leg. Pilots must be prepared to start shedding this altitude as they enter the base leg. They must also be at the proper speed by this time, or they will constantly be too fast due to the tail­ wind component when turning final. Remember also, the tailwind shorte ns the amount of time available for de­ scent on base leg.

If th e pilot does n ot estab li s h the

proper altitude early, he must force the

note d , this in turn in­

creases th e necessa ry bank in th e turn

pl a ne down . A s previou sly increases th e speed, which

The pilot can

prepare himself by establishing

the proper approach speed early. In order to do this, altitude must be adjusted accordingly

early in the approach sequence. The turn onto

the base leg should be made a bit lower


normal and final approach speed should be

established when the turn is completed.

The most severe condition is the southeast landing with a southwest wind component. This gives us the down­ wind turn from Base to Final. Due to the restrictive location of Pioneer Air­ port, the Final ap proach leg is extre me ly short and demanding. Landin gs from the north are co nstrained by a shor t (1/4 mil e) final approac h , in order to keep clear of Wittm a n fi e ld traffic on runw ay


On the Base leg of this pattern with the above mentioned wind condition, the pilot is faced with a n increased ground speed and a tight turn to Final. With the high ground speed due to a

tailwind, in s ufficient

while the short distance over the ground

altitude is lo s t

to final. Then, with the turn completed and approaching the touchdown spot, the tailwind has disappeared. This

changes the pilot's perception (related to groundspeed) and to complicate mat­ ters, he then finds himself wrestling with a gusty crosswind on the roll-out from the turn. Approaching the touchdown spot, he will have an excess of airspeed and as he moves into the shelter of the mu­ seum building, he will enter a protected area and encounter a "no wind" condi­ tion, or a turbulent area, depending on the wind velocity. Now the plane has to float down the runway, bleeding off all of that speed before he can land. At about this same place, the runway starts a ge ntle downward slope at the far end of the runway. What's the point of all this? Be on speed, and be at a proper altit ude as

you enter the Base leg. Be prepared to land on the touchdown spot. If you are fast, if you are passing the optim um spot for the touchdown, make a wheel landing and then reduce the speed with the brakes. If this is not practicable, es­ tablish a go around and be set up prop­ erly for the next approach. Spend some time on your home field practicing short field landings. (It does almost no good for one to do this prac­ tice in a nosewheel plane.) Do a bunch of wheel landings. Estab lish a program where you duplicate this pattern and demand perfection of yo ur techniqu es. Do not allow your speeds to vary on ap­ proaches. Do not permit yourself the

making sloppy approaches

luxu ry of

with high speeds over the fence. Un­ derstanding how a tailwind will affect the ground track of your approach wiU help you anticipate the pote ntial hazard of a steep base to final turn, and plan an approach that will put you at th e right altitude and airspeed as you roU out on final. Only with practice can you be­

come attuned to the vi sual cues

that will

allow you to accurately judge what is happening during your landings, so be

sure to get out there and practice!

Antique/Classic Excitement at


by H.G. Frautschy

If the sights and sounds of older airplanes gets your blood racing, then EAA OSHKOSH '95 was the right place to be this summer. An outstanding number (170) of Antiques graced the field along with 684 Classics and 236 Contemporary airplanes. It seemed that no matter what you were looking for, you could see it on the grounds of the Convention. Come take a look

10 OCTOBER 1995

(Above) Dean Richardson, (center, in the red shirt) is an antique/classic advisor as well as a Classic judge. Dean and his wife Wendy also serve as the hosts for the Antique/Classic Past Grand Champi­ ons breakfast. Bill Turner entertained the attendees with stories of the building and flying of the various racer replicas he has been involved with over the years.

(Left) The Antique/Classic Division's An­ tique Grand Champion is the biplane in the foreground, a 1937 Bucker Jung­ meister restored for E.T. "Woody" Wood­ ward of Franklin, TN by Joe Fleeman of Lawrence, TN. Joe is flying the Jung­ meister, while Woody is flying the Bucker Jungmann he recently restored. Look for an article on these two biplanes in the November issue of Vintage Airplane.

(Below) Robert Ragozzino, Norman, OK hopes to become the first to fly solo around the world. "The Spirit of Okla­ homa" is the name of the project and 450 hp Stearman you see on the fuse­ lage. Equipped with modern avionics and a belly auxiliary tank that boosts the range of the Stearman to over 1000 miles, the flight should prove to be quite a challenge for both pilot and airplane. The current record for an open cockpit circumnavigation of the globe stands at 175 days, set by the Army Douglas World Cruiser flyers in 1924. For more informa­ tion on the flight, you can contact Robert

at 405/360-0736.

Army Douglas World Cruiser flyers in 1924. For more informa­ tion on the flight, you can

(Right) In the WW II Military Trainer/Liaison category, here is the winner of the Outstanding trophy, John Vorndran, Stoughton, WI and his 1940 Stearman PT-17.

(Below) Darrell Miller of Ann Arbor, MI brought his modified Curtiss-Wright Travel Air 12Q to the Conven­ tion this year. It looks a bit different than it did in 1931 though - the fuselage has been metalized. Originally powered by a Wright Gipsy engine of 90 hp, it's now powered by a Lycoming 0-320.

(Above right) Your 1995 Antique Judges were: (back row,left to right) Chief judge Dale Gustafson, Faye Gustafson, Mike Shaver, Don Coleman, "Ace" Cannon, Xen Motsinger, Ken Morris, Bill Johnson and Dave Anderson. In the front row are (left to right) Steve Dawson, John Pipkin, Dave Morrow, Dave Clark, Gene Morris and Bob Kitslaar.

(Above) Alan Buckner's Immaculate Waco QDC was picked as the Antique Reserve Grand Champion.

(Above) Wacos as far as the eye can see! The American Waco Club spent over

(Above) Wacos as far as the eye can see! The American Waco Club spent over a year organizing a mass fly-in to the EAA Convention, and the results were amazing - 30 Wacos arrived together, and another 14 were also on the field, for a total of 44 biplanes. Congratulations to presi­ dent Phil Coulson and the American Waco Club.

to presi­ dent Phil Coulson and the American Waco Club. (Right) The pick of the Closed
(Right) The pick of the Closed Cockpit Monoplanes was this pretty '38 Fairchild F-24K, belonging
(Right) The pick of the Closed Cockpit Monoplanes was
this pretty '38 Fairchild F-24K, belonging to Warner and
Wendy Griesbeck, Aldergrove, B.C., Canada.
(Above) Winner of the Outstanding Open
Cockpit Monoplane, this is Gene Chase's 1933
Davis D-1-W.
(Above left) Steve Pitcairn's Waco CUC was
one of the 44 Wacos on the airport, and was
picked as the Bronze Age (1933-1944) Out­
standing Closed Cockpit biplane.
(Left) Another airplane in the WW II Military
Trainer/Liaison category, this 1942 Interstate
L-6 belongs to Clay Smith of Athens, Al. It
was presented with the Runner-up trophy.

12 OCTOBER 1995

(Left) Simple is sometimes the best - Marion Burton of Little Rock, AR can subscribe to that philosophy while flying his Piper PA-17 Vagabond, picked as the Best In Class winner in the Piper classification.

(Below) Orlo Maxfield's son John poses with the Re­ serve Grand Champion Lindy presented to
(Below) Orlo Maxfield's son John poses with the Re­
serve Grand Champion Lindy presented to his father
for the restoration of his Funk B-SSC. Orlo is only the
second owner of the airplane, the first being the Funk
Manufacturing Co! See the story beginning on page
20 for more on this sleeper of a classic.
(Above) The Luscombe TSF Observer is one of the
more unusual looking classic airplanes and comes with
33 sq. ft. of plexiglass and four opening windows. Dur­
ing EAA Oshkosh we had these four TS's (there's only
ten to twelve flying!) in one spot, along with their own­
ers. Form left to right are: Irwin Reeb, David and Ray
Fulwiler, John Neely, James and Alan Bendelius.
(Right) Ray Johnson's Aeronca 11AC Chief is back in
the skies after a rebuild with the help of his friends in
EAA Chapter 304 in Jackson, MI. It's the Class II (0-80)
hp Champion.
the help of his friends in EAA Chapter 304 in Jackson, MI. It's the Class II

195's seem to bring out the best in many restorer/owners. This is the 195 belonging to John Preiss, College Station, TX. A high scoring Classic, it was the 1994 Reserve Grand Cham­ pion - Classic.

Mike Horn's Piper J-3 took home the Best In Class trophy. Mike's from North Little Rock, AR.

The Best In Class winner in the Cessna 170/180 category is this Cessna 180 belonging to Alan Drain and Steve Kleiner, Bozeman, MT. Norm Petersen happened upon the airplane during a visit in the west during this past spring.

14 OCTOBER 1995

(Above) The 1995 Classic judging corps­ From left to right, starting with the back row we have: Karen Stephenson, Clyde Bourgeois, Joan Steinberger, Jerry Gippner, John Swan­ der, Chairman George York, Frank Bass, John Womack, Paul Stephenson and Frank Moyna­ han. In the front row, Left to right: Jean LeMay, Kate Tiffany, Shy Smith, Larry Keitel and Kevin Pratt. The hat in front? Oh, that's Dean Richardson!

(Left) Registered to Airknockers, Inc. of Wadsworth, IL, this is the Best In Class - Aeronca Champ winner, a model 7BCM.

(Left) Leroy and Pat Geisert of Medford, NJ have been coming to the EAA Con­
(Left) Leroy and Pat Geisert of Medford,
NJ have been coming to the EAA Con­
vention for the past eighteen years in
the same Cessna 180, a 1953 model.
(Below left) Mooney Mites are always of
interest, and Ted Teach's Mite had lots
of folks looking at it, based on the worn
down grass around it. It was the winner
of the Limited Production trophy.
(Below) Our Class III (151 and up) award
winner for 1995, this is James Sayers
very pretty Cessna 195. James is from
(Left) Photographer Jim Koepnick caught this beautiful shot of an original Globe Swift belonging to
(Left) Photographer Jim Koepnick
caught this beautiful shot of an original
Globe Swift belonging to Duane Gold­
ing of Marion, TX.
(Below) The Antique Classic Workshop
tent has grown in popularity year after
year, and features various aspects of
antique/classic aircraft repairs and
construction. AlC Workshop Chairman
George Meade (right) works on cover­
ing a rudder with the Poly-Fiber
process, while Co-Chairman Rich Fis­
chler works on an aileron.
t ~
The Grand Champion Con­ temporary, a Cessna 150 built in 1958 and restored by Craig

The Grand Champion Con­ temporary, a Cessna 150 built in 1958 and restored by Craig Roberts of Aurora, OR. This isn't just anyone-fifty, it's the first production 150 off the line at Wichita.

(Right and below) "Bonanzas to Oshkosh" is the remarkable mass fly-in organized by members of
(Right and below) "Bonanzas to Oshkosh" is the remarkable
mass fly-in organized by members of the American Bonanza
Society. After their late afternoon arrival (when the first arrivals
were touching down in Oshkosh, the last were coming up on
the lIIinois/wisconsin border north of Rockford, IL!) the partici­
pants all got together for this big group shot.
'" :i

(Above) Larry Van Dam of Riverside, CA was the winner of the Contemporary Class III (231 hp and up) award with his 1957 Beechcraft Bonanza.

(Above right) This year's Contemporary Judging crew consisted of (left to right) Art Anderson, Den­ nis Agin, Tim Greene, Becky Greene, Rick Duck­ worth and Co-Chairman Dan and Dick Knutson.

(Right) The Best Bellanca trophy in the Contem­ porary class is this bright example flown to the the convention by owner Drew Peterson, Yelm, WA.

16 OCTOBER 1995

Contem­ porary class is this bright example flown to the the convention by owner Drew Peterson,
'95 Seaplane Fly-In A Record Turnout Creates an Even Bigger Splash with this year's Convention

'95 Seaplane Fly-In

A Record Turnout Creates an Even Bigger Splash with this year's Convention Attendees

by Norm Petersen

The camaraderie of the seaplane crowd was at an all-time high this year as the num­ ber of seaplanes swelled to 126 in attendance for the EAA Oshkosh '95 Seaplane Fly-In. The old mark of 115 seaplanes was set back in

1992. In addition to the large number and

wide variety of seaplane types, the "best kept secret of Oshkosh", namely, the serene and peaceful Vette Seaplane Base, has somehow become known to the multitudes. It has long been suspected that many pilots and "wish-to-be" pilots have a latent interest

in flying off the water. Apparently the oppor­ tunity to visit the Vette Seaplane Base was the trigger, because they came in droves this year. From one "Seaplane Base Shuttle Bus" at the start of the convention, it was necessary to expand to four buses on the busy weekend to hand le the huge traffic flow. Nearly 16,000 excited folks rode the buses and the expanded Seaplane Base parking lot

several oc­

(180 cars) was full to the brim on

casions and overflowing on Saturday. Although there were many activities

the seaplane fo lks, the highlight of the week­


end was the Saturday Night Bratwurst a nd


Feed , a " bash" that was literally

nd Watermelon Feed , a " bash" that was lit erally (Top) This aerial photo of

(Top) This aerial photo of the Vette Seaplane Base by Mike Steineke shows 81 seaplanes in the anchorage and along the shore plus the newly enlarged parking area next to the woods.

(Above) From way out in Quebec, Canada, comes this beautiful Piper PA-18 Su­ per Cub, registered C-FKTW, mounted on a set of Edo 89-2000 floats and flown by Gary Milot. The beautiful condition of this airplane earned it the Best Fabric Floatplane Award at Oshkosh '95.

(Above) Taxiing away from the dock amid the looks of many watching people is Aeronca Chief S-65-CA, N34401 , SIN C­ 14261 , mounted on a set of matching Edo 60-1320 floats. This pretty antique was flown in by Alan Gray of Lake Anne, MI.

oversubscribed. With the huge crowd waiting in anticipation, the "Polka Pi­ lots" from St. James, MN, cut loose with their lively music played by Bob Ander­ son (accordion), Ken Stradtman (guitar) and Norm Petersen (accordion) with some really fine help from Mike Kolb (drums & button box) and Roger Go­ moll (tuba). The normal one hour serving time stretched to over two hours - when the food finally ran out with a few folks still waiting - and the band was almost out of gas! The evening program included a fine talk and slide show on the joys of fly-in fishing at Jack Mark 's Wilderness North Camps out of Armstrong, On­ tario, Canada. The lure of such places is e nough to turn any red-blooded f1oat­

18 OCTOBER 1995

plane pilot into heading north at dawn tomorrow. Normal capacity of the Vette Seaplane Base is approximately 75 moorings, how­ ever, this year, as the stream of float­ planes kept arriving, the crews were busy setting out new mooring buoys as fast as they could put them together and place them in the water. (The volunteers in th is exercise were absolutely "above and be­ yond" the normal call of duty and an ex­ treme debt of gratitude is owed to this valiant bunch of workers.) When the shouting was over, some 86 buoys were in use and several f10atplanes were placed along the precious shoreline where park­ ing was at a premium. Every airplane had been properly taken care of when the sun slipped beneath the western sky and the overworked volunteers breathed a collec­ tive sigh of relief. The Vette Seaplane Base was literally stuffed with seaplanes. Over in the nearby Base camping grounds some eighty camp sites were full and the campers enjoyed a new surprise this year - genuine showers! Sure, they were portable showers brought in to work from a newly drilled well, but the treat was appreciated and brought smiles to the faces of the campers. The seaplane judges had their work cut out for them this year as the quality of workmanship in the restorations was con­ siderably above previous years efforts. Chairman Ric Henkel and his busy crew totaled the scores and came up with a

(Left) Pulling in close for the camera is AI Nordgren's Grumman Widgeon, N69058, which ran off with all the marbles when it garnered the Grand Champion Seaplane "Lindy" trophy at EAA Oshkosh '95.

(Below) Winner of the Best Amphibian Award plus the Antique Champion Trans­ port "Lindy" was this immaculate Grum­ man G-21 Goose, N121GL, flown by Jerry and Betsye Holmes of Chattanooga, TN. Notice how photographer Jim Koepnick, has carefully caught both engines with one prop blade pointing down as Jerry powers up for takeoff with some right rudder to compensate for torque.

Grand Champion Seaplane Award for AI Nordgren, Troutdale, OR, and his immac­ ulate Grumman G-44 Widgeon, N69058, SIN 1291. The complete story on this

1944 amphibian and its total restoration was re lated in the August 1995, issue of VINTAGE AIRPLANE. After running off with the "Best Am­

Award " at Sun ' n Fun '95, AI

brought the pretty seaplane to Oshkosh for the " really big shew" and proceeded to garner the "Lindy" award for Grand Champion Seaplane at Oshkosh '95. AI reports the extra weight of the trophy didn't slow the airplane one bit on the way home. The award for the "Best Amp hibian" at Oshkosh ' 95 was taken home by Jerry and Betsye Holmes of Chattanooga, TN, with their magnificent Grumman Goose, N121GL, SIN B-49. In addition , the Holmes ' earned a Champion "Lindy" award in the antique transport category with their pretty Grumman. This color­ ful twin-engine machine ran off with the


Grand Champion Seaplane Award at Sun 'n Fun '95, so you can well imagine the caliber of the restoration. Although a few Grumman "Geese" have been converted to turbine engines, this particular exam­ ple is still powered with a pair of ex­ tremely clean Pratt & Whitney R-985 en­ gines of 450 hp. Built in 1944, the G-21 Goose served

before going to Hon­

duras. From there it returned to the U. S.

in the U . S. Navy

and Dean Franklin owned it for nearly twenty years. Chuck Greenhill of Kenosha, WI, spent considerable time and money on the old girl, bringing it up to a highly presentable condition when it

was sold to the Holmes' in 1994 - just fifty years after it was built! Since then, it had been continually up­ graded with a new super-soundproofed interior, new instrument panels (including the co-pilot) and all new avionics. The in­ stallation of Beech King Air seats really added class to the passenger compart­ ment. These are mounted on special rails for easy removal if cargo is being carried. Jerry reports the Goose will indicate 130 kts at cruise, burning about 45 gph, while hauling a very respectable load. Normal gross weight is 9200 lbs. and the maximum number of people on board can be eight. Jerry earned his multi-engine seaplane rating in the Goose although he had been single-engine seaplane rated for a number of years. He and his lovely wife, Betsye, fly the Goose between Chat­ tanooga, TN, and Ft. Lauderdale, FL on a regular basis with 1995 marking their first trip to Oshkosh. Believe me when I say, "They hauled home the hardware!" Con­ gratulations to a fine couple on a splendid airplane. The Best Metal Floatplane award was garnered by a sharp looking 1954 Cessna 180, N20KK, SIN 31022, mounted on (an unusual) set of Edo 2425 floats and flown by veteran pilot, Karl Kerscher (EAA 223108) of Land '0 Lakes, WI. The Cessna was purchased in 1989 in Toma ­ hawk, WI, with only 1650 hours total time on the airframe and 250 hours on its Con­ tinental 0-4701 engine of 230 hp. A new interior was first on the agenda followed by a new instrument panel with all the desired avionics. The entire air­ plane was painted with Imron and the new "N" number of N20KK (which Karl had reserved for a number of years) was painted on the sides of the fuselage. In addition , the 2425 floats , which are con­ sidered by many to be a bit small for th e

180, were sent up to float

Hautala , in Ely, Minnesota , for overhaul

guru , Wiley

and new bottoms. When they were fin­ ished up with a new coat of Edo silver paint, things were starting to look pretty good. Although the engine was low time, it needed help in the form of chrome jugs and 4-ring pistons to bring it up to top shelf quality. When everything was fin­ ished, the 180 was assembled and a really useful, lightweight, Cessna was at hand. Karl reports the airplane will get out of the water very quickly and haul up to four people if the fuel load isn't too large. Actual useful load is about 900 lbs. at 2750 gross. Normal cruise is 125 to 130 mph at 65% power setting which uses about 12.5 gph. Karl's latest addition is a set of Landes wheel/skis for the 180 so we can expect to see the pretty bird at the Wisconsin skiplane fly-ins also. Congratulations to Karl Kerscher, his wife, Chris and two sons, David and Christopher, who are all pilots and had a hand in bringing the Cessna up to cham­ pionship caliber. You have to admit it is one very pretty classic airplane - even on floats. There were no less than 35 floatplanes from Canada this year along with a sub­ stantial contingent of Canadian folks who just seem to brighten up each day at the seaplane base. They are totally unafraid of hard work when it comes to volunteer­ ing and their appreciation for water flying is endless. And to top it off, their sense of humor is outstanding, which makes every task a bit easier. One of these active sea­ plane pilots is Gary Milot (EAA 379877)

of Ste. Ane du Lac, Quebec, who flew in with his very nice Piper PA-18 Super Cub, C-FKTW, mounted on a set of Edo 89-2000 floats. The Super Cub was totally restored over a two year period by Gary and his friend, Pierre Lambert. New longerons were welded in along with new fittings and the entire airplane was cov­ ered in Ceconite and Randolph dope (13 coats). Other amenities included new sealed wing struts, Booster wingtips and six STC's. Featuring a white and dark blue paint scheme set off by silver floats, the Super Cub drew many attentive looks from the crowds and especially the judges. The fabric work on the airplane was quite outstanding and when added to the deluxe interior, scored very well. A near perfect set of floats, complete with dual water rudders, aided the cause and when the totals were added up, Gary Milot's pretty Piper Super Cub had earned the Best Fabric Seaplane Award at Oshkosh '95. Congratulations, Gary, and we look for­ ward to your return for another seaplane fly-in in Oshkosh. The large and fascinated crowds, the lagoon and creek full of seaplanes and the numerous improvements to the base all contributed to one of the finest and safest Oshkosh Splash-Ins in history. Every one of the many hard working volunteers, who put forth a maximum effort when it was needed, should hold your head high in recognition of a job well done. The four seaplane awards thi s year were won by two antiques, one classic and one contem­ porary airplane - a clean sweep for the Antique/Classic group!

(Above) Very pretty Aeronca Champ on Edo 1400 floats from Canada is regis­ tered CF-PRC and was flown to Oshkosh by Dave Coburn (EAA 492339) of Brae­ side, Ontario.

(Right) The Best Metal Floatplane Award at Oshkosh '95 was garnered by this 1954 Cessna 180, N20KK, mounted on a set of Edo 2425 floats and flown by Karl Ker­ scher of Land '0 Lakes, Wisconsin. You can readily see the much admired flat tops on the 2425's.

John O. Maxfield, Orlo Maxfield's son. He grew up with his father's Funk, and received
John O. Maxfield, Orlo Maxfield's son. He grew up with his father's Funk, and received

John O. Maxfield, Orlo Maxfield's son. He grew up with his father's Funk, and received his first official flying lessons in it.

20 OCTOBER 1995

Orlo Maxfield has been around the fly­ ing business for a long time, plenty long enough to know aeronautical "hooey" when he sees it. Like the rest of life, he's seen the promises made versus promise kept ledger, and knows the balance does not always swing to the positive side. But when he first flew a Funk in 1942,

he found a set of promises that were being kept. Here was an airplane that seemed to be able to live up to its billing, and was able to serve his aeronautical needs in every way. How satisfied has he been with the Funk airplane? Well, except for

a period of time while he was in the U.S.

Army Air Corps serving as a crew chief on

a C-47, and a time when he simply didn't

fly, he's almost always had a Funk to fly.

Orlo's first Funk, SIN 29, was one of the earliest airplanes built by the twin brothers Funk in Akron , OH. Powered by the water-cooled inline four-cylinder powerplant derived from the Ford model

B engine, which was designated the Funk

Model B in deference to the extensive changes made by the brothers to the basic engine, Orlo's Funk was flown by him un­ til he entered the service. The Akron Aircraft Company had been busy making airplanes since produc­ tion started in 1939. As originally built, the engine required a bit more mainte­ nance than a "regular" aero engine. Sales began to slack off a bit. The Funk broth­ ers decided to equip the airplane with a 75 hp Lycoming GO-145 engine. But times were still tough in 1939, and when a slow­ down in production flow caused a cash crunch, a single debtor who was owed twenty-eight dollars filed suit, forcing the Akron Aircraft Co. into bankruptcy. By mid-summer 1941, the Funks had been able to hook up with the Jensen brothers of Coffeyville , TX, who were able to purchase the defunct company. Production resumed again, once more with the Lycoming engine. The coming World War would put an

(Above) The Funk brothers paid atten­ tion to little details when designing their airplane, including fairings for the aileron actuating rods. In many of these photos you can also see how the landing gear was faired using an extension of the boot cowl.

(Far right) The low profile of the GPS an­ tenna is evident in this view, along with the broadband comm antenna and a ro­ tating beacon.

with the broadband comm antenna and a ro­ tating beacon. abrupt end to the small airplane

abrupt end to the small airplane manufac­ turing business, and the Funks again had to scramble to finish work for the Funk Aircraft Company to do. They were able to procure a commitment to produce un­ der contract wing center sections for the Beech AT-lO. After the war, production was again resumed, this time with the Continental C-85-12 engine. For $3,695 you could flyaway with your new Funk in 1946, but as the bottom fell out of the pri­ vate plane market, the brothers found themselves scrambling again for a line of work. Fortunately, Joe Funk (who was 30 minutes older than his twin brother) had been working on a geared power take-off for a Ford farm tractor, and when the last airplane rolled down the Coffeyville pro­ duction line in April of 1948, they never produced another airplane on a produc­ tion line basis. (One more Funk, SIN 439, was built from leftover parts, according to G. Dale Beach, author of "It's a Funk," a book detailing the life and times of

Howard and Joe Funk. It was published by Sunshine House.) After Orlo sold his first Funk he didn't fly for another 15 years, until he took a ride with a friend in a Cessna 170 on a pretty Sunday morning. The doughnuts were good, and the ride rekindled his love for aviation . He started looking for a '51 Cessna when he ran across a '47 Funk B-85C at Detroit Metropolitan air­ port. Owned by a fellow Ford employee, he rented the airplane for a time and tried to buy it. It needed fabric and an engine overhaul. Orlo and the owner dickered over the course of a year and never could come to an agreement on a price. But the tug of the Funk of Orlo was strong, and when he heard that the Funk brothers had one last airplane to sell, he sent them a note. The word came back that a deposit had been made by someone else, but then, just in the nick of time, the Funks told Orlo that the man had backed out of the commitment. The

told Orlo that the man had backed out of the commitment. The (Left) The cockpit of

(Left) The cockpit of the Funk is another indication of the Funk brothers' ingenu­ ity. Sunken floor boards and a slanted sub-panel add to the legroom for the pi­ lot and passenger. Orlo has added a short radio stack consisting of a Ben­ dix/King KLX 175 GPS/Comm, and a transponder. The interior upholstery is not new to this restoration - even though it looks new, it was actually made for Orlo in the early 1960's!

Funk was his! It was SIN 438, a B-85C. They wanted $2,250. He said $2,000 and a deal was struck for $2,200. Since he was on heavy overtime at the Ford plant, it was a bit of time before he could take a few days off and fly his "new" airplane home, in October of 1958. He flew his treasure for as long as he could, going to the EAA Convention dur­ ing the 1960's in Rockford, IL, but the day came when the bills for putting seven chil­ dren through college came due, and the fabric ran out, and well, I'm sure many of us can fill out the next line. Orlo put the airplane in storage in his garage in the late 1970's, looking forward to the day when he could get it going again. There was no serious thought given to selling the airplane , and finally, in the early 1990's, Orlo could see his way to get­ ting the project fired up. Stripping the airframe didn't reveal anything unusual. When he first bought the airplane in 1958, a lot of wheat kernels

were found in the belly. It apparently had been flown into a lot of fields with tall grass and wheat, no big surprise consider­ ing where it was based! But after so many years of servicing his airplane, he knew it pretty well, and had kept on top of its up­ keep. None of the triangular fuselage frame showed any rust, and nothing needed to be cut out and replaced. The wood in the fuselage was not too bad, ex­ cept for the lower stringers, which needed replacing. The cockpit of the Funk B-85 was well ahead of its time for a light two-place air­

22 OCTOBER 1995





The Funk designed tailwheel has a handy feature that allows the tailwheel to be disconnected from the rudder, allowing easy ground handling without having to fuss with a spring-loaded detent in a full-swivel tailwheel. It's shown in the disconnected mode.

plane, according to Orlo. Since the air­ plane is powered with the Continental C­ 85-12 engine, there's electrical power to run a starter and other electrics. The air­ plane came equipped with a backlit instru­ ment panel, along with a dome cabin light. Sunken floorboards added to the comfort level of the pilot and passenger by increas­ ing the footroom. Other details outside of the airplane also added to the total of thoughtful features. On the leading edge of the stabilizers, mounted close to the fuselage, are han­ dles for moving the airplane. Their place­


ment on the stabilizer instead of the lower longeron on the fuselage means that a pilot doesn't have to stoop as low to maneuver the airplane into the hangar or a parking spot. The tailwheel design is also unique to the airplane. A hydrauli­ cally dampened steerable tailwheel is used, with a novel disconnect feature that allows the tailwheel to swivel during ground handling. Simply pull a spring loaded pin installed in a U-bracket on the rudder that captures a welded steel yoke mounted on the tailwheel, and you can shove the airplane in any direction. When re-engaged, the tailwheel was steerable by the rudder. Instead of a separate trim tab cap­ tured on the elevator to effect longitudi­ nal trim, the Funk features a second set of cables that run to the elevator horns. The cable is spring loaded and moved with a crank and pulley in the cockpit overhead. Cranking the cable around the pulley would move the entire eleva­ tor, resulting in less drag when setting the trim. The instrument panel in Orlo 's air­ plane is original, and has nothing added.

Some Funks have had a radio added above the panel, since the fuel tank pre­ cludes installing it in the panel. Some re­ storers have gone to the trouble of re­

working the tank and cutting down the fuel capacity so a radio could be installed, but Orlo's installation of a Bendix/King KLX 175 GPS/Comm and a transponder

is neatly placed between the pilot's legs,

and a pair of headsets and push-to-talk

switches completes the avionics. The

first installation in this configuration by Orlo was way back in the 1960's, and had

a King KX 150B. Since Orlo and his son

John like to fly in the Detroit area , both new radios are a must, since the Funk came factory equipped with an electrical system. An eye catching part of the interior in­ stallation is the seat upholstery. Amaz­ ingly, what you see when you first look in­ side is not new - it's the fabric used in the

1964 Ford Crestliner. One of his friends worked in the prototype shop at Ford and ran a small upholstery shop out of his garage as a sideline. After buying his Funk and flying it for a few years, Orlo had him make up a new interior for his

airplane, and it's been with the airplane ever since, and hardly shows any wear at all. It was simply cleaned up and re-in­ stalled during restoration. Thoughout the restoration, Orlo's son John and his grandson Scott both worked on the project. For John, restoring an air­ plane that he literally grew up with was a fun experience. He was featured at the age of nine in the Detroit News when he took his first official flying lesson in the Maxfield family Funk . The Funk was even used by the family for a Christmas card, complete with a wreath on the pitot tube. Jim Weymouth of Westland , MI was picked by Orlo to help finish up the pro­ ject, working primarily on the fuselage. Bruce Panszl, Onsted, MI, a past War­ birds Gold Wrench award winner did much of the work in the wings and tail sur­ faces. The covering is Stits (now Poly­ Fiber) and all of the fabric is finished with Aerothane, but the metal parts are fin­ ished in Dupont Imron . A very good color match was made between the two differ­ ent paints, and the Maxfields hope that the colors age gracefully together.

The original wheel pants were retained, and since Orlo really didn't want to mod­ ify the pants to accommodate a Cleveland wheel conversion , so he carefully re­ worked the original Goodyear brakes, and he is satisfied they are reliable and quiet. To help prevent the problem of a jammed or loose disc, he had a new set of slightly oversize clips made to secure the brake discs in place. By making sure the disc stays in place, few problems are encoun­ tered. By 1993, Orlo and his Funk were ready to fly together again. A trip from Michigan to EAA OSHKOSH '95 was made along with a companion Cessna 195. The Maxfield family Funk gave them a wonderful surprise - it was se­ lected as the Reserve Grand Champion Classic. With over 200 of the approxi­ mately 343 Funks built still flying, Orlo Maxfield's Funk can proudly serve as a reminder of how a couple of tenacious twin boys from Akron, OH were able to create and produce a durable and safe to fly light airplane, one that endures today as a useful private airplane, just as it was designed over 50 years


-------------------------------- by Norm Petersen

-------------------------------- by Norm Petersen Wisconsin winters while Peter flew the pretty two-placer all

Wisconsin winters while Peter flew the pretty two-placer all over the Midwest. In 1991 , he moved the family to Brooksville, FL, flying the 1300 mile trip without difficulty. Since then, the Luscombe has been repainted and the engine ma­ jored. The wind driven generator, which worked well for many years, has given up the ghost, so a new system is being considered. Peter has en­ joyed over 550 hours of flying in the airplane and often takes the family dog, Katy, along as co-pilot. After 40 years as a music teacher, Peter is now a CFI at Aerotel in Brooksville and enjoying every moment.

Peter Ayer's Lusco mbe SA These photos of Luscombe 8A, NC77859, SIN 3586, were set
Peter Ayer's Lusco mbe SA
These photos of Luscombe 8A, NC77859, SIN 3586, were
set in by owner Peter Ayers (EAA 443647, A/C 21191) of
Brooksville, FL. Built in
August , 1946, the Luscombe was
one month old when Peter took his very first flight lesson in a
1-3 Cub at San Antonio, TX. On August 24, 1977, the pur­
chase of the Luscombe was completed and Peter flew it from
Sioux Falls, SO , to his home in West Bend, WI, in 4-1/2 hours
flying time. For thirteen years, the Luscombe braved the
flying time. For thirteen years, the Luscombe braved the 24 OCTOBER 1995 David & Laura Reeve's

24 OCTOBER 1995

David & Laura Reeve's Seabee Project

This interesting photo of a Republic Seabee project , N6102K , SIN 285 , was sent in by David Reeve (seated on the gear) (EAA 489411) of Lawre nceburg , IN. He and hi s wife , Laura , purchased the project in May 1994. The fuselage was stored in a yard near Lake Washington (see photo), the engine in

a hangar in Arlington, WA, and the remain­

ing components (wings, tail, prop, floats,

etc.) in an apartment in downtown Seattle,


Built in 1947 , this Seabee saw service in Alaska , Tex as, the Pacific Northwest and British Columbia. It was disassembled in 1982 for conversion to a Super Seabee, how­

ever, the owner had to abandon the project for health reasons and thankfully stored the project under cover until the Reeves pur­ chased it in 1994. It is bei ng tota ll y restored by WE Aerotech in Shelton, WA. Mods will include

a Lycoming IGO-480 engine of 295 hp, ex­

tended wings, heater, new instrument panel , Cleve land brakes, heated pi tot, kee l replace­

men t a nd more. Most are Sim ufl ight STC 's.

The toug hest job , acco rdi ng to D av id, is deciding o n a paint scheme. T hey hope to be


promised to se nd a photo of the com pleted proj ect.

a irb o rn e


t he

fa ll

of 1996 and

Navion from Argentina This photo of a 1946 Ryan Navion, Ar­ gentine registered LV-RXT, SIN

Navion from Argentina

This photo of a 1946 Ryan Navion, Ar­ gentine registered LV-RXT, SIN 4058-D, was sent in by owner, Vitus Braig (EAA 500699) of Trevlin, Argentina. Vitus re­

ports the Navion was restored in 1991 and sports a Continental E-185-3 engine of 225 hp. The Navion appears to be pretty much stock and has an aux. fuel tank aft of the rear seat. Notice the beautiful snow covered mountains in the back­ ground of the picture. Argentina is home to AntiquelClassic Chapter 12, the only

country outside of the U .S. to own A IC chapter.

have its

James Alston's Luscombe BAlE

This very pretty photo of Luscombe, NC2223K, SIN 4950, was sent in by owner James Alston of Plymouth , Mass. James reports the sharp looking airplane was restored over a period of six (long) years and required approximately 1281 hours of diligent labor. It was completed in August 1994. Af­ ter long consideration, Jim decided to convert the Luscombe 8A to the 8E configuration with the installation of two 12.5 gallon wing tanks instead of the 14 gallon fuselage tank and up front, a majored C85 Continental engine replaced the old C­ 65 . Nice to see the 8E deck windows installed along with the wooden Sensenich prop. James wanted to add his thanks to David Thissel and the crew at Northeast Aircraft Mainte­ nance for assisting in the rebuild of the pretty Silvaire.

for assisting in the rebuild of the pretty Silvaire. Homer Ellis' fancy Globe Swift This photo
Homer Ellis' fancy Globe Swift This photo of a modified 1946 Globe Swift, N78104, SIN
Homer Ellis' fancy Globe Swift
This photo of a modified 1946 Globe Swift, N78104, SIN

2104, was sent in by Homer Ellis (EAA 53688, AIC 21270) of Ft. Smith, AR. He reports the airplane was totally re­ built at the Swift Works, Athens, TN, by Vaughn Arm­ strong during the period of November 1993 through May

1994. The new powerplant is a 210 hp Continental 10 -360

pulling a constant-speed controllable prop. Other mods in­ clude control sticks, new instrument panel with a King­

Bendix KLX 135 Comm-GPS, new upholstery and Cessna 150 seats. A smoke generator is operated by a control but-

ton on the left stick. Aux. wing tanks increase the usable fuel to 48 gallons for a max . five-hour range . A bubble canopy and an electric trim system, all designed by Jack Nagle, have been added. Homer reports th e aircraft is an absolute delight to fly and cruises at 148 kts at 25-square with its pseudo mili­ tary paint scheme and shark's mouth

Working on a project of your own? Send your photos along with a short story on your airplane to:

Attn: H.G. Frautschy EAA Headquarters

P.O. Box 3086


how to maintain it. This includes STCs which are alterations to the original type certificate.

how to maintain it. This includes STCs which are alterations to the original type certificate. There are also refer­ ences that it must be in condition for safe operation. Jump to Part 91.401 which states that U. S. reg istere d aircraft must be maintained within and out of the U. S., and 91.403 then places the responsibil­


~BUCK ity for maintaining the aircraft directly onto the owner or operator, includ­ ing compliance with Airworthi­

ness Directives (ADs). Part 43. Now we get into the Main­ tenance, Preventive Maintenance, Re­ building and Alteration.

43.1 Applicable to ALL certified

aircraft except EXPERIMENTAL aircraft that have been issued any other kind of certificate.

43.3 notes the persons authorized

by Buck Hilbert

EAA #21

Ale #5

P.O. Box 424

Union, IL 60180

As most of you are aware, 01 ' " Bucky" is part of the Aviation Rules Advisory Committee (ARAC) a group tasked to rewrite the parts of the FARs that pertain to owner/oper­ ator (read pilot) maintenance respon­ sibilities. This has been a real educational experience for me. As Nick Rezich used to say, " Believe you me, you can't BUY experience like this! " I've been around these "wind wag­ ons" all my life and I've learned more abo ut the ways and whys in the past several months than I ever realized were important.

Do You Understand The Rules of Aviation?

Here's the Unofficial Condensed Version!

First off, who's responsible? All us have certain aircraft maintenance responsibilities. It's a cooperative ef­ fort on the part of all of us, manufac­ turer, owner, pilot, mechanic, techni­ cian, operator and repair stations. We all have a hand in it! The first thing, and probably the most impor­

tant thing, is to get into the reg ula­

tions a nd find out what they are a ll about. It gets a little complicated be­ cause there are portions of FAR's 1, 21,39,43,65,91 and 145, and even 25, that dovetail and compliment one

another. FAR 1 is d efi nition s. They id en­ tify words like person , operation, maintenance and preventive mainte­

don 't point any fingers;

nance. They

they just spell out what the words


Part 21 gets into Certification of Aircraft, accessories, components and parts, if you please. Part 39 deals with Airworthiness Directives. These are VERY impor­ tant because they directly affect the ai rworthiness of your ai rplane , its gine and its accessories. Part 43 now is the hands on wrench­ ing, knuckle busting or whatever you want to call maintenance, rebuilding and alteration. It tells the what and why and who needs to be certified and spells out his territory. This one also has Appendix" A" which spells out what the pilot/owner can do to his ma­ chine. There are also references to the owner/pilot working on his ma­ chine under supervision. Also in the many paragraphs of 43 are guidelines for Repair Stations, 100 hour and an­ nual inspections, large air carrier and commercial operator maintenance. Part 65, on the other hand, covers the privileges and limitations of the mechanic or technician. It's pretty specific on what he can and cannot do. Part 91, now, is for the owner/oper­ ator/pilot and gets into aircraft record keeping, responsibilities for the air­ worthiness of the airplane, and gener­ ally lays it a ll out as to how those records are to be kept and transferred

with the airplane if it 's so ld or trans­

ferred to another category, ie .,

stricted or Experimental. Part 145 comes into play with Re­ pair Stations, their certification, In­ spectors, Technicians and all their as­ sociated paperwork. Should I get into specifics ? Or should I let yo u go out and get copies of the FARs and try to interpret them? Tell you what, I'll hit some of the high spots. Let's start with a definition of air­ worthiness. Part 21 defines what a Type Certificate is, how to get it and



and the work they are authorized to perform. It also refers to Appendix "A " and its preventive maintenance items. 43.3(b) & (c) refers to certified me­

chanics and repairmen and what specifically they can do . FAR 65 comes in here to specify what their privileges and limitations are. 43.3(d) covers persons working un­ der the supervision of a certified me­ chanic or repairman. (You get to do your own except that 100 hour and an­ nual inspections must be performed by authorized persons!)

43 .3(e), (f) concerns Repair Sta­

tions, Air Carrier and Commercial Operators. 43.3(g). Pilot may perform preven­ tive maintenance on aircraft owned or operated by him, not used in air taxi service. 43.15(c)(1) is a check list covering

the annual and/or 100 hour inspections and refers to Appendix "D."

43 .16 says you do the inspection or

maintenance in accordance with the

Manufacturers Maintenance Manual.

FAR 91.403(c) then designates that "airworthiness limitations" must be compiled with. The two references are tied together.

mu st

use FAA acceptable methods, tech­ niques and practices, use the proper tools and any special test equipment or equivalent as recommended by the manufacturer, and that all of the above is to be in an acceptable man­ ner to the FAA with materials of such quality that the condition of the air­ craft is equal to its original or prop­ erly altered (read STCs and ADs) condition. A word of caution here:

don't EVER use the words equal to or BEITER in a log entry. BEITER is a RED FLAG and an automatic down because if you make it BET­ TER , you must have altered it in

43 .13 (a) and (b) states you

26 OCTOBER 1995

some way from standard or what it was. Now we go to Part 91 , Sub Part E which pertains to applicability, responsi­ ble persons, programs, record keeping and transfer of those records, operation after maintenance, rebuilding or alter­ ation, and how to do the inspections. There is a ton of information in this part, but basically all we can do is what is in Appendix "A," or what we do under the DIRECT supervision of an A&P if we are not licensed and are the owner or operator. 91.9 tells us we must comply with the operations limitations, and then 91.9(b) tells you where they come from, either the manufacturer, the Aircraft Flight Manual, approved markings, placards or any combination of all of these. And now we come to the AC system or Advisory Circulars. The FAA issues Advisory Circulars to inform the aviation public in a sys­ tematic way of nonregulatory material of interest. Read it again! NONREGU­ LATORY unless incorporated into a regulation by reference. The contents are NOT binding on the public unless they incorporate a regulation. Hey, I al­ ready like them! They are GUIDE­ LINES and spell out what we can and

should do. They are in plain English and are sort of official FAA policy. That pretty well covers what we have to know as pilots and owners to stay le ­ gal. There is a lot of other meat in these regulations and I could go on all day with whereas and "whyfores," but what I ' d like to tell you about is the current thinking of your ARAC Committee and what we are proposing to the FAA through the entire committee. The committee is comprised of repre­ sentatives from just about every facet of aviation: the parts manufacturers, avion­ ics manufacturers, aircraft manufactur­ ers, DOT and FAA people from the United States and Canada, the Interna­ tional Association of Machinists, the Professional Aviation Maintenance As­ sociation, the alphabet groups (EAA, AOPA, GAMA, NPA, etc.), as well as the public. Hey! They all have some­ thing at stake here, work ethics, rules, professional standards and, believe it or not, an underlying "LOVE" of aviation. The general consensus of your repre­ sentatives, me and Charlie Schuck, is this: the regulations have stood the test of time. They were first written and ac­ cepted back in 1938. Since that time they have been massaged, altered and

made to fit as change took place. Char­ lie and I can find very little actually WRONG about them. The people who went to school or learned their trades as "on the job trainees," even the military and the peo­ ple working with them on a daily basis, have used these same rules as the norm since their inception. To kick them out and start with a clean slate would be mayhem. Charlie and I don 't see a need to change just for the sake of change. We feel it's in YOUR best interest to

keep what we have . We ' re

some changes in definitions and lan­ guage clarifications, including the sug­ gestions we've gotten from our members at the listening sessions: elimination and replacement of Appendix "A" with an Advisory Circular covering the same subject in a looser, more easily revised, format. We've kicked this around, rewritten our rewrites, and come full circle to the realization that this recommendation is in the best interest of the pilot/owner. Comments, please! Over to you for now,


Comments, please! Over to you for now, suggesting Mystery Airplane s e e n i n



seen in the photos and drawings in Peanut scale model plan and three­ this issue, had a pair of inverted Vee view of the Elias EC-1 Air Taxi, as

struts with jury struts and a more well as a model plan of the Blohm & rounded set of tail surfaces. The en­ Voss P-204 Fighter/Dive bomber. gine was mounted higher above the Also included are drawings of the fuselage on a set of struts, enabling 1946 Piper Skycycle, 5 different vari­ the Menasco to swing a two-blade ants of the 1-16, the 1913 Sopwith

prop in air that was a bit less dis­ Tabloid, RWD-15 Euro-Tourer, and turbed than on the H-20's installa­ an in-depth article on building 1196


(Continued from page8)


(!) scale hardwood solid models.

Weighing in with a chunky empty There are 29 editions of "Air­


weight of 1600 lbs., and a gross of

Wars," with the first 6 sold out. Each

"As I recall, when Argonaut went 'belly-up: everything was sold to White Aircraft (somewhere in New England) where it was again reproduced as the 'White Gull.' They too went under and as far as I know, the design concept con­

2250 lbs., the Argonaut Pirate had "AirWars" costs $6, plus 1.85 for 200 square feet of wing to lift off the shipping. "AeroPlans" has 6 editions

ground on 125 hp. Most likely, the published so far, with No.7 on the term "sprightly" would not come to way. Each is priced at 10.95, plus $2

mind when describing the perfor­ shipping. For more information, in­ mance of the Pirate, but its basic form cluding full descriptions of each edi­

tinued to be sold to various firms ." may have inspired a few amphibious

tion, send a self addressed, stamped

Designed by Howard Heindell, the Pirate was of all wood construc­

aircraft designers throughout the business size envelope to AERO­


PLANS, 8931 Kittyhawk Av., Los

tion, including the plywood covered The three-views published with Angeles, CA 90045. Tell them you

fuselage which was finished off with a covering of doped fabric. The first version of the Pirate was the H-20. There were a number of differences between the first and second models -

this month's answer are courtesy An­ read about it here in Vintage Air­ drew C. Anson, publisher of the plane. Our thanks to A.C. Anson for "AeroPlans" series of books and his kind permission to reproduce the

"AirWars ,"

a journal covering the

Pirate three-view.

military and civilian aircraft of avia­ More information regarding the

the first had a really ugly box, (look­ ing much like the crate the engine was shipped in!) mounted directly atop the fuselage, in which was mounted a Menasco C-4 swinging a

tion's golden age. Each issue of " Air­

Argonaut Pirate can be fouJ)d in

Wars " is filled with articles and plans Joseph Juptner ' s U.S. Civil Aircraft,

(both model and historical) covering

Vol. 7, page 170.

this time period. " AeroPlans" is sim­ Other answers were received from

ilar, with a stronger emphasis on pro­ Lynn Towns, Brooklyn , MI; M. H . viding documentation and plans to "Marty" Eisenmann, Alta Lorna, CA; the modeler. For example, the issue Richard Byron, Orchard Park, NY; that contains the Argonaut Pirate Charley M. Hayes, New Lenox, IL

plans and three-view also features a

and Ralph Nortell, Spokane, WA.

short four-bladed prop.

Upper and

lower wing bracing wires were used, along with squared off, wire braced tail surfaces. The later model H-24,

New Members William P. Miller Tallahassee, FL Jeffrey S. Mitchell Farmington, ME Sterling Mocke

New Members

William P. Miller

Tallahassee, FL

Jeffrey S. Mitchell

Farmington, ME

Sterling Mocke

Doorenpoort, South Africa

Lakewood, CA

Dwayne L. Mood Portland, OR

Christopher Monday

Frederick Mullins

Sinking Spring, PA

Patrick M. Murphy

Round Rock, TX

Douglas A.


Barrington, IL

Leonard E. Nelson Potter, NE

Douglas M. Nichols Arthur E. O'Connor Keith O'Dell

Carol Osborne Santa Clara, CA

LaGrange,OH Bristow, OK North Wilkesboro, NC

Richard B. Parker

Costa Mesa, CA


C. Parsons

San Antonio , TX

Fred W. Patterson 1Il

Mill Valley, CA


H. Pelcher

Innesdale , South Africa

David Petersen Marrietta, GA

San Diego, CA Williamsburg, VA W Jordan, UT Westminster Park , Ireland


Robert L. Phelps

A. M. Pharris


E. E. Psaroudakis

Robert L. Ray Indianapolis, IN Scott Riggs Rochester, NY Bruce D. Riter Los Altos, CA

Phil D. Aaker Stoddard, WI

Carroll F. Gray

Los Angeles, CA

Roger D.


Austin, TX

Mary H. Abel

Holmen , WI

Albert L. Grell

Tangent, OR

Jay Rodgers Flowermound, TX

OoiAkio Peter Allegretti

Normal, IL Lake Geneva, WI

Jack H. Hamilton Ralph E. Hammond

Dallas, TX Byron Center, MI

Clint Rodningen William M. Roecker

Grand Forks, NO Kirkland , IL

Richard T. Anderson

Medford , MN

Russ Hammond

La Jolla , CA

Roger Lori Roghrud Portage, WI

Nibel E. Arnot

Glenbrook, Australia

Philip W. Harbaugh

Arcanum, OH

Steve L. Runge Hampshire , IL

James H. Bailey Elkton, SO

Thomas H. Harris

Granbury, TX


Gerald Schiera

Lockport, IL

Michael E. Bakalars

LaCrosse, WI

Gary D. Hart

Wellsville, KS

Gregory M. Schildberg

Casey, IA

Joye Baker

Denver, CO

Vernon L. Hatch

Kerrville, TX

James Dean Schrock

Corvallis, OR


James W. Bannerman

D aytona Beach, FL

Ronald C. Hayhoe

Lansing, MI

Raymond A. Sheridan



Waukesha, WI

Daniel W. Helsper

Sycamore, IL

Charles Siekman Appleton, WI

Peter Bennedsen Christopher A. Bennick John B. Berens

Felding, Denmark Rochester, MN Webster City, IA

James W. Henderson Brian J. Herreman Ray H. Herrick

Stella, NC Elkhart, IN Foster City, CA

Peter J. Silfven Michael E. Skinner Charles G. Smith MD


Lakeville, MN Anchorage, KY


EI Paso, IL



Drumcondra, S. Ireland

Paul A. Himmelberger

San Diego, CA

David S. Smith

Seal Beach, CA

Wayne Beyer Chandler, AZ

Walter Hinkson

Crown Point, NY

Larry D. Smith

Sandyville, WV


S. Bohlander

San Mateo , CA

Drew A. Hoffman

Churubusco, IN

William B. Smith

Long Beach, CA

Michael D. Brasfield

Memphis, TN

Mark Holbein

Freeport, PA

Bradley C. Smitheram

Gordon W. Breuer Seattle, WA

John Hooker

Iowa Park, TX

Tim O. Snow Woodlands, TX

Gregory P. Bryham

Charles Houghton

Roanoke, VA

Douglas Sockwell

Lewisville, TX

Manurewa, Auckland, New Zealand

Bart Hunt

Kent, WA


A. Spalding

New Carrollton, MD

Daniel Burch Maplewood, MN

Michael H. Jacker

Highland Park, IL

Fred Stewart

Palatine, IL

West Jordan , UT

Del W. Burnett Robert E. Bush Matthew P. Bushman Shelton Cason

Versailles,OH Maryville, MO Palatine , IL

Chatanooga, TN

Elbert V. James Terry L. J ettenberg Mark G. Karl Mark O. Kearns

Emmett, ID Anchorage, AK Bethel Park, PA Placerville, CA

Vernard L. Stoops Christopher Daniel Sullivan

Santa Cruz, CA

James M. Sweet Eagan, MN

Jeff Coeur

Whitefish Bay,


Clay O. Keen

Albuquerque, NM




La Luz, NM

Ronald E. Company


David P. Kelley

Mayfield , KS

Ronald E. Tarrson Chicago,IL

Michael Cooper Dixon, CA

Grady P. Kiehn

Houston, TX

William M. Taylor

Corvallis, OR

Freehold, NJ

Virgil E. Coryell

Lexington, NE

Wesley E. Knettle, Jr.

Eau Claire, WI

Lawrence L. Thurow

Monticello, IL

Gene F. Credell Kennebunk , ME

Tanner D. Knox

Hahira, GA

John W. Tomlinson

Dennis A. Crenshaw

Columbus, OH

Ronald E. Knudsen

Crystal Lake, IL




Andre Crucifix

Laverriere, France

Victor S. Kokx

Ham Lake, MN

Archie J. Turnbull

Dallas, TX Durango, CO

Jim Danehy Libertyville, IL

Warren H. Krause

Tucson, AZ

Gerard Turrel-Moutin

Saint Lucien, France

Walter Davis Hanover, MD

Gregory B. Kuhn


Masayoshi Umino Torrance, CA


Pelham, AL

Michael S. Lafranz

Elburn, IL

Brian Uncles

Salt Spring Island, Canada



O. Delage, Jr. R. Denlinger

Eric Langman

North Brunswick, NJ

James Vasco Kirkwood, PA

Ross F. Duncan

Pasorobles, CA Auckland, New Zealand

Michael Lardino


Ed Veach Blue Springs, MO

William M. Dyrstad Elgin, IL

Wayne E. Lasek

Milwaukee, WI

Dan Volin


Barrington Hills, IL

Masaru Eguchi Chicago, IL

Thomas M. Leaver

London, England

Todd R. Wahl Buffalo Grove, IL

Denny G. Elimon Mahomet, IL

William F. Leslie

Pearce, Australia

David W. Walter Hartland, WI

Stephen H. Erickson

Lynton James Forster

Eau Claire, WI

James F. Loop

Wichita, KS

Charles L. Walthall

Laurel, MD

Carl G. Estler

Katy, TX

Michael Lord Ottawa, Ontario,Canada

Tom B. Washburn Bedford, TX

Joseph V. Farina

Amsterdam, NY

Gary J. Lovan Memphis, TN

Michael D. Waymire

Kalamazoo, MI

Brooklands, Australia

Donald E. Lupei Yorkville, IL

Trevor 1. White


Paul Fries

Buffalo Grove, IL


A. Lyons Kennesaw , GA

Newmarket, Auckland, New Zealand

Patrick H. Geyer

Metamora , MI


March Clemmons, NC

Donald E. Wilcox

Cincinnati, OH

James Giltzow Pinehurst, NC

Gary E. Maricle Sun City, AZ

William E. Wilder Fairhope, AL

George G. Glenn

Westford, MA

Lee Maxson

Chandler, AZ

Alan Williams

Bossier City, LA

Shelby Goodman

Splendora, TX

David L. McCarty

Bend, OR

Ernie Worthley Chaska, MN

Gregory T Gorecki Richard A. Grant

Fort Washington, MD Manchester, NH

Charles McLeod Ocala, FL

Michael D. Wray Chicago , IL Raymond Yoakum Alexandria, LA

Bud Gray

Visalia, CA

Paul L. Mercandetti Albert Merschdorf

Centerville , MA East Troy, WI

John L. Zimmer

St Petersburg, FL

28 OCTOBER 1995

---------- Fly-In Calendar Thefollowillg list of comillg events isfumished to our readers as a matter




Thefollowillg list of comillg events isfumished to our readers as a matter of illformatioll ollly alld does 1I0t cOllstitute approval, SPOII­ sorship, illvolvemellt, cOlltrol or directioll of allY evelll (jIy-ill, semillars, fly market, etc.) listed. Please selld the illformatioll to EAA, All: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Illformatioll should be receivedfour mOlllhs prior to the evellt date.

OCT. 12-15 - Phoenix , AZ - Williams

Gateway airport. Luscombe Foundation Southwest gathering. For info, call the Luscombe Foundation at 602/917-0969. OCT. 12-15 - MESA , AZ - 24th Annual Copperstate Regional Fly-In. Call 800/283­ 6372 for info pack, or if you wish to commer­ cially exhibit , call 5201747-1413. OCT. 14 - OSHKOSH , WI - EAA Chapter 252 Steve Wittman Memorial Fly-In. 414/426­


OCT. 14-15 - SUSSEX, NJ - Quad-Chapter Fly-In, Flylflea-market sponsored by AIC

Ch apter 7, EAA Chapte rs 238, 73 and

For info, call Herb Daniel, 2011875-9359 or Paul Styger (Sussex airport) 2011702-9719.

OCT. 20-22 - KERRVILLE, TX - Southwest Regional Fly-In. 915/651-7882. OCTOBER 21-22 - TULSA, OK - Alexander


Aeroplane Co. Builders' Workshops. For info

call 1-800/231-2949.

OCT. 27-29 - TUCON , AZ - Flying Treasure

Hunt. 520/889-9411.

Wings 'n

NOV. 4-5 ­


Things '95. 813/251-1820.


- Daytona Skyfest, featuring the USAF Thun­ derbirds, Shockwave Jet Truck the largest dis­

play of curr e nt military aircr a ft in th e south­

east. This will also be the last performance of the Eagles Aerobatic team - after this, they' re retired! For info, call 1-800/854-1234

NOVEMBER 4-5 - TULSA , OK - Alexander Aeroplane Co. Builders' Workshops. For info

call 1-800/231-2949.

NOVEMBER 4-5 - FULLERTON , CA - Air­ craft Spruce Avionics Seminar. For info call


NOVEMBER 11-12 - Griffin, GA - Alexan­ der Aeroplane Co. Builders' Workshops. For

info call 1-800/231-2949.


FL - Merritt Island airport. Aviation Day '96, sponsored by Alpha Eta Rho, Sigma Alpha chapter, Florida Institute of Technology. Air­ craft rides and tours with F.1.T.'s NIFA preci­

sion flight

te am , the Falcons, as we ll as land­

drop comp e titions. C a ll

ing and bomb

407/242-4949 for more info.

APR IL 14-20 - LAKELAND , FL - 22nd An­ nual Sun 'n Fun EAA Fly-In and Convention.


AUGUST 1-7 - OSHKOSH, WI - 44th An­ nual EAA Fly-In and Sport Aviation Conven­ tion. Wittman Regional Airport. Contact John Burton, EAA, P.O. Box 3086, Oshkosh,

WI 54903-3086. 414/426-4800.

AERO TEe LABORATORIES, TEl: 201-825-1400 FAX: 201-825-1962
TEl: 201-825-1400
FAX: 201-825-1962
A EROPLANE 2?~'U'6 tAL L.A "Se=-p--:-t=9th;-;&:-::1=Ot;-h:' '~~ Oshkosh WI Two hands-on
Oshkosh WI
Two hands-on days of theory and practice.
Introductory Course - $149 . Excellent
ov e rview of design s , materials, & b as ic skills .
Intermediate Courses - $199 each.
Fabric Covering: Cover an actual wing.
Oct 21st & 22nd:
Tulsa OK
Nf;k!~~n~ ~t
Nov 11th & 12th:
Griffin GA
Composite Bastes: Fabricate a real part.
Sheet Metal· Assemble a typical piece.
Welding: Learn how to handle a torch.
Reservations & Information
~ ;;gY ~~~~~~~~

~ Statement of Ownership.

== Circulation


Management and

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(ReQUlftN by 39 u.s.c. 3 685/
$27 . 00









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P.O . Box )086, Oshkosh, WI 54903-3086 Thomas P. Poberezny, EM, P.O. Box ]086,








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Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. AIl major credit cards accepted for membership.


Current EAA members may join the Antique/ Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included).


Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $35 per year. EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included).


Current EAA members may join the EAA Warbirds of America Division and receive WAR­ SIRDS magazine for an additional $30 per year. EAA Membership, WARSIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included).


Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included).



Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.


PHONE (414) 426-4800 FAX (414) 426-4873


8:15-5:00 MON.-FRI.



30 OCTOBER 1995

Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be

Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be

.40¢ per word, $6.00 minimum

charge. Send your ad and payment to: Vintage Trader, fAA Aviation Center, P.O.

Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard number to 414/426-4828. Ads must be received by the 20th of the month for insertion in the issue the second month following (e.g., October 20th for the December issue.)

just the answer to obtaining that elusive



1939 STINSON SR-10 (Reliant) -10434

n , 598 SMOH , 265 SPOH, KX175B

Trans, KI208 OBS, KT-76A Xponder, ELT. Call John Hopkinson, 403/637-2250, FAX

403/637-2153. (10-2)

1938 Aeronca Chief - Serial KCA47,

N21075, completely restored, new prop, windshield, headliner, tires, gas tank and

Stits Poly-Fiber. $10,000. Phone 310/375-1000 or 310/375-3902. (10-1)


Plans - Ragwing Replicas - Ultralight legal Pietenpol, Pitts, Heath, Church Midwing. Plans $70. Brochure $3. 312 Gilstrap Drive, Liberty, SC 29657. (9/96)

Ultraflight Magazine - Buy, sell, trade, kit built, fixed wing, powered parachutes, rotor, sailplanes, trikes, balloons and more. Stories galore! Sample issue, $3.00. Annual subscription $36.00. INTRODUCTORY OFFER OF ONLY $24.00 Ultraflight Magazine, 12545 70th Street, Largo , Florida 34643-3025.


GEE BEE etc. - Model plans used by Benjamin, Eicher/Kimball , Turner, Jenkins. 52 plans, 1/3 smaller. Shirts, etc.! Catalog/News $4.00, $6.00 for­ eign. Vern Clements, 308 Palo Alto, Caldwell, 1083605,208/459-7608. (9-3)

SUPER CUB PA-18 FUSELAGES ­ New manufacture, STC-PMA-d, 4130 chromoly tubing throughout, also com­ plete fuselage repair. ROCKY MOUN­

TAIN AIRFRAME INC . (J . Soares , Pres .),

7093 Dry Creek Road , Belgrade,

Montana 59718, 406/388-6069, FAX 406/388-0170 . Repair station No.


Wright J6-7A forward exhaust system

- I need pair of 22x10x4 Goodyear tires.

Ralph Graham, 612/452-3629. (10-2)

(NEW) This & That About the Ercoupe, $14.00. Fly-About Adventures & the Ercoupe, $17.95. Both books, $25.00. Fly-About, P .O. Box 51144, Denton ,

Texas 76206. (ufn)

FREE CATALOG - Aviation books

and videos . How to, building

restoration tips, historic, flying and entertainment titles. Call for a free cat­ alog. EAA, 1-800-843-3612.


Wheel Pants - The most accurate replica wheel pants for antique and classics available. 100% satisfaction guaranteed. Available in primer grey gelcoat . Harbor Products, Co ., 2930 Crenshaw Blvd., Suite 164, Torrance, CA 90501, phone 310/880-1712 or FAX 310/874-5934. (ufn)

Curtiss JN4-D Memorabilia - You can now own memorabilia from the famous Curtiss "Jenny," as seen on "TREASURES FROM THE PAST." We have T-shirts , posters , postcards , videos, pins, airmail cachets, etc. We also have R/C documentation exclu­ sive to this historic aircraft. Sale of these items supports operating expenses to keep this "Jenny" flying for the aviation public. We appreciate your help . Send SASE to Virginia Aviation, P.O. Box 3365, Warrenton, VA 22186. (ufn)


Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs. Ralph Graham, 612/452-3629. (10-2)

Nitrate/ButyrateDopes FromAn Old Friend
FromAn Old Friend

bot h in t h e a ir a nd o n t h e gro und , an d th ey' re a lso kind to t he environme nt.

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• Cushion upholstery sets

• Wall panel sets • Headliners

• Carpet sets

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• Firewall covers

• Seat slings

• Recover envelopes and dopes

Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.


259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115 Hugh Robinson, Pioneer Aviator George L. Vergara

Hugh Robinson, Pioneer Aviator

George L. Vergara

"Vergaras careful documentation of Robinsons close relationship with Glenn Curtiss and his pivotal role in the history of aviation gives us a fresh new perspective on the 'early birds' who created that 'wonderful era of discovery, daring, and innovation'." -Arva Moore Parks, Historian

"An opportunity to discover how it all

story helps to put the history of flight into the proper perspec­ tive."-Lindsley A. Dunn, curator, Glenn H. Curtiss Museum, Hammondsport, New York

Hugh Robinsons

152 pp. 82 b&w photographs, books for further reading, index. ISBN 0-8130-1361-5 Cloth, $32 .95



1 'J



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