August1996 Vol.24,No.

8
CONTENTS
1 Straight& Levell
Espie"Butch"Joyce
2 AlCNewslH.G.Frautschy
5 AlC25thAnniversary-
PartV/NormPetersen
10 MajororMemorexl
RoyRedman
12 Rowe'sAeroncaHAC/
H.G.Frautschy
17 Member'sProjects
fromAroundtheWorld/
NormPetersen
21 StearmanReunion/
Ri chardT. Hansen
23 Pass ittoBuckl
E.E."Buck"Hilbert
24 AmazingFloatRecovery/
DavidMathison
24 FromOurMembers
26 MysteryPlane/H.G.Frautschy
28 Calendar
28 WelcomeNewMembers
30 VintageTrader
Page 12
Page 17
Page24
FRONT COVER ...Mark and Pete Rowe cruise along in the Sun ' n Fun ' 96 Grand
Champion Custom Classic awardwinner,a 1946 Aeronca 11AC Chiefrestored
bythe fatherand son teamattheirhomesin onEagleNest Estates in Midlothian,
TX. EMPhotobyPhil High. Shot with a CanonEOS1n equippedwithon80-200
mmlens. 1/250sec@ f9 onFujiSensia 100slidefilm. Cessna210photoplaneflown
byBruceMoore.
BACKCOVER . .."Flying andFlapjacks' is thetitleofthis SamLyonspointingentered
in this year' sediti on of the Sport Aviation Art Competition. the longest running
aviationartcompetitionintheworld. Sam'spointingwasawardeda Meritribbon.
Formoreinformationonthisartwork.seeA/CNewsonpage2.
Copyright 1996 bytheEAAAntique/ClassicDivision Inc.Allrightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division.Inc. of Ihe Experimenlal
AircraH Association and is published monthlyat EAAAviation Center. 3000 Poberezny Rd. P.O. Box 3086. Oshkosh,Wisconsin 54903-3086.
PeriodicalsPostage paid atOshkosh,Wisconsin 54901 andat mailingoffICes.ThemembershipratelorEAAAntique/Classic Division,
Inc.is$27.00forcurrent EAAmembersfor 12month periodofwhich$15.00 isforthepublicationofVINTAGEAIRPLANE. Membershipisopen
toall whoareinterestedinaviation.
POSTMASTER:Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonlhsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurtacemail.
ADVERTISING- Antique/Classic Division does notguarantee orendorse any productoffered through the advertising. We constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIAILPOLICY:Readersareencouraged to stories and photographs. Policyopinionsexpressed in articlesaresolelythose ofthe
authors. foraccuracyinreporting restsentirelywiththecontributor.Norenumerationismade.
Materiashouldbesentto: VINTAGEAIRPLANE,P.O.Box3086,Oshkosh,WI 54903-3086. Phone414/426-4800.
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/CLASSIC DIVISION,INTERNATIONAIL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks. THE EAASKY SHOPPE and logosofthe EAAAVIATION FOUNDATION and EAAULTRAILIGHT CONVENTION are trademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictly
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
AssistantArtDirector
SaraAOtto
ComputerGraphicSpecialists
OliviaL. Phillip JenniferLarsen
AssociateEditor
NormPetersen
FeatureWriter
DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel KenLichtenburg
Advertising/ EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSIC DIVISION, INC.
OFFICERS
President Vice-President
Espie' Butch"Joyce GeorgeDaubner
P.O.Box35584 2448LoughLone
Greensboro.NC27425 Hartford,WI 53027
910/393-0044 414/673-5885
Secretary Treasurer
SteveNesse E.E."Buck"Hilbert
2009HighlandAve. P.O.Box424
AlbertLeo,MNstJ:fJ7 Union,lL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt
7645EchoPointRd.
ConnonFalls. MN55009
507/263-2414
GeneChase
2159CarltonRd.
Oshkosh.WI 54904
414/ 231-5002
Phil Coulson
28415SpringbrookDr.
Lawton.MI49065
616/624-649Q
Harris
7215East46thSt .
Tulsa.OK 74145
918/622-8400
DaleA_Gustafson
7724ShadyHill Dr.
Indianapolis.IN46278
317/ 293-4430
RobertUcktelg
1708BoyOaksDr.
AlbertLeo.MNstJ:fJ7
507/ 373-2922
GeoffRobison
1521 E.MacGregorDr.
NewHoven.IN46774
219/493-4724
RobertC."Bob"ikOU8f
9345S. Hoyne
Chicago.IL60620
312/779-2105
JohnS.Copeland
28-3Williamsbur8Ct.
Shrewsbury.MA 1545
fIJ8/ 842-7867
StanGomoll
104290thLane.NE
Minneopolis.MN55434
612/784-1172
JeannieHIli
P.O. Box328
Harvard.IL60033
815/943-7205
RobertD.' Bob"Lumley
1265South 124thSI.
Brookfield.WI53005
414/782-2633
GeneMorris
11SCSteveCourt.R.R.2
Roanoke.TX 76262
817/491-9110
GeorgeYork
181 SlobodaAv.
Mansfield.OH44906
419/529-4378
SoH.OWes" Schmid
2359LefeberAvenue
Wauwatosa.WI53213
414/771- 1545
DIRECTOR EMERITUS
S.J.WIttman
1904-1995
ADVISORS
JoeDickey RagerGomoll
55OakeyAv. 3238VicoriaSt .N
Lawrenceburg,IN47025 St Paul.MN55126
812/537-9354 612/ 484-2303
SIeveKrog DeanRichardson
930TaraHLE 6701 ColonyDr.
Hartford.WI53027 Madison.WI53717
414/ 966-7627 608/833-1291
STRAIGHT & LEVEL
I am writing this some five days before leaving for the
Oshkosh Convention. I have been totally occupied for the
past month with the details needing attention while
preparing for the operation of the Antique/Classic area. A
number of your officers, directors and great volunteers
who live close enough to Oshkosh have spent several
months improving the grounds of the Antique/Classic area
for your enjoyment. A new addition to the A/C Head-
quarters building is now a reality, and we can thank A/C
Directors Bob Lumley and Bob Brauer for taking the lead
on that project. I think that you will be surprised when
you see the efforts of all these people who work for you.
We certainly try to make every person 's visit to the An-
tique/Classic area a pleasant one. If there's something you
see that could stand improving, we are willing to listen to
any constructive suggestion you might have to make it bet-
ter for you and your fellow members.
I have been volunteering at Oshkosh for some 23 years
now. The first several years I averaged only 10 hours
during the Convention. Doing this small amount of vol-
unteer work, I found the Convention much more fun - I
felt that 1 had become a part of what was happening.
What's the difference between volunteering and standing
on the sidelines watching? It's like standing on the ramp
and watching an airplane takeoff or making the choice to
open the cockpit door and go for a ride. Try it, you might
like it!
In your Antique/Classic area during the Convention
there are around 70 Chairmen and 400 individual volun-
teers who work many hours to try and make the Oshkosh
Convention the best. One thing I can count on during the
show is there will be several people who will come by and
say Oshkosh has gotten "TOO BIG." I have never really
known how to take this statement. Oshkosh is big! We
work hard all year long organizing the Convention to al-
low more people to get involved each year. I think every-
one who shows up wants to be part of the show, or they
would not have made the trip. We will do everything that
we can to make the newcomer as welcome as the old-timer
who's been showing up for years.
You will see things at Oshkosh that you will not see at
by Espie "Butch" Joyce
other fly-ins - a couple of examples from past years include
Steve Pitcairn, flying his PCA-2 Autogiro, eight Jennies
flying together, and other rare aircraft. If you do not make
the Convention this year, we look forward to seeing you in
1997. I guess you can tell that I am proud to be a part of
this happening and you, as a member, can be too.
Moving on to other items of business, the Antique/Clas-
sic Hall of Fame is once again asking the membership to
submit nominations of deserving individuals. Your An-
tique/Classic Director Charles Harris, 7215 East 46th
Street, Tulsa, OK 74145, is the Hall of Fame Chairman
and your nomination should be directed to him.
I hope everyone has enjoyed Gene Chase's history of
the EAA Antique/Classic Division. This month Associate
Editor Norm Petersen will give the history of the Division
from 1985 to date. The Division has been fortunate to
have many wonderful volunteers take up the mantle of re-
sponsibility over the years, and you've seen many of their
names mentioned over the last 25 years. We look forward
to working with those who will come to work with us in the
future.
There are a number of interesting members of the Divi-
sion; one of those is Sam Burgess, whom you read about in
last month's VINTAGE AIRPLANE. I would like to add
that Sam calls from time to time to make suggestions that
help all of us. Sam has the most energy of anybody T
know, and can complete a project in record time; he is now
building a Knight Twister. I can' t wait to see what he
hangs on the front of that airplane.
Each of you please be extra careful out there; we cannot
afford to lose any of you. Ask a friend to join the An-
tique/Classic Division so they, too, can enjoy the benefits
of being a member and receive their own monthly publica-
tion, VINTAGE AIRPLANE.
The Antique/Classic Division is 25 years strong this
year and we look forward to another great 25 years. Our
50th anniversary will be in the year 2021 - let's all get to-
gether for that one.
Let 's all pull in the same direction for the good of avia-
tion. Remember we are better together. Join us and have
ital!. ..
VINTAGE AIRPLANE 1
scholarship, $500 is awarded to Corey
M. Alexander of Winnemucca, NV,
who is attending Dixie College.
For a EAA Aviation Achievement
scholarship, $500 is awarded to Alex A.
Temple of Indianapolis, IN.
A/C NEWS
compiled by H.G. Frautschy
ABOUT THE BACK COVER ...
Sam Lyons ' painting, " Flying and
Flapjacks" depicts an original, restored
Globe Swift at a typical summer Satur-
day morning pancake breakfast fly-in at
a local field. For those of us here in the
central Wisconsin area, it really is a local
airport , for Sam has chosen the Wild
Rose Idlewild airport , located just west
of Lake Poygan, as the place for his
painting. The acrylic on canvas artwork
was inspired by the many EAA Chapter
sponsored events promoting aviation
across the country which the artist has
attended.
Sam Lyons, 4600 Kings Crossing Dr. ,
Kennesaw, GA 30144, phone 770/928-
8050, has been painting aircraft full time
since 1985, when he closed his hobby
shop and began to pursue his dream of
becoming an internationally respected
aviation artist. With artwork gracing the
Pentagon, the Smithsonian Air & Space
Museum and many others locations and
galleries worldwide, Sam's work in the
photo realist style has captured the eye
of many aviation enthusiasts.
A sailplane pilot working on his
power ticket in his recently acquired
Stinson 108-3, he keeps close to aviation
as his avocation, an inspiration he has
carried throughout his lifetime - his fa-
ther was a B-24 pilot during WW II.
AIC DIVISION ON THE WEB?
Sometime in the future it is antici-
pated that the Antique/Classic Division
will have it ' s own page within EAA' s
web site on the World Wide Web. Be-
sides the obvious membership informa-
tion, what types of information would
Antique/Classic aviation computer
users like to see? One thought is to
have the basic judging guidelines pub-
lished on the Web, but I' m certain there
must be other items that are of interest
to computer literate members. Feel
free to fax your replies with suggestions
for the content of the Antique/Classic
page to me at 414/426-4828. If you' d
rather e-mail , the address is vintage
@eaa.org or the web site is at http
:llwww.eaa.org .
EAA FOUNDATION
SCHOLARSHIP RECIPIENTS
SELECTED
The 1996 EAA Aviation Foundation
Scholarship recipients have been se-
lected. They are:
For the EAAlTeledyne Continental
Aviation Excellence scholarship, in the
amount of $500 is presented to Angela
M. Psket of Cudahy, WI, who attends
Milwaukee General Aviation School.
For a EAA Aviation Achievement
A NEW POLYFIBER MANUAL
Jon Goldenbaum, the president of Poly Fiber, has released an new version of
the "How To" manual used by thousands over the years while covering their air-
planes with the Stits Poly-Fiber system. Jon, with assistance from Norm Douthit
and Richard Kunc, has rewritten the manual with a light, easy to read style that
is refreshing and makes the covering process fun to learn. Complete with photos
and drawings to illustrate the process, you' ll soon get a complete education in
this particular STC'd covering system. If you' re undecided as to what you want
to do regarding covering your
airplane, be sure and obtain a
copy of " How To Cover An
Aircraft Using the Poly-Fiber
System." Cost is five bucks,
and you can obtain one from
Poly Fiber Aircraft Coatings,
Box 3129, Riverside, CA
92519, phone 1-800/362-3490.
If your heart is set on a ni-
trate/butyrate finish, ask about
their Classic Aero finishing
system for Ceconite polyester
fabric.
The Herbert L. Cox Memorial schol-
arship in the amount of $500 is awarded
to Maria G. Battista of Indianapolis, IN
attending Embry Riddle Aeronautical
University.
The Richard Lee Vernon Aviation
$550 scholarship is presented to Marcia
G. Fleck of Indianapolis, IN attending
St. Cloud State University.
Finally, the Spartan School of Aero-
nautics Pilot Training in the amount of
$1,000 went to Eddie D . Carney of
Ocean Springs, MS.
Congratulations to all of the scholar-
ship recipients!
UNIVAIR O N THE
WORLD WIDE W EB
For you computer users out there
who enjoy accessing aviation users via
the World Wide Web or e-mail, here' s
the addresses for Univair: The web site
is at www.univair.com and you can e-
mail at info@univair.com.
A FITTING TRIBUTE
From the Funk Flyer newsletter, we
picked up this short letter from Leroy
Seigfreid. We were touched that a big
company such a Goodyear Tire and
Rubber would take the time to honor
an employee from their airship days.
See if you don't agree:
"Dear Ruth,
We lost another Funk aviator. My
father, Emerson A. Seigfreid, went to
be with the Lord on April 3, 1996. He
lived his 88 years to the fullest.
"My Dad's department at Goodyear
had made the blimp cars and control
surfaces dating back to the early 1940s,
so Goodyear brought out the Goodyear
blimp for his funeral. The blimp hov-
ered over the church until the family
came outside. Then it flew to the front
of the church, turned 90 and did a
salute by raising and lowering the front
of the blimp. We were all deeply
touched by this wonderful gesture.
"Before World War II , my father
was part owner of Flink No. N24116.
That airplane is now in the EAA mu-
seum in Oshkosh, WI. It was donated
to the museum by Gus Limbach.
" In the 1980s my Dad donated the
number one Funk motor to the Funk
twins. The motor is on display in the
Coffeyville, KS museum."
Leroy Siegfreid, Willard, OH
2 AUGUST 1996
KIMBALL/EICHER GEE BEE Z
As mentioned in last month' s AI C
News, the Gee Bee model Z replica en-
gineered by Kevin Kimball and built by
him and Jeff Eicher has bee flown with
high time Gee Bee pilot Delmar Ben-
jamin at the controls (Delmar now has in
excess of 700 hours in his Gee Bee R-I ,
making him the the man with more hours
in a Gee Bee than anyone, EVER). The
flights took place on June 24 and 25, and
over 15 landings and takeoffs were done
by him during the initial flights . It stalls
UPCOMING flY-INS
As we head into the fall (already?) fly-
in season, some of the year's nicest flying
weather will be coupled with great fly-ins.
East coasters may wish to take in the Ha-
garstown Aviation Heritage Weekend
Fly-In, celebrating those aircraft manu-
factured in Hagarstown, MD. Taking
at 75 mph indicated, and shows a
maximum speed of 250+ mph, with
a cr ui se of 210 mph initially.
Kevin's pretty sure that number will
go up as the engine' s induction sys-
tem is refined. The P& W R-985
was not turning up to fu ll static
RPM for the first flights , and while
well within the power requirements
for flight, it should be able to turn
up a bit quicker for a higher cruise speed.
The future plans for the " Z" are still
open , and with a requirement for 40
hours that sti ll need to be flown off of
the experimental airplane, it
wi ll not be at any airshows
soon , but keep your dial
tuned to Vintage Airplane
and we'll keep you posted.
place the weekend of September 718 at
Washington Count y Airport , the fly-in
begins at 7 a. m.
One of the larger events is the Cop-
perstate Regional EAA Fly-In, held Oc-
tober 10-13 at Williams Gateway Airport
in Mesa , AZ. They' re also celebrating
their 25th Anniversary, and plan on all
manner of fly-in activities including work-
Our thanks to Kevin and Jeff for
sendi ng us these beautiful photos to
share with our readers.
(Left) Just a few short years ago, this
was the structure of the Gee Bee Z
replica at the Kimball shop in Zellwood,
FL. An aeronautical engineering stu-
dent, Kevin and Jeff have created the
drawings used on the "Z" using a com-
puter CAD system. Now you
know why the wing root fair-
ings are so deep - that wing
center section carry-through
structure that Kevin is point-
ing out is massive! It has to
be, carrying both flight and
landing gear loads. And look
at the size of the tubing
used, even in the aft fuse-
lage. This airplane is meant
to take a lot.
shops, airshows and homebuilt kit manu-
facturer displays. There are reduced fuel
prices during the fly-in, and should you
desire, camping is permitted on the field.
You may wish to inquire about shower fa-
cilities. For more information call
602/827-4700 or you can reach them via
the computer at: http://www.primenet.
'* com-eaa_airzl
VINTAGE AIRPLANE 3
fAA Antique/ClassicDivision
25th Anniversary
PART V- The PastTenYears
The 15th Anni ve rsa r y o f the An-
tique/Classic Division, held in conjuction
with the 1986 E AA Conventi on, was in-
deed a fes t ive occasion with some 24
A/C chairme n leading the vo luntee rs
throughout the week. 1986 will be long
remembered as the only Oshkosh per-
fo rma nce of the t e n-pl a ne It ali a n J e t
Aerobati c Tea m ca ll ed "Frecce Tri col-
ori. " In additi on, the entire crowd, in-
cluding the jubil a nt Antique/Class ic
group, was in compl ete awe of the sights
and sounds of the magnifi cent Pit cairn
PCA-2 a ut ogyro - flown by St eve Pit -
cairn , th e son o f the ma nufactur e r ,
Ha rold Pit cairn . Fe w att e ndees will
ever forget the sound of the PCA-2 as it
passed by, the bi g Wright engine growl-
ing away as the huge rotor bl ades made
their soft beat at 120 rpm.
Under the administration of AlC Pres-
ident , Robert "Dobbie" Lickti eg, the An-
tique/Class ic Divi sion had made great
strides the past year in new membershi ps,
new act iviti es, new services, and even a
bra nd new cupalo o n the fa mo us Red
Barn, court esy of Stan Gomoll and John
Fogerty.
by Norm Petersen
Alo ng with the la rge crowds ca me
ma ny air pl a nes , the Antique/Class ic
group regist ering 140 antiques and 654
cl assics, for a total of 794 showpl anes. To
go along with the numbers, the excell ent
weather for the 1986 gathering was a wel-
come treat. The 1986 Grand Champion
Antique Lindy was awarded to Ri chard
Packer of Radnor, Ohi o, for hi s incredi -
ble restoration of a Boeing Stearman PT-
17. Fini shed up in pre-'43 trainer colors
with "st a rs & bars," the PT-17 was as
ni cely restored inside as outside and the
entire Packer fami ly of four was involved
in the seven-year restoration effort.
The Rese rve Grand Cha mpion An-
tique Lindy was t a ke n home by Ga r y
Rudolph of Vincennes, IN, with hi s re-
markabl e Heath LNA-40 Parasol. Pow-
ered with a Continental A-40 engine, the
pre tt y cream wi th red trimmed Hea th
was in a cl ass of workmanship by it self.
(Thi s ve r y Heat h Par asol , N1 2814, is
presently on displ ay in the EAA Air Ad-
venture Museum.)
Eli citing kind comment s fr om " those
wh o kn ow," the 1986 Class ic Gr a nd
Champi on Lindy was garnered by David
J o rge nse n o f Ri ve rside, CA, wit h hi s
beaui ful Stinson 108-2, all nicely finished
in an original Stinson Sand color that set
it apart from the crowd. Many oldtime
A/C me mbe rs could pl ai nl y remember
the ori ginal Sand col or from back in the
late forties - and David Jorgensen's St in-
son brought tears to their eyes.
The 1986 Rese rve Grand Champion
Lindy was captured by Tom and Ei leen
Macario of West Chester, PA, with their
sharp looking Piper J-3 C65 Cub (incl ud-
ing matching yell ow T-s hirts on the two
restorers).
Besides the pleasure of seeing the only
fl ying Pitcairn PCA-2 autogyro, the 1986
ga th e ring also included the sight s and
sounds of a fl ying replica of the Menasco-
powered Mil es & Atwood racer from the
1930' s flown by Bill Turner of Cali fornia.
In addit ion, a rare Fl eetwings Sea bi rd
st ainl ess stee l a mphibian was fl own to
Oshkosh by Channing Clark of Cali fo r-
ni a. All in all , it was qui te a year for the
Antique/Classic Di vision.
1987 Antique/Classic
Gathering at Oshkosh
-
Hea t was one of the watchwords in
1987. T he th er momet er bumped we ll
above the 90 degree mark for the opening
weekend, and water was flowing from the
bubbl e rs in great qua ntity. St ill , t he
Oshkos h Co nven tion goers were not
about to let a li tt le thing like weat her
keep them from getting their sport avia-
tion fix for the year.
(Above) StevePitcairntaxiesthePCA-2Autogyro,MissChampion,
tothelineforthe1986 Antique/ClassicFly-By.
(Right) A skillseldomseenanymore- oilingtherockerarmsonKen
Hyde'sOX-5priortoflightatthe1987fly-in.
4AUGUST1996
1987 was the year of celebration for
the successful flight of the Voyager
around the world - non-stop. This amaz-
ing feat by the Rutan brothers, Jeanna
Yeager and a host of supporting people
was enough to stir even the most sedate
aviator. The long and fragile aircraft was
trucked across the country with an impor-
tant stop at EAA Oshksosh '87 where the
celebration of victory was held among the
throngs of people. It was quite a mo-
ment in time. Following the convention,
the Voyager was taken east to its even-
tual home in the Smithsonian.
The award for the most noise at
Oshkosh '87 was taken by a flight of 11
jump-jet Harriers that came in and made
a hover landing in front of the crowd.
Seldom, if ever, have so many decibles
been produced in one spot, just for the
crowd. Awesome.
Winner of the 1987 Antique Grand
Champion Lindy was none other than
Ken Hyde, Warrenton, VA, with his
beautifully restored 1918 Curtiss IN-4D
Jenny which made the most quiet passes
down the crowd line that people had ever
heard. The slow-turning OX-5 engine
and large propeller was a beautiful reve-
lation to the ears of the gathered crowd.
(This was a forerunner to the 1989 gath-
ering of six Jennies.)
The Reserve Grand Champion Lindy
was taken home by veteran antiquer,
Marion "Curly" Havelaar of Rapid City,
SD with his 1931 Waco QCF biplane, the
factory prototype that carried an
NX11241 registration number.
On the Classic side of the ledger, 1987
was the year of Clyde Smith, Jr. , and his
Piper PA-12 Super Cruiser that ran off
with all the marbles in the Classic competi-
tion. This Grand Champion Classic Lindy
award winner cranked the competition
level to new heights in restoration activity.
(Clyde Smith, Jr. , has since become a rec-
ognized authority on Cub restorations
throught the land.) The 1987 Reserve
Grand Champion Lindy was awarded to
Angelo Fraboni of Monona, WI , for his
beautiful all-metal Cessna 140A restora-
tion of NI40AB.
1987 was the year that a converted
Piper Pacer taxied into the Antique/ Clas-
sic area for parking and the pilot ex-
plained it was a 1956 model with a set of
1955 wings. When the question was re-
ferred to "Operation Bellringer" for clar-
ification as to year of manufacture, vet-
eran Parking Chairman Art Morgan came
forth over the radio with the classic reply,
"Park the wings and send the fuselage up
north! " And that, folks, is "Oshkosh Hu-
mor" in its purest form.
1988 Antique/ Classic
Gathering at Oshkosh
Perhaps the easiest item to remember
about the 1988 gathering was the unre-
(Above) Returning to their parking spot after the 1988
Antique/Classic Fly- By are Ray Johnson in his Aeronca
Chief and Fred Cohen in his Aeronca Sedan.
(Ri ght) The Di vision' s first logo, which was de-
signed by Jack Cox, featured the Wright Flyer and
the EAA Circle logo. The colors and shape were in-
corporated into the current logo.
lenting heat that hit 100 degrees on nu-
merous days. The newly elected A/C
President , Espie " Butch" Joyce, com-
mented on the fact that he saw people
wearing shorts for the first time - and saw
legs he had never seen before! However,
in spite of the heat and dry conditions,
the crowds were better than ever and the
number of showplanes in the antique/clas-
sic area totalled 132 antiques and 818
classics, both new records.
Retiring A/C President, Robert "Dob-
bie" Licktieg, was awarded a special
plaque and gavel for outstanding service
and dedication to the Antique/Classic Di-
vision during his tenure.
1988 will long be remembered for the
continuous arrival of 163 Cessna
120/140/140A airplanes - arriving in trail
formation - from Monticello, Iowa. This
masterful piece of engineering began as a
special "88 in '88" effort, only to produce
nearly twice that number of airplanes for
the mass fly-in at Oshkosh '88. It was
quite a sight to watch these pretty two-
placers arrive, one after another, for forty
minutes! And all without incident. The
fine people of Monticello, lA, will be for-
ever remembered for their many kind
deeds in helping the huge gathering of
Cessnas complete their mass fly-in.
The Antique/ Grand Champion Lindy
was garnered by a superbly restored 1940
Piper J-3C-65 Cub flown to Oshkosh by
its restorer, Barbara Fidler, Alva, Florida,
and her co-pilot, Marcia Sullivan. These
two lovely ladies wore yellow Cub T-
shirts with the inscription on the back,
"Two Fast Women in a Slow Cub." Dur-
ing the week at Oshkosh, a gentleman
from Illinois gave Barbara an offer she
couldn't refuse, so the ladies delivered
the pretty yellow Cub to Illinois after the
convention and took an airliner home -
carefully cradling the precious Grand
Championship trophy in their arms.
Close behind the Grand Champion
Antique was the Reserve Grand Cham-
pion Stearman PT-17 which brought the
Lindy home for Fred Nelson of Glen El-
lyn, lL.
Running off with the Classic Grand
Champion Lindy was an immaculately re-
stored 1949 Piper PA-16 Clipper that was
flown to Oshkosh, with the paint drying
on the way, by the father/son team of
James (Jim) Stanton, Sr. and Jr. of
Stroudsburg, PA. Their excellent work-
manship and attention to detail really
caught the judges' eye on this classic four-
placer.
The Classic Reserve Grand Champion
Lindy was taken home by Jack Shahan of
Stone Mountain, Georgia, with his beau-
tiful all-metal Cessna 140A all finished
off in the factory optional cream and red
paint scheme. Complete with original
metal wheel pants, it was indeed a sharp
looking airplane.
As VINTAGE AIRPLANE editor,
Mark Phelps, commented in the maga-
zine, "The best evidence of this year's
Convention is that there was enough
good news to compose an entire column
without once mentioning the heat!"
1989 Antique/Classic Convention
Few aviation people will ever forget
the 1989 Convention due to the sheer size
VINTAGE AIRPLANE 5
(Above) This 1989 photo shows heavy
traffic and numerous aircraft in front of
the famous Red Barn, home of the An-
tique/Classic Division during the fly-in.
(Below) Winner of the 1990 Grand Cham-
pion Antique award was this immaculate
1943 Boeing Stearman PT-17 being flown
by owner, Fred Nelson, of Glen Ellyn, IL.
of the Russian AN-124 jet that arrived in
Oshkosh with two Sukhoi SU-26 aero-
batic airplanes in its hold. The sight of
this huge airplane taxiing in front of the
crowd with an American flag held high
from the co-pilot's window was a sure
sign the Cold War was over.
Perhaps the greatest surprise of all
happened when the visiting Russians
were taken on a tour of the local K-Mart
store and Fleet Farm store. Never in his-
tory, have you seen such large eyes on
grown men! They had no idea such
places existed and the expressions on
their faces told it all.
In the Antique/Classic area, history
was made as no less than six Curtiss IN-4
Jennies arrived from all over the country,
led by master craftsman, Ken Hyde.
These large, graceful biplanes made in-
delible impressions on the minds of the
huge crowd as they quietly flew by, their
OX-5 engines making a soft purr as they
slowly flew past. Many in the audience
had never heard the sound of an OX-5
e ngine - say nothing of several in close
formation! It was an unforgettable expe-
rience.
With the judging committees working
at a feverish pace to handle all the air-
planes, the final result saw Bill Halvorson
of Bloomington, MN, take the Antique
Grand Champion Lindbergh trophy with
his magnificient Beechcraft G 17S Stag-
gerwing. All finis hed up in a dark red
paint scheme with red leather interior
the Staggerwing showed mute
of its 12-year dedicated restoration by
Bill and his lovely wife, Fran.
The 1989 Antique Reserve Grand
Champion Lindy was awarded to Fred
Nelson of Glen Ellyn , IL, for his out-
standing Boeing Stearman PT-17 finished
off in pre-1943 Army Air Corps colors
with stars and bars.
On the Classic side, the Grand Cham-
pion "Lindy" was garnered by Charles
Hoover of St. Paul, MN , with his dedi-
cated restoration of an 85 hp Globe GC-
lA Swift. Polished top and bottom, the
brilliant shine of the aluminum skin was
absolutely stunning in the sunlight and
turned heads whenever it flew past.
Charles worked hard for a number of
years to bring the pretty two-placer to
championship caliber and earn the top
award at Oshkosh.
The Reserve Grand Champion Classic
Lindy was earned by Clyde Baryton of
Angleton, TX, for his beautifully restored
Luscombe llA Sedan - a rare bird in-
deed. '
Pioneer Age Champion (Prior to 1918)
was awarded to Chet Peek of Norman
OK, for his 1917 Curtiss IN-4D. The
ner-up spot was taken by Wally Olson,
Vancouver , WA , with his 1917 Curtiss
IN-4D and the Outstanding Award was
awarded to Skeeter Carlson, Spokane,
WA , with his rare 1917 Curtiss IN-4
Canuck.
In addition to the above Jennies, Ray
Folsom of California brought his "movie
star" IN-4D flown by Bill Turner, Kermit
Weeks of Miami, FL, had his IN-4D at
Oshkosh, having purchased it from Dan
Neuman while it was displayed in the
EAA Museum, and lastly, Ken Hyde of
Warrenton, VA, flew his 1987 Grand
Champion Jenny to Oshkosh to partake
in the special Convention program enti-
tled, "From Jennies to Jets. "
It was a program like none other and
will be long remembered.
1990 Fly-In
at Oshkosll
This was the year of the Concorde, the
Junkers JU-52, the Ford Trimotor the
Stinson Trimotor, the Lockheed COI;stel-
lation and the F-l17A Stealth fight er. In
addition, the anniversary of the Battle of
Britain was highlighted by Jaguar Motor
Cars of England. Featuring some of the
finest convention weather in years, the
1990 gathering was easy on both people
and airplanes.
The crew at the Red Barn was in tip
top shape this year and the pl ace was
busy with Antique/Classic people coming
and going. The volunteers were once
again doing a fabulous job at all their
many tasks - usually without so much as a
thank you - they just plain love their jobs.
Through diligence and hard work,
Fred Nelson of Glen Ellyn, IL, finally
the Grand Champion Antique
LlI1dy trophy with his beautiful Boeing
Stearman PT-17 finished in pre-1943 col-
ors. A previous award winner on several
6 AUGUST 1996
occasions, Fred kept improving his air-
pl ane year after year. In 1990, persis-
tence finally pai d off with the bi g, well
earned trophy. The Reserve Grand
Champion Antique Lindy was taken by
Bud and Connie Dake of St. Louis, MO,
with their immaculate Monocoupe 90AL.
This "true blue" aviation couple has re-
stored a number of antique airpl anes,
each one a winner by itself.
Running off with the Grand Cham-
pion Classic Lindbergh trophy was Tom
Hull of Hollywood, MD, with his magni-
ficient Cessna 195, all done up in original
colors of off-white and deep red. Featur-
ing original wheelpants and spi nner,
Tom's big five-place "Businessliner" was
detailed to the nth degree which caught
the judges eye. The Reserve Grand
Champion Classic was garnered by Sam
James and David Slovachek of Colgate,
WI , with their bea utifull y restored
Beechcraft C-35 Bonanza.
The Budd Davisson designed and Jim
Clevanger built replica Wedell-Williams
racer No. 44 gave the crowd a taste of py-
lon racing from the 1930's as it sped down
the flightline, sounding much like ripping
canvas. There was littl e doubt that the
crowds really enjoyed it. Look for more
of these in the future.
Two weeks after the convention, this
author discovered the pilot of the F-117 A
Stealth fighter was Capt. Scott Stimpert.
Scott grew up two blocks from my home
in St. James, MN, and I gave him his very
first airplane ride when he was ten years
old. (Small world dept.)
1991 Antique/Classic
Gathering at Oshkosh
Once again, the weather Gods smi led
on the Antique/Classic crowds during the
1990 fly-in with cool temperatures and a
small amount of rain on Sunday. In addi-
tion to beautiful weather, the turnout of
people and airplanes was excellent with
150 Antiques and 705 Classics on the
showplane line.
A major attraction for the 1991 con-
vention was a Salute to Desert Storm,
with many of the aircraft that were used
in that conflict being displayed. In addi-
tion, many of the Desert Storm pilots and
crew were in attendance, including two
POWs who had survived at the hands of
the Iraqi guards. For the second year in a
row, the sinister looki ng F-117A Stealth
was in attendance, flown by Wi sconsin
native, Capt. Rob Donaldson. A huge
B-52 bomber made a low pass down Run-
way 18 with everything hangi ng out - it
stirred a lot of air.
The busy crew at the Red Barn had
pretty airplanes and good peopl e all over
the place. A record 855 antique and clas-
sic aircraft were regis t ered thi s yea r ,
keeping the judges extremely busy.
When all the shouting was over, the
Antique Grand Champion Lindy
was awarded to Harold and Bob
Armstrong of Rawlings, MD, who
flew their rare, OX-5 powered, 1927
Pitcairn Fleetwing PA-4 biplane all
the way to Oshkosh. No strangers
to winning ways, the father/son team
of Armstrongs have had previous
Grand Champs and Reserve Grand
Champs. Their PC-4 (the sole sur-
vivor of its kind) bore evidence of
master workmanship and extreme
attention to detail. To say that the
OX-5 engine ran like a Swiss watch
would be an understatement. Their
PC-4 was the first airplane in EAA
history to score a perfect 100 points
in antique ai rcraft judging.
The Reserve Grand Champion
Antique " Lindy" was taken home
by Bob Lindley of Zellwood, FL, for
his immaculate restoration of a 1936
Stinson SR-8E Gullwing. This rare
(one of four on the register) cabin
class Stinson displayed some beauti-
ful restorat ion craftsmanship on be-
half of its rebuilder.
Moving up the Classic ladder from the
previ ous year Reserve Champion award
was the twosome of David Slovache k
and Sam J ames of Colgate, WI , taking
home the Classic Grand Champion Lindy
with their constantly improved
Beechcraft C-35 Bonanza. Thi s time,
their several years of hard work finally
paid off as they took home the heavy
hardware in their bri ght yellow and blue
Bonanza . The Reserve Grand Cham-
pion Classic Lindy was awarded to Jack
Shahan of Stone Mount asin, GA, for his
immaculate Cessna 140A. Jack has con-
sistently won an award every year with
this little two-place jewel of an airplane.
In just a short time, a new Contempo-
rary Class was be added to the
Antique/Classic Divi sion that included
the years of manufacture - 1956 to 1960.
This new class will make the fly-ins even
more exci ting and expand the horizons of
Antique/Classic pilots and restorers.
1992 Fly-In
at Oshkosti
Veteran EAA convention goers will
long remember the 1992 fly-in for its near
perfect cool , cl ear weather that almost
had people del eri o us. Sure , the big
Aussie 747 came in with nearly 400 on
board and sure, two audacious flyers
from South Africa named "Chalkie" Sto-
bbart and Pete r Hengst fl ew a Warner-
powered Fairchild 24 all the way fro m
South Africa to Oshkosh, and sure, a spe-
cial salute to the WW II fighter pilots was
enjoyed by all , however, the supreme joy
of cool , clear, perfect weather for the
convention was the bes t medicine ever.
It was scrumptious.
The 1992 Antique Grand Champion
Running away with the 1991 Antique
Grand Champion trophy were Harold
and Bob Armstrong of Rawlings, MD,
whose 1927 Pitcairn PA-4, powered with
an OX-5 engine, scored the first ever 100
points (perfect) in judging at Oshkosh.
Lindy was awarded to Jim Porter of
Hinsdal e, IL, for his stunning 1943
Beechcraft D17S Staggerwing that was in
a class by itself. Restored in the shop of
Bern "Doc" Yocke of Sandwich, IL, the
beautifully finished speedster was done
up in an off white paint scheme with the
factory trim in a deep red. Right behind
the Grand Champion was the Reserve
Grand Champion Antique Lindy that
was garnered by longtime EAA mem-
ber, Steve Pitcairn of Bryn Athyn, PA,
who flew in with his 1930 Pitcairn PA-7
Mailwing. The big Wright-engined bi-
plane was finished in U. S. Mail livery
with yellow wings and tail with a bl ack
fuselage. The superb workmanship of
Steve and his crew was evi dent through-
out the restoration.
Over on the Classic side, the Grand
Champion Classic Lindy was taken home
by a happy Densel Willi ams of Jackson,
MI , with his immacul ate Aeronca llCC
Super Chi ef that was restored by Densel
and a huge bunch of Chapter 304 mem-
bers in Jackson, MI. The results of their
cumlative efforts were outstanding and
th e " true gri t " and deter min ation in-
volved in the restorati on is a fantastic
story in itself. This is what winners are
made of.
The Reserve Grand Champion Classic
was awarded to De lt on Perry of
Lawrenceburg, TN, for hi s outstanding
Piper PA-22 Tri-Pacer that was restored
to original condition by Delton and Joe
Fleeman. Flown to Oshkosh '92 by Joe
VINTAGE AIRPLANE 7
Fleeman, the restoration was primarily a
mechanical job by Perry and a covering
job by Fleeman that resulted in a beauti-
ful piece of restoration work that ran off
with the Reserve Grand Champ marbles.
For the very firs t time, Contemporary
Class airplanes (1956 to 1960) were
parked on the Antique/Classic grounds
and the mechani sms for judging them in
1993 were established. Needless the say,
the owners of these beautiful airplanes
were quite excited to see the new class
being established and they were anxious
to enter competition.
1993 Antique/Classic/
Contemporary Fly-In at Oshkosh
If the past conventions fea tured good
weather, 1993 would go down in hi story
as the year of the big water. For months
prior to the big gathering, the rains came
- and came - and came! With floods all
over the midwest, the EAA grounds be-
came compl etely saturated and with only
two weeks to go before convention, con-
sideration was given to supply each
campe r with his own water bed! As if
some devine providence stepped in, t he
rains ceased just in the nick of time and
the grounds dri ed up to where airplanes
could st ill be parked. The balance of the
conventi on weather was fi ne except for a
sharp storm that blew through the
8 AUGUST 1996
(Above) A happy threesome consist-
ing of David Siovachek, Brian Slo-
vachek and Sam James, savor the
Grand Champion Classic trophy for
1991, which they were awarded for
the beautiful Beechcraft C-35 Bo-
nanza which they restored.
(Left) The EAA Chapter 304 gang who
helped Densel Williams (extreme left,
back row) restore Densel's 1947
Aeronca 11 CC Super Chief to the
point where it absconded with the
1992 Grand Champion Classic trophy.
Check out their Aeronca shirts!
grounds on Tuesday, damaging several
airplanes. (Note: Tiedowns are only as
strong as their anchors.)
On the flying front , the big news fo r
'93 was Kermit Weeks ' 4-engined Short
Sunderland flying boat that he flew in
from England to Oshkosh, la nding in
Lake Winnebago. The graceful fly-bys of
the huge flying boat each day of the con-
venti on were observed by everyone - the
sound of the four P&W 1830 engi nes
makin g beautiful music as Kermit
brought t he bi g flying boat down the
showline.
The top award in t he Anti que cl ass
was taken home by Jack Steen of Ada,
MI, with his immaculate 1931 Driggs Sky-
lark biplane powered with the original
American Cirrus Hi-Drive engine. The
near unbeli evable quality of the restora-
tion, which was begun years ago by his fa-
ther, Les Steen, was duly noted by the
judges and in the fine hairs that are some-
times the determining factor, the Dri ggs
Skylark came out on top with the Grand
Champion Lindy award.
The 1993 Rese rve Grand Champi on
Lindy was taken by a 1933 DeHavilland
DH-83 Fox Moth, brought to Oshkosh by
Roger Fiennes of London, England. This
superb restoration was do ne in New
Zealand and the airplane was on its way
to London. Of royal lineage, the exqui s-
ite Fox Moth featured a beautiful cabin
for three and the most immaculate alu-
minum wheeIpants that had been hand-
made by a real craftsman.
The Grand Champion Classic Lind-
bergh Trophy was awarded to Vern
Flacksbarth and Durbe r Allen of Min-
nea polis, MN, for their remarkable
restoration of a single-pl ace Mooney M-
18C Mite - the very first time in hi story
such a plane has been so honored. The
on ly problem being that both winners
cannot fly in the airplane at the same
time.
The Reserve Grand Champion Classic
Lindy was taken by George Willford of
Wat erville , OH, with hi s very authent ic
Piper PA-12 Super Cruiser. Restored
over a period of time by George and his
father, the PA-12 showed super attention
to detail and lot s of dedicated elbow
grease.
In the new Contemorary Class th e
Grand Champion Lindy was garnered by
Jerry Ross of Weatherford, OK, with hi s
beauti ful 1959 Piper PA-24 Commanche
powered with a Lycoming 0-360 of 180
hp. The original paint scheme on this re-
tractable was a thing to behold and scored
well with the judges. The Reserve Grand
Champion Contemporary Lindy was
taken home by Arthur Bastian of New-
ton, NJ , with his nicely restored 1956
Cessna 310 (straight tail) fi nished off in
an original paint scheme of white,
turquoise and black trim.
Perhaps one more unforgettabl e item
from 1993 was the appearance of Ralph
Rosanik' s magnificent replica Curtiss
Hawk P-6E, which, although it had not
flown , just the sound of the V-12 Curtiss
Conqueror e ngine as it taxied by on its
way to the display ramp, was an immense
thrill in itself. This 30-year effort by a
very determined builder is presently on
display in the EAA's Eagle Hangar for
all to see.
1994 Antique/Classic/
Contemporary Fly-In
The return of the supersonic Con-
corde marked the 1994 fly-in with the
customary loud noises as it blasted off on
a "local " trip with a cabin fu ll of passen-
gers. In addition, 1994 was noted for the
"Salute to Appollo" which proved to be a
very popular program, the astronauts
themselves being very comfortable on the
stage among fellow aviation people.
If blue is your favorite color, you
would have liked the choice for the An-
tique Grand Champion Lindy as Tom
Baker, J r. of Effingham, IL ran off with
all the marbles with his blue and si lver
1941 Taylorcraft BL-65. A brilliant piece
of restoration, the Taylorcraft, complete
with round contro l wheels and la rge
tachometer, was finished down to the last
nut and bolt by thi s young restorer. In-
deed, Tom comes by hi s aviat ion interest
honestly as his father, Tom Baker, Sr. is a
long time rebuilder and restorer who
taught his son well .
The Reserve Grand Champion Lindy
was taken by Gerald Hanson of Las Ve-
gas, NV, with his spectacular 1942
Beechcraft G-17S Staggerwing which was
finished off in a bright yellow paint
scheme with dark blue trim. To say that
this cabin class airplane, which used to be
flown by Walter Beech, himself, was a
real jewel among some really fine air-
planes would be an understatement. It
was outstanding.
In the Classic arena, the Grand Cham-
pion Lindy was well earned by Roy Fox-
worthy of Columbus, IN, with his magnif-
icently restored Johnson Rocket 185.
This rare airplane, one of only four or
five remaining, was totally restored over
a period of dedicated effort to where it
outscored all Classics at the convention.
The amazing history behind this airplane
is just as fascinating as the airplane itself.
The Reserve Grand Champion Classic
Lindy was awarded to John Preiss of Ger-
mantown, WI, for his outstanding Cessna
195, all polished to the nth degree. The
restoration work on this beautiful five-
place airplane was something to behold.
For the second year of the Contempo-
rary Class, the Grand Champion Lindy
was garnered by Lee Maples of Belle,
MO, for his outstanding 1960 twin
Beechcraft G18S which was flown to
Oshkosh on a whim, just to see what
would happen! Lee was quite surprised
to learn he had won the Grand Champion
Lindy.
The Reserve Grand Champion Con-
temporary Lindy was taken home by
Gary Granfors of Webster, MN, with his
remarkably restored 1960 Cessna 172 that
is actually owned with several other pi-
lots. Together, they have done an excel-
lent job of bringing the 172 back to origi-
nal condition.
For the first time in history, a Grand
Champion Seaplane Lindy was awarded
to Buzz Kaplan of Owatonna, MN, for his
superbly restored 1929 Curtiss Robin
mounted on a set of Edo 2665 floats.
This was the oldest seaplane to ever visit
the Brennand/Vette Seaplane base since
EAA moved to Oshkosh in 1970.
1995 AntiquelClassicl
Contemporary Fly-In at Oshkosh
Very few people who were in atten-
dance at the '95 convention will ever for-
get the huge "Tribute to Valor" fly-overs
of WW II aircraft. On Saturday and Sun-
day, there were over 200 aircraft in the
air at one time with some f1y-bys being
conducted at five different levels at one
time! Many remarked they had never
seen the huge crowd as quiet as they were
when the hundreds of aircraft were going
by. It was a most impressive two days.
Attendance at the Antique/Classic
area was higher than ever with some 900
aircraft registered and aficianadoes all
over the place. It was the year of the
Waco as 44 of the beautiful biplanes lined
up, courtesy of a big push by the Ameri-
can Waco Club. In addition, the Beech
Bonanza folks brought in 132 V-tails and
straight tails - all in a continual line from
Rockford, IL.
For the first time ever, a BUcker Jung-
meister garnered the Antique Grand
Champion Lindy award for its owner, E.
T. "Woody" Woodward of Franklin, TN.
Immaculately restored by Joe Fleeman,
the winning Jungmeister was the first one
off the production line in Switzerland in
1937 and feat ured the original Swiss paint
scheme in yellow with red bands, white
crosses and black trim.
The Reserve Grand Champion An-
tique was taken home by Alan Buchner
of Fresno, CA, with his beautiful 1932
Waco QDC cabin biplane. The superb
restoration of this gall ant veteran of the
(Above) A really rare treat at the 1992
Fly-In was this Fairchild 24W that was
flown all the way to Oshkosh from South
Africa by "Chalkie" Stobbart and Peter
Hengst.
(Below) Who could ever forget the mag-
nificient Curtiss Hawk P-6E that was
replicated over a thirty year period by
Ralph Rosanik of Omaha, NE, and was
brought to the 1993 convention.
1930's was extremely well done, right
down to the polished cowling.
Working their way upward from sev-
eral earlier awards were Gene and Carol
Engelskirger of Hinckley, OH, whose to-
tally restored 1954Cessna 170B earned
them the Classic Grand Champion Lindy
at the '95 convention. It was the steady
improvement in the overall airplane con-
dition and detailing that ca ught the
judge' s eye to score enough points to win
the big one.
Continued on page 37
VINTAGE AIRPLANE 9
Majoror
Memorex?
byRoy Redman, Ale 6600
Sometimes You Need
to Question Your judgement
Several years ago a cassette tape
company ran a national TV campaign.
The focus of these ads was that you
couldn' t tell if you were listening to the
real thing or to a recorded version. They
showed a clip of a concert hall per-
former and then alluded to the fact that
the sound you were hearing was really
coming from a Memorex cassette. The
caption was "Is it live or is it Memo-
rex?"
The engine overhaul is something that
most airplane owners understand, or at
least think they understand. When it's
time for an overhaul you unbolt the en-
gine, send it away, send gobs of cash and
get back an "overhauled" engine and a
bunch of writing in the logbook. Sounds
simple enough, but is it really? What do
you get for your outlay of $10,000 to
$15,000 or more? More to the point,
what should you get? Do you get a "Ma-
jor" or do you get "Memorex?"
The mechanical portion of an over-
haul is certainly a primary consideration
and could fill volumes of printed matter.
What we are going to investigate here,
however, is the paperwork side-the le-
gality and the words. What is required?
What do the words mean? Who is re-
sponsible? And just what is an overhaul
by regulations, and what is not?
An examination of what the FARs
say about overhauls will get us started
and serve as a framework for discussion.
We find most of the pertinent informa-
tion in FAR Part 43, entitled Mainte-
nance, Preventive Maintenance, Re-
building, and Alteration. There are also
Advisory Circulars on the subject, iden-
tified by the prefix" AC." These are
considered acceptable data and are
given the same credence by the FAA as
regulation if applicable. A prime exam-
ple is AC 43.13-1A and 2A. Note that
the first number following the letters
"AC" refer to the subject part of the
1 0AUGUST1996
FAR, hence Advisory Circul ar AC
43.13 obviously covers maintenance.
AC 43-11, entitled Reciprocating En-
gine Overhaul Terminology and Stan-
dards, is an important reference. We
should note here that this AC comments
on some Part 91 references in addition to
the maintenance issues. Part 91 is enti-
tled General Operating and Flight Rules.
With regard to maintenance, this part
outlines owner/operator responsibilities.
Keep in mind as we progress that the re-
sponsibility for the records entries and
record keeping is shared by the
owner/operator, as well as the person or
agency performing the work.
The FARs go to great pains to define
"major" and "minor" repairs. FAR 43,
Appendix A covers nearly every repair
or alteration you can think of, but does
not address the common use of the word
"major" in an overhaul. Itrefers to split-
ting the case or cra nkshaft of a super-
charged engine, a geared (other than
spur type) engine, or special repairs such
as welding, plating or metalizing. In this
context, the inclusion of any of these op-
erations in an overhaul requires a form
337 since they constitute "major" repairs.
The common use of the word "major"
with the word "overhaul" is addressed
only in AC 43-11 paragraph 5b (1) and
(2). This paragraph calls the words "ma-
jor" and "top" an identification of the
degree of work done on the engine. The
defining paragraphs (1) and (2) say what
most of us know-that a "major" identi-
fies complete disassembly and "top"
identifies work outside the crankcase
only. The word "major," therefore, has
nothing to do with the standards of the
work. Itonly identifies what parts were
disassembled. And most important, it
does not define whether or not the en-
gine was overhauled. The word we re-
ally need to understand is "overhaul."
The FARs devote considerable ver-
biage to the word "overhaul." They also
address other terms such as "rebuilt"
and "remanufacture," but first we should
study just what an "overhaul" is by regu-
lation. Let's look at the FAR 43.2 words
in detail.
Paragraph 43.2 Records of overhaul
and rebuilding. (a) No person may de-
scribe inany required maintenance entry
or form an aircraft, airframe, aircraft en-
gine, propeller, appliance, or component
part as being overhauled unless (1) Us-
ing methods, techniques, and practices
acceptable to the Administrator, it has
been disassembled, cleaned, inspected,
repaired as necessary, and reassembled;
and (2) Ithas been tested in accordance
with approved standards and technical
data, or in accordance with current stan-
dards and technical data approved by the
Administrator, which have been devel-
oped and documented by the holder of
the type certificate, supplemental type
certificate, or a material, part, process, or
appli ance approval under paragraph
21.305 of this chapter. (b) No person
may describe in any required mainte-
nance entry or form an aircraft, airframe,
aircraft engine, propeller, appliance, or
component part as being rebuilt unless it
The engine overhaul is something that
most airplane owners understand, or at
least think they understand. When it's
time for an overhaul you unbolt the
engine, send it away, send gobs of cash
and get back an "overhauled" engine
and a bunch of writing in the logbook.
Sounds simple enough, but is it really?
has been disassembled, cleaned, in-
spected, repaired as necessary, reassem-
bled, and tested to the same tolerances
and limits as a new item, using either
new parts or used parts that either con-
form to new part tolerances and limits,
or to approved oversized or undersized
dimensions. (Note: Underlining is ours
for emphasis.)
What this tells us is that it isn't an
overhaul unless it is tested, and the stan-
dard for this is the manufacturers' over-
haul manual (approved standards and
technical data) or in accordance with-
technical data that is "approved by the
Administrator." Paragraph (b) goes on
to define "rebuilt" as meaning the use of
new standards, and again testing is men-
tioned as a requirement. (It is probably
appropriate to mention, since we just
read the FAR, that there isn't much dif-
ference between "overhauled" and "re-
built." You can see that an overhaul to
new limits could be the same as a re-
build.)
While we're near the subject we
should mention something about the
term "remanufacture" although it has lit-
tle or no applicability to our old engines.
This term actually has no specific mean-
ing in the FARs. It is, however, widely
used by engine overhaul facilities and
also manufacturers to describe an engine
that has been "rebuilt " and granted zero
time by the manufacturer or an approved
agency (Ref. AC 43-11 paragraph 7).
Well , OK. So it has to be tested to
perfect the overhaul. What does that
mean? It means that the engine has to be
run. The F ARs address this in a couple of
ways. First of all, AC 43.13-1A, Chapter
14, paragraph 679 e, "Approval for re-
turning Engine to Service" says in (2)
"Test run the engine to determine that
the engine, propeller, and accessories are
functioning properly. " (The lead para-
graph here, #679, refers to sudden stop-
page. However, the reassembly and re-
turn to service would be the same as an
overhaul. The only difference would be
the application of the overhaul standards
in FAR 43.2.) Further, in addition to dis-
cussing definitions of "major" and "top,"
AC 43-11 paragraph 5b (1) states that "A
major overhaul consists of the complete
disassembly of an engine, inspected and
repaired as necessary, reassembled,
tested, and approved for return to ser-
vice." (Bold type is ours for emphasis.)
This brings us to the next step, the re-
turn to service. FAR 43.5 states: No
person may return to service any aircraft ,
airframe, aircraft engine, propeller or ap-
pliance that has undergone maintenance,
preventative maintenance, rebuilding, or
alteration unless-(a) The maintenance
record entry required by paragraph 43.9
or paragraph 43.11 has been made. Para-
graphs 43.9 and 43.11 speak to the con-
tent, form and disposition of mainte-
nance records. This means logbooks.
So now we have come full circle. We
assume that we are entering into a "ma-
jor" but understand that this term refers
to degree of work. And in order to be an
"overhaul" a variety of things have to be
accomplished, including a test run. Then
the required logbook entry has to be
made that not only includes the word
"overhaul" but also the familiar words
" ... approved for return to service."
When all of this is accomplished, the air-
plane can be returned to service merely
with an entry in the airframe log that the
engine has qeen installed.
When the engine is approved for re-
turn to service by the overhaul facility,
no further entry is necessary in the en-
gine log. The engine just has to be con-
nected on paper to the airframe in the
airframe logbook. A notation of this in-
stallation also in the engine log is com-
mon, but isn' t required.
Well, you say, I know good 01' so-and-
so who does engines and he really knows
his stuff, but he doesn' t have test run facil-
ities. Now most of the engines we operate
on our antiques and classics are getting
pretty long of tooth- upwards to 60 years
or so. And the parts availability comes
from outside the network that many es-
tablished shops are familiar with. Yes,
there are fortunately a number of estab-
lished engine shops that continue to ser-
vice the old engines, but a cottage industry
of "good 01' so-and-so" guys is growing.
Great! We need the support, and the
availability of engines. But when you pay
the price you should hear the fat lady sing
in person, and not on Memorex tape.
When you pay for an overhaul , that's
what you should get-and it should be
run and returned to service. And what if
it's not? Well, it might work out just
fine, and I'm sure the "good 01' so-and-
so" will give you lots of evidence that it
will. But just understand the position
you're in. You have a shiny new engine
and you've paid the bill, which probably
was market price for an overhaul. You
have a logbook with an impressive en-
try-but nowhere do the words "over-
haul" or "approved for return to service"
appear. There's a signature under the
entry, but all that really says is that the
parts were assembled.
You get your engine home, and have
an A&P install it. Either he has to run it
and add the words "approved for return
to service," or your IA has to do thi s
when he completes the installation or the
annual. Now one or both of these guys is
certifying the airworthiness, and the crit-
ical first couple of hours of run-i n is on
their shoulders. The best of all worlds is
that everything goes just fine, and it usu-
ally does. But if it doesn' t? Human na-
ture steps in with all its vagaries. The en-
gi ne builder assumes that the installer
did something wrong, ran it in improp-
er ly, etc. The installer assumes that
somet hing wasn' t done right in the as-
sembly. And you're in the middle. Any
they' re probably on the phone a lot try-
ing to solve the problem. Assuming the
best from all concerned, it probably
works out in the end. But it could go an-
other direction.
Consider this-we were expecting an
engine from a respected engine shop to
meet a deadline for a customer. On the
promised ship day we got a call. The en-
gine had flunked the run-in. After two
hours of test stand running there was
suspicious metal in the oil. The shop
owner felt that a teardown was in order.
I won' t go into chapter and verse on the
problem but will just say that it was
something that could happen to the
best-and it did . People all over the
country are flying behind engines from
that shop with pride and confidence, and
rightly so. The engine arrived two weeks
late, but no one minded the delay. The
clear lesson is that the first couple of
hours belong on the test stand. The good
shops won't have it any other way.
Before we conclude we need to take
another short visit to the FAA data. AC
43-11, paragraph 8 covers overhaul facili-
ties and the FARs they are required to
comply with; FAR 43.13 a. and 43.13 b.
(-but don't confuse these with AC
43.13-1A and 2A). In brief, these para-
graphs require practices, tools and test
equipment consistent with industry stan-
dard as well as those recommended by
the manufacturer (found in the overhaul
manual). Paragraph b. addresses
owner/operator responsibilities as out-
lined in FAR 91.405 and 91.417. These
paragraphs point out among other things,
that the owner/operator "Shall ensure
that maintenance personnel make appro-
priate entries .. .indicating the aircraft has
been returned to service" and also the
responsibility for keeping the aircraft
records and detail required therein.
So now you're going to have your en-
gine overhauled-or you want one over-
hauled for that new restoration. Despite
the age of our engines, there are many
respected engine shops out there. And
there are several "good 01' so-and-sos"
working in their hangars or home shops
who deserve a shot and do great work.
Select the situation that feels comfort-
able to you. Here's some suggestions. 1.
When interviewing your shop or engine
builder, ask the critical questions: Will it
be test run? And will you sign off ap-
proval for return to service? Usually if
the first is affirmative the second will be
as well. 2. Determine if the overhaul
will be to service limits or to new stan-
dards. We didn' t touch on this in order
to not get into the mechanical details,
but you should know what you will be
gett ing for your buck. This can affect
the cost, and definitely the longevity of
your engine. Then after you have se-
lected your engine shop - 3. Get a copy
of AC 43-11 from your FSDO and re-
view it carefully. It isn't too long and
has some good information. (Part 91
has been revised since it was printed and
the references should read 91.405, 91.417
and 91.421.) 4. A stroll through FAR
Part 43 will help, specifically the para-
graphs I mentioned and also those refer-
enced in AC 43-11. (You don' t have to
become a regulations freak! There isn't
that much, and they specifically address
your concerns.) 5. When you get ready
to pay the bill, read the logbook entry
carefully. If you've absorbed the Part 91
references you will know what your re-
sponsibilities are and what you need to
see in the entry.
More than likely the answers to your
questions will be positive, and your con-
cerns welcome. Our hobby and our in-
dustry is full of good folks and skilled
craftsmen. I'm sure all will agree that in
today's world, you can' t be too careful. ...
VINTAGE AIRPLANE 11
lets, and was disappointed to find that
Waterbury Brass had gone out of busi-
ness. The eyelets called out in the blue-
prints were no longer available, so like
everybody else, it's time for a revision to
Custom
my Chief restoration plans.
Chief
Pete andMarkRowe
gussie up a oldpost-warfavorite.
by H.G. Frautschy
If you can tear yourself away from the
photos and that American LaFrance Fire
Engine Red finish, I'll tell you all about it.
Last month I wrote about a very original
Aeronca, Buck Hilbert's 15AC Sedan.
N ow here's the other end of the spec-
trum, a custom airplane with plenty of
neat features.
Pete and Mark Rowe (Pete is the dad,
Mark is his son), Midlothian, TX, liked
what they had seen in other recent Chief
restorations. Densel Williams' Aeronca
llCC Super Chief, winner of the Grand
Champion Classic trophy at EAA
OSHKOSH '92, was mentioned by them
as one of the nicest airplanes they had
seen, but they wanted to head in a differ-
ent direction when they started their
restoration. From the outset, Pete and
Mark weren't looking to go trophy hunt-
ing, so an original airplane wasn't re-
quired. They just wanted a super nice
looking airplane they could fly. Since
they both live in the same fly-in commu-
nity, Eagle's Nest Estates, it wouldn't be
too difficult to split up the project be-
tween the two houses.
In 1992 Mark's wife Dana saw an ad in
the Dallas newspaper for a side-by-side
airplane. She liked flying during the
evening in Mark' s "cheap Champ" and
the thought of an airplane in which she
could sit next to Mark appealed to her.
He charged off to look at the airplane,
and decided to buy it. They acquired the
non-flying Chief project after it had been
covered, but after looking at the work-
manship, they felt they could do better, so
the cover job came off. A close inspec-
tion of the fuselage frame was made after
bead blasting and no tubing replacement
was needed. A complete job of priming
and painting the tubing was done before
the rest of the work was started on the
fuselage . The tubing is finished with a
12 AUGUST 1996
new Sherwin-Williams paint, and happens
to be a Mac Truck Cream, one of only
about a half dozen colors Mac uses.
The firewall was still in good shape,
and new cowl fasteners were secured in
place. Already, changes were being
planned. The upper engine cowl piece
was held in place on the original airplane
with Dzus fasteners. As a retired army
pilot, Pete had his fill of the screw head
style quick turn fasteners, so he decided
to secure the cowling with screws, and
create a new oil fill access/inspection hole
similar to one you see on a Cessna 150 or
172. The door neatly fits in a recess made
with a flange that is flush riveted to the
upper cowl, and it locks in place with a
Hartwell latch.
One of the reasons they wanted to
start from scratch restoring the airplane
was the way the lower fuselage looked
when they brought it home. The plywood
fuselage formers had deteriorated so
badly that the covering had a baggy look
to it, detracting from the lines of the
Chief. After the covering was removed,
an inspection of all the formers showed
that the plywood had been crushed and
splintered, particularly in the area where
the brass Waterbury eyelets secured each
former to the fuselage tabs. A trip to the
wood shop saw the creation of the new set
of formers and stringers. As is so com-
mon these days , the new set of formers
were secured with bolts and washers. To
save a little weight (every little bit helps,
since there are 31 bolts used) I have seen
a number of Champ and Chief restorers
use aluminum bolts, washers and nuts to
secure the formers.
Waterbury eyelets, Nos. 9889 and
10120, used to be made by the Waterbury
Brass Corp. in Waterbury, CT. Eleven
years ago, after I moved to Connecticut, I
went looking to find a source for the eye-
The metal nose bowl wasn't too bad,
and it was retained. To add the finishing
touch, a spun aluminum spinner blank
from Bob Carr was finished off by the
Rowes. Using old copies of factory blue-
prints , Bob has carefully matched the
contour of the original spinner for his
blank, which the Chief restorer can then
finish to suit his installation of a metal or
wood prop. You can reach Bob at 506
Heavitree Garth, Servena Park, MD
21146 for more information on his blanks.
The project didn't come with wheel-
pants, and while they could have searched
for a pair of metal ones, a set of fiberglass
wheel fairings would be more durable, es-
pecially around young kids. Toughness
meant more than originality in this re-
gard!
Still, they maintained an original look
by covering the landing gear A-frames
with fabric. Many Aeroncas are missing
the fairings used at the landing gear/fuse-
lage juncture, and that's a shame - they do
a lot for lessening intersection drag (an
area that a Champ or Chief could stand
some improvement , particularly at the
strut attach points) . Since the project
didn't come with the fairings, they made
theirs up by making a pattern out of card-
board and trimming it until they had a
shape they liked. Only then did they
whittle a new set out of aluminum.
Another area they gave detailed atten-
tion to were the exit points for the control
cables - ABS plastic control exits made
for large scale radio controlled model air-
planes were used , resulting in a neat ,
clean installation. They softened them up
with methyl ethyl ketone during the cov-
ering process, and both restorers were
pleased with the level of adhesion the
ABS plastic exhibited.
Aeronca oleo landing gear struts need
attention during their lifetime, and during
a restoration it's a good idea to take them
completely apart for inspection. While
removing the piston from the cylinder re-
quires the services of a machine shop (a
lathe and a torch are some of the tools re-
quired) the rest of the working parts of
the landing gear can be easily inspected.
Many years ago an AD was issued to en-
sure that any phenolic pistons were re-
moved from service, but every now and
then one still shows up and must be re-
placed. Pete and Mark disassembled the
gear by removing the oleo from the case
frame, driving the pin out of the spring re-
tainer and inspecting the spring itself and
the piston. Peering through the oil fill
hole with the piston bottomed out will re-
veal if the piston is aluminum or the out-
lawed phenolic. A close look revealed
one strut had been repl aced, since it bore
the Uni vair name and PMA stamp. For-
t unate ly the piston shafts were in good
shape, so a new graphite impregnat ed
rope seal was installed and the struts re-
assembled and filled with hydraulic oil.
On the other end of the fuselage, they
still had an ori ginal Scott steerable, non-
swivel tai lwheel, compl ete with a " Made
For Ae r onca by Scott " br ass pla te . It
needed. a new bushing, which a friend who
is a professional machinist was able to re-
place for the Rowes. While the non-swivel
configurati on can make maneuvering by
hand on the ground a bit more chall eng-
ing, it is still one of the lightest tailwheels
you can install on the Chi ef. That far aft
of the c.G., every pound counts.
The wings presented a compl etely dif-
fe rent situati on. Many of the stamped
a luminum ribs had been be nt and/ or
cracked, but fortunately, a ll four spars
14 AUGUST 1996
were fo und to be in good shape after a
complete inspection. One wing at a time
was completely disassembled at a time, so
that the other could be used for reference
in conj uncti on with the blueprint s and
service manual. All of the steel and alu-
minum fittings were checked for cracks
and corrosion and then the wings were re-
assembl ed. Each of the m took about 5
months of part time work to fini sh and be
ready for covering.
The sheet metal for the forward fuse-
lage needed to be repl aced, and they did
not have a windshi e ld fl a nge re t a ine r
strip. Out came the metal working ham-
mers and a pine wood block carved with a
close approximat ion of the curve of an
old, beat up retainer they found, and after
a few tries (six, to be exact), they came up
with two retainers they were able to use.
They even put their sheet metal ham-
mering skills to use making up a new set
of heat muffs for the exhaust stacks. Us-
ing an original set of muffs as a mold, they
built a ha mmeri ng mold out of plaster.
Surprisingly, because they made the mold
at least two inches thick, the plaster didn' t
crack whil e they were pounding away on
the dead soft aluminum used for the new
muffs . In fact, another frie nd is now usi ng
the molds to make hi s own heat muffs for
his project!
The Continental A-65 engine itself was
in pretty good shape, with only 11 hours
on it since a major overhaul. All of the
accessori es were stri pped off the engi ne
and overhaul ed. Because it had sat for
quite a whil e, it was reassembled wit h all
new rubber inducti on tube coupl ers and
any other gasket or hose on the outside
was also repl aced with new items.
The exhaust pipes shine with the un-
mistakable sheen of stai nless steel, yet the
stacks themselves a re still th e ori gina l
(Above) Mark and Pete Rowe (I-r), father
and son restorers, take a spin in their spec-
tacular Chief.
(Right) All of the interior sheet metal was
beautifully finished in wood grain by Pete
Rowe. The interior was finished in the
spirit of the original, but in a way you might
have seen if Aeronca offered a "super
deluxe" version of the Chief.
VINTAGE AIRPLANE 15
mild steel. How could that be? Clever
Mark wanted a good looki ng set of stacks,
so he dressed up the origi nal style stacks
wit h a pair of stainless stee l tube cuffs
that slip over the mi ld steel stacks and are
secured with a through bolt.
A set of overhauled Bendix-Scintilla
magnetos supply the ignition power
through unshielded leads. A metal whip
antenna and an lcom hand-he ld radio
with a noise blanking circuit seem to work
fine with the unshielded ignition, allowing
communications over a 50 mile range.
The interior work was one area where
the Rowes paid close attention to the lit-
tle things. The headliner was supplied by
Alexander Aeroplane (now Aircraft
Spruce East). Neatly pull-tied into place,
a light mist of water shrunk the liner in
place. A very professional looking job,
even the holes for the aileron cables were
trimmed in a clever way - so often, they're
just run through a slit cut in the headliner.
Pete's wife Barbara Jean did it differ-
ently, and it really looks nice. After fit-
ting the headliner, she used the button-
hole stitch on her automatic sewing
machine to put in a pair of large button-
holes on a couple of pieces of leftover
scraps for the aileron cables to exit. Sewn
in place with some cording used to finish
the edges, it's neat, simple, and because
of their close proximity to the edge of the
headliner, their position was fairly simple
to plan out.
Another neatness item was the use of
blind tacking cording to cover the edges
of the windows. Using single edge cord-
(Above) Here' s more of the
woodgrain work done by Pete
Rowe.
(left) Even the stuff you don' t
usually see was well taken care
of during the restoration. You
can also see the beauti f ul pol-
ished stainless steel heel plates,
installed with hook and loop fas-
teners.
ing doesn't look as neat, since the small
brads used to secure the cording sti ll show
after installation. The sma ll diameter
double cording is installed by spreading
the cords apart, nailing a tack through the
fabric between the cords and then allow-
ing the cords to fold over the tack, hiding
it from view. It makes for a very clean
looking installation.
While you can have a Chief instrument
panel refinished using the original wood-
graining method, Pete decided on doing
the painting. A coat of flat, oil based
paint was first painted on the panels (in-
cluding the rudder cable cover in the
cockpit and the top of the baggage cover).
He then " flogged" the paint surface be-
fore the paint dried to give the base coat
some texture to it. After waiting a day, a
coat of glaze tinted with burnt umber was
used as the "grain," which was created us-
ing a painter's woodgraining tool, along
with some small paintbrushes and feath-
ers. After allowing that to dry for four or
five days, 10 coats of automotive clear
coat enamel was applied.
The panel you see now is actually the
second time he did the work - the first
time, he clear coated the finished panel
using a lacquer , and was heartbroken
when t he other paint was lifted and ru-
ined. Whi le he says the first time was a
better job, I can't see how that's possible -
his work on the second panel is a very
pretty custom panel for a Chief, keeping
the spirit of the original but adding some-
thing personal to it.
All sorts of little things catch your eye
as you look the airplane over. One of the
neatly done items in the cockpit is on the
floor. A pretty set of stainless steel heel
plates were made by bending the edges,
filling the corners with silver solder and
then polishing them to a high luster. You
hate to think of them being touched by a
shoe or boot. Maybe it's best flown wear-
ing a pair of bedroom slippers!
The standard Aeronca tail logo didn't
meet with Pete's approval either. He
wanted something different , and he found
it on the cover of the airplane's service
manual. On the cover was a stylized logo
that looked sharp. Blowing it up to twice
its original size, coupled with a little work
with a pen and french curve, gave him
something he could take to the sign-
maker's shop. Scanned on a computer, it
was then run through a program that
drove a cutter, creating a vinyl mask. The
mask was then used to spray paint the
logo on the fin. Neat!
Fuel gauges are always a challenge for
Aeronca restorers. The original gauges
used a hollow copper ball float soldered
on a pivoting arm, moving a sector gear
meshing with a pinion gear mounted on a
rotating drum. Did you follow all
that? As the unbushed pivot points
would wear in the cast aluminum,
the gears would fail to mesh, and
the gauge would become even more
inaccurate. It's always been true
that something cheap to build in the
first place can be maddeningly diffi-
cult to rebuild. The gauges used in
the Champ and Chief are no excep-
tion, req uiring extensive machine
work to rebui ld them. Fortunately
for the Rowes, their aft fuel gauge
for the 8 ga llon auxiliary tank was
in good condition.
Continued on page 27
16 AUGUST 1996
MEMBERSPROJECTSaroundthe world
------------------------------- by Norm Petersen
Bucker Jungmeister Bu 133C in Germany
This magnificent 1937 Blicker Jung-
meister Bli 133C, SIN 5, registered D-
EKRE in Germany (ex. U-58, ex. HB-
MKF in Switzerland), was restored
from a basket case over a period of nine
years by Erich Reichart (EAA 153889)
of Babenhausen, Germany. Powered
with a Siemens & Halske SH-14a en-
gine of 160 hp using two carburetors
and swinging a Hoffman propeller, the
Jungemeister is capable of unrestricted
aerobatics and is in a class by itself for
control feel. Erich , who is a retired
Lufthansa 747 Captain, purchased the
airplane from the late, legendary, Al-
bert Ruesch of Switzerland, an aero-
batic instructor for fifty years. At pre-
sent , Erich reports, there is only one
remaining overhauler of the SH-14a en-
gines in Germany and a major overhaul
costs about 60,000 DM (about $40,000).
Erich Reichart is pictured flying the
Blicker over the green fields of south
central Germany. Photo taken from a
Blicker Jungman.
VINTAGE AIRPLANE 17
Macchi M.B. 308 in Argentina
This photo of an Italian-built 1948 Mac-
chi M.B. 308, registered LV-RZF in Ar-
gent ina, was sent in by owner Gustavo
Daniel Martinez (EAA 394889, A/C 18166)
of Merlo, Argentina, South America. Con-
structed primarily of wood, the two-place,
side-by-side M.B. 308 features a full can-
tilever wing and tail group, tricycle landing
gear with a steerable nosewheel and dual
swi ng-up doors on the cabin. A single fuel
tank above the baggage compartment (and
behind the rear wing spar) is either 60 or 80
liters, depending on engine. Built in Milan,
Italy, the M.B. 308 is powered with a Conti-
nental A-65, C-85 or C-90 engine swinging
a wooden propeller. With a C-85, the
empty weight is 858 Ibs. , gross is 1364 Ibs.
and normal cruise is 108 mph with a 40
mph landing speed. Slotted flaps use 15
degrees for takeoff, 60 degrees for a normal
landing and 75 degrees for a braked land-
ing. The M.B. 308 was also built as a twin
float seaplane with a C-90, being able to
take off from the water in 240 yards.
Auster J/1 Autocrat in Denmark
From Vamdrup, Denmark, comes this neat photo of a 1946
English-built Auster J/1 Autocrat, registered OY-AUY in
Denmark, and owned by Leif Nissen of Kolding, Denmark.
(The beautiful scale model in the foreground was built by
Tommy Olsen.) Powered with an inverted four-cylinder
Blackburn Cirrus Minor ITA of 100 hp, the Auster can carry
three people (two in front and one crossways in the aft seat)
at a cruise speed of 100 mph. Empty weight is 1052 Ibs. and
gross is 1850 Ibs. for a useful load of about 800 Ibs. Sharp-
eyed readers will note the Taylorcraft influence in the design
of the landing gear, the wings (NACA 23012 airfoi l), struts
and tail surfaces as the Auster firm evolved from the license
building of American Taylorcrafts. Leif Nissen is a bricklayer
by trade, enjoys flying the Auster on weekends, and is an ac-
itve member of the Danish KZ & Veteranfly Klubb (EAA
Chapter 655).
18 AUGUST 1996
Spanish Bucker Jungmann CASA 1.131 in Chandler, Al
This photo of a CASA 1.131 Jungmann , N595BJ , SIN
E313-595BJ, was contributed by the engine installer, Joe Kry-
bus (EAA 140019), of Santa Paula, CA. Seated in the cock-
pit is ownerlrestorer Mike Christine (EAA 398889, A /C
20372) of Chandler, AZ. Mike, who is a Northwest Airlines
727 Captain, and Joe Krybus completely restored the Jung-
mann over an eight-month period in 1994 following a col-
lapsed landing gear accident on the way home from EAA
Oshkosh ' 93. Included in the restoration was the prototype
installation of the Chech-built LOM four-cylinder in-line en-
gine of 140 hp in addition to the new cowlings and propeller
(Note the left-hand turning prop). Mike reports the paint
scheme is exact ly as the airplane wore while in Spanish Air
Force training service. To the full credit of the restorers, the
restored Jungmann has won trophies at EAA Oshkosh ' 95
and Sun ' n Fun ' 96.
Working on a project of your own? Send your photos along with a
short story about your airplane to:
H.G. Frautschy, EAA, P.O. Box 3086, Oshkosh, WI 54903-3086
Golden Oldie, August 21
1949 - Stinson 108-3
This vintage photo of a 1948 Stinson 108-3,
NC6197M, SIN 108-4197, was taken at Bar Har-
bor Airport , Trenton , Maine , on August 21 ,
1949. The pilot, Ralph Mower, is now a retired
Delta Captain. The photo was taken by a Ban-
gor Daily News staff photographer during a
breakfast flight gathering. 01' 87M was finally
sold to a man in "down east" Maine, then
through a series of owners in New England ,
Missouri, Texas and Florida before being pur-
chased by Damascus, MD, resident, John Baker
(EAA 94082, A /C 14103) and hi s wife in 1986.
They flew the Stinson for nearly a decade be-
fore taking it down for a complete restoration.
After replacing over twenty feet of tubing and
sandblasti ng the fuselage, the four-placer is
starting to go back together again. John Baker
would enjoy hearing from other Stinson owners
and is especially interested in a source for Stin-
son parts - such as a dash-3 rudder and eleva-
tors. Call John at 301-253-1071(Home) or 301-
253-5105 (Work). John's address is 25904 Reva
Drive, Damascus, MD 20872.
VINTAGE AIRPLANE 19
Stearman
Richard Hansen wit h a recovered boy-
Reunion hood memory - the fuselage of a Stear-
by Richard T. Hansen
Ale 1961 9
And you
thought finding
one in a barn
was tough!
October 24, 1941 - Fifty mil es east of
Fres no, CA, three P-40s di sappear in a
storm at night in the central Sierras.
A few days later, on October 29, 1941
22 pl anes were sent on a sea rch mi ss ion
for the Curti ss fi ght ers. One of them was
a PT-17 Stearman piloted by Lt. James E.
Mil es, Jr. with Corp. A. S. Taylor as ob-
server. As a youngster, I'd seen the Li eu-
tenant and Corporal fly by at low level as
they headed up a valley.
It had been 47 years since, as a boy of
11 years old, I had been back to the site of
where the biplane had crash-landed.
On June 9,1988, while on a fishing trip
on Dinkey Creek above Balch Camp with
some fri ends of mine, I took a side t rip up
th e r avine t o wh e re the a irpl a ne had
crashed. The fi shing trail crosses the lower
e nd of thi s ravine, but since it is a ve ry
steep climb with lots of brush and no trails
to foll ow, and havi ng heard at the time
that the Army had come in, removed what
they could from the airplane and then dy-
namited what was left , I never went back.
It 's funny how time plays tricks on your
memo ry, but I sho uld go back 47 yea rs
and start at the beginning.
Balch Camp sets in the fork of Dinkey
Cree k a nd the no rth fork o f the Kings
River in the foothill s of the central Si erras
about 1200 feet elevati on and 50 mil es east
of Fresno, Californi a. There is a Pacific
G as & El ectric Company powe rhouse
th er e, and most peopl e who live th e re
work in the powerhouse or in some other
20 AUGUST 1996
way for Pacific Gas & Electric Company.
I moved there when I was ten years old
with my brother and my mother, a school
teacher. There was an elementary school
there that consisted of eight grades. My
mother taught all eight grades. The tot al
enrollment was six boys and three girls. It
was a great place for a ten year old boy to
li ve. Summe rs were fill ed with fi shing,
swimming and exploring the mountains.
Fall was for t ouch fo otball , bas ketball ,
hunting and listening to Notre Dame foot-
ball games on the radio. Winters were for
ma king model a irplanes, and airpl anes
were an exciting thing to me.
I spe nt hundre ds of hour s buildin g
mode ls a nd rea ding everythin g I could
about airplanes, also li stening to stori es
my mother would tell me about my father,
Earl e E. Hansen, who was a well -known
pi lot.
I rea lly don ' t remember much about
my fathe r as I was very young when my
parents separated. I do, however , have hi s
scrapbook with clippings and pictures of
his many exploits.
He was a test pilot, a well-known racing
pilot , barnstormer , airline pi lot and air-
plane designer. There is an articl e in the
December, 1939 issue of Popular Aviation
that tell s about an airplane t hat he and a
fellow named Con Ellings ton designed
and built. You may recall it was the Mys-
tery Plane here in Vint age Airplane a few
months ago. You coul d telescope seven
feet off the wings whi le the airplane was in
man he had seen fly past his home when
he was eleven years old.
fli ght and with a 90 hp LeBlond air-cooled
engine and it s t op speed was just under
170 mph. Then, extending the wings while
in fli ght, it would land at less than 40 mph.
One of th e st ori es my mother t old me
about my father was about when he was
working on this airpl ane, my mother would
send him money to eat on, but he would
put the money int o the airpl ane. He would
then steal milk off of doorsteps to live by.
My fa ther was kill ed in an airpl ane crash
whil e in the service in 1942.
One day, October 29, 1941 to be exact,
the stor y of the St earma n begins. It is
amazing to me how clear my memory is of
some of the events that foll owed, and just
as amazing how I remember some things
differently. There was an article in the pa-
per at the time stating that the reason for
the crash was engine trouble. That was Lt.
Mi les' story. Thi s is the story as I remem-
be r it. It differs from Lt. Mile s' story,
partly because I lat er became a pil ot and
because I know the country so well , I could
see exactly what happened and exactl y
why Lt. Mil es got into trouble.
I was outside when the airplane came
over Balch Camp. It was very low, and
here is where my memory pl ays tricks on
me. I remember it being blue and yellow,
whi ch it was; but I had it pi ctured in my
mind as a low wing, single wing airpl ane.
Both the pil ot and observer were grin-
ning and waving to us. They were having
fun , and I t hink at the time the last thing
on the ir minds was looking for downed
aircraft. We watched as the airplane dis-
appeared up Dinkey Creek. It was lat e
the next day that the pilot and his observer
found the ir way down to Balch Camp.
They had crash-landed in a ravine. Nei -
ther the pilot or his observer were hurt in
the crash. The area where they crashed is
very rugged country, and unl ess you were
familiar with the area, it would be very dif-
ficult to find your way out. There are no
roads and the only trails are deer trails.
At that time there was a man named Ed
Ki ely who lived at Balch Camp. Ed was
very familiar with that particular area, and
from Lt. Miles and A. S. Taylor's descrip-
tion of the area of the crash site, he was
able to ret race their footsteps and locate
the airplane. It was a simple thing for my
brother and I to find the airplane as Ed
Kiely, after finding it, had tied white rags
on the bushes leading to the crash site so
that the Army could follow them.
The airplane was sitting in a very nar-
row ravine just below a small cliff and was
facing back down the ravine. I remember
that day very clearly. To an 11 year old
boy who loved airplanes, this was the best
thing that could have happened. Here was
this airpl ane that you could get close to;
you could stare at it, touch it, crawl all
over it, and sit in the cockpit. My brother
and I took the star insignia off the wing
and removed the seats (why the seats, I
don't know) and carried the m back to
Balch Camp, re turning after dark. We
had plans to go back and get the propeller,
but we heard the Army was going in to
take what they could from the airplane
and that they were looking for the ones
who took the seats. Well , it 's pretty easy
to scare an 11 year old and a 13 year old,
so we didn' t go back, probably figuring
that we were lucky we weren't in jail.
The Army, according to an articl e in
the paper, did take 17 me n, led by Ed
Ki ely, to the crash site to carry out what
they could. Because of the ruggedness of
the country, and there being no other way
at the time, everything taken from the air-
plane had to be carried out by the men. It
was at thi s time that I heard that the air-
plane had been dynamited and that there
was nothing left.
Upon completion of grammar school, I
left Balch Camp and moved to Fresno to
start high school, but I have never lost my
love for the mount ai ns and have been
back to that area fishing many times. I'd
always been curi ous as to what, if any-
thing, might have been left of the airplane.
Still , since it is a long, steep climb from the
fishi ng trai l and not expecting there to be
anyt hing left, I never went back until the
fishing trip of the 9th of June.
This time I needed, once and for all , to
satisfy my curiosity about the airplane.
Dropping our packs on the trail , we started
up the ravine. I tried to go back in time
and remember t he ravine. Some of it
looked familiar and some of it didn' t. I re-
membered the ravine being very narrow
a nd th e airpl ane came to res t unde r a
small rock cliff, and that there were two
small pine trees that the airplane hit as it
came down . We came upon and passed
two rock cliffs that I knew we ren ' t th e
ones tha t we were looking for , and I
started to doubt my memory as to whether
this was the right ravine. However, con-
tinuing on, the ravine started to narrow
and in the distance I could see a small rock
cliff that did look familiar. As I climbed
toward the cliff, the first part of the air-
plane I came upon was the center sect ion
of the top wing. It had washed down the
ravine and there was just a frame laying in
the rocks and brush.
There was a feeling of relief. After all
that time I had found my way back to the
crash site. I also had a feeling of di sap-
pointment, though, because maybe what I
had heard about the airplane having been
dynamited was true; but 50 feet further,
still under the rock cliff, was the airplane.
It had not been dynamited as I had been
told, but it had been completely disassem-
bled, with parts scattered all around. The
fuselage was intact with very little damage
and incredibly, after laying out in the
weather all that time, there was very little
rust. The airplane had bee n stripped of
most everything that could be carried out,
including e ngin e, prop, wheels , instru-
ments, and much more. However, all the
cowlings, the t ail surfaces, all the wing
hardware (most of the wood had rott ed
away) and the landing gear, although dam-
aged, was still there.
It 's like I had stepped back in time.
With the exception of the pine trees that
were missing, it was exactl y as I had re-
of room, and faced with the possibility of
going straight int o the mountain, elected
to turn up this ravi ne.
There is no question that the airplane
could not climb out of the ravine. Because
of the steepness of the terrain, and with
ridges on both sides, the cras h was in-
evitable. The airplane must have stalled
just above the ground, judging by the small
amount of damage that was done. It ap-
peared to set down almost flat , rather than
going in on its nose. I remember that the
wooden propell er was unbroken and that
most of the damage was to one wing and
the bottom of the fuselage. At the time
that was the only damage that I remem-
ber.
I took some pictures of the airpl ane
where it lay. It was almost hidden with
poison oak growing up through the fuse-
lage and parts scattered under the trees. I
t hought that seeing th e airplane again
would satisfy my curiosity and that I would
be able to walk away from it , happy to
have seen it again and happy that it hadn't
been dynamited.
But as I walked back down the ravi ne
toward Dinkey Creek, I couldn't get the
airplane out of my mind. Seeing it agai n
had opened up too many memories and I
knew then that thi s would not be the last
time that I would see the airplane.
Upon returning to Fresno, I contacted
Rory Rogers of Rogers Helicopters flies a
company Hughes (now McDonnell Dou-
glas) SOOE, with the fuselage of the Stear-
man slung below. One more tri p was
made to collect the other major airframe
parts.
membered it - sitting in a small open .-------------------'7'""1
area under the rock cliff with steep
ridges on both sides. I could picture
the airplane the way it was the day I
had first see it: tail high, with one
wing resting on the ground and the
other side in a tree.
I must explain my earli er com-
ment of what I think happened and
why Lt . Mil es got into trouble.
Whe n Lt. Mi les came over Balch
Camp, he was very low, probably no
more than 200 feet. The Dinkey
Creek Canyon is fairly wide at this
point, but it starts climbing rapidly
from Balch Camp and the canyon
narrows. There is a bend in the
creek about four miles above Balch
Camp. You can' t see around the
bend, a nd the t er rai n goes from
brush and scrub oak below the bend
to pine trees above it. There is a
rapi d ascent in elevat ion which is
evident by the increase in waterfalls
and whit e water in the creek itself.
I'm sure that Lt. Miles, especiall y if
he was flying with little altitude,
rather than enter this area tried to
turn around in the canyon, ran out
VINTAGE AIRPLANE 21
Rogers Helicopters to find out if it would
be possible to get the airplane out. Find-
ing out that it was possible meant another
long walk back to the crash si te to pull
everyt hing out in the open and bundle it
up to where it could be airlifted out. I also
talked to Harold Kindsvater who restores
German airplanes, and he was interested
in my story and the photographs that I
showed him. At this point I was still sure
that this was a single wing, low wing air-
plane, but Harold was able to determine
from the pictures that it was a PT-17 Stear-
man. Now when I search my memory I do
remember taking the star insignia off the
top wing, but I had, all those years, re-
membered that part wrong.
I was aware that a number of people
had been looking for the ai rpl ane for the
last two years . It gets very hot in the
canyon in the summer. There are a lot of
rattlesnakes and the country is thick with
poison oak. This, along with the unlikely
The rugged Stearman airframe helped Lt.
Miles and Corp. Taylor survive what must
have been an exciting slide down the side
of the hill and through these rocks. As
seen here, some of the parts had been
repositioned by the Army salvage crew
sent in to remove what could be packed
out, and to destroy the rest. Fortunately,
they didn't really dynamite the airframe,
allowing for its eventual recovery.
spot the airplane was in and the rugged-
ness of the terrain, probably prevented its
discovery.
I don' t know just when I made the deci-
sion to get the airpla ne. Maybe it was
when I realized that others were looking
for it and some how it just didn't seem
right that anyone else should have it. It
just seemed right that thi s airpl ane was
more special to me because I had sat in it
as a boy and dreamed of someday flying
an airplane like that. Then all of a sudden
I realized that just maybe this ai rpl ane
could be put back together and fly again
and I could fulfill that dream I had when I
was 11 years old.
On the 3rd of July, Don Huston , a
frie nd, Phil Raymer, my son-in-l aw and I
returned to the crash site to see all that
was there and to see just how much dam-
age was done in the crash. We spent about
three hours clearing all the brush and poi-
son oak away from the fuselage, gathering
all the parts we could find , and moving
everything out into the open so that it
could be ai rli fted out. It was di shearten-
ing because there was a lot of damage
done by the Army when they had disas-
sembled the airplane , a long with more
damage in the crash than I had remem-
bered. I star t ed to have doubts as t o
whether all of this was really worth it. Re-
turning home to Fresno, I found out some
of the people who had been looking for
the airplane had gotten very close to the
Here's what Richard found when he hiked
back to the site of a crashed Stearman he
had visited as a lad, shortly after the air-
plane went down with Lt. James E. Miles,
Jr., and Corporal A.S. Taylor as observer.
Both survived the accident and walked
out of the valley to the town of Balch
Camp in the foothills of the central Sierra
mountains in California. The elevator and
stabilizer lie next to a boulder, while the
stripped fuselage is overgrown with brush
and trees in the background.
cras h site, so a decision had to be made
and I decided to get the airplane. Again I
contacted Rogers Helicopters and talked
to Rory Rogers and we made plans to re-
trieve the airplane.
There is a helicopter pad at Balch
Camp which, by helicopter, is only about
four or five miles from the crash site. On
the morning of July 14, Don Huston and I
drove there with a 21 foot flatbed trailer.
Rory, flying a Hughes SOOE helicopter ,
and with my son-in-law, Phil Raymer as a
passenger, met us there at 8:00 a.m., pick-
ing me up at the pad. Rory dropped us off
at the crash site.
I have to say that Rory did an incredi-
ble job. Dropping us off within 30 feet of
the airplane , and holding the ' copter
agai nst the mountain with one skid while
we climbed out, he then dropped us slings
and a cargo net. It only took a few min-
utes to hook up the fuselage and Rory re-
turned with the fuselage to the pad where
he set it down on the trailer with Don
Huston unhooking the slings.
By the time Rory returned, Phil and I
had the rest of the airplane in the cargo
net and Rory took it back to the pad. He
then returned to pick us up again with one
skid on the top of the small rock cliff.
When we got back with the airplane set-
ting on the trailer, the whole ope ration
had taken less than 40 minutes and went
off perfectly, but that was due to some
outstanding flying by Rory Rogers.
That was a very exciting day for me,
and in the two hours it took to drive home,
I must have looked in the rear view mirror
100 times. Whe n the airplane was un-
loaded from the trailer and we partially re-
assembled what we had, the airframe with
a perfect rudder and all the cowlings in
place, it was an incredible feeling.
I haven' t been able to contact Lt. Miles
or A. S. Taylor. I know that they, or for
that matter any of the 17 men who went in
to retri eve the airplane, could add to this
story. As for the airpl ane itself, it was
built June 10, 1941 and crashed on Octo-
ber 29, 1941. The airplane had 309 hours
on it a nd re ma rks on the hi story card
stated bluntly:
Wrecked 10-29-41, Balch Camp, Cali f.
James E. Miles Jr. , 2nd Lt. forced landing,
mo unt a ins, underca rria ge, and wings
wrecked, complete wreck.
This story that st art ed 47 years ago is
not over. It won' t be until this airpl ane
fli es again. It needs lots of parts and many
hours of work. But the story can end when
thi s airpl ane, hopefull y fl own by me, can
fly over Balch Camp, down canyon, wiggle
its wings and give some other 11 year old
boy living at Balch Camp the thrill that it
gave me 47 years ago. ...
Next Month-
Bringing the Stearman
back from the trash.
22 AUGUST 1996
PASS db
BUCK
by E.E. "Buck" Hilbert
EAA #21 NC #5
P.O. Box 424, Union, IL 60180
The phone rings, and without even an
introduction the question is "Did you see
it?" I didn't bother to ask "What?" This
is probably the fourth or fifth call I've
had and the subject is the cover airplane
for the July Vintage Airplane. H.G., our
editor, wrote a really nice article about
the background and the restoration of
this beautiful Aeronca Sedan. If you
hadn't already noticed, he r'eally gets his
aviating jollies over this airplane (Shucks,
I'vebeenfoundout!- HCF). I have an ul-
terior motive in letting him use it. When
I get it back, it's all cleaned up and shin-
ing like a new dollar bill.
When you get this issue, if you were in
Oshkosh for the big show, you'll be relax-
ing after an event filled convention, and
our twenty-fifth anniversary will be his-
tory. If you've just received this copy
when you signed up for the Division while
at Oshkosh, welcome! I'm hoping that
many of the original founding members
will be there. We're awarding memorial
plaques to each of them as they come up
on stage Monday night at the Theater in
the Woods program. This promises to be
an Antique and Classic year all during
Oshkosh, with Parades of Flight , a dis-
play of Past Champions, an bulletin board
More Aeronca goodies from John
Houser. Does your Sedan need a bit
more oomph to climb out of that
short strip or pond? Then why not
give the "twin Sedan" a try? This
was an experiment tried in 1950 with
the first Sedan, NC39800. (It was
given an NX designation during these
tests.) Buck says the smaller Conti-
nental in the nacelle is a trolling mo-
tor for overwate r flights!
Also, note the small hole in the
left wing root fairing, presumably for
cabin fresh air, similar to a Cessna.
Another change from the production
Sedans was also tried on this airplane
at the same time. Can you spot the
difference?
of letters from some of these original
members, bull sessions, interviews and
programs all illustrating how much the
Division contributes to the overall EAA
picture. Material examples that can be
actually seen and fe lt include the Ford
Trimotor, the new Wittman Hangar, and
the system for judging of aircraft that was
pioneered by the Division as well as the
Antique/Classic Hall of Fame.
Not to be forgotten either are the ones
who played an important part in our for-
mative years, but who have "Gone West"
as the QBs say, or others who for per-
sona l reasons, physical and otherwise
who can ' t be there in person. We will
send plaques to the ones still living, and
enshrine in our history book the
ones no longer with us.
Your Division "Has it all" as
Butch Joyce says, and I hope every-
one enjoys that thought as much as
I do!
The aviation Rules Groups
(ARAC) are sort of in limbo with
the shake-ups occurring in the
FAA. As usual, we are looking at
new faces and places as the shakeup
takes away those we were working
with. Again and again the whole
. 3u we; 1 f!}aw}aal./s f! I./}!M
paJalloJ uaaq Sf!1./ 3al I./Jf!3 'uo!pnpOJdOJU! }I apf!wJallau I./J!4M '}!un laa}s3ufJds
f! S! Jf!a83uIPUf!1 al./} - s}nJ}S pJm>{J0l./s aa3unqal./) al\f!1./ }lusaoP Jf!a33u!PUf!1 al./1
process will stand still for a while until re-
education takes place. I just hope we
don't lose all the work and effort that has
gone before. Charlie Schuck and I will
hang in there and since we have been ac-
tive from the beginning, maybe we can be
part of that re-education process, and
show the newcomers what the EAA and
its members are all about.
Finally, we have had some nice
weather here in the Midwest. I'm going
out and dirty up the Sedan for H.G. to
clean up. Look out bugs, here I come!
Over to you,
f'(
AMAZING
FLOAT RECOVERY
by David Mathieson
Reproduced with permission from Transport Canada's "Aviation Safety Letter. II
The following incredible story speaks volumes about what can be accomplished when
one can remain calm during a critical emergency. To all those involved in bringing a
crippled aircraft back to a safe landing, a hearty "Well Done. II However, the story rais-
es a critical question about aircraft maintenance - Leif Schonberg, Editor, Aviation
Safety Letter.
This is a brief description of the
occurrence which took place between
Grace Lake, Ontario and Ear Falls
on June 8, 1994, involving aircraft C-
FKLJ , a float-equipped Cessna 180. I
was pilot-in-command and was alone
in the aircraft.
I boarded the aircraft at approxi-
mately 11 :30 a.m. local time at Grace
Lake for a flight of approximately 57
nm south to Ear Falls. The pre-take-
off checks did not indicate any prob-
lems. I retracted the water rudders
and advanced the throttle to takeoff
power. The aircraft accelerated and I
put the aircraft on step with the use
of trim and forward pressure of the
control column. When the aircraft
had accelerated to 40 knots, I roll ed
the starboard float out of the water
24 AUGUST 1996
using the ailerons and everything ap-
peared normal. As I rolled the port
float out of the water with the use of
the ailerons, the control column felt
as though it had broken free .
At 55 knots indicated airspeed, the
aircraft pitched up to a high nose-up
attitude and began a fast roll to the
left. I applied full right rudder, which
stopped the roll but did not correct
the wing-down attitude. The aircraft
was now in an extreme nose-high at-
titude and banked left about 70 de-
grees. I spun the trim wheel forward,
and just at the point of stalling, the
aircraft nosed down , sti ll banked to
the left , and started to acce lerate.
The nose dipped below the horizon
and conti nued down even though I
spun the trim wheel back up.
I ca ll ed a Mayday while still spin-
ning the trim wheel with my right
hand. My recollection of the Mayday
call is as follows, " Mayday, Mayday,
KLJ is going in the bush just off
Grace Lake." I throttled back, still
applying full right rudder , and as I
did so the wings began to level. As
the wings slowly leveled the aircraft
started to gently pull out of the dive,
avoiding the trees by 10 or 20 feet.
Mr. Ted Tripper responded to my
Mayday call and asked me what the
problem was. I told him that I had
lost all elevator and aileron control.
He advised me to do what I could
with the aircraft and to put it down as
slowly and as gently as possible.
to ld him that I now had the wings
level and was going to climb higher
I
"Mayday, Mayday, KLJ is going in the bush just off Grace Lake."
speed seemed to help stabilize the
aircraft. I gentl y pulled 10 degrees of
I throttled back, still applying full right rudder, and as I did so the wings began
flap with my right hand and turned
the trim wheel forward with my left
to level. As the wings slowly leveled the aircraft started to gently pull out of the
hand under my right leg.
dive, avoiding the trees by 10 or 20 feet.
Mr. Peter Kay, my employer, using
a hand held radio, told me that he
was out on the lake at the base, and
to assess the situation. I then heard mate ly 50 minutes. I aimed the air- told me the best place to land. I had
Mr. Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control
was over Okanse Lake and that he the base in order to make the turn column and my left hand, and I con-
would try to find me and give me into the wind as gently as possible. trolled the throttle with my right
some assistance. Mr. Ferren asked if I could reach the hand. The approach was smooth
I initiated a gentle skid to the right control column under the instrument and, with minor power-setting adjust-
to turn from a heading of west to a panel. I found that I could reach it, ments and a lot of trim and rudder in-
heading of south. Mr. Buckler joined but it was too far forward for me to puts, the aircraft landed on the water
me over Okanse Lake and asked what look outside while holding the con- in a near normal fashion. After land-
I planned to do. I told him that the trol column. I believe Mr. Ferren ing, I did not make any sudden
aircraft now seemed more stable un- suggested that I cut the passenger changes to the controls, and the air-
der reduced power, and so I was going seat belt and wrap it around the con- craft came off step almost normally.
to try to make it back to base at Ear trol column. This would provide I shut the engine off and Peter
Falls. The wind was out of the east, some back pressure in the event the helped me into the boat. Once in the
and there was a long stretch of water float dug in on landing. I cut the boat , I began to hyperventilate and
lying east-west at Ear Falls. Mr. Fer- seat belt off, but was not able to fas- was disoriented for a short time. The
ren suggested I put on my life jacket, ten it to the control column. Some- aircraft was towed to the dock and I
which I did. I explained the situation one else suggested that I use the belt made a statement to the fire and po-
to Mr. Ferren in detail and told him from around my waist, and I was lice personnel who were at the dock.
that I was alone and was not carrying successful in attachi ng this to the
any freight. Mr. Ferren called Red control column. Editor' s note: The post-incident in-
Lake radio to set up whatever ground During the descent the aircraft be- vestigation revealed that the bolt an-
support was available in Ear Falls. came more and more unstable, so I choring the control column had become
The flight back took approxi- slowed to 90 knots. Again, the slower disconnected. ...
From Our Members ...
GOLDEN OLDIE
From 1946 comes this photo of
joe Gibson (fAA 32825) on the
left and Bill Brennand (fAA
13087, NC 4061) on the right.
joe had purchased the Stearman
from the War Assets
Administration for $749 with 22
hours total time on it. They
were going to practive inverted
spins in the Stearman and had
obtained two parachutes from
Steve Wittman. Steve had given
them a stern warning, "ff you
use the chutes, you pay for the
re-pack!" The Stearman was
registered NC60016 and is no
longer on the register. Both
men live in Oshkosh, WI, today.
VINTAGE AIRPLANE 25
by H.G. Frautschy
side of the hull. Twin beams carried the triple tail surfaces combin-
ing the distinctive features of the future Lockheed planes of the
1940's, the P-38 and the Constellation.
"The company had hoped to sell the F-1 to the U.s. Navy, how-
ever, the end of WW I in November, 1918 ended that hope and the
pLane was converted to the F-1A land based version.
"The Mystery Plane photo is Lockheed Aircraft Co. photo No.
76198 which I have in my files. I was employed by Lockheed in Bur-
bank for forty years from 1937 until I retired as a Marketing Direc-
tor in 1977. I have extensive historical fiLes on Lockheed excerpts
from which are enclosed to veriftJ the identity of the F-1 photo."
And from Bill Hare, Mission, KS (EAA 125725, Ale 4011)
came t his note:
"The Mystery PLane pictured in the May, 1996 issue of Vintage
Airplane is a Loughead F-1. The upper wing had a span of 74 feet,
The August Mystery Plane comes to us from Howard
Jung, Monterey Park, eA. While not an " airplane," it
was an interesting aircraft built during the development
of the helicopter. Answers need to be in no later t han
September 25,1996 so they can be included in the No-
vember issue of Vintage Airplane.
The May Mystery Plane was known to many mem-
bers, including a number of responses from first time re-
sponders to the Mystery Plane column. David Kenyon,
Eugene, OR (EAA 493585, Ale 25098) sent in this re-
sponse:
"The subject airplane is the one and only F-1 twin-engine
seaplane built by the Loughead Aircraft Manufacturing Co.
in March, 1918 in Santa Barbara, CA. The company founded
by the Loughead brothers, Allan and Malcom later became
the Lockheed Aircraft Company, now the Lockheed Martin
Corporation.
"This plane was powered by two Hall-Scott water cooled
160 hp engines installed between the bi-plane wing on either
Loughead F-l
26 AUGUST 1996
the lower 47 feet. Two Hall-Scott liquid
cooled engines of 160 hp drove twin pro-
pellers and gave the machine a cruising
speed of 70 mph. The flying boat weighed
7300 pounds and carried a 3100 pound
payload in a 35 foot hull. The plans called
for a passenger capacity of ten.
"The Loughead brothers manufactured
this aircraft at Santa Barbara, CA. Allen
Loughead was the pilot on its initial
flight, March 28, 1918. At the time the
F-1 was the largest seaplane in the world.
"A young self-taught engineer, John
K. Northrop, had convinced the Lough-
heads he understood stress analysis and
was hired to shape the hull. He played a
major role in the development of the F-1 .
"Although the Navy was interested in
the F-1 (Flying Boat No. 1) and retained
it for a period of three months for testing,
they didn't buy one. The machine was
used for passenger and charter service,
plus the early testing of aerial cameras.
The Lougheads converted the F-1 into a
land plane by adding a set of dual wheels
on each hear leg, adding a tail skid and
removing the wing floats. During an at-
tempt at a cross country record there was
a serious crash in A rizona. The ship was
rebuilt as a flying boat and in this config-
uration ended its career as a 'sta r' in
some early flying movies.
"About the time the F-1 was manufac-
tured, the Loughead brothers changed the
company name to Lockheed. The correct
pronunciation of Loughead was Lockheed,
but everyone, at the time, called it 'Loug-
head.' The brothers changed the spelling
to fit the correct pronunciation.
"Thank you for your effort in produc-
ing a very enjoyable column ."
Just to f urther define the " Loug-
head" then "Lockheed" name change,
the r evised spelling can be pinned
down after the failure of the Loughead
Aircraft Manufact uring Co. in 1921.
The failure of the pretty little S-1 Sport
Biplane to penetrate a market glutted
by surplus Jennys meant the company
had to close its doors. In November of
1926, a new Lockheed Aircraft Co.
was incorporating, picking up the
name change already made by Mal-
com and in use for hi s successful hy-
draulic brake manufacturing company.
As far as the family was concerned,
they made a legal change in their name
in 1934.
Other answers were received from
Richard Alt (who used to own the
Crosby CR-4 racer, currently being re-
stored by Morton Lester and hi s crew
in North Carolina) Carson City, NY;
c.J. Grevera, Sunnyvale, CA; M. Bub
Borman, Dallas, TX; Frank Strnad,
Northport, LI , NY; Roy Cagle,
Prescott , AR; Frank Abar, Livoni a,
MI and Charley Hayes, New Lenox,
IL.
CustomChief
Continued from page 16
The forward gauge o n Pe t e and
Mark's airpl ane was a different configu-
ration, identical to the Ford mode l A
unit. A number of these gauges are in
use, si nce they neat ly fit in the same hole
as the original. The Ford gauge is simpl y
a cork float on one end of a wire, a pivot
point soldered across the wire further up,
with t he other end of the wire from the
float attached to a metal card that is mag-
nified through a sight glass, which is re-
tained by a nut with an internal star. The
star nut is removed with a special wrench,
and the glass and gaskets, along with the
special tools, are availabl e from Bratton's
Antique Auto Parts, Inc., 9410 Watkins
RD , Gaithersburg, MD 20882, phone
800/255-1929, fax 8001774-1930. An an-
tique automotive supply house, they
carry a wide variety of items that could
be useful to an old airplane restorer. Us-
ing a rebuild set from Bratton's and the
correct wre nch , Mark rebuilt the old
gauge so it looks brand new.
Covering the airplane was done at
home, as was the final painting, inside a
wooden frame paint booth covered with
polyethylene. The 6 mil pol y was stapled
and sealed in place (using latex caulk).
After the top was hung
suit abilit y. Mark and Pete chose that
route based on the results of the test sam-
ples. We' ll be interested to see how well
it works for them , a nd wish them the
best. Besides the fire engine red, the trim
is Sherwin Williams Flame Red, with a
gold pinstripe dividing the two colors.
By the time Mark and Pete had ar-
rived at Sun ' n Fun '96, they had a grand
total of20 hours on the restoration. Their
arrival was fun to watch, with heads snap-
ping to attention all over the AlC grounds
as they taxied in to park. After the grass
clippings had sett led from the judges
tramping the turf around the ai rpl ane,
the awards ceremony saw the personal
a irplane res tored by Pete and Mark
Rowe presented with the Grand Cham-
pion - Custom Classic trophy.
Two months later, the Rowes fl ew the
Chief all the way to Middl etown, OH for
the International Aeronca Association' s
convention held next to the Aeronca fac-
tory. It was again an attention getter,
and was picked as the Best In Class - Post
War Aeronca Chief. It seems the bri ght
littl e side-by-side Chief gets attention
wherever it goes. You can' t help but let
it capture your eye as it fli es by!
from the ceiling with hemp
(Right) The cowl is now firmly
ropes, the sides were built
attached with screws, necessi-
tating the installation of a oil
up, the poly was draped
fill access door. The door fits
down and duct taped to the
flush with the surface of the
floor , to prevent the plastic
upper cowl and is secured
from being blown out when
with a Hartwell lat ch.
the fans were turned on. A
pair of box fans with cheap
(Below) Even the pitot tube
furnace filters were used to cover got close attention, as
blow air into the pa int
did the pit ot t ube itself.
booth, and mor e furnace
filters were stapled in place to cap-
ture the exhaust ing paint particl es.
When Mark painted the airpl ane,
he use d a full body coverall a nd
sealed face mask with outside air
source.
One of Mark and Pete' s neigh-
bors is a paint expert who worked
for Sherwin Williams. Test samples
of polyester STC'd fabric were
painted and subj ected to fl ex tests,
exposure to the element s, and any-
thing else he could think of. The
new Sherwin Williams Acryl-Plus
paint was sai d to be exceptionall y
flexible and durabl e, so Mark and
Pete went ahead and used it on the
air pl ane over an STC'd covering
system.
Using a paint process for the fi-
nal finish , outside of the STC, can
be argued to be fraught with perij,
since only time will tell the tail of its
VINTAGE AIRPLANE 27
Fly-In Calendar
The following listofcomingeventsis furnished toourreadersasa matterof
informationonlyanddoesnotconstituteapproval, sponsorship, involvement, control
or directionof anyevent(fly-in, seminars, fly market,etc. )listed.Pleasesendthe
informationtofAA, Att:Golda Cox, P.O. Box3086, Oshkosh, WI 54903-3086. Information
shouldbereceived four monthspriorto theeventdate.
AUGUST18- BROOKFIELD, WI- Capital Airport. EAA
NC Chapter 11 Vintage Aircraft Display and Ice
Cream Social, Noon - 5 pm. Midwest Antique
Airplane Club meeting as well. For info call Capital
Airport at 414/ 781-9550.
AUGUST 18 - EAST TROY, WI - Inti. Cessna 120/140
Assoc. Wisconsin Brat and Com Roast. Arrive at 11
a.m., eat at 12:30 p.m. Bring a dish to pass and a
buck. Call Matt and Carole Rybarczyk, 414/767-
0920.
AUGUST 25 - BELMOND, IA - NC Chapter 13 annual
picnic. Call 515/444-3631 for info.
AUGUST 26 - WEYBRIDGE, SURRY, ENGLAND -
Brooklands Museum. " Biplanes and Vintage
Aircrah" Fly-In. Contact: julian C. Temple or Peter
Edmunds, Brooklands Museum Trust, 01932857381
or FAX 01932 855465.
AUGUST 27-29 - YOUNGSTOWN, OH -
BARTLESVILLE, OK AND EL CAJON, CA -
Staggerwing Beech Commem-orative Tour. Call
William Thaden, 207/ 439-1161 for info.
AUGUST 30 -31 - HAYWARD, CA - EAA
Antique/Classic Chapter 29 Fourth Annual Antique
Fly-In and Airshow. Free Early Bird Dinner to all dis-
play aircraft on Friday. This is a northern California
points event. Contact Bud Field at 510/455-2300.
AUGUST 30 - SEPT. 1 - PROSSER, WA - EAA Chapter
391 25th Anniversary Fly-In at Prosser airport. Call
Cormac Thompson for info: 509/786-1034.
AUGUST 30-31 - MOCKSVILLE, NC - Tara Airbase
(5NC1) 11th Annual "Anything That Flies" Fly-In.
Private Fly-In - attendance at your own risk. For info
call 704/284-2161 or 910/764-0007.
AUGUST 31 - MARION, IN - Sixth Annual Fly-
In/Cruise-In breakfast sponsored by the Marion High
school Band 800sters. Antiques, Classics, home-
builts, and Antique, classic and custom cars wel-
comed. For information, contact Ray johnson at
317/664-2588.
SEPT 1 - ZANESVILLE, OH - Riverside Airport. EAA
Chapter 425 Labor Day Weekend Fly-In, Drive-In
Breakfast. 8 a.m. - 5 p.m. Sandwiches, etc. from
noon to clOSing.
SEPT. 7 - OSCEOLA, WI - Simenstad Field. 16th
Annual Wheels and Wings Air Fair. Train rides, pan-
cake breakfast fly-in. Free event shuttle bus. Pilots
check class 0 NOTAMS for special airport condi-
tions. For info call 715/755-3300.
SEPT. 13-15 - URBANA, IL - Frasca Field. Byron Smith
Memorial Stinson Reunion Fly-In. Call 708/904-
6964 for info.
SEPT. 13-15 - JACKSONVILLE, IL - Ercoupe Fly-In. Call
217/546-0585 for info.
SEPT. 20-21 - BARTLESVILLE, IL - Frank Phillips Field.
39th Annual Tulsa Regional Fly-In sponsored by EAA
NC Chapter 10, AAA Chapter 2, EAA Chapter 10,
28AUGUST 1996
EAA lAC Chapter 10 and the Green Country
Ultralight Flyers. Call Charlie Harris for info:
918/622-8400.
SEPT. 21-22 - ROCK FALLS, IL - Whiteside County
Airport. (SQI). North Central EAA "Old Fashioned"
Fly-In. Fly market, camping and food on field. Call
Gregg Erikson, 708/513-0641 or Dave Christianson
at 815/625-6556. Pancake breakfast Sept. 22- 0700
- 1100.
SEPT. 22 - WEYBRIDGE, SURRY, ENGLAND -
Brooklands Museum Fly-In. Contact: julian C.
Temple or Peter Edmunds, Brooklands Museum
Trust, 01932857381 or FAX 01932855465.
SEPT_22 - AURORA, IL - Fox Valley EAA Chapter 579
annual Fly-In and Open House. EAA's B-17
"Aluminum Overcast" and Ford Trimotor are sched-
uled to appear, plus other antique, classic warbird
and 110mebuilt aircraft. Pancake breakfast 7-noon,
lunch from noon 'til 3 p.m. Pilots flying in with a full
airplane receive free breakfast, and pilots participat-
ing in the flight demos receive a fuel discount. For
info call Alan Shackleton, 708/466-4579.
SEPT. 27-28 - SANTA YNEZ, CA - 8th Annual Western
Waco Assoc. Reunion. Call jon Aldrich, 209/962-
6121 or Barry Branin, 714/545-1476for info.
SEPT. 28-29 - ZANESVILLE, OH - john ' s Landing
Airfield 5th Annual Fall Fly-In sponsored by EAA NC
Chapter 22 of Ohio, Hog roast on the 28th, breakfast
both days. Antique, classic, homebuilts, warbirds
welcome. For more info call Virginia at 614/453-
6889.
SEPT. 28-29 - LEXINGTON, TN - Tennessee
Taildraggers 12th Annual Fly-In. 901/ 968-2864 or
901/968-4022 for info.
OCTOBER 4-6 - REDDING, CA - Benton Field. EAA
Chaper 157 Oktoberfest. Contacts: Bruce Taylor,
916/ 275-6456 or Armal Owens, 916/ 243-4382.
OCTOBER 13 - TOWANDA, PA - Towanda airport
(N27) Fly-In Breakfast - all you can eat. Eggs,
sausage, pancakes, 100% pure maple syrup. 7 a.m. -
1 p.m.
OCT. 13 - ZANESVILLE, OH - Riverside Airport. EAA
Chapter 425 and the ARTHRITIS FOUNDA nON
Hog Roast. 8 a.m. - 5 p.m. Contact Don Wahl at
614/ 454-0003.
OCTOBER 13 - WEYBRIDGE, SURRY, ENGLAND -
Brooklands Museum Fly-In. Contact: julian C.
Temple or Peter Edmunds, 8rooklands Museum
Trust, 01932857381 or FAX 01932855465.
OCT. 18-20 - KERRVILLE, TX - Southwest Regional Fly-
In. For info call 800/221-7958. Vendors should call
210/914-3746.
JANUARY 1, 1997 - NAPPANEE, IN - EAA Chapter 938
5th annual New Years Day Hangar Over Party/Fly-In.
11 :00 a.m. - 2 p.m.. For info call "Fast Eddie"
Milleman, 219/546-4997.
WELCOME
NEW MEMBERS
Frank V. Abbate .......................Burlington, WI
Noel Anderson..............................Canaan,CT
AI Baumgartner................ ........Bridoeville, PA
Charles M. Beasley.............Dixon Springs, TN
Jesse W. Black......................Maplewood.MN
Steve D. Borba............ .............woodland,CA
Robert N. Bransom......................Burieson, TX
Calvin Brown.. . .................. De Land,FL
Ron Buccarelli ................ ........ .Hollywood, FL
C. KurtCanon.......................... FosterCity,CA
Robert E. Christie............Farmington Hills,MI
James V.Cocuzza ..........................Hilton,NY
AlanJ.Cooper...........Chatham, Kent, England
Carl Crandall ..............................Concord, CA
D.Clark Dechant..................... .5audi Aarabia
Owen W. L. Dorsey........ _........ .... .5eattle, WA
Larry D. Farmer.................. _............Salina, KS
Bill Faust............................ .......... . Novato, CA
CliffFullhart...........................Carol Stream, IL
WilliamF. Galiagher................. Falmouth, MA
Paul Gapen..............................Cheyenne, WY
BobGolay..................................Spearfish, SD
C. J. Grevera........ ... ..................Sunnyvale, CA
ScottA. Gross...................Mechanicsville,VA
MarkH. Gulbrandson .......... .....Lakeville,MN
Robert R. Hafer.......................... Palo Alto, CA
Don K. Hansen......................Rocky Ford,CO
Mitchell W. Hendrix................Newporat, MN
Karl L. Henning.... ...................... Burr Ridge, IL
Edward O. High..............................Ovedo, FL
Fritz Hilfiker...................................Merrill,WI
Richard K. Holbrook........................Irvine, KY
Daniel E.Juli an................................Bend, OR
Paul Kates................ .. ..................Tomball, TX
Archie Lane..................................Cypress, CA
Geale Peter Lawrence.................Topenga, CA
Zeke Linton.............................. Long View,TX
ChesterJ. Mackiewicz...............Hillsboro, OR
Tom A. Manzari.................... .5acramento,CA
Daniel E. Marino...........................Carver, MA
Robert B. McConnell..................Naperville, IL
Leon McGuire...........................Southbury, CT
J. P. McNeice
..............Kamloops, British Columbia, Canada
Joel C. Miller.....................................Solon, IA
Fred L. Mundinger.... .......... ......Clearvvater,FL
Robert Newhouse..........................Tucson, AZ
George H. Nichols..................Quartz Hill,CA
LornePenner.......Brandon, Manitoba, Canada
Robert Pripps.............................Park Falls, WI
Eugene M. Reardon.................. Bay Shore, NY
JeffreyW. Robb .......................Greenville, NC
P.DonaldSanborn.................... . Chardon, OH
KatieA. Schroth........ .............. .. Attleboro,MA
PatrickC. Scofield............................Mesa, AZ
DavidM. Sheehan................... Haymarket, VA
JackSoldano................................. Ramsey, NJ
Larry R. Strong.......................Cumberiand, WI
Richard M.Stroud..................NewMarket, AL
Gary D.Tharp .............................Houston, TX
Ivan R. Timmons...... ...............Doniphan, MO
J.C. Tupling....................................Miami, FL
Earl Urfer................................Fayetteville, AR
Robert F. Wardrop........ .. ... ........Pinehurst, NC
David Warne.............. ............CaveCreek, AZ
(\
C-195 Cessna
.,
D-18 Twin Beech
,.).
D-17 Staggerwing Beechcraft
End the Oil Mess
~
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AIRCRAFT
Wanted - J-3 Cub with good logs for
restoration. 3521787-2636night. (0791)
ForSale - 1941 Rearwin Cloudster with
125 hp Warner, 15 hrs., TT&AE since
restoration, new annual, $28,500.
3521787-2636night. (0791)
RARE PROP! Curtiss Reed, SAE 20
spline, original condition. Call 815/385-
8404. (0942)
I MISCElLANEOUS
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 59714, 406/388-6069, FAX
FREE CATALOG - Aviation books and
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titles. Call fora free catalog. EAA, 1-
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Ragwing Replicas - Ultralight legal
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V-8 350 CHEVROLET CONVERSION
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REPLACES ANY CURTISS V-8, OX- 5.
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OR REPLICA AIRCRAFT. VIDEO INFO
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ANTIQUE AIRCRAFT ENGINE - 1914
BARREL TYPE, OPERATED PROTO-
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QK5R148N. (0387)
Original Brass Tip Spark Plugs C-26
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ditioned$7.50to$12.00. Tom,770/ 478-
2310. (0359)
Wanted - Piper J-5C paperwork, infor-
mation, articles, pictures and parts for
the Piper J- 5C Model. Bob, Sr.,
800/224-5522, Evenings 810/ 644-9081.
(0747)
The Luscombe Foundation supports
Luscombeswithfull servicefactorydata.
" WIN ME" restored Luscombe tickets
$40each or3/$100. Mostpartsandfac-
tory support services available. Will
meet or beat all legitimate commercial
sources in price, selection and quality.
All proceeds preserve the Luscombe
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30AUGUST1996
Ale HISTORY
Continuedfrom page 9
The Reserve Grand Champion Clas-
sicLindywas awardedtoOrloMaxfield
ofNorthville,MI,for hi sbeautiful yel-
lowand red FunkB-85Cthathasbeen
in hi sfamil ysinceleavingthe factory.
Flown by hi sson,John,theprett ytwo-
pl ace machine is probabl yin bett er
shape today than whenit left thefac-
tory.
A sta ndoutin anyone'sleague, the
Grand ChampionContemporaryLindy
was takenbya 1958 Cessna150totally
restored byCraigRobert sofAurora,
OR. Notyoureveryday,run-of-the-mill
Cessna, thisparticul arairpl anewas the
veryfirstproductionCessna150in 1958,
settingalongtermmanufacturingtrend
forCessna. Antiq ue/Classic Division . Very few The1994ContemporaryReserveGrand
A well deserved Gr and Champi on people wo ul d have predicted such a Championtrophywastakenbythisim-
Seapl ane Lindy was awarded to Al sustai nedgrowth in thedivision - today
maCUlate1960Cessna 172flowninby
GaryGranforsofWebster,MN.
NordgrenofTroutdale, OR,forhi s we areover10,000 active membersand
beauti fully restored1943 GrummanG- growing. A veryspeci al"ThankYou"
44 Widgeon. A McKinnonconversion, should begivento the hardworkingdi - preservi nghistoricalairplanesso they,
the Widgeon had se rved i n Lana vi sionleaders andespeci all ythe many too,mayenjoyseeingandhearingthem
Kurtzer'soperationin Seattle,WA,for volunteers. Manyt housandsofolder fl y. Perhaps, one day,we wi ll hear
many years. (and precious)aircrafthavebeensaved t hose famous two words, " Thanks,
Andsoin 1996, wejoin all Antique/ forposterity becauseofthe members ' Grampa. "
Classic/Contempor ary folks incele- effort s. Per hapst he best tributewi ll Onto the next25 yearsofthe EAA
brating the 25thAnniversa ry ofthe bewhenourgrandchildrenthankusfor Antique/ClassicDivision! ...
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The staffatAUA, Inc.would
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Antique &Classic Division
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