January1998 Vol.

26,No,1
CONTENTS
AlC News
3 Straight& LeveIlEspie"Butch"Joyce
4 DanishCubProduction
/viaNorm Petersen
8 PassItToBuck/BuckHilbert
10 LuscombeFly-In/JerryCox
12 MonocoupeFly-In/JohnUnderwood
15 FamilyCub/RobertStewart
19 HowardSOO/Norm Petersen
23 NewZealandContemporary/
Richard Moles
24 WhatOur MembersAre
Restori ng/NormPetersen
28 Mystery Plane/H.G. Frautschy
29 WelcomeNewMember s
30 Member ship Information/
Calendar Page 19
FRONTCOVER...RobertStewortofErie.PAhasbeenreunitedwithhisfirst love,
thisperkylittleTaylorJ-2CubheandhisbrotherDonfirst ownedin 1939. Hewas
abletobuytheairplaneinthe early1990s,andheandhis familybroughtitto
EAAOshkosh ' 97,whereitwasenjoyedbythemembersattendingtheCon-
vention. EAAphotobyKenLichtenberg,shotwitha CanonEOS- 1nequipped
withan80-200mmlens. 1/250sec. @ 111 on 100ASAslidefilm.EMWagAero
SportTrainerphotoplaneflownbyEMvolunteerpilotEd Lachendro.

BACKCOVER...So far,this is thebiggestairplanepickedasthe GrandCham-
pionContemporary!The 35,000IbgrossweightHoward500,ownedbyNorth
PacificManagement ,Inc., Portland,OR,canreall y blistertheai rwayswitha
cruisespeedof320kts ot22,000tt! DaveCummingsofWoodale,ORseNesas
itschiefpilot ,andwasintimatelyinvolvedinitsrestoration.Thespectacular
photooftheHowardpassingbyMt.Hood,ORwastakenbyErik Preston.
..
Copyri ght 1998bytheEAAAntique/ClassicDivisionInc.Allrightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EMAntique/Classic Division,Inc. oftheExperimental
AircraftAssociation and is published monthlyatEMAviation Center, 3000PoberemyRd., P.O.Box 3086, Oshkosh, Wisconsin 54903-3086.
PeriodicalsPostagepaid atOshkosh,Wisconsin54901 andatadditionalmailingoffices.Themembershiprate forEMAntique/ClassicDivision,
Inc. is$27.00forcurrent EMmembersfor 12monthperiodofwhich$8.00isforthe publicationofVINTAGE AI RPLANE. Membershipisopen
toallwhoareinterestedinaviation.
POSTMASTER:Send address changestoEMAntique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGNANDAPO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurfacemail.
ADVERTISING - Antique/Classic Division doesnotguarantee or endorse any productoffered through theadvertising. We inviteconstructive
criticismandwelcomeanyreportofinfenormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIALPOUCY:Readersareencouraged tosubmitstoriesand photographs. Policyopinionsexpressed in articlesaresolelythoseofthe
authors. Responsibilityforaccuracyinreportingrestsentirelywiththecontributor.Norenumeration is made.
Matenalshouldbesentto: Ed"or,VINTAGEAIRPLANE,P.O. Box3086,Oshkosh,WI 54903-3086. Phone920/426-4800.
The words EM,ULTRALIGHT,FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EM,EMINTERNATIONAL
CONVENTION, EMANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA areregistered
trademarks. THE EMSKYSHOPPEand logosofthe EMAVIATION FOUNDATION and EMULTRAUGHTCONVENTION aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohib"ed.
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
NancyHanson Olivial.Phillip
AssociateEditor
NormPetersen
FeatureWriter
DennisParks
StaffPhotographers
JimKoepnick LeeAnnAbrams
KenLichtenberg
Advertising/EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION,INC"
OFFICERS
President Vice-President
Espie"Butch"Joyce GeorgeDaubner
P.O.Box35584 2448LoughLane
Greensboro,NC27425 Hartford,WI 53027
910/393-0344 414/673-5885
Secretary Treasurer
SteveNesse ChariesHorris
2009HighlondAve. 7215East461h St.
AlbertLea,MN56007 Tulsa,OK 74145
507/373-1674 918/622-8400
DIRECTORS
JohnBerendt GeneMorris
7645EchoPointRd. 5936SteveCourt
CannonFalls, MN55009 Roanoke,TX 76262
507/263-2414 817/491-9110
PhilCoulson RobertC. "Bob"Brauer
28415SpringbrookDr. 9345S. Hoyne
Law/on,MI49065 Chicoga,IL60620
616/624-6490 312/779-2105
JohnS.Copeland
55OakeyAv.
JoeDickey
1 ADeaconStreet
Lawrenceburg,IN47025
Northborough,MA01532
812/537-9354
fIJ8/393-4775
StanGomoil
7724ShadyHill Dr.
DaleA. Gustafson
104290thLane, NE
IN46278
MN55434
317/293-4430
612/784-1172
JeannieHill
1708BayOaksDr.
RobertUcktelg
P.O. Box328
AlbertLea,MN56007
Harvard,IL60033
507/373-2922
815/943-7205
DeanRichardson RobertD.'Bob"Lumley
6701 ColonyDr. 1265South 1241hSI.
Madison,WI 53717 Brookfield,WI 53005
608/833-1291 414/782-2633
S.H.' Wes' Schmid GeoffRobison
2359LefeberAvenue 1521 E. MacGregarDr.
Wauwatosa,WI53213 NewHaven,IN46774
414/771-1545 219/493-4724
GeafgeYork
181 SlobodaAv.
Mansfield,OH 44906
419/529-4378
DIRECTORS EMERITUS
GeneChase E.E."Buck"Hilbert
2159CarltonRd. P.O. Box424
Oshkosh,WI 54904 Union,IL60180
920/231-5002 815/923-4591
ADVISORS
SteveKrog RogerGomotl
1002HeatherLn. 321-1/2S. Broadway
Hartford.WI 53027 Apt.3
414/966-7627 Rochester,MN55904
507288-2810
David Benne"
403TannerCt.
Roseville,CA95678
916-782-7025
+Antique/Classic Hall ofFame+
LtCol. Harold
Armstrong, USAF
(Retired)
Since he was a
young man, airplanes
have been a part of
Harold Armstrong's
life. A ride in an
Aeronca C-3started him
on a path that would
eventually lead him to
the cockpits of both a
C-141 Starlifter and a
Pitcarin Fleetwing.
After soloing in a Swallow TP he rebuilt in
1940, Harold joined the Army Air Corps as an
airplane mechanic, and applied for pilot train-
ing. He was commissioned as a pilot in 1943,
and spent most of the war as a B-17 instructor
pilot, but never stopped itching to get into the
fight. He earned a B-29 assignment and was en
route to the Pacific as a B-29 pilot when the war
ended. Like thousands of his fellow Air Corps
aimlen, he mustered out of the service, but he
was able to keep a commission in the Reserves.
After a five year stint as an instructor at a local
FBO in his home state of Maryland, he was
called up as a pilot in 1950 during the Korean
War. The next 23 years were spent in an Air
Force career that would include two tours of
Vietnam as a C-130 pilot with the 773rd Tacti-
cal Airlift Squadron, flying 846 hours in the
war zone. He retired from the Air Force in
1973 as Col. flying the C-141 Starlifter.
Retirement plans had been long in the
making for Harold. He had been collecting
parts and pieces for a variety of projects dur-
ing his service to his country. He had a soft
spot for the airplanes of his youth. His first
restoration was a Waco 10, which was the Re-
serve Grand Champion Antique in 1981. His
second was an airplane that had been in the
family for many years as a time builder for
Harold's son, Bob. The Aeronca Champ
would be judged the Classic Grand Champion
at EAA Oshkosh '83. Bob and his father con-
tinued to work as a team on the next project,
one that Harold's wife Martha had tracked
down and picked up while he was in the mili-
tary. the Pitcarin PA-4 Fleetwing II was little
more than a fuselage, drawings and a dream,
but with dogged determination and skill, it
emerged from the Armstrong shop in 1990
destined to become the EAA Oshkosh An-
tique Grand Champion that same year.
Harold and Bob have recently completed
the development of a long-time dream of
theirs - High Rock Airfield on the Mary-
landlWest Virginia border, a grass strip with a
hangar where friend and family came this past
June to celebrate Harold's 80th birthday,
where it was announced he was to be inducted
into the EAA Antique/Classic Hall of Fame,
making that day one of his fondest memories.
JimYounkin
As a professor
of engineering at
the University of
Arkansas, Jim
Younkin solved
many a problem,
and passed out a
few tohis students.
Never one to rely
only on theory, he
has long been
known as some-
one who took his
own two hands and brain and applied them to
the situation at hand. He invented and patented
the components of what would become the
Mitchell Autopilot, and later, he applied his
considerable skill to an area of aviation that he
really enjoyed - the racing airplanes of yes-
terday. What used to be his hobby has been a
full time occupation for decades now, and the
results have been on the flight line for many to
enjoy. First to burst upon the scene was the
spectacular Travel Air Mystery Ship replica
engineered and built by Jim, which was first
seen on the fly-in circuit in 1979. Then he
turned to the sleeper of the racers, that cabin
class phenomenon called Mr. Mulligan. Jim's
reproduction of that famous Benny Howard
Thompson Trophy winner was followed by
something on the other end of the spectrum.
In 1988 he wowed fly-in crowds with a
smaller airplane that was no less spectacular.
His transformation of a Piper Pacer into a
sleek, speedy, going places machine set the
high water marks for craftsmanship and beauty
that are still pursued today. That Pacer, dolled
up in a red and black scalloped paint job, and
capable of cruising 155 mph on 160 hp, has in-
spired many rebuilders to head down the
custom aircraft path.
Other aircraft that have benefited from Jim
Younkin's touch include the Beech Stagger
1
wing, with a series of changes that upgraded
small run of D models to G model status, ami
the the clip wing Monocoupe. I
Recreating particular airplanes are not all
he has done. Most recently, he has created the
Mullicoupe, an original creation that uses a
450 hp Pratt &Whitney engine married to an
airframe that looks a lot like a Monocoupe,
just bigger. Its name delineates its heritage -
inspired by the 'Coupe and Mr. Mulligan, two
of the airplanes have been completed to date.
Jim's artistry in sheet metal, a medium in
which he has been acknowledged as a master
artisan, was recently documented in Sport
Aviation. He's never wanted to be secretive
with his methods of forming and shaping the
various parts that make up an airframe, and as
a teacher, he's happy to share them. What will
he come up with next?
Ann Holtgren
PeUegreno
As a young lady,
Ann exhibited a qual-
ity that would benefit
her throughout her
lifetime - her ability
to pick a goal and
stick to her plan, with-
out losing sight of her
intended target. Her
degrees from the Uni-
versity of Michigan in
education and music
were put to uses she couldn't imagine when
she graduated. Ann has served in a wide va-
riety of teaching and service roles, including
teaching English in Michigan, as Iowa Avia-
tion Commissioner in the mid-1970s and
later as the state's Transportation Commis-
sioner, the first woman in the country to
hold that position. Her career as a profes-
sional musician included 20 years as first
horn for the Chicago Civic Orchestra and
the Toledo Symphony.
As a newly-minted private pilot in 1959,
she surprised her mother by giving her a ride
as her first passenger at Ann Arbor's Young
Field. Itreally was a shock, since Mrs. Holt-
gren didn't know Ann was taking flying
lessons! Annwent on to earn her flight instruc-
tor certificate and would teach both ground
and flight instruction for over 30 years.
Ann is most recognized by fellow pilots
as the young lady who first retraced and
completed Amelia Earhart's 1937 attempt to
fly around the world. Ann accepted a chal-
lenge to make the 1967 flight with Bill
Polhemus, Lee Koepke and William Payne.
Completed during the 30th anniversary of
Earhart's failed attempt, Ann and her crew
were honored with numerous awards. Ann's
book detailing the journey, "World Flight,
the Earhart Trail" would receive the Nonfic-
tion book award from the Aviation and Space
Writers Association. The flight has served as
a subject that has helped Ann explain more
about aviation and the work of Amelia
Earhart to countless schoolchildren in the
decades since the flight.
Ann and her husband Don live on an
airstrip/farm, and in 1992 completed the
restoration of the sole example of the
Fairchild XNQ-I, an advanced trainer built by
the company during WW II. The Pellegrinos
were awarded a Special Recognition trophy
by the Division for their efforts to bring back
a long forgotten piece of aviation history.
A long-time resident of Iowa, Ann has
continued to write, including a trilogy detail-
ing the history of aviation in Iowa, "Iowa
Takes to the Air." She is in the final stages of
completing the last book in that series.
VINTAGE AIRPLANE
Paul H. Poberezny
The Founder
and Chairman of
the Board ofEAA,
many people cer-
tainly recognize
the countless con-
tributions made by
Paul Poberezny to
sport aviation. As
a military officer
and pilot, he
served as an in-
structor in PT-19s,
and as a pilot in a
ferry group, he flew just about every air-
plane in the U.S. inventory. Eventually, he
would earn all seven wings the military
had to offer at that time. After the Korean
War, Paul returned to Milwaukee and in-
structed in Cubs, Champs and every so
often in his own BT-13. TheBT-13 had been
obtained in a trade for a Stearman Paul
had bought war surplus for $200 in 1945.
Old airplanes have long been a favorite
ofpaul's, since his high school days fly-
ing an OX-5 powered American Eagle
biplane. He courted his soon-to-be wife
Audrey with that airplane, and enjoyed
flying an airplane he had rebuilt to flying
condition with his own two hands. His
skills in aircraft construction had begun
with balsa model airplanes, and pro-
gressed through a Primary Glider project
he completed and flew as it was towed be-
hind a friend's car at the age of 15. He's
long been acknowledged as a man with a
deft touch on the control stick. The older
airplanes of his youth and the many air-
planes he has been privileged to fly within
the EAA family have all served to
strengthen his commitment to vintage avi-
ation. In fact, the flTst airplane that became
a part of the EAA Museum was both a
vintage airplane and a homebuilt- Steve
Wittman's "Bonzo" racer.
Older airplanes had long been a part of
the EAA heritage, since the link between
rebuilding and building from scratch is in-
delible. For many years Paul welcomed
the pilots of the Wacos and Travel Airs to
the annual Fly-In. In 1970, a group of
EAAers asked if they could park airplanes
together at the Convention, and they also
inquired ifEAA was interested in the for-
mation of the Antique Division. Paul
wholeheartedly gave his support and en-
couragement, and with the addition of the
Classic judging category, the new combi-
nation gave the EAA Convention an
attendance boost and added pilot recogni-
tion that continues to benefit EAA to this
day. Pauls work with vintage airplanes
continues to this day, as he is often active
in a variety of restoration projects. Most
recently, he has lent his expertise to the
restoration of the EAA Aviation Founda-
tion's Consolidated PT-3 trainer.
2 JANUARY 1998
A/CNEWS
compiled by H.G. Frautschy
AlC CHAPTER NEWSLETTERS
Chapter newsletters serve a number of
purposes, including the di stribution of local
and national infonnation, and they also serve
a social function. Two of the best newsletters
in the enti re spectrum of EAA are published
by Ray Bottom of EAA AlC Chapter 3 and
the AI C Chapter 10 Newsletter edited by
Charlie Harris. Now there's a third - "The
Flying Wire" edited by Ralph Cloud of EAA
AIC Chapter 29 in the San Francisco Bay
area. A relatively new Chapter (they were
chartered just a few years ago) the Chapter
29 crowd has been very busy, and they kecp
their newsletter filled with a mix of material -
there ' s a technical article, a note from the
president of the Chapter, and a fli ght experi-
ence in there to boot. Our congratulations to
president Bud Field and the officers and vol-
unteers of EAA AntiquelCiassic Chapter 29,
Livermore, CA for their excellent work as
they've gotten their Chapter off the ground.
EAA ADULT AIR ACADEMY
The first session of the EAA Adult Air
Academy, teaching basic aircraft mainte-
nance, building and restoration skills will be
offered February 15- 21. The second session
wi ll focus on the building of a Loehle Parasol
and wi ll take place February 22- 28. Each
one-week long session costs $800, and in-
cludes lodging, food, local transportation,
plus all elements of this educational program
once you have alTived in Oshkosh.
For infonnation and registration materials,
contact the EAA Education Office by calling
920/426-6815, Toll Free at 1-888IEAA-EAA9
(1-888-322-3229), e-mai l: education@eaa.org,
or by writing the EAA Education Office, PO
Box 3065, Oshkosh, WI 54903-3065. Regis-
tration is limited, so be certain to contact the
office as soon as you can.
TWO REQUESTS FOR HELP
The first is from a Stampe restorer, Ri ck
Surgent. For the most part, he's been pretty
lucky while rebuilding the Renault engine in
hi s project, but has hit a snag. The magneto
without the impulse coupling has a cracked
shaft , and on the mag that has an impulse
coupling, the actual coupling has gone bad. If
there is anyone who can suppl y Ri ck with a
shaft andlor an impulse coupling, you can
contact him at: 1492 Deborah Ct., Wall, NJ
0771 9, e-mail: flysurge@concentric.net or
by phone, 732/280-5397.
Many of you will recall the excellent
Piper Tri-Pacer restored by Joe Fl eeman and
Delton Perry. Delton is in the process of
restoring a Siemens SH 14 engine, a seven-
cylinder German radial rated between 108
and 113 hp. Manufactured in the late 1920s
and earl y 1930s, it was built with both "Z"
rocker arms and then later with conventional
rocker anns. The Siemens engine was built
under license in this country by Ryan Aero-
nauti ca l in San Diego. Delton's engine is
the conventional rocker arm version, with
flat wound valve springs and a completely
exposed valve train that had to be hand lubri-
cated. The head bolts to the cylinder with
four studs and the cylinder base bolts to the
crankcase with four studs. He has the com-
plete engine with all the accessories, oil tank
and the mount, but one cylinder is damaged
beyond repair, so he needs a serviceable
cylinder and head.
He has information that outlines the use
of this engine variant on both the Command
Aire 3C3-BT and possibly a Cessna A W.
Delton wou ld appreciate hearing from
anyone with info rmation or parts for thi s
Siemens SH 14 engine. He' d like to put thi s
rare engine in running condition, and is open
to acquiring a restoration project of an air-
plane that used thi s engine. You can call him
at 6151762-7742 or 93 11762-7742. His
address is: 4180 Norton Rd. , Lawrenceburg,
TN 38464.
RA YMOND H. BRANDLY 1921-1997
The founder and president of the National
Waco Club, Ra y Brandly, passed away
Friday, December 5. Long recognized a ma-
jor figure in the quest to restore and maintain
the famous Waco biplanes that have often
been used to define the an tique airplane
movement, Ray was one of the very first to
recognize the need for a "type club" that
could serve the needs of those who still
enjoyed aviation as it was in the early days.
A long-time friend of Waco president and
founder Clayton Bruckner, Ray was able to
purchase the remaining assets of the com-
pany, and for the decades that followed, he
was most often the first person to contact
when an historical question about a Waco
needed to be answered. The family would
appreciate it if donations were made in Ray's
memory to the Waco Museum & Aviation
Learning Center, P.O. Box 62, Troy, OH
45373. Ray had made arrangements prior to
his death for the National Waco Club to con-
tinue under new leadership. The new address
for the club, which will be run by Andy and
Pete Heins along with Doug Parsons, is:
National Waco Club
3744 Clearview Rd
Dayton, OH 45439
937/866-6692
Th e annual Waco Reunion will also
continue to be held, with the next gathering
held June 25- 28, 1998. Contact the club for
more infonnation. '*
STRAIGHT& LEVEL
by ESPIE "BUTCH" JOYCE
I
t is really difficult to think that in a cou-
ple of years we will be starting our
calendars with the year 2000 printed at
the top. Just a few short years later we will
be celebrating the 100th anniversary of
powered flight. I'm reminded of that event
since I'm writing this article on the 17th day
of December, the blustery date in 1903 the
Wright brothers first flew their Wright Flyer
under power from level ground on the sand
on the Outer Banks of North Carolina.
Today the First Flight Society is at Kitty
Hawk, North Carolina, honoring the Wright
brothers' achievement during the year 1903.
For those of you who have not yet visited
the site of this flight, let me set the scene in
your mind.
When you walk out to the replica of the
small shed they called home when they
were on location on the Outer Banks, it is
quite a sobering sight. For instance, there
were many a morning they would wake up
with sand in and on their bedding fi'om where
it had blown in through the cracks in the
walls of the shed. They wanted a place with
steady winds, but it worked both ways -
advantageous to their work, it could also be
quite an annoyance!
Because I live in North Carolina, r know
firsthand the weather in December can be
pretty caprious; for instance, today it is a
nice 65 degree day, but only three days ago
it never got above 33 degrees, and at night it
dipped down to 19.
Today the Kitty Hawk area has become
very populated with big name stores, hotels
and strip malls lining the main road. In the
1960s and early 1970s, when I did a lot of
duck hunting in this area, the Outer Banks
could have been classified as isolated even
at this late stage in our history. During 1903
I can only wonder how remote this area
must have been for most people. There were
few permament residents on the Outer
Banks; because they were remote to the rest
of the Carolinas, many of these peopl e
spoke old English or a combination thereof.
Even today when you travel to the Outer
Banks by land transport, it is not easy or
quick to get from the mainland to Kitty
Hawk. It must have been quite a chore for
Orville and Wilbur Wright to get to this lo-
cation by sailboat or rowboat. There were
no paved roads, and hardly any stores or
pl aces to obtain provisions; thi s was a good
place to be friends with the local folks.
During Blackbeard ' s reign of terror on
the high seas, he used this area as one of his
bases of operations. He would bring hi s ship
back into the sound behind the Outer Banks'
islands to hide, and then sail out to attack
unsuspecting merchant ships. In fact , just
this year, divers think they may have located
his ship somewhere around the mouth of
Cape Hatteras Inlet. A number of the families
whom the Wrights knew were most likely
related to some of Blackbeard' s crew. Just
south of Kitty Hawk, there's a town called
Nags Head. The name came from the fact
that the locals would, on a dark moonless
night , hang a lantern around an old nag's
(horse) head and walk it down the beach and
sand dunes, the light from the lantern mimic-
king the pitching motion ofa ship. A passing
ship's captain or helmsman would think that
it was the running light of another ship and
would steer to the west to fall in trail. The
ship would run aground as it neared the
shore and break up as it foundered on the
shoreline; then the locals would make a liv-
ing by salvaging the cargo and selling it.
Many years later, the Wright brothers
made friends with the men who manned the
lifesaving stations that were placed along
the coastline; this lifesaving service later
beca me the U. S. Coast Guard and they
most likely owed their survival in thi s brutal
climate to these guys and their families.
When you go to the site of the first actual
flight , it seems such a short di stance today,
but after all of the effort they put into those
first four flights it must have seemed to
them to have been a hundred mil es. J wish
we could have a recording of the conversa-
tion that took place in that tarpaper shack
the night of the first flight. As an industry
and avocation, we've been getting better
ever since that great day.
Since this is the January issue of VIN-
TAGE AIRPLANE, I would like to report to
you that your Antique/Classic Division has
been working hard this past year to support
the membership and to continue to improve
your magazine, Vintage Airplane. The lonl
membership campaign continues to be a suc-
cess, and with your continued help throughout
thi s year, we wi ll be better than ever.
We are sometimes asked why you see an
article on an aircraft in SPORT A VIA TlON
that is also written about in VINTAGE AIR-
PLANE. There are over 160,000 EAA mem-
bers, and at least 150,000 are not members
of your Antique/Classic Division. In fact,
many of them don' t know about the Divsion!
Seeing the article and a mention of the AlC
Division often results in a some new members
joining us. Your editor, H.G. Frautschy, of-
ten has to write both articles, and will make
an effort to cover different aspects of the
restoration in the two articles. In fact, should
a friend mention that he enjoyed reading
about old airplanes, let him know that there
is a source for him to enjoy more of this
type of information by being a member of
the Antique/Classic Division.
Some of the hi ghlights of this month you
will find interest ing include the articles on
the Howard 500, a J-2 Cub, the Monocoupe
Fly-In, and the Luscombe Fly-In. One of my
favorite monthly features is "What Our
Members are Restoring." Each member is in-
vited to send in a shot of their airplane, so we
can highlight the di fferent airplanes that com-
prise the spectrum of vintage airplanes. Each
winter, we seem to get a little low on our
supply of photos. Why not dig out a shot of
your favorite and send it it along with a little
information on you and your pride and joy.
Also, if you'd like to submit an article, we
would be happy to consider it for publication.
Thi s next year we will be changing the
Division logo to incorporate the Contempo-
rary name. We have been working in-house
to come up with an attractive logo, but should
any member wish to submit his/her idea,
please send your design in to us for review.
Anytime that you would like, feel fi'ee to con-
tact myself or any of the officers, directors
or advisors li sted on the Contents page of
your magazine. We' re here to serve you!
I ask that each of you use the most care
when operating your aircraft ; I mean, be
careful out there- do not want to do without
you or your airpl ane, and I know that you
don't want to hurt anyone. One of the most
common accidents that continue to plague
our type of aircraft are accidents involving
hand propping. You wil l read more about
that this month in Buck's column on page 8.
Let's try and stop this recurring problem.
While you are hanging around the airport,
ask a friend to sign up as a member and hel p
support your Antique/Classic Di vision.
Let ' s all pull in the same direction for the
good of aviation. Remember we are better
together. Join us and have it all! ..
P.s. Ryan Johnson, Dodgeville, Wisconsin -
hope that your dad enjoyed your special request'
- 8J
VINTAGE AIRPLANE 3
CubAircraft Co. Ltd.
in Lundtofte, Denmark (Part One)
by NORM PETERSEN
This story, which is presented in two parts, is extractedfrom the book entitled "75 AR TIL LANDS &
I LUFTEN" (75 Years on Land and In the Air), the 75-year history of the auto and airplanefirm of
Christian Bohnstedt-Petersen, AlSfrom 1911 to 1986. The book was written by noted author, JfJrgen
Helme, ofEspergaerde, Denmark. The translation from Danish to English was done by Knud Thaarup (EAA
280077) of Frederiksberg (Copenhagen), Denmark. We are indebted to JfJrgen Helme for permission to
reprint this historical account ofthe Cub Aircraft Co. Ltd. from late 1937 to April 9, 1940, when Germany
occupied Denmark.
H
nry Ford had put America on
wheels. At the beginning of
the 1930s, the Taylor Aircraft Co. of
Bradford, PA, wanted to accomplish
something similar in the air - i.e., mak-
ing flying available for the common
man - at an affordable price.
The airplane produced by the Taylor
Aircraft Co. was a two-seater, high
wing monoplane, constructed accord-
ing to the well-known principles of
welded steel tube fuselage , wings of
wooden spars and aluminum ribs - all
covered with cotton and finished with
aircraft dope . And the Taylor "Cub,"
which the airplane was named, really
fultilled what its designer intended; an
economical , reliable, two-seater air-
plane, easy to fly and affordable to
ac quire and maintain. The factory
price was under $1 ,500.
In the spring of 1937, March 16 to
be exact, the Bradford factory caught
fire and burned to the ground, destroy-
ing both tools, equipment, and several
airplanes. William T. Piper, who had
by this time parted company with C.
G. Taylor by buying out his interest,
immediately located an abandoned tex-
tile mill in Lock Haven , PA, and
shortly had the production resumed in
this new facility. With the takeover of
the company, the airplane was now
called the Piper Cub.
At the beginning of 1937, a Danish-
4 JANUARY 1998
American engineer, Jack Hedegaard,
returned to Denmark from the USA
with the agency for Taylor Aircraft Co.
coveri ng all of Scandinavia. It was his
intention to start an assembly line
production of the factory's airp lanes;
however, he soon realized there were
great difficulties. ]n the first place, he
was short of the necessary capital funds
and secondly, he encountered ex-
change (import)
restrictions.
One single
Taylor E-2 Cub
airplane, which
Hedegaard had
ordered from
the factory in
Bradford, ar-
rived in Derunark
and was assem-
bled by Viggo
Kramme and
Co., at Kastrup
Airport near
Copenhagen. It
received its Air-
worthiness Cer-
tificate on July
10, 1937, and
was registered
OY-DUL In
Denmark. Noth-
ing e lse hap-
pened until fall
when Hede-
gaard went to visit Christian Bohnstedt-
Petersen, a wealthy car dealer , and
perked his interest in the project.
Things started to roll. On December
14, 1937, Bohnstedt- Petersen signed a
contract with the Piper Aircraft Co.,
taking over the agency for the Nordic
countries. This was followed by the
founding of a joint venture consisting
of Supreme Court Justice Leif Gamborg,
The first and only Taylor E-2 Cub imported to Denmark was assembled by Viggo
Kramme & Co. at Kastrup Airport (Copenhagen) and received its Airworthiness
Certificate on July 10, 1937 and was registered OY-DUL.
Forty-horsepower
Piper Cub J-2C fly-
ing over Lundtofte
Airfield on a beauti-
ful November day in
1938. Copenhagen
can be seen faintly
in the background.
The airplane was
easy to fly and its
cruising speed of
about 62 mph made
it possible for the
pilot and passenger
to have a good look
at what they were
passing over.
Christian Bohnstedt-Petersen and Jack
Hedegaard under the name of Cub Air-
craft Co. Ltd. , Sundkrogsgade 1- 3,
Arnager, Denmark.
Thereafter, the company took up ne-
gotiations with the War Ministry to
acquire the use of Lundtofte Airfield
with its connecting bui ldings which
had been vacated by the mi litary air
forces when they were moved to Yaer-
10se. These negotiat ions ended with a
lease of the Lundtofte faci lity for a
20-year period. In addition, Cub Air-
craft Co. Ltd. bought an old Rohrbach
hangar at Kastrup AilJlort at a demolition
price of 5,000 Danish Kroner. It was
Bohnstedt ' s intention to move it to
Lundtofte, but it never got that far. In-
stead, it was resurrected on land
belonging to Bohnstedt's estate "Heg-
nsholt" at Gmnholt near Fredensborg.
Here a 400 X 400 meter grass landing
field was laid out (1600 sq. meters).
In the early part of 1938, an assem-
bly factory was establi shed in the
Piper Cub received its Airworthiness
Certificate on May 28, 1938.
But this was only one side of the
matter. There should also be pilots to
test fly the completed airplanes and
to educate future purchasers. The
problem was solved during a meeting
two large hangars at Lundtofte.
To supervise thi s part of the pro-
Ueutenant Eigil Prins on the left, and engineer Jan Klint with
a forty-horsepower Piper Cub at the hangar in Lundtofte.
ject, the Lock Haven factory had
temporari ly assigned a young
Danish-American engineer, Jan
Kl int , to he lp get production
started . I n t he course of six
mont hs, his miss ion was com-
pleted. The first Lundtofte-built
This French Caudron C510 " Phalene," a comfortable four-seater airplane powered with a 140
hp Renault engine, was purchased by Bohnstedt-Petersen as a corporate aircraft and flown
by Eigil Prins, who added the type to his license. It was registered SE-AHP in Sweden before
taking up the Danish registration of OY-DIU.
VINTAGE AIRPLANE 5
Plant director Joe Wallbridge was
Christian Bohnstedt-Petersen's
right hand man at Cub Aircraft Ltd.
of the Association of Danish
Pilots in the spring of 1938
when Hedegaard became ac-
quainted with 2nd Lt. Eigil
Prins, who had served as an
instructor at the Army Flight
School and consequently
was supposed to have good qualifica-
tions for the task at hand. Hedegaard
offered Prins the job and following a
short introduction to Bohnstedt, the
matter was settled and Prins was taken
on as a test pilot and flight instructor at
a monthly salary of 600 OK.
At the time, the interest in flying
After a warm summer day in Lundtofte with many nights completed, it was nice to satisfy the thirst.
On the left is Arne Svensson and on the right is Eigil Prins.
Lt. Eric Bjurhovd of the auto firm, Autoropa Ltd, Malmo, Sweden, takes Mrs. Sonesson for a ride in a 50 hp J-3
Piper Cub, SE-AHP, wh ich was previously registered NC21517 and mounted on a set of Edo 54-ll40 noats. Note
the up exhausts on the 50 hp Continental engine.
was growing rapidly and Prins was
soon busy educating student s and test
flying new Piper Cub airplanes. In be-
tween flights, presentations were given
to prospective buyers on the capabilities
of the new Cub. Passenger flights were
often made to Kastrup Airport, Gf0nholt
and Aalborg. Among the first buyers
were: The Sportsflying Club of Copen-
hagen, the Lundtofte factory's Finnish
agent, OY Sand N in Helsingfors (a
subsidiary of A / S Simonsen and
Nielsen), the Aero Club of Malmo
(Sweden) and a Danish citizen in Bel-
gium. Ferry flights were undertaken on
a regular basis and Prins was having a
hard time handling all the work.
A former colleague of Prins,
sergeant Arne Svensson, who had been
one of the first group of 100 military
pilots who were trained at Vaerl0se in
1934, had read about the large amount
of flying at Lundtofte. So one spring
Mrs. Aase Bohnstedt-Petersen on the left, togeth-
er with her mother, Mrs. Lange, are pictured on
July, 1939, in the Caudron 510 Phalene as they
prepare to depart for the island of Fanll and a
happy holiday family gathering.
---

-.
6 JANUARY 1998
day in 1938, he visited the field as a
spectator. By coincidence, Prins dis-
covered his presence and their
meeting caused him to suggest to
Bohnstedt the following day to hire
Svensson as a flight instructor. It
didn't take long before Arne Svensson
was busily engaged as an instructor
at Lundtofte.
The State Aviation Controlling
Agency maintained strict supervi -
sion of the assembly of Piper Cub
airplanes. Thus , the Agency de-
manded that a controller, approved
by this authority, should mark and
OK all components as they were in-
stalled in the airplanes. Material
Inspector P. Robert J0rgensen was
consequently employed in the as-
sembly factory in Lundtofte and
handled the tasks in a professional
way. Since the factory and the flight
school were spared from any serious
mishaps, credit must be attributed to
Jan Klint, manager Herlev Chris -
tiansen, Eigil Prins and Arne
Svensson for their excellent sense of
responsibility and thoroughness
with which they did their work.
In charge of airplane sales were
the company' s director, Joe Wal l-
bridge, and Christian's son, Henry
Bohnstedt-Petersen. They were also
among the first to earn their Private
Licenses at Lundtofte.
During the course of 1938, ten
Piper Cub airplanes were assembled
and sold. However, 1939 became
the great year with a total of 18 air-
planes. From 1937 to the (German)
occupation of Denmark on Apri l 9,
1940, parts for 47 Piper Cubs were
imported, of which 32 were assem-
bled before the war and two
afterwards. The bulk of the parts for
the remaining 13 aircraft were either
destroyed by fire or water damage . ....
(To be continued in February)
(Right) This aerial photo is from the sailplane
show at Lundtofte Airfield taken on Sunday,
August 14, 1938. Thousands of onlookers
came to the festi val which offered aerobatics
and parachute jumps. The promoters were
" Berlingske Tidende" along with "The Danish
Sallflying Union " and " The Danish Model
Airplane Association." " The Royal Danish
Aeronautical Association" was in charge of
the sporting activities.
Assembling wings for
Cub aircraft in the
Lundtofte hangar. In
front to the left is
manager, Herlev
Christensen, and in
the rear is CAA
material inspector,
Robert Jergensen.
On a holiday outing to the Danish island of Fane, the Caudron was pitted agai nst the Mercedes-Benz 540K of
director Oeser's from M-B. With Eigil Prins at the controls of the Caudron, the accellerat ion contest on the
smooth sand of the beach was won by the 540K-the K stands for "kompressor," or supercharger.
VINTAGE AIRPLANE 7
byE.E. "Buck" Hilbert
EM #21 Ale #5
P.O. Box 424, Union, IL 60180
My missive on hand propping sure has re-
sulted in a lot of correspondence! It's reaUy a
hot topic, especially after the unfortunate inci-
dent with a Champ in central Ohio. That
Champ flew 90 miles by itself after it got
away from the pilot. I'm sure you can imag-
ine the anxiety he must have felt until he
knew the airplane was on the ground and had
not hurt anyone. For those of you who may
have missed it, here 's a very brief synopsis.
After landing, while taxiing, the engine quit
on a Champ being flown solo by a pilot with,
from what we could gather from the newspa-
pers, plenty of experience around light planes
(20+ years). When it quit, he got out and
propped it, and it got away from him. We're
not here to beat on anybody, especially the pi-
lot - I' m sure he feels pretty low about the
whole thing - but the fact that accidents like
that still happen after all these years tells me
that not everybody is getting the message.
You've got to tie them down! On a taxi-
way, tie it to a light. Near a vehicle, tie it to one
of the car's towing rings. If it is fixed in place
or weighs more, tie it to it! Just one simple
length of steel reinforcing rod, a small hammer
and a short length of rope are a small price to
pay in terms of your payload. Isn't using it
worth the peace of mind knowing the airplane
is tied down when you stand in front of it?
I can't recall a single incident were an air-
plane got away from somebody after it was
tied down, and then untied by the pilot as he
prepared to taxi away. Airplanes get wrecked
after somebody props an airplane that is not
tied down and it winds up near full power
chewing its way through people or property.
The past several days since the printing of
my articles, I have had several phone calls.
One of many relates to the article on hand
propping, and was a sincere request wanting
to know the definition ofa "Qualified Person"
at the controls.
Well , a subsequent search of the FARs re-
vealed nary a clue to hand propping, and there
was no definition for a qualified person.
8 JANUARY 1998
PaSSitto
Bucl{
I then decided to playa little game with
our FAA. My local FISDO agreed there was
nothing in the regulations about hand prop-
ping, and when I asked him how and under
what he would cover a mi shap that might oc-
cur, he replied that it was covered under FAR
91.13, "Careless and ReckJess Operation."
I went a little further, contacting the boys
at 800 Independence in Washington. The first
source has promi sed to get back to me. The
second source, who wi ll remain unnamed,
gave me a very good definition of a Qualifted
Person. " He also said that FAR 91.13 would
be the regulation to apply if the "Qualified
Person" wasn't. The definition follows:
A Qualified Person" is one who is:
I. Physically and mentally competent.
2. Trained and tested.
"Tested" means that the person, after train-
ing, will respond correct ly, both orall y and
physically to the situation.
You won't find this anywhere in the
FAR's, and for a bureaucrat (by his own defi-
nition!) to come up with a common sense
definition like this is commendable.
Long time member Dennis Agin was kind
enough to send in his thoughts on the subject.
You'll fmd them within this column in a sepa-
rate box. He makes his point quite eloquentl y
about understanding the risks involved.
Two other calls were in regard to the DC-3
incident with the shirt in the Carburetor in-
take. One was from Col. Sam Burgess. May
of you have read the articles Sam has written,
including he latest for us on Roger Freeman
and hi s Bristol Boxkite. Sam is one person I
hold in very high esteem. He holds a number
of National Aeronautic Association U.S. and
World records, is an avid homebuilder a con-
tributor to our EAA Museum Foundation in
many ways and a role model whom young
people of today could learn a lot from.
Sam related a very similar incident that
happened to him flying one of United's mili-
tary drafted DC-3's in Africa carlyon in WW
II. Standard procedure on the downwind leg af-
ter putting the landing gear down was for the
co-pi lot to look out his side window and call
out, " I got a wheel." The man in the left seat
would then do the same. You see back in those
days, the electrics weren't as" fail safe" as they
are today. (Time out here for a slight chuckJe!)
South Africa is warm, even at night, and
Sam's shirt is hanging fi'om the back of his seat.
He opens his window to poke hi s flashlight
out and look for "his" wheel and WHISH!!,
out the window goes his shirt as they ap-
proached Accra, Gold Coast (now Ghana)!
It didn' t get into the carburetor, but it did
go through the prop and Sam was very un-
happy because he had "acquired" a Pan Am
circular calculator from somewhere, and that
prized item was in the shirt pocket as it drifted
lazily earthward. Now it was gone forever, or
so he thought!
He went on to say that a couple of weeks
later, while walking down the street just out-
side the base, he spotted a very large hulk of a
native, the biggest man in town, with Sam's
"computer" handing from a chain around hi s
neck. Now Sam's not a very large man, he
tips the scales at about 145 lbs, and being
slight in stature, he decided that he wouldn't
try and take it away from him. Besides, it had
a big hole punched through it in the middle,
and it wouldn't have been any good anyway!
One of the other calls was from a member
down in Oklahoma who was researching an
article he had once read in either Flying or the
Air Force Journal, which detailed a C-47, on a
training flight, that had gone through severe
turbulence of the downburst type, and had
gone through the trees leaving a good portion
of the outboard wings behind. The story went
on to tell that the pilots were able to nurse the
Gooney Bird to a safe landing.
This man wanted to know where he might
find that original article, and if I knew how he
might get a copy of it. 1 had to confess that I
hadn't a clue, but suggested he contact the Air
Force museum at Wright-Pat, and also the
National Air and Space Museum in Washing-
ton. How's that for passing the Buck?
Truthfully, those were the only sources
where I felt he might have a chance. Maybe
there are members out there who could give
us some correlating information and maybe
tell us a few stories of their own. I know there
are as many "Gooney Bird" fables as there
were " Model T" stories. C' mon folk s, lets
have some fun! Pass it to Buck'
Another note came from one of my fa -
vorite people, the prolific aviation writer Bob
Whittier from Duxbury, MA:
A person could have knocked me over
with a hummingbird feather when I spotted
the number NCI3000 at the top of your Nov.
3 letter.
Yes , I did own that Aeronca, and from
time to time over the years have found myself
wondering what might have become of it.
And so it now turns up in your hands, of all
people.
At Oshkosh last summer, I had a ride in
the Bird biplane NC767Y now owned by Bill
Clifford of NY. Would you believe I also
owned thatplane!! My pastseems to be
catchingupwith me.
Due to mydeafness, Iwas4Hin the draft.
Around 1943,(asbestIcanremember) Iwas
drivingpastthe now-a-shopping-mall Brock-
ton Airporton the southern outskirtsof
Brockton, MA. It had beencloseddownafter
Pearl Harborbecause itwaswithin the 50
mile widecoastal zoneestablishedbythe old
CAA in whichno civil flying otherthanair-
lineswasallowed. BeforethatwarIhadspent
alotoftime as an airportkid atthis field. On
then lookingaround,Idiscovered thatvan-
dalshad brokenintothe boarded up hangar
and damagedsomeoftheplanes. They had
notdone toomuch to 13000, so beforethey
got in again Icontactedthe ovmerand bought
it. Then Iput it inarelative'schickenhouse
in the rural town ofNorfolk,MA.
Igot my A&E licenseearly in 1944. Isaw
a"helpwanted"ad in Trade-A-Plane,and
outfitcalled Flitewaysat Curtiss-WrightAir-
port(nowTimmerman)was looking for an
A&P tomaintainseveral NavyN3N-3s they
were using for aNavyprimary flying course.
Igotthejobandheadedoffto Milwaukee.
Somemonths laterIwas home foraholi-
day,So Icrated 13000and put heraboarda
freight traingoing to Milwaukee. Iintended
to fix herup. IsoloedaJ-3 in Juneof1944
and wantedatimebuilder. Alas, when Iand
anothermechanic towed 13000into Curtiss-
Wright, one of the two owners of the
Flitewaysbusiness(thebeancounterone, not
the Mr. Airplane Loverone)blewup.He did-
n'twantemployees fooling around with
airyplaneson theirairfield. So that'swhy I
sold 13000to the man in Michigan.Inever
dreamed thatin thedim future of1997, some
EAA characterIknew wouldend up owning
and restoring it! Ilook forward to seeingit
again at Oshkosh,and will bring anice bou-
quetofflowers to presentto it. When Iowned
it, itwasyellow withblacktrim.
As Idislikegettingonly 16 worthofvalue
outofa32 stamp, Imay as well popaques-
tion yourway. Youmaynotknowtheanswer,
butthen again you mighthaveheard it from
someoneyou have talkedwithoverthe years.
From the late 1920sto around 1935, a
numberofplaneswere builtwhich had for-
ward-slopingwindshields. Iam sureyou
rememberthe early Boeing247. It had such a
windshield. Later,the2470had aconven-
tionalaft-slopingwindshield.
Thisstyleappears to have first appeared
on the FokkerUniversal. Then,on otherships
suchas the Vulteepassengermodel, the Stin-
son low wing trimotor, the KinnerEnvoy
executivePlaneand so on.
Those windshieldsare so noticeablethat
they have itchedmy curiositybump for years.
This far Ihaverun down anumberofexpla-
nationsofwhy itwas used:
In someplanessuch as theFokkers, thepi-
lot'scockpitwassqueezedin betweenthenose
engine's firewall and the forward bulkheadof
the passengercompartment. Aconventionally
slopedwindshieldwould havegiven no head-
room for the pilots, so adopting the forward
slopingstyleallowedmore headroom.
Anotherexplanation isthatwhenairlines
PROPERLYPROPPING
byDennisAgin,NC 3773
There is onlyoneway to properlypropan
aircraft-SAFELY!Howmanyofyouhave
alreadyansweredwitharesounding"YES!"
Thereexiststodaythosewho haveandthose
who will not,andforgoodreason. The"will
nots"probablyhavenotbecausetheyareafraid
ofbecominghamburger,and rightlyso. There-
fore, letus reviewthecorrectmanner,the
method is for anotherday,to propall aircraft
thathave the abilityto bepropped safely.Al-
though Iwillpropa200hp,fuel injectedPitts,
Ihave notand will declinewhen requestedto
propall Bonanzasbecausesomeonelefthis
masteronandthebatteryis flat.
Theartandscienceofproppinganaircraft
requiresthatthewordsusedconveythemessage
requiredforsafeoperation.Thepersondoingthe
proppingis inchargeandthepilot(yes,byFAA
mandatedregulationyoucannotletanonpilotop-
eratethecontrolsduringtheprocedure)responds.
(Not so! The FAA has no such regulation in Steve WIttman's modified aluminum prop on his "Uttle
force. The FAA does have FAR 91.13 "Care- Bonzo" resembles theworking part of a Waring Blender.
less and Reckless Operation" to use ifthey feel
you 've erred in your choice ofa control manipulator, but there is no requirement written in the
FAR's to have a "Pilot" at the controls. 1n fact, the nowhere in FAA regulations nor in an Advi-
sory Circular is the subject addressed! The most documentation is made in insurance company
documents, most notably in the "exclusions" section in many policies. See Buck's accompany-
ing column for more on 3this issue. - HGF)
I. PROPPER- Loudlycallsoutbeforetouchingthe prop: "Brakes set, throttle cracked,
switch OFF."
PlLOT- Responds:"Brakesset,throttlecracked,switchoff."
2. PROPPER- Aftertestingthatthe brakesare setbypushingon the prop, thePROPPER
pullsthepropthroughoneortwotimes AND thencallsout: "Brakes and
CONTACT! " (Albeitifyouareafan ofthatclassicmovie,TheROCKETTER,
Icanagreeinprincipleto"BRAKESANDHOT!").
(Ever since we were gently taught by a master CFI, Gene Chase, we like "CONTACT" bet-
ter, since it is unlikely to be misinterpreted as "not " or some other word. "CONTACT" says
just that, and no more. - HGF.)
Nowlet'sbe honest- howmanyofyouwhoatfirstsaidyeshavebecomereeducated?The
mechanicsormethodhasbeenleftoutforanotherdayandcolumn. Whatfollows isatruestory.
While ferryingHarveySwack'sBabyLakesto Oshkoshfor the Convention,Ifirst landedat
Fonddu Lac. Ifound myselfarrivingjustbeforethe startofaproficiencyrun, and whoshould
bestandingthere butSteve Wittman. Steveneededaprop forhisentryandthere wasnotasoul
aroundwho would help Steve. Iwill admitthat itdid nothelp thatthealuminumfan on
Sylvester's(as hewasaffectionatelyknown to EAAIlPablo)birdhadbeenhighlymodifiedand
forall appearancesresembledtheworkingpartofaWaringBlender.
Withoutany hesitation,IproudlyofferedmyArmstrongmethodsandservicesto Stevewho
graciouslyacceptedand afterclimbingaboard,strappedhimselfinand quietlywaitedfor the
proppingproceduretobeinitiated. Icalledout,"Brakesset,throttlecracked- switchoW"
Stevelookedatme andwithaslightlytoothygrin,hestated, "It says it is. "
He knew-andnowso doyou.
beganto fly cabinplanes,direct-lighted in-
strumentsbegan to reflect on inside surfaces
ofbackward-slopingwindshieldswhenflying
at night. So slopingthe windshield forward
gotrid ofthis.
Yet anotheris that when earlyairliners
with narrow fuselages flew overcitieswhen
departingorarrivingat airfields, lightson the
ground belowand to each sidewere reflected
on the innersurfacesofthe windshields,
again impairing forward vision.
And anotheris that the forward slope in
someway made raindrops flown down the
windshieldanddrainatthebottomcomers, in-
steadofclimbinguptheglassin riversas is the
casewithusual windshields. Dittosnowflakes.
Yetanotherexplanation is thatthisstyle
allowed magneticcompasses to be mounted
as far as possible from electri cwires behind
the instrumentpanels. And anodderiss dat
derforward slopeufdervindshieldtund kon-
sekvently longercabin roofgave pilotsbetter
protection frum hotoverheadsunlight. So vot
youtinkissderreal explanation?
BobWhittier
PO BoxT
Duxbury,MA 02331
Overto you! i( 3ck4'
VINTAGE AIRPLANE 9
Jim Koepnick
1997Luscombe
AssociationFly-In
The annual Luscombe Association
National Forum was held June 20- 22
at Coles County Airport in Mattoon,
IL. This years event had a new host
and location, since in the previous 13
years it had been held at Moraine Air-
park near Dayton, OH.
The airport and airport staff wel -
comed the group with open arms and
great hospitality, making everyone
welcome and making their large hangar
available for holding the Saturday
morning forum. Shannon Tipscord, the
airport manager, was especially helpful
for the entire event.
10 JANUARY 1998
by Gene Horsman
The local Lions Club handled the
meals, and they were considered excel-
lent by the attendees.
The weather on Friday was muggy
and a bit windy, but 30 aircraft were in
by dark, and one arrived at 10:00 p.m.
The final count of aircraft by Saturday
afternoon was 38. Every Luscombe
model, except for the IIA, were pre-
sent and the quality of the aircraft was
espec ially good this year. It rained
lightly early Saturday morning, and
winds were stiff most of the day.
An evening thunderstorm moved
around the field and dumped hail four
miles east at
Charleston, IL.
The tradi-
tional Luscombe
Forum was held
at 9:00 a.m. on
Saturday morn-
ing, with Rick
Duckworth con-
ducting. Guest
speakers were
Jack Norris,
an aeronautical
engineer and
a member of
Jim Koepnick
Here are most of the major award winners at the
Luscombe National Forum. For left to right we have:
Delores Adkisson, Best Original Luscombe, SF
(N1499B), Bob Kellog, whose SF (N9927C), was
the winner of the Members Choice and British
Luscombe Enthusiast Newsletter Awards, Laurie
Combs, the pilot who flew the Longest Distance to
the 1 y ~ n with the Luscombe Foundation's "Win Me"
Luscombe, Chuck Forrester, who won Best Custom
Luscombe: for his clip-wing SA, N2451K, Gene
Horseman, who owns the Oldest Luscombe at the
Ay-In, an early 1940 model SA, and Lowell Farrand,
who, among all the 38 airplanes present at the f 1 y ~ n
has owned his Luscombe the longest-3S years!
CAFEFoundation(theaircrafttesting
organization) in California. Doug
Combs,ofthe DonLuscombeHistori-
calAviationFoundationalso spoke.
Jacka Dougaddressedthe various
maintenancetopicsandansweredques-
tionsfrom the members.
A plannedfly-out to theOctave
Chanutemuseumatthe oldChanute
Fieldon Saturdaymorning, afterthe
forum, was not well attendedbecause
ofthreateningweather, butthose who
wentdid enjoythemselvesand were
able to returnwithno weatherrelated
problems,withthe possible exception
beingthewind.
On Saturday,alocaltelevisionsta-
tiontapedinterviewswithsomeofthe
members, and the int erviews were
shown on the 6and 10p.m. newscast.
On Saturdayevening,manydoor
prizeswereawarded,beforethe fly-in
awardswere presented.Thejudgingis
done by memberschoice. Eachfills
outaballoton Saturday,and submits
theirchoices forthe bestineach cate-
gory. Thewinnerswere:
BestRareLuscombe:
T8F,N1828B,ownedbyEarlPrater.
BestCustomLuscombe:
8A,N2451K,aclip-wingregistered
Chuck Forrester's clip-wing SA is registered in the Experimental category as the result of his modifica-
tions, and it was featured in an article in the July, 1997 issue of EAA' s Sport Aviation. It was picked as
the Best Custom Luscombe of the f1y-in.
in theexperimentalcategory,owned winningLuscombe ownerhimself,
byChuckForrester who did an excellentjobofplanning
and carryingoutthis, the firstLus-
BestOriginalLuscombe:
combe fly-in atthatlocation. Jerry has
8F 1499B,JerryandDeloresAdkisson.
manyideas fornextyearseventso
you'llwanttoattend. Thisyear'sLus-
MembersChoiceandBritishLus-
combeEnthusiastNewsletterAwards
combeNationalForumwill beheld
wentto BobKellog's8F, N9927C. June 12-14, 1998. Seeyouthere! ...
OldestLuscombe:
An early 1940model
An overhead view of the Luscombe forum held on Saturday, one of
the focal points of the weekend. Jack Norris addresses the members.
8AownedbyGene
Rick Duckworth, the moderator sits at the far left and Doug Combs
Horseman.
of the Don Luscombe Aviation History Foundation sits next to the
golf cart on the far right as he waits his turn at the microphone.
LongestOwner-
ship: 35 years,
ownedforall that
timebyLowellFar-
rand.
LongestDistance
flown to thefly-in:
The"WinMe"Lus-
combeflown from
Phoenix,AZ, flown
byLaurieCombs
whileshewas7
monthspregnant!
TheMattoon coordi-
natorforthe fly-in was
Jerry Cox, an award
VINTAGE AIRPLANE 11
About 200 aficionados and assorted
buffs showed up at Creve Coeur for
the third running of the Monocoupe
roundup. The four day event, held Sep-
tember 18- 21 , drew 20 Monocoupes,
several of which had not been seen in
recent memory. Orchestrated adroit ly by
Bob Coolbaugh and Al Stix, the latest
gathering of the clan was enhanced by
the attendance of a number of factory
personnel, mostly from the 1940- 42
Orlando period.
Fran Fitzwilliam, whose tenure
dates from 1929, was the most senior
factory representative. She was an ex-
ecutive secretary with the original
management which included Don Lus-
combe and Clayton Folkerts . Fran
brought her album and recalled several
memorable aerial outings with rascals
like Stub Quimby and Scotty Bur-
mood. This was when tail skids were
the only brakes and there was only one
Fed (inspector) in the Chicago office.
Capt. Ted Patecell, PanAm retired,
flew up from Florida in his high flying
Cessna with Dick Sampson. Ted cast
his lot with Monocoupe in January,
1941 shortly after its acquisition by
Universal Moulded Products. Prior to
that he'd worked for Benny Howard in
Chicago. At Orlando he was much in-
volved with the 90AF program as an
engineer, test pilot and salesman.
After the events of7 December 194 1,
it became Ted's mission to dispose of
all unsold inventory. Approximately
35 Monocoupe 90AFs were involved,
20 of which he managed to place with
the War Department as L-7A liaison
planes. They were emmarked for Lend
by JOHN UNDERWOOD
Lease to the Free
French forces in
North Africa which
necessitated the
fitting of special
air filters for desert
operations. Pate-
cell designed the
fi lter and person-
ally tested each
airplane to the sat-
isfaction of the
procurement office
at Wright Field.
Six other 90AFs
were placed with
the Civil Air Pa-
trol , fitted with
shackles for 100
pound bombs and
posted to antisubmarine bases along
the Florida coast. Ted led the delivery
flight , attached the shackles and flew
some of the early patrols and search
missions. Shortly thereafter Patecell
made a career change he never had
cause to regret. PanAm was hiring and
he got on in time to serve as First Offi-
cer aboard Boeing 314 Clippers.
Although Dick Sampson never drew
his paychecks from Monocoupe, he
certainly has the know how. He owned
five of them during the 1930s and '40s,
one of which he traded for a midget
racer known as the Wittman Pobjoy
Special , RI W. Several years ago, hav-
ing suffered an attack of nostalgia,
Sampson commissioned Bill ("Re-
peat") Turner to replicate RI W. It
should be in the OSH'98 lineup.
The first new hire at Orlando was
Dick Adams who saw a job opportu-
nity when he spotted the Monocoupe
company domiciled in freight cars sit-
ting on a railroad siding. The move
from St. Louis had run afoul of a bu-
reaucratic screw up at City Hall. The
factory Claire Bunch had been
promised was not available and other
arrangements had to be made. In due
course things were sorted out and
Adams was soon learning the airplane
parts business. An aspiring aviator, he
owned a J-3 Cub with another new
hire, Winfred (Joe) Jones, a high-
school chum who eventually became
Monocoupe's chief inspector. Thanks
to Joe, who lives in Orlando and made
the pilgrimage to Creve Coeur, we
have learned much about what was go-
ing on at ORL in 1940-42.
- Text continued on page26- Photos all the next2pages-
12 JANUARY 1998
NC18056 made Its public debut In the heart of Beverly Hills In 1937, showcased from
an automobile salesroom on Rodeo Drive.
Dick and Georgette Smith with their newly restored 9OAW145.
They're looking to trade (?) up for a clip-wing.
(Below) Miro and Ushle Rieser, Cologne, Gennany, with
NC19429, close kin to their own 90A, ex-NC19432.
(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of
NC19429 In time for Creve Coeur.
(Right) NC10730 originally belonged to young Jerry
Nettleton, who hoped to be the world's fastest teenager.
Old age, in the fonn of his twentieth birthday, overtook him
before the deed was done.
NC10730, once a celebrated hangar queen, has gotten seri-
ous about her XC flying thanks to Andy Bibber and his
channing fl o.
(Below) C.A.L. ' s 0-14S, NX211, seems to have set a popular
style for Monocoupe finishes. It now hangs in a place of
honor in the terminal of St. louis' Lambert Field.
Monocoupe elder Ted Patecell, who was acquaint
ed with the original "Mr. Mulligan," was smiling
from ear to ear when he got out of Bud Dake' s
"Mullicoupe. "
(Below) Nobody on this planet has had a longer
relationship with the same Monocoupe than Jim
Harvey, shown here performing the 90Al11S ini-
tiation rite upon the writer.
left to right: Ed Kirby, whose Monocoupe bucked the whole way In the worst turbulence
ever; Mrs. K. ; Joe Jones, Monocoupe/ Orlando, 1940- 42; Claire Bunch' s granddaughter,
Kathleen Mark; Roy Garbarine, ORl/ 90AF engineer; Patti Bunch Mark, CWB' s daughter;
Dick Adams, Monocoupe/ 90AF, first new hire at ORl, 1940.
-
Jack McCarthy' s 110 impersonating Monocoupe salesmalHlCrobat " Pete"
Brooks' NC1234S.
Melvin Mc Collum' s stunning 9OAl11S began Its career In 1941 as a 90AF with
Bob Fachett, Chicago airplane parts vendor.
14 JANUARY 1998
1936 had the 40 hp A-40-4 engine in-
stalled). It wasn't until the next year, after a
disastrous fire destroyed the Bradford fac-
tory, that the Taylor Aircraft Co. became
Piper Aircraft Corp. of Lock Haven, P A.
16 JANUARY 1998
Bob and his big brother Don,
who was a year older, bought
the Cub in 1939 so they could
learn to fly in it. They needed a
bank loan of $371.28, co-signed
by their father, before they could
buy the 1-2. The list price of a
new 1-2 in 1936 was $1,470 but,
just as today, the fir st one to
own it suffers the most depreci-
ation. Harry Johnson, the 1-2's
first owner, bought the airplane
from Piper distributor Neil
McRay. By the time the Stewart
brothers bought it, the price had
come down substantially. Deliv-
ered to Neil on July 1, 1936, it
was a very standard airplane,
complete with a yellow paint
job and three stripes, and the
cockpit cabin enclosure. After
he bought it, Johnson flew it for
just over two years, often with
his brother as company. He then de-
cided to trade it in on a new Cub that
had recently been introduced, one with
10 more horsepower being put out by
its Franklin 4AC-50. Once the 50 hp
Franklin powered J-3 Cub he had been
waiting on became available, he sold
the J-2 to the Stewarts.
Starting with an empty logbook, the
Stewart brothers went on to solo and
earn their Private Pilot's licenses in the
J -2 before they too traded it in for a
new model Cub. The same mechanic
had been taking care of the J-2 since it
was new, and one day, after Don Stew-
art had banged one wing and damaged
the leading edge and a few ribs , he
happened to mention that a fellow at
another field was desperately looking
for a flying airplane to use in the CPT
program. It seemed his 60 hp Franklin
had swallowed some magneto impulse
coupling parts into its innards, and re-
placement parts would be slower in
coming than the man wanted to wait,
since he had students actively flying
every day.
As soon as the mechanic was fin-
ished with the repair on the wing, Bob
flew off the FBO, and offered to trade
him the J-2 for the J-3 with the sick
Franklin. "It's a deal," he was told.
Bob pointed out that he only had the
current logbooks for the 1-2 with
him at the time. "That's okay, I only
need the current ones - you can
keep the rest." So for over 50 years,
Bob Stewart had the logbooks for
his first airplane, and as fortune
would have it, he'd get to include
them in the paperwork for that very
same airplane in 1997.
Bob's aviation career led him to
fly all sorts of airplanes while he
served with the Ferry Command after
instructing in the wartime pilot train-
ing program. His first multi-engine
ferry assignment? A B-26 Marauder.
His checkout pilot was none other
than Neil McRay, who was the
Piper distributor and first owner of
Bob and Don's 1-2, and had given
Bob his first airplane ride! The Ferry
Command kept Bob busy all over
the European Theater of Operations,
flying all sorts of aircraft. Like so
many of his Air Corps compatriots,
he grew up fast in the cockpits of the
many transports he was assigned.
The B-24, B-25, A-20, B-17 and
Boeing 247 all were flown, with a
few others thrown in for good
measure. Towards the end of his tour,
he flew a B-25 for Major General
Webster when he was commanding
officer of the Air Transport Com-
mand. After Bob had flown the
requisite 1,000 hours overseas, the
General was kind enough to make
certain that he got his orders rotating
him back to the States. He picked up a
B-17 that needed to be ferried back
across the Atlantic, and headed home
to be mustered out. Bob's brother,
Don, was busy in the Air Corps as well,
ending up flying liaison airplanes at
property useless.
There was a silver
lining in this entire
mess, and it was
Bob's choice ofa ca-
reer based on his
airport work. He al-
ready had a bulldozer,
so he started an ex-
cavating business! It
proved to be no pass-
ing fancy, and it kept
his family fed and
clothed for the next
40 years.
The airplane bug
certainly never left
him in all those days,
and one thought often
recurred to him -
"wouldn 't it be neat
to find the old J-2
and fix it up?" He
tried to track it down
a couple of times, but
it as it was passing
though different peo-
ple's hands, they
didn't always regis-
ter it , so it would
periodically disap-
pear, making it hard
to pin down. Finally,
in the fall of 1990, it
popped up in the FAA
Registry, and was
found one day by
Bob's son, Mark. It
was only about 90
miles away, stored in
a barn after it had
been restored in the
The rounded corners of the wingtips and tail surfaces, along with the
widened landing gear and straight cabin top set the J-2 apart from its ear-
lier brother, the E-2. The rework done under Mr_ Piper's direction by
Walter Jamouneau, was the final wedge in the rift that would put William
Piper, Sr. and Gilbert Taylor on different paths in the aviation industry.
continued on page 27
one point. He piloted Stinson L-5s
in the China-Burma Theater, and
while flying in that area he was
decorated by General Stillwell.
After arriving home in Erie, Bob
and Don got back to work on an air-
port they had started to build. With
about 300 feet in the runway left to
construct, the local electric company
dropped its own bomb . They an-
nounced they had been planning, for
25 years(!) to build a sub-station
right in the middle of the land the
brothers owned. No words could
convince them to build it elsewhere,
and with little available to fight
them, the company simply had the
land condemned for their use, ren-
dering the airport being built on the
DeKevin Thomton
Three different views
of the interior of the
Cub show the work
the Stewarts and Earl
Witt put into the final
product. The original
location of the magne-
to switch, on the rear
base of the front seat
has been maintained,
and the rest of the
interior is just as it
was when Bob and
Don Stewart earned
their Private licences
back in 1939.
late 1970s. After being recovered (it
hadn't flown since the end ofI947),
it was never flown, since its new owner
had found a 1-3 to fly in the meantime.
He just never got around to fly ing
the 1-2!
Still, as inactive as the 1-2 had been,
the owner wouldn't part with it, and it
took some gentle persuasion to con-
vince him to sell it. To this day, there
are some people who know about the
project who are amazed that Bob was
able to buy it, since many others had
tried and failed. A few of the fellows
who helped recover the airplane told
Bob that the owner should sell him the
airplane, since he owned it before the
War. When Bob told the owner that his
friends thought he should sell, he sim-
ply told him that if they would take
care of the paperwork, the Cub was his
to buy! Bob was astonished - it had
been "No, no, no!" and then suddenly
it was "Yes!" Yippee!
DeKevin Thomton
While he probably could have got-
ten a ferry permit to fly it home, Bob
knew his heart too well - "If I fly it
home, I won't want to fix it up the way
it shoul d be done! "
With the wings and fuselage on a
trailer, it was hauled back to Erie,
where Bob and his sons, Mark and
Bob, 1r. could get to work on it.
What they hauled home was pretty
original. As was typical of a number of
1-2s that had survived over the years (a
total of 1,202 were bui lt) there were a
few modifications that had crept into
the airframe. Two out of the original 4
instruments had been replaced with
later models, and steel tube J-3 seats
had been added to the cabin, replacing
the plywood seats the airplane had
when it was delivered. It still had its
original Continental A-40 engine, and
it was in pretty good shape. None-the-
less, it was packed up and shipped off
to have D. J. Short, who specializes in
A-40 engines. When it came back,
they even ran it up using the original
prop, although the prop was replaced
with a new Sensenich before the Cub
was flown.
The biggest project the J-2 presented
While the J-2 does have a bungee shock absorber
landing gear, It also relied on a pair of Goodyear
Alrwheels to help soak up the bumps.
Norm Petersen
Howard 500, N500HP
In one of the surprises of the 1997
EAA Oshkosh Convention, the Grand
Champion Lindy Award in the Con-
temporary Class (1956 to 1960) was
won by the largest class entrant on the
field - a large twin-engined 1960
by NORM PETERSEN
Howard 500, N500HP, SIN 500-105,
owned by the North Pacific Manage-
ment Corp. of Portland, OR, and flown
to Oshkosh by its major restorer and
company pilot, Dave Cummings (EAA
567651, NC 90971) of Wood ale, OR.
Featuring full cabin pressurization,
a stand-up cabin of 6-foot, 2-inch
height, with room for up to 12 people
including pilots, and a cruise speed
near 400 mph, the Howard 500 is
strictly in a class by itself. The big
VINTAGE AIRPLANE 19
In the bright Oregon
sunshine, the Howard
500 really glistens as
Dave Cummings brings
the big bird in close for
Erik Preston's camera.
(Our thanks to Eric for
supplying the air-to-air
photos of the Howard!)
From this angie, the
Lockheed influence on
Dee Howard's design is
readily apparent with
the main difference
being the 6', 2" interior
height and the full
cabin pressurization.
2,500 hp Pratt & Whitney radial en-
gines are harnessed to a couple of
large, four-bladed Hamilton/Standard
props that look like they really mean
business with their II-foot swing. All
of this power requires considerable
fuel capacity and the Howard 500 can
hold 1550 gallons of 100 octane avia-
tion fuel at one time, so you better
have your credit card
at the ready when
you say, "fi ll 'er up!"
In addition, each en-
gine has 35 gallons
of oi l for normal
operation. (That's a
total of 70 gall ons or
280 quarts, folks!)
The Dee Howard
Company in San
Antonio, TX, de-
From above and to the rear, we get a close look at the huge tapered (wet)
wing on the Howard 500 with its large Fowler-type flaps that extend from
the aileron to the fuselage. Note the propellers are turning slow enough
to leave a shadow on the nose!
veloped the Howard 500 in the late
1950s with the prototype making
its first flight in September of
1959. The first production models
came out in 1960 when N500HP,
(left) Dave Cummings, company pilot for
North Pacific Management Corp. poses by the
tail of the Howard with the beautiful Undy tro-
phy. Note the logo that includes a reference to
lockheed, Vega, and Dee Howard Co. The sub-
stantial rudder trim is necessary when you
have such large engines as the R-2800's.
which is the fifth one built, was con-
structed. A total of 22 were constructed,
however, today, 37 years later, only
eight examples remain on the current
FAA register.
With an empty weight of 22,000
Ibs. and a gross weight of 35,000 Ibs.
the Howard 500 is no small airplane
and requires a type rating to fly it.
Dave Cummings, the pilot
and brains behind the
restoration, happened along
at just the right time as he
has over 5, 000 hours of
heavy tail wheel time such as
This cartoon drawing signifies the "prob-
lem" enjoyed when you have such high
speeds with a propeller-drlven airplane
like the Howard 500. Donald Duck Is
trying to move the small company jet
out of the way so the Howard 500 can
move right by and land as number one
instead of number two!
20 JANUARY 1998
Beech IS, DC-3 and the like. In addi-
tion, Dave flew "bush" in Alaska for
nearly six years, so he is wise in the
ways of older airplanes. He is quick to
point out the Howard 500 is relatively
easy to fly, but you have to be on your
toes - as with any tail wheel airplane.
The secret to any high performance
airplane is the "go-power" which in
the case of the Howard 500 is a pair of
2,500 hp Pratt & Whitney R-2S00-
CB-17 engines with IS cylinders each
(at ISS cubic inches per cylinder!)
that use AD! (anti detonation injec-
tion) to allow the engines to produce
high horsepower without belching at a
BMEP of 253 psi at 2,SOO rpm. In ad-
dition, the huge four-bladed propellers,
which are actually cut-down Constel-
lation props, turn at .450-to-one
engine speed. At normal cruise, the
props are running at 1100 rpm, or, as
Dave Cummings says, "They turn so
slow you can read the Ham/Standard
logo as it goes by!" The huge prop
spi nners were used on DC-7 airliners
and have proven to work very nicely
on the Howard 500.
In the event of losing one engine,
hydraulically operated rudder boosts
allow the pilot to put in enough
rudder to keep the big twin going
straight with a minimum single-en-
gine control speed of 95 knots. A
yaw-limiter system, which senses
the aircraft yaw-angle and provides
an electrical signal to the rudder
boost system, helps produce the
required rudder force gradient with
increasing yaw angles. In addition,
auto feathering of the "dead" en-
gine propeller will streamline the
huge prop blades to reduce drag on
that side.
The aircraft's sole compressor
for cabin pressurization is located
on the left engine and is automati-
cally de-clutched if the right engine
fails so the left engine can produce
maximum power for single-engine
operations. ("Big" engines require
"big" adjustments if one fails,
especially when out on the left or
North Pacific Management Corp.,
which is a conglomerate of about 14
companies in the hotel and timber
business, likes older airplanes and es-
pecially the faster ones that are
pressurized. When they went looking
for an airplane in 1995, a broker told
them about a Howard 500 that was sit-
ting out in the desert in dry storage
and had been there for quite a spell. It
was for sale at a reasonable price, so a
deal was struck and Dave and his
small crew traveled to the site and
commenced getting the Howard
ready for a ferry flight back to
Troutdale, OR.
They fixed the brakes and a bunch
of minor things before they deemed it
ready for the flight home. The Howard
was fired up and all systems were
checked before the takeoff from Mo-
jave, out in the California desert.
Dave made the takeoff in fine shape
and as the Howard was climbing
through 600 feet AGL- the right en-
gine failed! Dave merely let the good
engine do its work (remember, he still
had 2,500 hp to work with!) and flew
the big bird into Van Nuys, CA, and
landed. It took him about seven days
to hang a new R-2S00 engi ne on the
right side, with the help of an lS-year-
old kid cleaning parts. When every-
thing was buttoned up, checked and
rechecked, Dave cranked up the
Howard and flew it home to Trout-
dale, OR, the Howard's home base.
Once home, the dismantling began
and they got their first look at the in-
sides of a 35-year-old corporate
airplane. Dave said they found a few
rat's nests that had to be removed and
a huge bird nest in the air condition-
ing system. The wiring was in very
poor shape and had to be removed,
carefully tagged, and replaced - one
wire at a time. Dave says they were
often "knee deep" in old wire! The
basic structure was in surprisingly
good condition and needed very little
help. It was obvious the airplane
had enjoyed excellent maintenance
over the years.
The integral fuel tanks in the wings
were leaking badly and had to be com-
pletely rebuilt, one rivet at a time.
Someone previous had tried to put
tank sealer on top of zinc chromate
primer - and it didn't stick! Whoever
did it was not the sharpest knife in the
drawer when it comes to fuel tanks!
Once the metal was completely
cleaned, t he sealer worked fine and
Dan Luft
It's not hard to see where the next generation of pilot's will come from. This is Dave Cummings, pilot, hold
right wing!)
ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son, Thomas
in his left ann. Thomas' full name is Thomas Undbergh Cummings, and they call him " Lindy" for short.
Dave Cummings says his boss at
VINTAGE AIRPLANE 21
Erik Preston
'=l..l"'__; ; d - ~ ~ S R
the joints were soon tight as the rivets
were driven home.
As Dave relates, "We just kept tak-
ing care of one squawk after another,
for two and a half years. We finally
ran out of squawks!" Once the air-
frame was up to speed, they had
Flight Tech Interiors of Hillsborough,
OR, put a brand new interior in the
Howard. Mike Henderson and his
entire crew did a really great job
while keeping the correct historical
perspective in selecting the colors
and types of materials. In addition,
they finished all woodwork trim in
fancy birdseye maple which really
adds to the character of the airplane.
It exudes class. The result is an air-
plane that is so quiet, you don't need
headsets or intercoms to talk in a nor-
mal tone of voice.
The Howard is used on a weekly
basis, flying up and down the west
coast to Canada and Alaska and to
Sun Valley, ID. In short, it's a genuine
working airplane. In addition to the
Howard, the company has a DC-3, a
Beech D-18, a Cessna 195, a Beech
Staggerwing- one of the D-models
that Jim Younkin converted to a
22 JANUARY 1998
G-model - and a DeHavilland Beaver
on floats . And to top it off, Dave says
they have a second Howard 500 that is
presently being restored to the equal
ofN500HP! (There is no shortage of
work in this company's hangars.)
Dave says there are some 4300
hours on the airframe ofN500HP
and at present, about 70 hours on the
right engine and about 40 hours on
the left engine. Both seem to be run-
ning extremely well with a minimum
of squawks. Normal cruise is at
22,000 feet and about 320 kts. When
you point the nose down, you have to
keep an eye on the airspeed because
it moves out smartly, especially if
you are entering a Class B airspace
where there's an area of maximum
airspeed restriction of 250 kts.
The airplane is painted with a spe-
cial German poly paint like that used
on Mercedes Benz cars. It costs $190
per gallon but is a super polyurethane.
"We are pleased with the paint as it
continues to remain as a very polished
surface. Besides, it is easy to clean
and keep in first-class trim. If we
happen to peel any paint on some of
the high speed letdowns, we have a
Parked on the
ground, the Howard
500 looks rather for-
midable with its large
main tires and wheels
and clamshell gear
doors. The large size
of the R-2800 engines
is readily apparent as
one moves close to
the airplane. The
Antique/Classic
judges were impressed
with the overall condi-
tion and detailing of
the big twin.
person come and touch it up immedi-
ately. This particular paint can be
blended to the point where the touch-
up doesn't show at all."
Dave is especially pleased in that
the Howard won the Grand Champion
Lindy Award at EAA Oshkosh '97.
He says even his boss was pleased and
looks forward to possibly having fur-
ther representation at Oshkosh with
some of the other company airplanes.
Just think, Dave, if you bring N500HP
back to Oshkosh, there will be a spe-
cial parking place for the airplane in
the Past Grand Champions Paddock.
It doesn't get any better than this .
Congratulations again from all of us
in the Antique/Classic group and es-
pecially for bringing to Oshkosh the
largest Grand Champion Contempo-
rary Award winner in history! ...
For our newer members who may
wonder, "Just what Is a Contemporary
airplane?" the Antique/Classic
Contemporary judging guidelines are:
Any aircraft manufactured from
January 1, 1956 through December
31,1960.
HardLuckCessna
A NewZealandContemporaryAdventure
by RICHARD MOLES
SECRETARY, CKX GROUP
Our 1960 Cessna 172 has had a very tur-
b u e n t career! Its latest adventure was its
salvage from the bottom of New Zealand's
largest and deepest lake, Lake Taupo, in
November of 1981.
Prior to its ditching in the lake, where it
laid submerged for over three months, it had
been the subject of an unsuccessful attempt
to blow it up! While overnighting on a small
airfield at Turangi, the airplane was vandal-
ized, and a small clockwork incendiary
device was left in the cabin, intending to
destroy the evidence of the criminal activity.
The Cessna, ZK-CKX was imported in
May 1960 along with three other Cessna l72s
and registered ZK-BWM by the Wairarapa
and Ruahine Aero Club. It was used by the
club for only three months before crashing in
September. Snapped up by Rural Aviation
at New Plymouth, it was rebuilt as ZK-CB1.
In May 1963 it collided in mid-air with
Cessna ISO ZK-BVZ, luckily with no in-
juries to the occupants of either aircraft.
While owned by the Hawera Aero Club
it crashed on takeoff in March 1964, and on
New Years Day in 1965 it was badly dam-
aged in a forced landing. After flying again
after only 14 months, the Cessna, now reg-
--------.-
- -::;::-
istered ZK-CKX, was again
damaged when a gust of
wind tipped it on its nose
at Taupo in 1966.
In 1972, while operat-
ing from a strip in the
Kaimanawa ranges it hit a
patch of snow and was
once more badly damaged.
This time, it was rebuilt at
Pukekohe back in 1975
and continued to operate without any
reported incidents until 1981.
After the aforementioned attempted sab-
otage, during which some fuel was
siphoned out of the airplane and the mag-
netic compass and fire extinguisher were
both removed, an inspection was made
by the pilot and a licensed engineer (in
the Stat es we refer to them as (A&P
mechanics - HGF). After draining fuel out
of the right wing fuel tank, and from the
gascolator, no traces of fuel contamination
were found. The left tank drain valve was
inoperable and could not be opened to drain
a fuel sample. Inspection panels were re-
moved to confirm that the airplane had not
been damaged in any other way.
After refueling and performing a run up
with the engineer on board, all appeared to
be normal, so the pilot proceeded to do a
normal preflight run-up and then depart for
his home base. The mechanic and another
pilot departed in another aircraft.
Soon after departure, Cessna ZK-CKX's
engine began to run rough. By now he was
at 1,000 ft. above the surface of the lake, and
nearly seven miles away from the airport.
An attempt was made to cure the engine
roughness by manipulating the engine con-
trols, but it was to no avail, and the
engine quit, forcing the pilot to
make a forced landing in the lake
near a couple of fishing boats. He
was rescued in a short time, but the
Cessna sank to the bottom of the lake.
The aircraft was lying in over
300 feet of cold, clear water in the
deepest part of the lake, and was
discovered by two men who were
experimenting with underwater
Five New Zealand pilots have enjoyed the use of
this 1960 Cessna 172, now a lot prettier (top)
since it was salvaged from 310 ft. of fresh water
at the bottom of Lake Taupo.
cameras. A rope was lowered to the plane
and looped around the propeller, after
which it was dragged to the shore some dis-
tance away. It was then lifted by helicopter
to the local airfield where it was purchased
from the insurance company for $1,800 by
a syndicate of five pilots.
A complete strip down of the plane was
then commenced. Naturally, all the uphol-
stery had to be renewed but owing to the
extremely pure water in the lake, there was
no corrosion encountered. Various instru-
ments rendered unserviceable, many of
them broke due to water compression from
being in such deep water.
A fully reconditioned 0 - 300 Continental
engine was obtained fro $6,600 after trading
in the time-expired old engine. A wrecked
Cessna 336 was purchased for spare parts
such as seats, main landing gear with double
caliper brakes, and one or two gauges.
Since taking to the air once more, the "old
girl" has flown over 1,000 hours, and apart
from normal, age related maintenance, it has
been a source of pleasure to the five part-
time pilots who now own the aircraft. ...
VINTAGE AIRPLANE 23
WHATOURMEMBERSARERESTORING
---------------------------------------------------------- byNorDlPetersen
A LovelyPairofWaco Cabins
This photo of a matched pair of Waco YKS-6's
in formation was sent in Ed Byars and John Collier
who restored the pair in Clemson, SC, over the
past three years. In the foreground is Ed Byars'
NC 16598, SIN 4522, which is powered with a
Jacobs R-755 engine of275 hp , while in the
background is John Collier's NC16580, SIN
4518, which is powered with a Continental R-670
of 220 hp. The quality of these restorations is re-
markable in detail and about the only thing
missing in the photo is the sound of the two radial
engines! Congratulations to Ed and John on a
couple of beautiful cabin Wacos.
DanGump's
TaylorcraftBC-12D
Parked in front of its
han ga r is a recently re-
stored Taylorcraft BC-12D,
N95522, SIN 7822, owned
by Dani el Gump (EAA
379428, A / C 24603) of
Longwood, FL. The pic-
ture was sent in by Wesley
Smith (EAA 20438, A /C
24018) of Floral City, FL, who helped with the
restoration along with Richard Jubb (EAA 26273, AlC 19232) of Jupiter, FL. The second photo shows Richard Jubb (above,
left), who was a longtime A & P mechanic, and EAA member and an active member ofEAA Chapter 74 in Orlando, FL, work-
ing on a tail section of the Taylorcraft. Richard passed away on November 20, 1997, at the age of 77 years.
JerrySpringer'sRoseParakeet
This superbly finished Rose Para-
keet, NCI20SE, SIN JSI-IOO, is the
pride and joy of builder, Jerry
Springer (EAA 317621, AlC (7944)
of Collinsville, OK. Complete with
an 0-200 Continental engine of 100
hp, polished metal prop and polished
aluminum landing gear fairings, the
bright red with black trim, single-
place biplane, cuts a pretty figure in
the biplane museum where Paul
Poberezny took this photo. Note the
rose on the cockpit headrest.
24 JANUARY 1998
Dick McKenney's
415-0 Ercoupe
This photo of a sharp looking
Ercoupe 415-D, N2051N, SIN 2674,
was sent in by owner, Dick McKen-
ney (EAA 262190, A/ C 11006) of
Minneapolis, MN. With a total time
of 1,270 hours on the airframe and
100 SMOH on the C-85 engine, the
Ercoupe features Ceconite covered
wings, bubble windshield, large bag-
gage, Airtex interior, rudder pedals,
dual nose fork, Cleveland brakes and
twin landing lights on polished strut
covers. The panel has a 720 nav-com
and a mode-C transponder. Note
the metal prop and fancy spinner.
Dick has just added a Grumman
American TR-2 to his stable and is
considering selling the 'Coupe after five years of enjoying the
cute little bird. For details, call him at 612-789-7853 and tell
him Norm sent you.
Golden Oldie From Years Ago
This "oldtime" print from years ago came filtering down to
Oshkosh from northern Wisconsin via Mike Weinfurter of
Rhinelander. The "snowsled/airsled" runs on three skis with
the "tail ski" being steerable (along with the rudder) with the
big wooden steering wheel - complete with a spark advance
lever (If you know what this is, you are over 60!) The engine is
a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of
five each) pulling a man-sized propeller. It is our opinion, that
at full throttle, the pretty lady would no longer be standing up!
Ken Perkins' Stinson Junior S
This photo of a totally restored Stinson
Junior S, NC I 0852, SIN 8039, was sent
in by owner/restorer Ken Perkins (EAA
302126) of North Hampton, NH. Ken re-
ports the first flight took place on July 11,
1997, following a seven year restoration
effort that totaled 6,030.5 hours! The 215
hp Lycoming R-680 engine was rebuilt
by J. P. Hackenburg of Montoursville,
PA. This particular Stinson was operated
by American Airways until 1934, so it is
painted in their colors. Ken reports the
old girl flies very nicely and he is looking
forward to some good times with it as he
flew for United Airlines for 34 years.
There are 13 Stinson Junior S models re-
maining on the U. S. register.
VINTAGE AIRPLANE 25
Monocoupe
- Continuedfinm page14-
Adams was a party to one of the last
delivery flights of a Monocoupe 90AF.
The airplane, NC38922, was bound for
a CPT school at Lima, Ohio, but the
pilot had made a side trip to visit a
girlfriend and blew a tire landing on a
farm to get his bearings. Adams was
dispatched with a spare and finished
the trip as copilot, thereby logging his
first XC dual.
Dick shared a humorous anecdote
about Claire Bunch. Monocoupe's
president and general manager was al-
ways impeccably groomed. He would
step out of his airplane in style, look-
ing relaxed and unruffled, reinforcing
the impression he sought to create that
personalized air transportation was the
only way to travel. On one occasion,
however, Bunch thumped his demon-
strator down at ORL and heaved
himself from the cockpit looking ex-
hausted and thoroughly disheveled.
Bunch had departed ORL less than
an hour earlier and had disappeared
into the blackness of a developing
thunderhead. In his haste, probably to
meet a prospect, he elected not to skirt
the storm but set a more or less direct
course to his destination. It proved to
be an injudicious decision because the
Monocoupe was sucked into the vortex.
Tossing and turning, it tumbled up-
ward some 10,000 feet before being
ejected out the top. It was a marvelous
testament to the airplane's structural
integrity, but all together too stressful
for anyone to want to repeat.
Roy Garbarine, retired from TRW
and living in California, recalled being
a young UMPCo engineer detailed to
the Monocoupe 90AF project from the
parent company's Bristol, Virginia
headquarters. He, too, aspired to avia-
tor status and this led to his hitching a
ride down to ORL in 1941 with a pilot
from Monocoupe's New York sales of-
fice. The pilot happened to be a woman
whose erratic style of aerial navigation
and quaint methods of locating her po-
sition so alarmed young Garbarine that
he jumped ship at Atlanta and hitch-
hiked on down to Orlando.
Jack Kinker, the only elder in atten-
dance whose tenure spanned the St.
Louis and Orlando era, didn't have far
to travel because he lives in St.
Charles, Missouri. Jack ran the fabric
26 JANUARY 1998
and finish department and holds the
distinction of having painted the last 99
Monocoupes built before the exigen-
cies ofWW II terminated production.
Creve Coeur had an international
flavor this year. Miro and Ushie Rieser
came from Germany, Dave Welch
from England and Ralph Howling from
Canada. Dave owns a Luscombe and
flies for an airline. He's been delving
into the service history of the L-7A
and has uncovered some astonishing
facts. Ralph owns the one and only
Monocoupe 90AF-100, formerly
NC55708, and a Monocoupe built Dart
G, NC 18066, once the property of
Amelia Earhart's stepson, David Put-
nam. It's the Dart flown acrobatically
by Leonard Peterson at Cleveland and
Miami in 1938.
Miro Rieser won't be eligible for
his "Monocoupe Elder" lapel pin until
well into the next century, say, 2020.
He's only thirty-something and re-
minds us of a mischievous schoolboy.
As an adolescent he was probably a
Teutonic version of Tom Sawyer. He
was smi ling broadly as he leaped from
one Monocoupe into the next and must
have flown them all. Rieser flies for
Lufthansa - says he got in through
"the back door" via sailplanes (soloed
age 15) and assorted Cessnas instead
of the Lufthansa school. He got his
power rating, CPL and early seasoning
as a charter pilot in the U.S. Miro is an
all around good fellow and one you
can't help but like.
The Riesers own the only active
Monocoupe in Europe, a 90A, forn1erly
NC 19432, which they fetched out of
England. [t retains the British registra-
tion, G-AFEL. Ushie's his kindergarten
sweetheart and copilot. They got the
Monocoupe about eight years ago, for
better or for worse, and intend to make
the relationship more or less lifelong,
like Jim Harvey and "Snappy." Has
anyone owned and flown the same
Monocoupe longer than Jim?
Miro has learned the hard way that
there is nothing like a Monocoupe to
teach an aviator humility. G-AFEL
broke a leg off and crunched a wing at
Cologne early on. The only consolation
was the knowledge that Charles Lind-
bergh had somewhat the same
experience in his 0-145 on its shake-
down outing.
The Monocoupe 110 specialists
were well represented as usual by
Johnny McCulloch and Bill Symmes.
Bud Oake seemed to spend most of his
time between sunup and sunset Mulli-
couping new initiates such as Ted
Patecell who had never flown a clip
wing before. As most readers know by
now, the Mullicoupe is Jim Younkin's
interpretation of what the progeny of
"Mr. Mulligan" and a Monocoupe
would be if airplanes had the power of
procreation.
John McCulloch was having a grand
old time until his Warner swallowed a
valve over Creve Coeur. Close inspec-
ti on revea led woni some bits 0 f
aluminum in the oil. A specialist was
summoned and the Warner was trun-
dled off to Forest Lovely's clinic. So
what does a grounded clip wing Mono-
coupist do to stay in shape? Hey, John
! Get yourself a unicycle and a high
wire and take up juggling. Just don't
try it with firebrands without a fire
extinguisher handy.
Bill Symmes never seems to have a
bad day clip winging here and there.
Everybody says it's on account of his
clean livin' and constant prayer. It was
disappointing not being able to rap
with Jim Younkin and Red Lerille who
were said to be under the weather.
Likewise, Ted Oilse's absence and
that of some other Monocoupists was
noted with regret. The writer has long
wanted to collect a ride in Ted's Mono-
coupe 90A which has a good Lindbergh
story to go with it. Sorry, you'll have
to read about it in "Other Flights of
Charles Lindbergh."
The last item on the agenda was to
see Lindbergh's 0-145, NC211, which
had eluded me all these years. [t's been
aloft in the terminal at STL since its re-
furbishment by Jim Harvey, et al.
There's something compelling about
Lindbergh airplanes, at least to me,
and this one's no different. After tak-
ing pictures from all angles, I took a
seat in the gallery and became lost in
contemplation. The reverie was broken
by the PA and the sudden realization
that it was half past boarding time.
Bob Coolbaugh deserves a big hand
for all the effort he put into the event.
AI Stix likewise. Barbecues like the
Stixes host can't be improved upon . ...
continued from page 17
Cub, and Phil Michmer-
huizen of Holland, MI,
another prewar Cub man
who had a lot to add to the
information need to finish
the J-2. Gene Briener of
Harrisburg, P A, a retired
FAA man was also helpful,
and was tickled to see the
original logbooks, kept by
Bob for so many years,
were part of the airplane's
documentation.
But it was the Stewart
family working as a team
that made it come together.
The elder Stewart was as-
sisted by his sons, Mark
and Robert, Jr. , and Mark's
daughter April in getting
the airframe ready for cov-
April Stewart (left) will be the latest member of the family to fly the family Cub. With her at EAA Oshkosh '97 are, (from
left to right) her uncle, Robert Stewart, Jr., her father Mark and her grandfather Bob Stewart.
were the wings. Unfortunately, they
had been stored standing on the lead-
ing edges, resting on damp ground.
The aluminum leading edges and wing
ribs held out as long as possible, but
corrosion can be a tenacious foe, and
when the battle was over, all the lead-
ing edges had to be replaced. That was
relatively easy. The tough part was
either repairing or replacing the J-2
ribs. Often, a set of J-2 wings are
repaired by replacing the entire set of
ribs with those from a J-3, but that op-
tion was not acceptable to Bob or his
sons. With some scrounging and trading,
a complete set of ribs was built up,
with some repaired and others replaced.
A new set of spars were also used,
since the originals had obtained a de-
cided bow to them at some point
during the storage period.
Having an active Type Club cer-
tainly helped the restoration of the J-2.
The Cub Club was able to fill in many
details. A set of drawings was obtained,
so that many parts could be rebuilt as
originally produced in 1936 when the
Cub was built. A new set of seats was
constructed out of 114" plywood, in-
cluding the mounting of the magneto
switch on the seat base behind the
front seat.
As is true in so many restorations,
the people you meet and those you al-
ready know often are key to getting
your restoration done, and this J-2 was
no exception.
Earl Witte of Paducah, KY recov-
ered the J-2 with Ceconite, finished the
fabric with Randolph dope products,
and assembled the airplane. Dick and
Jeannie Hill of Harvard, IL, who own
and fly an E-2 Cub, were a great source
of information, as well as Ed Kastner a
specialist in prewar Cubs from Elmira,
NY. Dr. Jim Hays of Brownwood, TX
was also a big help when it came to
information- he owns a J-2 just a few
serial numbers away from the Stewart's
ering. Bob Jr., who lives
not too far from his dad,
was able to put in a lot of
the work on the fuselage and wings .
April has already been flying and solo-
ing gliders, and this coming summer,
the J-2 will be hers to learn the ways
of powered flight. It's funny how fam-
ily ties can go back far, even in
aviation. Back in 1939, when the Stew-
art brothers hadn't yet soloed, April's
other grandfather, her mom's dad,
Ralph Avery, flew Bob and Don back
and forth to the airport for their lessons
in this same J-2!
What do you think the odds are this
airplane will remain in the family for a
long time? ....
A young man before the War, Bob Stewart, Sr. poses in 1929 with his "new" J-2 Cub, purchased in part-
nership with his brother, Don.
VINTAGE AIRPLANE 27
t e ~ l a n e
;rN.
by H.G. Frautschy
October Mystery Plane
The October Mystery Plane remains
exactly that, with only one letter coming in
to EAA HQ. Bert Reime ofSt. Louis, MO
seems pretty sure it is not as it appears. :
" . . .1am addressingthephotoonthe
lejihanduppercornerofMystery Plane
onpage8 ofyourOctoberissue.In defer-
encetothesubmitterofthisphoto, 1believe
itis acompilationoftwophotosbecause
thestructures of thehangarsanyany
other buildingsdo notcorrespondto
hangarsandoutbuildingsoftheeraofthe
plane. Asfortheaeroplaneshown,1have
researchedmylibrary, namely:Airplanes
of the World 1490-1976,illustrationsby
DouglasRolfe, andFifty Years ofFlight,
byAmericanHeritage, plusotherpubli-
cations on thesubject. Noneof them
illustratestheconfigurationoftheMystery
Planeshowninyourmagazine. Therefore,
Ithinkthetop halfofthepictureshowing
theairplaneinflight, though notneces-
sarilyso, andthe bottom halfofthe
pictureshowingthebuildingsis aclever
This little snapshot (below) came to us
from Ed Beegles of Evans, CO. Another
product of the air minded Midwest, it
wasn't built in any quantity, but had a
number of novel features.
Answers need to be at EAA HQ
no later than February 20 , 1997
for inclusion in the April issue of
Vintage Airplane.
We really appreciate the notes and let-
ters a number of you have sent regard-
ing this feature, one of the favorites of
most of our readers. It truly is "your"
column, and I'm a happy to use one of
your subjects as a Mystery Plane. If
you'd like to send one in, please send in the original (we'll send it back!) or a
good copy print. Photocopies really don't work well , so avoid sending them if at
all possible. Send them to the address shown on this page.
photographicconstruction.Alsooldsilver
platecamerasprobablycouldnothave
capturedthemovementsofthepropeller(s}.
Sorry,butIthinkyouhavebeenhadon
thisone, But, 1couldbewrong. 1needproof
Yours Truly,
BertReime
28 JANUARY 1998
I don't happen to agree with Bert re-
garding the age of the buildings- to many
of us here at Headquarters, they appear to
be perfectly normal for the 1908 - 1915
time frame. It was tough to read on the
front of the hangars in the photo we pub-
lished in October, but they read :
"STUDENSA Y" on the left hanger, and
"MOLOVAS-DAVIS" on the right. Given
the low rpm the engines of that day turned
(the early Wright chain driven props of
their early biplanes turned 450 rpm, and
direct drive propeller rpms of 1,000 were
not unheard ot), I think it is entirely possi-
ble for a slow photo emulsion to register
the propeller image as slightly blurred. On
the other hand, the airplane does not
appear in either the 1909 or 1913 editions
of "Janes All The Worlds Aircraft" so we
really have no idea where the photo was
taken, or what it might have been. If any-
one has any further ideas on this subject,
we're open to hearing from you! ...
SendyourMysteryPlanecorrespondenceto:
Vintage MysteryPlane
EAA
P.D. Box3086
Oshkosh,WI 54903-3086
NealAnders.............................Goshen,NY
ArchieN. Anderson .....................Seahurst,WA
JohnJ. Anthony ........................St. James,NY
LutherBaggarley.........................Roberta, GA
FrankE.Beeler,Jr. ......................Corryton,TN
L. L. Bingham........................Cambridge,MA
LarryBoyd..............................Wellton,AZ
WilliamV.Chapin ....................Fayetteville,GA
StephenCoonts ........................Arbovale,WV
CharlesCopeland.........................Topeka,KS
GaryD. Craddock .......................Flagstaff,AZ
JohnCrocker..........................Statesville,NC
Robet1Deaton.........................Susanville,CA
ScottS. Dickinson..........................Haiku,HI
DaleR. Dolby..........................Ft. Wayne,IN
DavidL. Fliehr .......................GrantsPass,OR
MichaelA.Geurink............. . ... . ......Elkhart, IN
GaryW. Gifford ..................LighthousePoint,FL
WilburC. Graff. ......................Wadsworth,OH
RichardW. Groff ........................Cordova,AK
SergioGutierrez ......................Pico Rivera,CA
JohnF.Harrison......................Wilmington,DE
BobHatcher...........................Lewisville,NC
CharlesH. Henry ...........................Tulsa,OK
LarryE. Howard......................Greenacres,WA
DonaldL. Huggins ......................Pamplico,SC
StefanKurant .........................NewYork,NY
RobertA.Lebewol.....................Southboro,MA
CarolineLindgren ........................Raleigh,NC
AllanW. Lund..........................Hayward,WI
CherieMcClung.......................Alexandria,VA
Michael1. Merlo...... . ........ .... . .. ... .Chicago,IL
MichaelNowling .........................Clayton,IN
C. R. O'Dell ............................Houston,TX
MelvinM.Pamment.....................Marcellus,MI
JohnS. Penn.......................LanokaHarbor,NJ
RobertC. Peterson ...................Youngstown,NY
Jon Proctor........ . ......Marsden,Saskatchewan,Canada
Al Przyewara ...........................Lithonia,GA
ThomasE. Quibell ...........Millgrove,Ontario,Canada
KrisReynolds ...............St. Albert,Alberta, Canada
HowardA.RichmondII....... ...... .. ... ...Dallas,TX
DonaldB.Sampson .....................Wmterhaven,FL
ReidScudder...........................SanJose,NM
CurisW. Settle,Jr. .................Winston-Salem,NC
Paul Sheehan...........................Audubon,PA
EdShores .........................CorpusChristi,TX
JanelleSlivinske.......................Nantucket,MA
DaveStump... .. .. ..... ........ .......Richmond, VA
DaveSwenston .......................Kelseyville,CA
KazuoTakei............................Tokyo,Japan
GeorgeA. Thompson ......................Senoia,GA
PeterTorraca..........................NewYork,NY
MichaelW.Trudnay ..................S. Windham,CT
ArthurWaszak .........................Plantation,FL
DavidWilkie ..........................Huntsville,AL
JayWilkins...............................Yuma,AZ
WandaJ. Zuege ...........................Custer,WI
VINTAGE AIRPLANE 29
Services
EnjoythemanybenefitsofBAAandthe
BAAAntique/ClassicDivision
EAAAviation Center , POBox 3086, Oshkosh WI 54903-3086
Phone(920)426-4800 Fax(920) 426-4873
WebSite:http://.eaa.org andhttp://www.flyin.org E-Mail: Vintage@eaa.org
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(8:00 AM - 7:00 PM Monday-Friday CST)
New/renew memberships: EAA, Divisions
(Ant ique/Classic, lAC, Warbi rdsl. National
Associati on of Fli ght Instructors (NAFI)
Address changes
Merchandise sales
Gi ft memberships
Programs and Activities
Aircraft (General Questions) . ... 920-426-4821
Auto Fuel STCs ..... . . . . ... . . . . 920-426-4843
Build/ restore information . .. . .. 920-426-4821
Chapters: locating/ organi zing . . 920-426-4876
Educati on .... . ... . . . . . . .. .. . . . 920-426-6815
EAA Ai r Academy
EAA Scholarships
EAA Young Eagles Camps
Fli ght Advi sors information . . ... 920-426-6522
Fli ght Instructor informati on . . . 920-426-6801
Fl yi ng Start Program .. 920-426-4876
Library Services/ Research . .. . . . 920-426-4848
Medical Questions .......... . . . 920-426-4821
Techni cal Counselors . . .... . . .. 920-426-4821
Young Eagles . . . . . .. . . . .. . . . . . . 920-426-4831
Benefits
Ai rcraft Financing (NAFCO) . . . . 800-999-4515
AVEMCO . . . . ... . . . . .. . . . .... . 800-638-8440
AUA .. . .. . ... . . . . . .. . . . . . . . . . 800-727-3823
Editorial
Submitting article/photo; advertising information
920-426-4825 ... . .. FAX 920-426-4828
EAAAviation Foundation
Art i fact Donations .. . .... . . . .. . 920-426- 4877
Financial Support . ......... . .. 800-236- 1025
MEMBERSHIPINFORMATION
EAA
Membership in the Experimental Aircraft Associ-
at ion , Inc. is $40 for one year, including 12
issues of SPORT AVIATION. Family member-
ship is avai lable for an additional $10 annuall y.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for
Foreign Postage.)
ANTIQUE/CLASSIC
Current EAA members may j oin the Ant ique/
Classic Di vision and receive VINTAGE AIR-
PLANE magazine for an additional $27 per year.
EM Membership, VINTAGE AIRPLANE mag-
azine and one year membership in t he EAA
Antique/ Classic Division is available for $37 per
year (SPORT AVIATION magazine not included).
(Add $7 for Foreign Postage.)
lAC
Current EM members may join the International
Aerobatic Club, Inc. Division and receive SPORT
AEROBATICS magazine for an additional $40
per year.
EM Membership, SPORT AEROBATICS maga-
zine and one year membership in the lAC
Division is avai lable for $50 per year (SPORT
AVIATION magazine not included). (Add $10 for
Foreign Postage.)
WARBIRDS
Current EAA members may join t he EAA War-
birds of Arnerica Division and receive WARBIRDS
magazine for an additional $30 per year.
EAA Membership, WARBIRDS magazine and
one year membership in t he Warbirds Division is
available for $40 per year (SPORT AEROBATICS
magazine not included). (Add $7 for Foreign
Postage.)
EAA EXPERIMENTER
Current EAA members may recei ve EAA
EXPERIMENTER magazine for an addit ional
$18 per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $28 per year {SPORT
AVIATION magazine not inci uded). (Add $8 for
Foreign Postage.}
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
United States dollars. Add requi red Foreign
Postage amount for each membershi p.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Fly-InCalendar
Thefollowing listofcoming events is jitr-
nis hed t o our r eaders as a matter of
information only and doesnot consti tute
approval,sponsorship,involvement,control
ordirectionofany event(fly-in,seminars,
fly marke t, etc.) li sted. Pleasesendt he
information to EAA,All : Golda Cox, P.O.
Box 3086, Oshkosh, WI54903-3086.Infor-
mations houldbe receivedf ourmonths
priortotheeventdate.
JANUARY I6-I7- SEBRI NG, FL -EAA SportA ir
Workshop. 800/967-5746.
FEBRUARY 6-S- MfNNEAPOLI S, MN- MN Sport
Aviation Conference/Flight Expo. 612/296-9853.
FEBRUARY 6-S- NEW ZEALAND- Sport
Aviationexpo. MatamataAiJjield. 092669221
FEBRUARY 7-S- GRI FFI N, GA- EAA SportAir
Workshop. 800/967-5746.
FEBRUARY 2J -22 - PUY AL LUP, WA- 15th
AnnualAviation Co nf erence/ Trade Show.
253/588-6098.
FEBRUARY 2J-22 - CHI NO, CA- EAA SportAir
Workshop. 800/967-5746.
FEBRUARY 21-22- RJVERSIDE, CA- EAA Chapter
IOpenHouse/Fly-In. 909/686- 1318.
FEBRUARY 2S-26- EDWARDSVILLE, IL- 24th
AnnualAviation Maintenance/ExhibitSeminar.
618/536-337I.
FEBRUARY 26-2S- BILLfNGS, MT - MontanaAvi-
ation Conference- HolidayInn. Workshops,
seminars,nationallyrecognizedspeakers, tradeshow.
Info: Montana Aeronautics Division,P.O. Box
5178,Helena,MY59604. Phone: 406/444-2506.
MARCH 6-8- CASA GRANDE, AZ- Casa Grande
Airport.40thAnnualCactus Fly-In, ArizonaAAA.
Contact: JohnEngle602/891-6012 (dayson(y).
MARCH 21-22 - DENTON, TX- EAASportAir
Workshop. 800/967-5746.
APRIL 4-S- MINNEAPOLlS, MN- EAA SportAir
Workshop.800/967-5746.
APRIL 19-2S- LAKELAND, FL- 24thAnnualSun 'n
Fun EAA Fly-In andConvelllion. 9411644-2431.
MAY 1-3 - CLEVELAND, OH- 14thAnnualAir
RacingHistOlYSymposium.216/255-8100.
MAY 3- DAYTON, OH- Moraine AirPark. EAA
Chapter48 35th annualFly-Inbreakfast.Lotsof
antiques onthefi eld..flea market. awards, dis-
plays. 937/878-9832.
JUNE 12-1 4- MATTOON, IL- Coles CountyMemo-
rialAi/port (MTO). LuscombeFly-In.Forinfor
call217I234-7120.
JUNE 20-2 1- RUTLAND, VT - RutlandStateAir-
port,EAA Chapter968 TaildraggerRendezvous
pancakebreakfastonFathers Dayweekend. For
info call TomLloyd,802/492-3647.
Jul y 29-August 4- 0SHKOSH, WI-46thAnllllal
EAAFly-In lindSportAviatioll Conventioll.
Wittmllll RegionalAirport. COIIIIICI Johll Bllr-
1011, EAA, P.O. Box 3086, Oshkosh, WI
54903-3086.920/426-4800.
30 JANUARY 1998
AVIATION INSURANCE
All aviation insurance
policies arenot
created equal.
Call AVEMCO about Direct Approach 2000,
the nelV standard in aircraft insurance,
US and Canada call
800-276-5207
Notav"lIabiein()uebec
. ~ .
CAviMco
3
INSURANCE COMPANY
VINTAGETRADER
Somethingto buy,
sellortrade?
An inexpensiveadin the Vintage Tradermaybejusttheanswerto
obtainingthatelusivepart,,50perword.$8,00minimumcharge. Send
youradandpaymentto: Vintage Trader, EAAAviationCenter, P.O.
Box3086, Oshkosh, WI54903-3086,or/axyouradandyourcredit
cardnumberto920/426-4828. Adsmustbereceivedbythe 20th o[the
month/orinsertion in the issuethesecondmonth/ollowing(e.g.,
October20th/orthe Decemberissue.)
Backlightstays on until you turn it off
PAYS FOR ITSELF AS YOU USE IT
Pick up ATiS and gel clearance
before the Hobbs starts running!
NEW! BUILT-IN SIDE TONE
Includes headset interface & PTT jack
LOUD, CRISP AUDIO
A22 audio cuts through high cabin noise
SIMPLE TO OPERATE
ICOM'ssingle knob tuning - instant
frequency selection even in turbulentconditions
50 user-programmable memory channels
Instant occess to 121.5MHz
RUGGED ERGONOMIC DESIGN
One-piece die-cast aluminum chassis
with asuper-tough polycarbonate casing
ALL AT AVERY REASONABLE PRICE!
Ni -Cd battery,charger,headset
adapter and case included
MISCELLANEOUS
SUPER CUB PA-18 FUSELAGES -New manu-
facture, STC-PMA-d , 4130 chromoly tubing
throughout , also complete fuselage repair.
ROCKY MOUNTAIN AIRFRAME INC. (J. Soares,
Pres.), 7093 Dry Creek Road. Belgrade, Montana
59714 , 406/ 388-6069 , FAX 406/ 388-0170.
Repair station No. QK5R148N. (0274)
FREE CATALOG- Aviation books and videos.
How to, building and restoration tips, historic,
flying and entertainment titles. Call for a free
catalog. EAA, 1-800-843-3612.
DO YOUR OWN PLATING! HIGH-TECH AND
AVIATION INDUSTRY PROVEN PLATING
PROCESS PROVIDES TOP-QUALITY PLATED
FINISH. ELECTROLESS NICKEL PLATING is
super-hard-wearing and extra-corrosion-resis-
tant. Plates to any thickness required with matte
or mirror-shiny, bright silver fini sh. Ideal for all
general, precision and specialized parts-
even plates inside hollow tubes and complex
shapes! RANGE OF COMPLETE. PROFESSION-
AL AND AFFORDABLE ELECTROLESS NICKEL
PLATING SYSTEMS. FREE Information
Brochure with Plated Samples! CHEMICAL
PLATING CORPORATION. Tel/Fax (954) 344-
3592. PO Box 771364, Coral Springs, FL 33077.
chem-plate-corp@msn.com
LEATHER AVIATOR CAPS-Top grain, dark
brown leather, fully lined, and completely top-
stitched. Side leather tabs with brass snaps for
goggles, and adjustable brass chin buckle.
Sizes: MED 21-22", LG 23-24". $52.00 plus $4.00
shipping USA & Canada. Vi sa & MasterCard ,
800-427-0907. Mon.-Fri., 10am to 6pm ET.
Check or money order to: Premier Designs. 818
Selby Street, Findlay, OH 45840. (1343)
BABBITT BEARING SERVICE-rod bearings,
main bearings, camshaft bearings, master rods,
valves. Call us Toll Free 1/800/233-6934. e-mail
ramremfg@aol.com http://members.aol .com/
RAMRemfg/Home/sales.html VINTAGE ENGINE
MACHINE WORKS , N. 604 FREYA ST.,
SPOKANE, WA 99202. (1440)
1948 C195 3845TT-275 hp, 244 hrs. , Cleveland
wheels/ brakes, heavy gear, new panel , interior,
fresh prop. Loran, ADF, Nav/Com, ModiC encoder,
ELT, excellent condition, always hangared, many
extras. $76,000. 403/282-6253. (1479)
For Sale: Prop -Like new, McCauley, 1 A 90,
CF 73-44, with papers. 719/275-3123
VINTAGE AIRPLANE 31
THE NEW
CITATIONHVlP
COMBOSYSTEM
WASA BIG HITAT
OSHKOSH!!
IfyouhappenedtostopbytheAntique/ Classic
Builders Workshop at the convention you
probablysawournewrespirator/paintsprayer
system atwork. Manyofyou stoppedbythe
Fastech booth to get a closer look at this
uniquesystem.
Because of the
tremendous
interest in the
product we
have decided
to extend the
show price for
a limited time.
If you didn't get a chance to see it, the CITATION
system combines a fresh air respirator and
HVLP paint sprayer in one cabinet to offer the
utmost in safety, convenience and spraying
technology at a very competitive price!
Totalsystempricedatjust$799.00
(foralimitedtime only)
CALL FASTECHCORPORATIONAT18004622471
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordoityourselfinstallation.
Custom quality at economical prices.
Cushion upholstery sets
Wall panel sets
Headl iners
Carpet sets
Baggage compartment sets
Firewall covers
Seat slings
Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
INC.
259 Lower Morrisville Rd. , Dept. VA
Fallsington, PA 19054 (215) 295-4115
Endthe011!laBS

... /

Grumman Mallard
D- 17 Siaggerwi ng BeechcraH
For Round EngineClassics
AnySize Radial From PT's to
Constellations
Over300Clean KitsTM on ClJlIom oogi.....ing is 001 speccly. Cleon Ki'" is elig'
radialenginesworldwide;
bIe lor held app'"",1 usi>g sIo....d337 P''''''''lor oM
colegorie501aircroh.
including antiques,classics,
warbirdsandtransports. DartonInternational,Inc.
264Trade SireeI, #101
au. P'OJlIielory elect.oil SC"'"'"9ingand shutoff 'Y"
'XrINorros,CA 92fY:fI
fern is 100% looIp<ooI and sole. This krt coc\pit<on-
800-713-2786
,cJIed, goo,ded swithesand amoocKJf"" lig/Js.
619-47 19304 FAX
12and 24"'1sysIems
Oortoo Inlemotionol,lnc., 1996.
Spiral-Botnld
Classroont.
Our new manual isn't
just a reference - it's a
cover ing cou rse in a
book. It's the clearest,
most thorough, and
most fun-to-read
with Poly-Fiber, step-by-step
book of its and how much
fun it can be. It kind. It w ill
includes our entire guide you all
the way catalog of tools,
through the entire
Poly-Fiber process in
plain easy language
and with a deli ghtful
sense of humor.
OrderYours!Just$10.00!
PlusSh1pplng & Handling
Aircraft. Coatings
-
It' ll
show
you
just
how easy it is to
cover an airpl ane
products, and other
goodi es, too. All you
need tOlnake it happen
is our new manuaL ..
and a dream.
800-362-3490
www.polyfiber.com
E-mail:inCo@polyflher.com
FAX: 909-684-0518
32 JANUARY 1998
RobertT. Dickson
Char/otte NC
Member FAA since
1972;Warbirdand
AntiqueClassic
Division
Started flying in 1960
andreceivedinstru-
mentrating in 1974
FirstAirplane:
1946 Piper PA-12
SuperCruiser
AUAis
approved.
To becomean
EAA Antique&
Classic Division
Membercall
800-8433612
RobertDickson'sTemco T-35 BuckarooandPiperSuperCub PA- lB- J50
/lAUAhas been my family's insurer for sev-
eral years. It is nice to knowthat notonly
dothey offergreatservice and great
rates, but they are great, caring people
involved in aviation, and that does make
a difference!/I
- Robert Dickson
The best is affordable.
GiveAUAa call- it's FREE!
800-727-3823
Fly with the pros...fly with AUAInc.
U ~ Exclusive EAA
Antique &Classic Division
Insurance Program
Lo er liabilityand hull premiums
Metlical payments included
Fleet discounts for multiple aircraft
carrying all risk coverages
Nohand-propping exclusion
Noage penalty
Nocomponent partsendorsements
Discounts for claim-free renewals
carrying all risk coverages
Remember,
We'reBetterTogetherl
AV/ATION UNUM/TED AGENCY