STRAIGHT & LEVEU

Espie"Butch"Joyce
2 AIRVENTURE '99AWARDS
3 AlC NEWS
4 AEROMAIL
5 THIRTY FIVE YEARS ATTHE OUTER MARKER/
DutchRedfield
9 GRADY SHARP'S ENGINE!PROP
POSITIONER/JohnUnderwood
13 YOUR VERY OWN TAPERWINGI
H.G. Frautschy
17 OZZIE'S CRUISAIR/
BuddDavisson
21 MYSTERYPLANE!
H.G. Frautschy
24 PASS ITTO BUCK!
B.B. "Buck"Hilbert
27 WELCOME NEW MEMBERS
28 CALENDAR
Publisher TOM POBEREZNY
Editor-in-Chief JACK COX
Editor HENRYG. FRAUTSCHY
ManagingEditor GOLDA COX
ContributingEditor JOHN UNDERWOOD
ComputerGraphicSpecialists BETH BLANCK
PhotographyStaff JIM KOEPNICK
LEEANN ABRAMS
MARK SCHAIBLE
AdvertisillglEditorialAssistallt ISABELLEWISKE
SEE PAGE 30FOR FURTHER VINTAGE AIRCRAFTASSOCIATION INFORMATION
ST
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
It is hard to think that EAA AirVenture ' 99 is over; r have just
gotten my brief cases back in the office. We've been so busy
catching up that I have not let the Oshkosh air out of them as of
yet. Soon all the statistics we enjoy seeing will be compiled; the
number of aircraft, people, campers, and other items, but that's
only part of the story.
Instead I'd like to tell you what was happening in the Vintage
Aircraft area of the Convention grounds. I received a note the other
day from Charlie Harris, your VAA treasurer. Charlie wrote: " . ..
well done at Oshkosh '99. All went very smooth, we have some
truly great people". I must say, "Ditto!"
We have some truly great people, both volunteers and members.
I continue to be amazed at the level of dedication and support the
VAA membership gives back to the Vintage Aircraft Association.
Three cheers for you all!
This year the number of people who came forward and volun-
teered was up by a whopping 20%. The increase in volunteers has
to do in a great part to the service and support the Vintage Aircraft
Association gives to its members. An important factor is the effort
Anna and John Osborn give to this recruitment function all year
'round. In order to operate the VAA area of the grounds during
EAA AirVenture, the VAA puts together some 60 chairmen and
400 volunteers to help each other. The flight line consist of two
rows of what we call the North 40, 140+ rows of aircraft east of the
North/ South road just east of the Red Barn and the showplane
camping area just south of the Theater in the Woods. This year' s
wet grounds gave us a bit of a challenge, but we filled every avail-
able space with some of the best airplanes ever assembled.
Speaking of nice aircraft, we had the greatest number of return-
ing Past Grand Champions this year. One of your directors, Bob
Lickteig, started this program years ago. We invite these beautiful
aircraft to return each year and we honor them with a special park-
ing spot so the crowds can enjoy them. There are other things we
do as well to make sure these people are recognized. Dean Richard-
son was the chairman of this activity for a number of years, but with
Dean assuming the Chief Classic Judge Chairmanship, Steve Krog
has become the Chairman and did an outstanding job this year.
Steve's group of Past Champions continue to grow because the
Judges continue to fmd new champions each year.
1999 saw us judging an increased number of quality antique
restorations. The Judges would get their paper work, go out and
judge the registered aircraft, add up the scores, and then fmd that the
next day they had well restored new arrivals which would cause
them to scratch their heads in amazement once again. Each year it
becomes more understood that when you win an award at Oshkosh,
it is one of the most cherished awards because the completion is so
close and the caliber of restorations so high.
How would you like sitting there feeling pretty good about your
day ' s work as a judge and then at the end of the day see a 1929
Kreutzer-6K5 with three Kinners spitting at you come taxiing in.
Wow, where'd that come from? Then a 1929 Fokker Super Univer-
sal shows up, and to top that off, here is a farmer from North Dakota
showing up in a pretty 1929 Menasco Great Lakes he put together
in his spare time. A judges work is never done until the judging
deadline passes.
The Contemporary judges have their work cut out for them too.
This class was slow in showing up with restored aircraft at first. 1
think that it has just taken some time for these restorations to be
completed once we started to judge Contemporary aircraft a few
years ago. The ones that we have now are top quality and, as time
progresses, we will be seeing more new restorations. r might be
wrong, but it seems to me that the greatest c0t'1jJetition is within the
Classic group of owners. The completion and quality of restorations
by these folks just blows my mind.
My hat is off to the individuals who are restoring these great air-
planes and to the group of judges who have to make a choice as to
which is best. Now we would not be able to judge or just look these
aircraft if it was not for the great volunteers and chairman who work
the flight line. These guys are on the job from first light to darkness
each day, getting direction from the two primary chairmen for this
area, George Daubner and Geoff Robinson, who have a great group
of co-chairmen. We look forward to hearing more about their area
in a future issue of Vintage Airplane. The wonderful group at VAA
HQ keeps things moving here with information, plaques, mugs,
merchandise, and general good fellowship. All of these happenings
are reported to the V AA membership with the daily published
"AEROGRAM," put together by Sara Marcy, Bill Marcy and Earl
Nicholas, co-editors and publishers. Thanks to all the volunteers
who made 1999 another great year. We truly have some of the
greatest people!
We held the annual membership and directors meeting at
Oshkosh during the Convention on Monday morning at 8:00 a.m.
During this meeting the membership approved all of the actions of
the Board of Directors during the past year and the election results
were announced. Those elected were: Vice-President, George
Daubner; Treasurer, Charles Harris; Directors Robert Brauer, John
Copeland, Phil Coulson, Roger Gomoll, Dale Gustafson, Robert
Lickteig, Gene Morris and S.H. "Wes" Schmid.
Should you have an opinion or infonnation you feel would benefit
the members of the Vintage Aircraft Association, please contact me
at any time. Let's all pull in the same direction for the good of avia-
tion. Remember we are better together. Join us and have it all! ......
VINTAGE AIRPLANE 1
AirVenture '99Awards
ANTIQUE
GrandChampion: Real Perras, Mor-
risville, VT, 1940 Lockheed 12-A
(NC2633)
ReserveGrandChampion:Ed Moore,
Mystic, CT, 1943 Howard DGA-15P
(NC6843I)
Antique ReplicaAircraftChampion:
SamJohnson, Racine, WI, 1998 Siko-
rsky S-38 (NC6V)
CHAMPIONS
CUSTOMIZED AIRCRAFT
Champion:Roland Rippon, Rockford,
IL, 1940 HowardDGA-15 (NC1227)
RunnerUp: John Scott, David Brown,
Duke Baxter, WillardBrown,RockHill,
SC, 1941 PiperJ-3(NC41105)
Outstanding:Roy Redman, Faribault,
MN, 1928 Waco ATO (NC41105)
TRANSPORTCATEGORY
Transport:GregHerrick,Jackson, WY,
1929Keutzer-6K5 (NC612A)
TransportRunner-Up:Museumof
Flight, Seattle, WA, 1933 Boeing2470
(NC13347)
WORLDWAR II MILITARY
TRAINER/LIAISON
Champion:DanWhite, Andover, MN,
1942 BoeingN2S-3 (NC58756)
RunnerUp: DohnDrews, Lake Mills,
WI, 1943 ConsolidatedVulteeBT- 13A
(NCI204N)
Outstanding:EdmundStrauchen, Park
City, UT, 1942 BoeingE75 (N75848)
WORLD WAR II ERA
(1942-1945)
Champion:GregHerrick, Jackson, WY,
Interstate S-IA(NC37280)
RunnerUp: DavidFayman,Lawrence,
KS, 1944Beechcraft0 17S (NC4417S)
OutstandingOpenCockpitBiplane:
DanHaas, Galesburg, IL, 1942 Boeing
A75NI)
2 SEPTEMBER 1999
SILVER AGE (1928-1932)
Champion:Jerry Wenger,Powell ,WY,
1932 Waco UBF-2(NCI3027)
RunnerUp: Robert Howie,Decatur,IL,
1930Waco RNF(NC686Y)
OutstandingOpenCockpitBiplane:
John Woodford, Madison, WI, 1930
Bunner-WinkleC-Bird(NC876WC)
BRONZE AGE (1933-1941)
Champion:William Smith, Franklin,
PA, 1937 Monocoupe 110(NC2064)
RunnerUp: Paul Sensor, Hampton,lA,
1936 StinsonSR-8E(NC17118)
OutstandingClosedCockpitBiplane:
Les Cashmere, McAlester , OK, 1936
WacoZQC-6(NCI6203)
JudgesChoice: ClarkSeaborn,Calgary,
AB, 1929FokkerSuperUniversal (CF-
AAM)
CLASSIC
GrandChampion:Boyd"Butch"
Walsh,Arrington,VA, Stinson 108-3
(N6233M)
Rese rveGrandChampion: L. Ga le
Perkins,Richwood,OH, PiperPA-17
(N4643H)
BestClassOne(0-80hp): ClaytonHam-
mond, Danville,KY,PiperJ-3 (N70310)
Best Class II (81-150 hp): Mark
Ohlinger,Akron,OH,Bellanca 14-13-1
(N86937)
BestClassIII(151+hp) :JohnKennedy,
Martinsville,IN,Navion(N4 185K)
BestCustomClassA (0-80 hp) :James
Zangger, CedarRapids, lA,Taylorcraft
BCI2-D(NC94953)
BestCustomClassB(81-150hp) :Marc
Krier , Ashland, KS , Piper J-3C-90
(N71370)
BestCustom ClassC (151-235 hp):
DonaldGoodman,Goode, VA, Stinson
108-3 (N717C)
Best CustomClass D (236 hp& up) :
DavidCole, Wilis,TX, Cessna 195B
(N195S)
BestAeroncaChamp: Lonnie Lynn, Je-
sup,GA,AeroncaChamp7AC (N83320)
BestAeroncaChief: TomMiller,Vine
Grove,KY, AeroncaChief(N86176)
BestBeechcraft :John Pinson,Harker
Heights,TX, Beech35 (N3935N)
Best Bellanca:Charles Shouldis, Rapid
City, SO, Bellanca 14-19 (N6563N)
BestCessna120/140: DavidStadt,Wau-
conda, IL,Cessna 120 (N2904N)
BestCessna 170/180: John McCloy,
PolkCity, FL, Cessna 180(NI8IJM)
BestCess na190/195: ScottBoyton,
Campbell,NY,Cessna 195B (N1955B)
Best Ercoupe:Alan Cuthbert , Dowa-
giac, MI,Ercoupe(N93512)
BestLuscombe: Mark& YvonneMay,
Chapmansboro, TN, Luscombe
(N1168K)
BestNavion:KentStrachan, Belleville,
MI, Ryan(N4545K)
BestPiperJ-3:KennethClark,Tulsa,
OK, PiperJ-3C(N88005)
BestPiper-Other:Daniel Ernst, Maple-
wood,MN,PiperPA-12(N530IM)
Best Stinson:JosephJacobi ,Mexico,
MO,Stinson 108-3 (N6521M)
BestSwift:CharlesNelson, Athens, TN,
GlobeGC-IB(N80637)
BestTaylorcraft:John Knight, Jackson,
MI,TaylorcraftBC12-D(NC96035)
Best Limited Production: Stephen
Johnson, Redmond, WA, DeHavilland
BeaverDHC-2(N888KM)
MostUnique: Don LuscombeAviation
History Foundation, Phoenix,AZ, Lus-
combe8E(N2638K)
PreservationAward: GaryHartwig,
Sherwood,WI, Cessna 170A(N9713A)
CONTEMPORARY
GrandChampion:James Warren, Cas-
tle Rock, CO, 1960 Beech G 185
(N351WP)
ReserveGrandChampion: Donald
Gaynor, Englewood, FL, 1959 Beech
K35 (N87DG)
OutstandingCustomizedAircraft:
Rich Claude,Williamsburg,VA, 1960
Beech M35 (N688V)
CustomizedClass I SingleEngine :
DavidTaylor,Mexico,MO, 1956 Piper
PA22-20 (N7117B)
CustomizedClass IISingleEngine:
ChrisBruck, St. Peters,MO, 1959Cessna
182(N182HD)
CustomizedClassIIISingleEngine:
William Demray,Northville,MI , 1959
PiperPA-24(N69PD)
CustomizedClassIVMultiEngine:Jay
Simmons, Bartlett, TN, 1957 Piper
Apache(N3294P)
OUTSTANDING IN TYPE
Beech Multi Engine: Ronald Hyde,
Kennedy, TX, 1959 Beech EI85S
(N317MH)
Bellanca:Thomas Wright,Clyde,OH,
1958 Bellanca14-19-2(N9833B)
Cessna 150: Robert Unternaehi ,
Brunswick, MO, 1959 Cessna 150
(N7835)
Cessna170-172-175:CharlesPapas ,
Crown Point , IN, 1959 Ces sna 172
(N7612T)
Cessna 180-182-210:John Voninski ,
Manlius,NY, 1958Cessna 182(N2435G)
Cessna310: R. DeanCallan, Southlake,
TX, 1958 Cessna310(N6644B)
PiperPA-18:JamesPatten,Hope, IN,
1960PiperPA-18 (N285HC)
PiperPA-22-20:LeonGruetzmac,Oel-
wein,lA,1959PiperPA22-20(N2837Z)
Piper PA-24 Comanche: Robert Mc-
Graw,Chalfont ,PA, 1960PiperPA-24
Comanche(N7028P)
PiperPA-23 Apache/Aztec: Robert
Dalzell, Owenboro, KY, 1957 Piper
Apache(N103RS)
LimitedProduction:AllanAnderson,
Santa Rosa, CA, 1959 Luscombe 8F
(N9923C)
SEAPLANE!
AMPHIBIAN
OutstandingFabric: Roland & Earlene
Schab,Janesville,WI , 1941 Taylorcraft
(NC36189)
OutstandingHomebuilt: BobHarkness,
Longlac,ON,Northstar(C-FRMH))
OutstandingWorkmanship:Julian Mc-
Queen,GulfBreeze,FL 1943 Grumman
Widgeon(N67867)
fAAAIRVfNTURf
OSHKOSH2000:
JULY26- AUG. 1.
VAANEWS
compiled by H.G. Frautschy
AERONCASPARAD
As manyofyouknow,wehereatEAA
havebeen involvedin monitoringand
commentingonNPRM99-05-04(Docket
No.98-CE-121-AD)concerningadded in-
spectionrequirementsfor Aeroncaspars.
Unfortunately, theshortcommentperiods
have meantthateachclosedate forcom-
mentswouldbepastbythe timethe next
magazinereached you. Aextension has
beengranted forcommentsuntil Septem-
ber 10 (still veryclose tothe time thi s
magazine will reach you)sowestrongly
encourageyou to quickl ycontacttheNa-
tional AeroncaAssociation,TerreHaute,
IN 812/232-1491 and checktheCitabria
GroupWebsite athttp://www.
citabria.comforup-to-dateinformationon
theirefforts to minimizethe impactthis is-
suewill have.
CORRIGAN'SROBIN
In theJuly issueonpage II we pub-
lishedaphotoofDougCorrigangivinghi s
engineaonceoverpriorto hisfamous
flight in 1938.It waserroneouslycap-
tionedasa 185-hpChall engerengine. Not
so, as anumberoffaithful readerspointed
out. DougCorriganreliedon aWrightJ-6-
5of165 hp for his flight from California
and thenceontoIreland.With the engine
change,his Robinwasdesignateda1-1.
DUTCHISN'TFINISHED
Contraryto the statementwe published
onpage 5in lastmonth'sissue,we'refar
from donewith Holland"Dutch"Red-
field's remembrancespublishedunderthe
title"35 Years FromTheOuterMarker. "
KeepenjoyingDutch' searlydays, starting
thismonthonpage5. ....
THECOVERS
FRONT COVER ... The EAA AirVen-
ture '99 Outstanding Customized Aircraft-
Antique winner was this Rare Aircraft cre-
ation , a Waco ATO Taperwing that has
recently joined the stable of Jerry Wenger. It
was also an award winner at the Sun 'n Fun
EAA Fly-In, chosen as the Best Antique
tom airplane. EAA Photo by Mark Shalble,
shot with aCanon EOS1 nequipped with an
80 -200 mm zoom lens. EAA Cessna 210
photo plane flown by Bruce Moore.
BACK COVER .. . Post War Aviation"
is the title of the oil painting by Walter S.
Dougherty, 740 Dukehart Ct. , Stone Moun-
tain, GA 30083.3 years in the making, it
started out as apainting of the J-3 in which
he soloed, with his granddaughter added to
the mix, and then, when he started to add a
few more airplanes to keep them company,
things just mushroomed! Once completed
the painting includes 60 airplanes, 14 an-
tique cars (including his first , a '39 Chevy)
and ahawk on the canvas. Can you name all
the airplanes? Akey to the painting is at the
bottom of the page.
As often happens when you hear about an incident that
has been filtered through a couple ofsets ofears, invari-
ably some changes are made to the story (remember the
childhood game of "telephone "?). Such was the case
with the forced landing of Cessna 190 NC3089B, the
Persimmon and silver Cessna now owned andflown by
Ron Karwacky. Here's the note from the owner who skill-
fully landed the airplane after the departure of the prop
ji-om the engine:
DearMr. Frautschy,
T read withsome interestyour
article in theJulyissueofVintage
Airplane. Unless there are two
3089B's,the article is lessthan ac-
curate.
It wasearlyon a Sunday morn-
ing, duringFebruary 1971 whenI
took myfriend Stewm1 Dauchyfor
a ride in my Cessna 190. He had
his first flying lesson theday be-
fore andwasdoing avery nicejob
offlying the 190whenthere wasa
loudcrack, aviolentshudderand
then silence.
Theengine(Continental 670-A)
had seizeddue to a plugged oil
ventlinefrom the thrust sectionof
the crankcase. The prop leftand I
slippeditintoasmallcountryroad.
Seeenclosedphotos.
Therewas no damage to theair-
plane except to the engine and
cowl,causedbythedepm1ingprop.
] bought3089Bfrom a fellow air-
line pilotfrom NewJerseyand my
wife sold it to someone from
Northampton, MA while Iwas fly-
ingcontractwork in S.E. Asia.
The road we landedon is be-
tween West Wardsboro and
Stratton, VT. 3089Bhad a cross-
windlandinggearatthetime.
Fouryears laterthe prop was
found on the southeast side of
StrattonMountaininVermont.It
was an HS2B20 and I sold itto
someone in Floridaas it wasstill
in good shape, with partofthe
4 SEPTEMBER 1999
crankshaftstill in thehub.
Theoldbirdsurelooksalotbetternow.Mr. Karwacky
hasdoneafinejobtoafineoldairplane.
Sincerely,
H. KennardPerkins
EAA302126,VAA14387
Captain,Retired, UnitedAirlines
NorthHampton,NH

lIve ears
att
Outer Marker
Continuing Dutch Redfield's early aviation carreer, he learns about short field operations
from an old master and hears the "pop" of a iumpers chute.
I
t was while in the process of
preparing for my Private Pilot
spin tests that I came to know
Ernie Halmam a little better.
Ernie was probably the finest
flight instructor on the field and his
green fuselage and yellow winged
Standard Trainer, powered by a short
stacked, barking, clanking, popping,
forever shaking 5-cylinder Kinner
engine, was to be heard climbing
past the open hangar doors for many
hours almost every day. It was prob-
ably the busiest airplane on the field.
When conducting a training ses-
sion, Ernie rode in the forward seat
of the long bathtub-shaped cockpit.
To forcefully demonstrate that his
student had complete control, Ernie
always rode with his arms outside
grasping the center section struts
bracing the upper wing panels and
when airborne. He was seldom with-
out a dead cigar clenched between
his teeth.
Ernie was noted for being very,
very patient with his students, who
all held much respect and affection
for him. For Ernie to swear was
most unusual, perhaps a "Damn it"
on occasion. With little doubt he
was the most natural flier I've ever
known. Anyone aloft with Ernie, ex-
perienced or not, would be quick to
detect the manner in which any air-
plane responded to his light touches
as he delicately blended intricate
flight fundamentals into a lovely
rhythmic flow. This flow was
planned and sure and beautifully co-
ordinated, and he flew with a
softness and smoothness and preci-
sion that I had never seen before.
A tall lanky farmer, Ernie walked
with a gait that might be expected
were he striding across the dead
furrows of a plowed field. He was
blessed with very intense, deepest
blue eyes ; eyes that truly sparkled
when he smiled or laughed. Ernie
was seldom seen without a soft
wool cap and always flew open
cockpit airplanes with the peak
turned aft and with no goggles. He
was bald with only a fringe of hair
around the edges.
To act as his ticket seller, Ernie
asked that I accompany him one win-
try, but sunny, Sunday afternoon to
fly the Standard to Seneca Lake and
Geneva in the Finger Lakes area of
upstate New York. He had learned
that the lake was frozen over for
about a mile out from shore for the
first time in several years. The rea-
son for the trip, I guess, was because
he needed some poker money. Ernie
loved to play poker on rainy Sunday
afternoons with other grounded avia-
tors in the back shop of Harry
Ward ' s hangar. Because the lake
seldom iced over and because there
by Holland "Dutch" Redfield
VINTAGE AIRPLANE 5
were no suitable landing fields
nearby the town, Geneva had not
been barnstormed for some time
and Ernie was of the belief that
time was ripe for making a few
dollars hopping passengers from a
highway closely bordering the
lake shore.
As we descended toward the
lake, it didn't look to me as if there
was any ice at all. It looked all
lake and open water until we cir-
cled directly overhead, where
looking straight down could be
seen a layer of dirty gray ice that
appeared to be under about an inch
of smooth water and this layer of
ice extended but little distance
from shore.
Our approach was into the gen-
tl e south wind blowing and toward
thi s open water area. It was diffi-
cult at low levels to see where the
ice ended and the unfrozen lake
started, and Ernie touched the
Standard down very short and very
close to the shoreline after a steep
s ide slip. Icy spray was thrown
high over the lower wings and tail
on our rollout. We taxied back to-
ward shore and a crowd of
gathering automobiles through big
puddles of shallow water. It looked
like a very successful afternoon
might be in store for us. Close to the
highway, Ernie spun the Standard
around with a blast of the barking
Kinner. I loosened my seat belt and
stepped out onto the walkway of the
lower wing as the engine was cut.
As I stepped down to the puddled
ice, it seems we both looked at the
same time and to our complete shock
saw in the ice, just off our wingtip, a
hole large enough to swallow the en-
tire airplane. As we had made our
final tum we had missed rolling into
it by only a few feet.
" Wow!!" Ernie shouted, "Let's
get out of this place!!," pumping the
throttle and gunning the dying Kin-
ner back to life. I was still trying to
clamber into the forward seat as we
lifted off in a cloud of spray like a
seaplane. Ernie banked rapidly, then
climbed steeply for home without
buzzing the crowd. Neither of us
looked back.
Ernie owned an impeccably spot-
less farm on the side of the beautiful
hills south of Syracuse. Besides the
6 SEPTEMBER 1999
the nose rapidly rotated
through many more de-
grees than normal to a
now-steep climbing
attitude. Speed bled
very rapidly and with a
sharp burst of power we
plunked onto the hillside
with the airplane In a
steep climb.
normal upstate farm products, he
raised wonderful popcorn, and from
his slaughtered pigs made real home-
fresh country sausage. The annual
appearance of these two items was
always an airport occasion.
On a hillside in back of his house,
which overlooked lovely Onondaga
Valley, was a tiny, steeply-sloped,
grassy patch bordered on three sides
by tall growing com. Had this field
been on a level plane, it would have
been far too small to make a landing
or takeoff with anything but a heli-
copter. Ernie, however, regardless of
wind and with inches to spare, would
land the Standard in an uphill direc-
tion, tum, and then take off downhill.
He took me with him one day so I
could see his farm. As we circled it
was plain that this was going to be a
hair-trigger flying job that had to be
exactly done with the airplane flown
right on the edge of its airfoils' low
speed lift curves, and there was "no
out" if there was miscalculation, as
the airplane could not be climbed
steeply enough, nor could it be
banked sufficiently to miss his house
and bam.
Ernie stopped our gliding turn
high over the valley and the wings
were leveled. As we descended to-
ward the tiny green patch on the
side of the hill, it appeared we were
flying the airplane straight into the
ground, because of the optically
distorted approach geometry.
At the last second, the airplane
was sharply flared for landing and
the nose rapidly rotated through
many more degrees than normal to
a now-steep climbing attitude .
Speed bled very rapidly and with a
sharp burst of power we plunked
onto the hillside with the airplane
in a steep climb.
Few pilots I had flown with up
to this point would be able to pull
this off. The Standard touched
down with its wing tips brushing
the cornstalks, and the drag of the
uptilted elevators and the dragging
tail skid took over as we rapidly
decelerated while rolling up the
steep incline. When we finally
bumped to a stop, the idling pro-
peller was only a few feet from the
outer cellarway entrance and
Ernie's outside well pump handle.
r was introduced to Ernie's wife,
Lulu Belle, his two dogs and his
cat. Then he gave me a tour of the
farm, during which I was given a pa-
per bag of popcorn kernels that I
stored in the front cockpit 'til we
were ready to depart.
When it was time to leave, we
chocked just one wheel with a rock
and Ernie pulled the prop through to
start the Kinner while I operated the
switches. He then lifted the tail and,
with me still in the cockpit, swiveled
the airplane around, pointing it back
down the steep hill that we a short
time ago had landed on. Takeoff ac-
celeration down the hill was very
rapid and in a few feet we were air-
borne and in a few more seconds ,
again high over the valley. We cir-
cled back over the farm where the
dogs raced and barked at us, and his
wife Lulu Belle waved.
On Sundays during the summer
the local aviators doing business fly-
ing sightseeing airplane rides would
take their tum putting on a short "air
show" which was hoped would get a
crowd out and perhaps in the mood to
do some flying.
It might be Clayt Welch looping
androlling his red andsilverWacoF,
orCharlieSmith"buzzing"the field
withhis lovelyStinson,or,perhaps
ErnieHannam,takinga few minutes
offfromhisstudenttraining,toput
onashowwithhisStandard.
Itwas alwaysa real treatto be
thereasErniecuthis engineandthen
slowlyreducedairspeed 'til the pro-
pellerwindmilled to a completestop.
He would then glide with silent
gracefulwingoversand stallsfrom a
position highoverheadto a gentle
touchdown.
Manyyears laterwhenhis beauti-
ful wings had been folded for him
and helaybedridden,I wroteErniea
poemrecallingthis SyracuseSunday
event. Perhapsnow,sinceyou know
a bitaboutErnie, you'llenjoyread-
ingitwithme.
OLD DEAD STICK HANNAM
Rumorhasit
Oldflying friend
Thatthey'vegotyoudrapedon
Yoursittingend.
Nowthis is aheckof a
Placetobe,
Causeincaseyoudon'tknowit
Itain'tforfree.
Butperhapsoldboy
Asyoustareattheceiling
Youareabletothinkback
Withnostalgicfeeling
Tothosegoodolddays
Nottoolongago
Whenflyingwasfun
Andtoheckwiththedough.
Mythoughtsreminiscing
Aresharpasatack.
Daysof WebsterandWard
AndMerrillandMac.
SeeaGypsyMoth
WitholdTexPerin.
HearyourStandard'sShOltstacks
Poppingandrarin' ,
AndthoseSundaysuphigh
OldErnieshutstheengineoff,
Stopsherpropcrosswise
Dareshenotevencough,
Fromtwothousandnow
Gracefulswoopshe'sglidingin.
Nowalovelywhistlingswish
WithoutthatKinnerdin.
Sideslippedgently
Tothattinyairportcorner
Barelymissingwingtips
Clayt's"F"WacoWarner.
Putsherrightwherehe wantsher
Strutsforsecondsstayextended.
Wheelstickingo'erthegrasstops
Theflippers full upended.
Yes,oldPappyfmallyfluffs her
Verygentlydown,
Capbeakpointingbackward
Atophisoldbaldcrown.
Sure,a lovelythreepointer
Forwhichallofustry.
Donejustthatwaynotthelotof,
All ofthosethatfly.
FireeaterHibbardglancesupfrom
Histicketsellingchore,
"He'llnevereverstopher
Beforethathangardoor!"
"Thatpooroldbatteredhangar
Withits urine-spatteredtin."
"Atnighttakeshimtwentyminutes
Tosqueezeandwormherin."
Butshe'sgroundbornenow
Andthereisjustnootherout.
He'sgotto stopherin there
Of thisthereis nodoubt.
Harmambiteshisdeadcigar
It'sclenchedbetweenhisteeth.
Hehopesthetail skiddoesitsjob
Draggingunderneath.
She'sfadingratherfastnow
Buthe'scloserto thedoor,
Onlysoundanidling1-6-5
Twopassengerswantsomemore.
A shoutgoesup,
"He'sgotnochoice
Butnowto takeherin."
"GoodGodifheevermisses
Whatanawful messof tin."
Withinchesspareinsidehegoes
Androllshertoastop.
Doorsquicklymovetogether
Andcloseup withaclop.
Longlegseaseupoutof cockpit
Cap'sstraightenedwithaspin.
Tothosetabledinthecomer
"Youdidn'tdealmein!"
Have you everwatched a para-
chutebeingpacked? If youeverplan
touseone, don't. Yet,itis donewith
meticulous care and ends up so
tightly packedandwith its verylong
shroud lines sofolded and refolded,
thatits always beena wonderto me
thatitcouldeveropen.
Tuggingthehandleoftheripcord
releases threepinsextendingthrough
grommetedholes in the fourcanvas
flaps ofthe parachutepack. Release
ofthese flaps in turn frees a small
spring-loadedpilotchutewhichisat-
tached to the crown ofthe main
chute, pullingitfree ofits canvas
packand into the airstream. When a
person is fallingendoverend, it is
difficultto see howthismessofsilk
andcordscouldpossiblyescapebe-
comingtangled in arms , legs, and
aroundtheneckofthejumper,who
is tumblingearthwardand praying
thatitwill open.
The shockwhena chute opens
can be ferocious. Iffalling head
down the "happychutist" is now
snapped heads up withneck-break-
ing force. Evenifthe descent after
chuteopening is uneventful, when
contactingthe ground the impactis
theequivalentofwhatwouldbe ex-
perienced had youjumpedoffa 15
foot buildingwithouta chute,which
is pretty darn hard. Also, nearthe
surface, iftheairbeingdescended
through happens to be a surface
wind of18-20mph- on top ofthe
soon-to-be-contendedwith highde-
scent rate, there will also be the
additionalproblemofan 18-20mph
driftand itmightbe backwardsand
towardsomethingunseen.
Many, manyhoursI'vespentin
opencockpitsittingon hardpara-
chutepacks, and how manytimes
haveI walkedacrossairportramps
with the pesky, ungainly thing
thumpingthe backofmy legs. DidI
everjump? No!! and rhave really
neverhadany plansto doso. Yet,
on somesoftlateafternoons, with a
good studentin the backcockpit,
I'vea fewtimesbeentemptedtostep
outon the wingwalkway, step off
anddriftdown, butbetterjudgment
hasalwaysprevailed.
This maybe a good time to tell
youaboutEdWynn,theprofessional
parachutejumper. Ed madea living
ofsortsjumpingoutofairplanesat
airshowsafterpassingthehatfor
donationsfrom thecrowd.
Hisspecialtywasthedelayeddrop
whichcalledforhim to tucka bagof
flour underhisarmthen gooverthe
sideat9,000-10,000feet. Onthe
waydown, andin free fall ,hewould
puncha hole in the flourbagwithhis
thumbthen leavea streakingwhite
trail as heplummetedearthwardlike
a rockatterminal velocities. Atthe
lastmomentEdwouldopenhischute
and driftthe few remainingfeet to
earth. I have neverlikedto watch
parachutejumpsand have always
lookedtheotherway.
Withouthis chute, Edwalkedout
onthefieldonedaywhileIwasprac-
ticing landingswiththe Waco. He
waved me overto the edgeofthe
VINTAGE AIRPLANE 7
I field then stepped alongside the rear
cockpit with his pants legs flapping
in the prop stream. He asked if I
would take him along so he could
practice guessing how high he was
(or wasn't) ; this, he explained, so he
could better carry his delayed chute
openings till the very last instant to
further delight the crowds.
Ed seated himself in the forward
cockpit and we took off. As we
climbed through 400 feet he turned
around and shouted, "Don' t tell me -
we're at 1,500 feet - right?! !" "NO,
NO, ED!," I shouted, and hastily in-
formed him how high we really were.
During many tries that day, and on fol-
lowing days , Ed never even came
close and consistently estimated his
heights far above the actual. But this
the onlookers.
With his bulky gear, I helped him
climb in, then passed him his flour
bag, his helmet and his motorcycle
goggles. With Merrill at the
switches I swung the heavy metal
prop and the Whirlwind idled to life.
There was a big grin on Ed's face,
kneeling on the cabin floor in his
harness near the open doorway, as
Merrill taxied away and blew dust in
our faces. Ed waved to the antici-
pating crowd as the plane lifted off,
then roared past with the wheels
skimming across the field a few feet
above the ground.
Merrill planned a long climb to
10,000 feet. The Stinson climbed
slowly, so while I had some time, I
hand pumped some fuel from the
and his tumbling form too small.
looked away again. As I waited, I
pondered the toes of my shoes, the
laces, and then the lace knots I had
tied that morning in the rooming
house. Then I examined my pants
cuff and slowly pulled out a loose
thread . Would the "ahs" that al-
ways came as the chute blossomed
never come?
To stand it any longer was impos-
sible, and I had to look up, but I
could not find Ed, or the flour streak.
I looked up further and gasped in
alarm because he was directly over
my head and falling head down
straight toward me. He was so close
to the ground that I could plainly see
his flapping white coveralls, his arm
across his chest, his hand on the rip-
liTo stand it any longer was impossible, and I had to look up but I
could not find Ed, or the flour streak. I looked up further and
gasped in alarm because he was directly over my head and falling
head down straight toward me . He was so close to the ground that
I could plainily see his flapping white coveralls ... II
didn't seem to bother him, he said it
looked different when coming straight
down anyway.
It was a short while after this that I
accompanied Merrill Phoenix with the
J-5 Whirlwind Stinson to a small town
near the Pennsylvania border for a
barnstorming weekend. Ed came
along with us to do exhibition jumps
to help draw a crowd to the field.
The jump on Saturday went off
fine, but Ed didn't seem pleased with
it as he had missed the field entirely
because he hadn't waited long enough
before pulling the rip cord. "Oh boy,"
r thought, "Wait 'til tomorrow! "
It was now mid-afternoon and
past the scheduled time for the Sun-
day jump. Ed donned his white
coveralls and then his two chutes as
he stood under the wing of the Stin-
son while Merrill, with a
screwdriver, carefully removed the
cabin door. As he made his prepara-
tions a crowd gathered around Ed,
who was a very gregarious guy and
enjoyed the friendly bantering with
8 SEPTEMBER 1999
drums of gasoline specially deliv-
ered to the farmer ' s field by the local
fuel supplier. It was pumped into
five gallon cans to be ready when
Merrill returned, so we could resume
our passenger hopping with mini-
mum delay.
A search for the Stinson showed it
very high with the sounds of the la-
boring Whirlwind barely discemable.
It was nearly time for the push-off and
it has been recorded before that 1
don ' t like parachute jumps, so when I
finished my refueling preparations, I
went over and sat on a gasoline can.
With nothing else to do, I then busied
myself counting the stubs of tickets
already sold. Pretty good!
When at last I heard the "oohs"
from the crowd, it was known from
past experience that Ed had left the
airplane and was now falling free.
Reluctantly, I stole a glance, and
yes, there was the telltale streak of
flour being painted earthward at
frightful speed. Ed himself could
not yet be seen. He was too high
cord, his shiny black shoes, and his
goggled, leather helmeted head.
"My God," I thought, "He'll land
on me!" As I took off and ran, I heard
a powerful "wham" as the chute
opened, jerked Ed upright, then vio-
lently pendulumed him up even with
the straining, bulging canopy. He
struck the ground on his side at the
top of the swing, but miraculously the
impact was not hard . He was not
hurt, although the wind was knocked
from him.
The crowd was closing around him,
but I pushed them aside to get to Ed.
As he rose to his feet and loosened hi s
helmet strap, I grabbed the front of hi s
coveralls, shook him as hard as 1
could, and shouted, with our noses
close to each other, "Ed, if you ever do
that again . .. I ' II ... " Well , his little
black mustache twitched and then he
laughed, "I guess I shoulda had your
altimeter!" The town girls pushed
close to him. He was a good-looking
guy. The girls all liked him and fol-
lowed him around. ......
Hydraulic Locking
and the wright R760-8 Engine
Crady Sharps Engine
prop Positioner
I have just completed the total restoration ofa 1929 Waco ASO and the instal-
lation ofa Wright R 760-8. This aircraft, NC608N, was purchased new from
the factory by the Texas Oil Company and was at that time their "Texaco 7".
In 1930 it towed the "Texaco Eaglet" glider from California to New York with
Capt. Frank Hawks piloting the glider and J.D. Jernigan flying the Waco.
By Grady Sharp (EAA 3884, VAA 8560)
VINTAGE AIRPLANE 9
3 SCREWS 120
0
APART
DRILL & TAP DRILL
TURN FROM ALUM.
THIS SALVAGED FROM A USED
RECORDING TACH WITH
WORM DRIVE TEETH
10 SEPTEMBER 1999
TURNED OFF IN LATHE
~
-c- ~ i =tJ
CHUCK IN LATHE ~ ~ R -- \ FLANGE
---- ---
21/4"
INSTRUMENT
CASE MODIFIED
TO SUIT
FOR REMOVING THE CHUCK HERE FOR
WORM DRIVE TEETH CLEANING UP
LIVE CENTER IN HERE FOR
SUPPORT WHILE TURNING
THE MOUNTING FLANGE
ENGINE/PROPELLER POSITIONER
FOR EXTENDED PARKING
This drawing is not to scale. It only indicates the method of construction
Worm drive teeth being removed.
Since I have read and actually found the Wright
seems especially susceptible to having oil collect in
the bottom two cylinders (and in the intake pipes,
depending on valve position), I set about fmding a
way to prevent it from accumulating. I had installed
drains on cylinders 4 and 5 intake pipes having
primer fittings into which I installed M520823-4D
45 degree el bows with AN929-4D caps. As it
turned out, a drain on #4 intake is not often used un-
less you should inadvertently leave the engine
where the exhaust in #4 is closed and the intake
open. Oil then can accumulate and will need drain-
ing.
While working on this, the March '98 issue of
Sport Aviation arrived containing an article on Bob
Hedgecock and his beautiful SM-2AA Stinson with
a Wright R760-8 engine. I wrote to Bob asking how
he coped with the problem and he responded with a
very nice, helpful letter. Thank you, Bob.
He, too, had drilled the exhaust elbow and was
clamped in a machinist's vice, the indi-
for installation.
COMPRESSION
STROKE 2
3
1
usingadrainon#5 intakeandwenton
to sayhejustleftthepropinaposition
where#4exhaustand#5 intakevalves
wereopen. WhatBobdidn'tmention
was howhe arrivedatthisposition, but
hedidgetmetothinking.
Iwantedto find amethodofdoing
thisquickly, dependablyandwithout
tools. Thissentmebackto thebooksfor
areviewofthesequenceofvalveaction,
strokeandtheirfunctioningrelationship
betweentwoadjoiningcylinders; in this
case, cylinders4 and 5ontheWright
760. UsingenginedrawingNo.1,I
found that#4exhaustand#5 intake
valves (thesetwocylinder'slowest
points)canbeopenatthesametimebut
youdohavetobecarefulinpositioning
thepropforthis. Ifyoupullthefront
sparkplugon #5 cylinderandposition
thepropbasedonseeing#5 intakevalve
in the openpositionyou can beled
astray;theexhaustvalvein#4 cylinder
maynothave yetopened. Enginedraw-
ingNo. 1showsthe intakestrokeon #5
justendingand theexhauststrokeon#4
justbeginning.
Whatis importantto rememberis
thatthe intake valveon#5 hasbeen
opensincejustbeforeTDCand will
remainopenthrough theentirestroke
andjustbeyondBDC. Realizingthis,
it'snoweasierto visualize thatyou
can read the open intakevalvetoo
early whiletheexhaustvalve in #4 is
still closedas thatcylindernearsthe
endofits powerstroke.
Using cylinder#4forpropposition-
inggivesassuredresults. Withitsfront
plugremovedandturningthe propby
hand in the normal directionofrotation,
watch forthatcylinder'sexhaustvalve
opening. As itopens,stopturningthe
prop- you have"arrived. " Nownote
thealignmentpositionofoneoftheprop
bladesin relationshipto acylinderand
markthisbladewithatinydotof paint.
Itis thisbladethatyou bringtothe same
position/alignmentaftereachshutdown
oftheengine. Obviously,though,during
oneofeverytwo revolutionstheblade
will be positionedwithall valvesclosed
in cylinders4and 5. Seeenginedrawing
No. 2.To find whetherornotyou're in
thecorrectpositionmeanspulling#4
plugagainto find theexhaustvalvepo-
sitioneachtimeyou'regoingto parkfor
an extendedpeliod.Whatthatextended
periodis will dependonyourownexpe-
riencewithyourengineandits rateof oil
consumption.Removingahotsparkplug
eachtimeisabitof anuisance.
2
7 INTAKE
STROKE
COMPRESSION 6 POWER
STROKE 3 STROKE
EXHAUST
STROKE
INTAKE
STROKE
ENGINEDRAWINGNo.1
#4 EXHAUSTAND#5INTAKE OPEN
INTAKE
STROKE
1
POWER
STROKE
EXHAUST
STROKE INTAKE
STROKE
ENGINEDRAWINGNo.2
#4AND#5VALVESALL CLOSED
ONE REVOLUTION LATER
ItwasatthispointthatIrealizedthat
Icoulduse the secondofthisengine's
dual tach drivesforproppositioning.
Thetwodrivesarecounter-rotatingand
thedriveyou usedependsonthe rota-
tionofthetachyou'reusing, leavingthe
otherdriveunused. Until now.When
youfirst fmd the properbladealignment
positionwith#4exhaustvalveopening,
as described, notetheclockpositionof
the slotin the driveshaftintheunused
drive. Thisinitial finding is aonetime
event. Thetachdriverotatesone-halfof
arevolutionforeveryfull revolutionof
theprop. Placethemarkedbladein
alignmentreferenceaftershutdown;
thenchecktheclockpositionoftheslot
in thetachdrive. Ifit'sat thepredeter-
minedclockposition,you'reallset. If
it's 180
0
off,thenyou will, ofcourse,
VINTAGE AIRPLANE 11
have to go one more full revolution of
the prop. No tools and no handling of a
hot spark plug.
I could have stopped at this point, but
I took it further. I constructed an "instru-
ment" which I connected to the engine
with a second tach cable. (See drawing
and photos.)
I started with a suitable used 2-1 /4"
aircraft instrument. The back of the body
has been sawn off and discarded. The
case was mounted in a lathe, turned true
where sawn and brought to an estab-
lished length. Note here that no
dimensions are given in the drawing.
They are determined during construction
based on the parts collected. The basic
mechanical part in this device is taken
from a used recording tachometer. What
we're aiming for is to salvage just the ba-
sic threaded tach cable attachment with
its integral bearing. We take this piece
and remove most of its bulk with a hack-
saw to a point where we can chuck it in a
lathe to clean up both sides of what will
become the mounting flange. (Refer to
the drawing). After doing this, the flange
can be further refined to a nice oval
shape with two countersunk holes for the
drawing (indicated as flat head screws).
Next, the new aluminum end plate
can be turned per drawing and the center
hole bored to accept the piece just de-
scribed above. With the reworked tach
cable attachment piece temporarily in
place, the two screw mounting holes can
be drilled - the flange, itself, being the
guide for this.
It ' s now time to remove th e mild
steel teeth from the worm gear; this is
easily done in the lathe. Again, refer to
the drawing for chucking. Remove the
teeth and turn to a 1/4" diameter for
the fitting of a round "radio" knob, one
with a white pointer line and and solid
brass insert having an Allen head set
screw. A flat spot on the shaft can be
filed for the setscrew and the screw se-
cured with a drop of Locktite
Removable ThreadlockerTM.
I've mounted my instrument (with a
337 field approval) just inside the the en-
gine cowl but still visible from the
outside. Once the unit was connected,
the prop was placed into position, the
clock position of the white line noted and
the instrument case/glass marked with a
while reference point. After future shut-
downs, place the marked prop blade into
alignment position and check the instru-
ment. If it's 180
0
off, tum the prop one
full revolution. Then hang a "Please
Do Not Touch" sign on the prop, re-
move the drain cap on #5 intake and
place a drip pan under the engine. Just
don ' t forget to replace the cap before
the next engine start.
Where you mount the instrument is a
personal choice. You could even devi se
a small electronic unit giving an audio or
light signal by using a proximity sensor
mounted to detect a slot cut in a metal
coliar, replacing the radio knob . All
kinds of possibilities to have fun with! If
you wanted to mount this new instru-
ment in the cockpit area ( but probably
not where it would be twirling in front of
your face), then you could add a dual
tach drive unit between the existing tach
cable and tachometer.
One fmal note. Other engines will dif-
fer; for instance, the 220 hp Continental
has the valves transposed from those on
the Wright. This article refers only to the
7-cylinder Wright. You'll have to get fa-
miliar with the valve timing for your
particular engine installation. ......
The restored Waco ASO
12 SEPTEMBER 1999
s
o begins Waco's advertisement
in the April 13, 1929 edition of
Aviation magazine. Full of the
hyperbole so prevalent of the advertis-
ing used in the roaring '20s, the
boundless copy-writing enthusiasm of
the day was matched by the extraordi-
nary flying of the great Waco pilots of
the day: Len Povey, who would later
create the "Cuban Eight" while train-
ing Batista's Cuban Air Force; Freddie
Lund, first to perform an outside loop
with a commercially available aircraft
(prior to Freddie's stunt, the outside
loop was the domain of a few military
pilots) and Art Davis, race pilot extra-
ordinaire. So many pilots made their
careers bloom in the Waco it almost
became a cliche.
One of the airplanes made famous
by Len Povey was a Waco ATO, a Ta-
perwing built as SIN A-20, NC6711.
Len 's initial brush with notoriety with
this A TO almost cost him his life, as
well as one other famous aviator.
Here's what the late Ray Brandly, the
Peering into the lockable baggage bay aft of
the cockpit shows off just a bit of the beauti-
ful craftsmanship present in the Taperwing.
14 SEPTEMBER 1999
past president of the Waco Club, wrote
in his book, "Taperwing Wacos," :
"While the American Air Aces
Show was in Buffalo, New York, Len
purchased his first airplane from a doc-
tor, a J-5 Taperwing Waco NC67ll for
which he paid $800.00. Three days
later, while flying over Wilmington,
Delaware prior to the show, Roy Hunt
fell out of a snap roll and connected
with Povey's Taperwing Waco and
were momentarily locked together.
When they broke away Povey had lost
his right upper wing from the struts
out. Hunt's engine fell completely out
of the Great Lakes and he bailed out.
Len was sitting on a chute, but he had
Harold Neuman in the front cockpit
without a chute. Harold told Len to
jump, but he could not leave his buddy.
Although the bright red Taperwing had
lost four feet of its top right wing,
Povey was able to get the Waco down
on Bellanca Field.
"The local constabulary grabbed
Hunt and put him in jail - his engine
fell smack dab into the roof of a house
of ill repute in the dusky part of town,
setting quite a fire. A customer was
seen running out of the house and down
the street clothed only in his under-
wear. Fortunately for the intrepid
airman, the Curtiss Candy Company
had sponsored Hunt and he was cov-
ered by insurance.
"Len purchased a new right upper
wing for $700.00 and about a year later
sold the Taperwing to Bevo Howard."
Bevo' s turn with the airplane was
almost as exciting. Bevo had to bail
out of the airplane and while he was
saved to fly another day, the Taper-
wing was reduced to little bits and
pieces, plus a good set of logs and pa-
perwork. Bevo was lucky to make it
through unscathed, according to the
CAA accident report. On September
29, 1938, at 6:30 p.m., he took off
from his FBO, Hawthorne Aviation, in
Charleston, SC bound for for Atlanta,
but encountered a triad of dangerous
circumstances that nearly got him
killed. In well developed darkness, the
non-instrument rated Bevo (at that
time) and his Waco (which did not
have blind flying instruments) ran into
low clouds and reduced visibility. Try-
ing to get on top, Bevo lost control of
the airplane at about 7:30 p.m. and had
to jump, in darkness, as the altimeter
rapidly wound down past 500 feet. The
Taperwing impacted about 20 miles
southeast of Columbia, sc.
Skip forward a bunch of decades ,
and you get to the point where Roy
Redman (EAA 83604, V AA 6600) of
Rare Aircraft in Faribault, MN and
Jerry Wenger (EAA 169348, V AA
19366) of Powell , WY come into our
little drama.
Long involved in the family busi-
ness, Jerry Wenger has had his hands
on high quality wood products for
many years. Those of us not involved
in the music industry may not have
heard the name, but anyone who's
played an instrument in a school band
and looked at the label for their music
stand, acoustic panel riser or other mu-
sical stage equipment will recognize
To help keep the 450 hp Wright E975-11 cool, this small oil cooler mounted between the
landing gear legs was fitted.
Modern day meets yesterday with a multi-faceted windscreen that reminds you of the itty-
bitty racing windshields that were in vogue back then. A cover over the front ' pit keeps the
airflow over the aft cockpit smooth and undisturbed, making cross country flights a lot more
comfortable.
the Wenger name as the foremost sup-
plier of music equipment to everyone
from school kids to major bands and
orchestras. Started in 1946 by Jerry's
father , Harry, himself an award win-
ning band director, the company
continues to innovate in the world of
acoustics, including a computer-con-
trolled acoustic shell system that can
recreate the sound enviroment of a va-
riety of rooms and hall s, a "virtual
acoustic room" that can allow a musi-
cian to hear his music as though he
were playing in the Royal Albert Hall,
or a baroque hall of Mozart's day .
Such a successful company can pro-
vide the resources to put together an
impressive collection of anything your
heart desires, and fortunately for those
of us who enjoy biplanes, Jerry Wenger
has a hankering for Wacos. A few
years ago many of you will recall the
Waco F-2 restored by Roy Redman
and the craftsmen at Rare Aircraft for
VINTAGE AIRPLANE 15
Jerry. Jerry sure remembered, and when he decided he really wings, including the center section and ailerons. Tapered
wanted a Taperwing, he went to Roy. wings present all sorts of challenges to the builder. Roy ex-
Because so much of the airplane was destroyed, there plains:
wasn't a lot to go on, but with the experience of the folks at "The spars are not parallel nor are they on the same
Rare, that didn't present a huge problem. At first, due to plane. They both converge and they are slanted (the front
their current workload, the wing building was given to an one, anyway). So what you have to start off with - the rear
outside contractor, but as soon as they could, the wings were spar is perpendicular to the butt rib so our jigging is very
brought inhouse to be completed. It takes the woodworkers precise to keep the rear spar and the butt rib at a 90 angle.
at Rare about 500 man hours to build up a set of tapered You can then slide the ribs onto the rear spar but then you
must slide the spar into the ribs. Now the challenge
is that your rib jigging and rib construction has to
Roy Redman (left) and Jerry Wenger, (right) with, what else, the TAPERWING.
be quite precise because if the pieces that hold the
rib to the spar are not quite in the right place then
the rib isn't going to be in the right place or the rib
isn't going to be parallel to its neighbors."
From there on, the final setup of the wing is
fairly normal , although trammeling the wing is not
exactly the same - it's really checking precise mea-
surements for each wire against the blueprints.
Included in the wing construction is the building
of a set of ailerons. Model airplane builders may
find this has a familiar ring. Again, Roy Redman:
"The next challenge is the aileron exercise. It
can be very tedious [to build the wood ailerons],
and going to the aluminum ailerons, as they did in
-Continued on page 22
terestingtoknow
whatoldGiuseppeBel-
lancawouldhavetosayifhe
couldsee howwell hiselegantat-
temptsatefficientflighthavestood
thetestoftime.Oversixtyyearsafter
hefirstlaiddown thelinesforwhathe
envisionedasahighspeedairplanefor the
privatepilot,thelittleroundnosedBellanc!\
Jr.,itsdescendantsarestillheldinhigh re-
gardnotonlyfortheirperformancebutfor
whatmanyseeastheirwellbalancedhan-
dling.It' squitecommonthesedaystohear
ofsomeonegettingtheirfirstridein aBel-
lanca,almostanyBellanca,andcoming
awaywitha"gottahaveone"attitude.
OzzieLevi(EAA355912,VAA
1)ofLancaster,Califor-
is oneofthose.
Ozzie says he was happy with the
long string of Luscombes he'd owned,
but one ride in a Bellanca Cruisair
convinced him he had to have one.
Most folks like the way a Bellanca
flies, but it is usually an intuitive
thing, rather than a quantitative
"knowing" based on extensive prior
aircraft handling experience. We like
them just because we like them.
Ozzie, however, brought more than a
casual interest in airplanes to his lik-
ing for the airplane, as he has spent
his life involved in the flight testing
of new aircraft as an engineer and
project manager. The string of pro-
jects in which he has been involved
span the technological development
of post war aviation.
One of his first jobs was with
Sikorsky in Connecticut where he
was part of the earliest pioneering of
practical helicopters including the S-
55 and S-56, which set the pace for
military use of helicopters during the
Korean War. Then there was his stint
at Edwards on the Ryan X-13 Verti-
jet. For those who don't know the
airplane, it was a delta winged, verti-
cal takeoff jet that, upon landing,
18 SEPTEMBER 1999
would hover into a nose-up, ver-
tical position and then chin itself
on a horizontal arresting cable I
and hang there like a bat. Ozzie
points to the program with pride
and says, "It's the only X-plane
program that finished the pro-
gram with the same number of
aircraft it started with."
In '57 he was working on the
F-I05 at Republic, "a wonderful
airplane but only had one en-
gine," and later the Gyrodyne,
an unmanned helicopter drone.
His longest stretch was at
Northrop where he was heavily
involved in flight test and man-
agement of advanced programs
which included the T-38, F-5 OzzieLevi,Lancaster,CA
and F-117.
Although an engineer, in the which eventually led to a long line of
back of his mind, he was always a pi- 8As and 8E's. Somewhere along the
lot, whether he was actually line, however, he got his first ride in a
exercising the skills or not. Starting as Bellanca and, "after that first flight, I
a pre-aviation cadet in WWII, he did- always wanted one. They handle
n't actually start taking training until beautifully and are good for serious
out of college, "you know, kids, fam- cross countries or just running over to
ily, the usual things, slowed me get a hamburger."
down." From the flying club he grad- He got out of flying for a little
uated into buying a Luscombe 8A while, but when he came back into it,
he knew a Bellancawouldbe his nextair-
plane. Partofwhatcinched hisowninga
Cruisairwasthatoneonhis local field at
SantaPaula, Californiasuddenlycameup for
sale. It wasa stockCruisairthathad had its
150Franklinreplacedwiththe healthier165
Franklin.Theairplanehadneverbeenallowed
to go derelict, although itspreviousowner,
LouBoise, had gonethrough it from stemto
sternandcarefullyrestoredthewood, which,
ifleftunattendedonaBellancacanresultin
majorheadaches. Loualso replacedthe bicy-
cle chain gear actuation system with a
hydraulic systemwhichuseda DC-3 pump.
Thegearnowtookonlyfive pumps to get it
up andonlyafew pumpsto lock itdown as it Triple tails and the "strong as a tree" Bellanca wing give the Cruisair a sharp look
that is still maintained today in the Bellanca Viking.
free falls mostofthe way. So, by the time
Ozziebegangettingseriousaboutbuyinga
Bellanca,Lou had already putin all ofthe hard workand
all Ozziehadtodo was signonthe dotted line.
Ozzieand his partner, JerryCoates, hadtheirBellanca
and were loving it. In fact theywereloving it right up to
thepointseveralyears laterwhentheFranklindecided to
beginnibblingon its owncam,whichsentmetal through-
outtheengine.Facedwithatotal overhaul on an engine
thatwas becomingincreasinglydifficultto overhaul,
Ozzie'sengineeringmind began looking in otherdirec-
tions. Why not replace the enginewithsomethinga little
more modern andeasierto maintain? And, ifit had more
power,all thebetter.
Although OzzieandJerry(whodidmostofthe de-
signwork) ran mostavailableenginesthrough his mind,
the 180 Lycoming was the onlyone in serious con-
tention, ifnothingelse because it was the right size and
weight. Also, therewereareasonable numberavailable.
Ozziealsoquicklypointsoutthatoneofthemajorrea-
sons the projectworked outso well and withrelatively
few paperworkproblems was that he had a local FAA
type whounderstoodBellancasand was more interested
insolvingproblemsthan weighingthe projectdown
withdocumentation.
Theenginehe wound up with was an orphaned0-360-
AIDwith no logs. Theyoverhauledthe engineandmated
it witha72" McCauleyprop because"... that wascompati-
blewiththe engineandwasavailable."
Thefirst question was howandwhereto mountthe en-
gine. Ozzie puttheprop disk in the same placeas the
originaland found, in calculatingtheweightdistribution,
thatthe e.G.was hardlyaffectedat all. So, that'swhere
the enginewouldhang. Buton what?Hesays,"Weuseda
Pittstype mountconfiguration rightattheengineand
joinedthatto theBellancaconfigurationat the firewall. It
VINTAGE AIRPLANE 19
Having made the long cross-country trip
from California, Ozzie enjoys the ability of
the Cruisair Sr. to make a sojourn of that
magnatude comfortable.
actually worked out very smoothly."
When running the engine controls
back to the cockpit, they did their best
to adhere to the original cockpit lay-
out, so they put the governor/ prop
control in the same hole which had
previously held the crank for the orig-
inal prop.
When it came time to cowl the en-
gine the first of many EAA'ers to
help on the project stepped forward.
Ozzie points with pride to the brass
plaque on the cowling which memori-
alizes the late Jim Osenga as being
part of the team with Dan Burdette
who fabricated the cowling. They
used the usual "cover the engine with
foam and start whittling" approach to
cowling construction. The lines and
openings were worked out by owners
Levi and Coates, but it was Burdette
and Osenga who worked out the de-
tails, laid up the glass and got the
cowling ready for paint. It was neither
a quick nor an easy process, but their
craftsmanship is obvious.
In speaking about the airplane,
Ozzie is insistent that everyone knows
how important local EAA'ers were to
the project. He says every time he or
his partner had a question or needed
something done that was beyond
them, there was someone standing,
20 SEPTEMBER 1999
pardon the play on words, in the
wings ready to help. Among them
were Mike Grimes, their FAA bridge
who owned a similar aircraft, and
Bob Critchlow and Rodger Hilyard
who Ozzie characterizes as being
"willing hands."
He talks about the entire crew who
helped as being " .. . smart, good guys
and even better friends."
Ozzie also likes to point out the lit-
tle Pluto character sitting on its panel
as some sort of patron saint of Bellan-
cas. "We had the airplane at Oshkosh
'94 and left it for a while. When we
came back, Pluto was sitting on the
wing as if guarding it. So, we took
that as an omen and he's been part
of the flight crew every since."
They began flying the airplane
in 1993 and"". it has been ab-
solutely trouble free from the first
flight." Ozzie says the cruise speed
was only impacted a little, bringing
it up to a solid 150 mph TAS at
10,000 feet while burning 7.7 gph.
This is an increase of 5-7 mph. As
would be expected, the real im-
provement was in climb. "This
made a real airplane out of it as it
nearly doubled the rate of climb.
Before it would do 500 fpm, if you
were lucky. Now it's always giving
us 1,000 fpm plus."
So, what's next for Ozzie Levi?
What's the next airplane in line?
He says, "I don't think there is one.
This one is a keeper because it does
everything I want and it does it so
well. It is smooth handling and on
landing, you'd have to be an idiot or
asleep, or both to lose it. What I am
going to do is keep improving it."
The improvements he has in mind
include reducing the amount of cowl-
ing air inlet because "".1 think we
were being too conservative. I think
we can tighten it up and get a little
more speed out of it."
Is he thinking about some of the
speed mods, like gear doors, flap fair-
ings, etc.? "No, I like it the way it is.
It's simple, it's uncomplicated and
it's honest. I just couldn' t ask for any
more out of an airplane."
Now we see why it's a keeper. ......
September Mystery Plane
Our September Mystery Plane is supplied by Brian Baker. Send your answers to: EAA, Vintage Airplane,
PO Box 3086, 54903-3086. You answers need to be in no later than October 25, 1999 so they can be in-
cluded in the December issue. If you prefer, you can E-Mail your answer to vintage@eaa.org
Be certain to include both your name and the address in the body of the copy and put" (Month) Mystery
Plane" in the subject line.
;rHo
by H.G. Frautschy
We knew it was a longshot, but
nobody had a clue as to the identity
ofthe June Mystery Plane. We had
hoped that the photos by Pete Bow-
ers wouldjog some distant memory
ofone ofyou, but the short-coupled
biplane shown the photos seems to
be lost in the cobwebs ofone-offde-
signs that we never saw again. We've
included another shot also provided
by Pete which shows the airplane
from a different angle. That's noted
Ford Tri-Motor authority Bill
Larkins peering into the innards of
the little ship. Any more ideas? ......
VINTAGE AIRPLANE 21
-TAPERWING Continuedfrompage 16
'31, was a move I can understand. Be-
cause prior to that, the little Waco F,
the R and others the ailerons had built
up ribs. They don't look very compli-
cated but it is just a tedious task
because of the false spars, and it isn't
perpendicular, and the butt ribs aren't
perpendicular, and all of that. But what
you do is literally build the wing with-
out an aileron. You build a complete
wing and then you build a false spar,
and slide that false spar in, just the way
you slid in the front spar. Then you lit-
erally cut off the ribs. Now there are
some pieces you have to build and put
in during the process, but your wing is
your jig for the aileron."
With four ailerons, the Taperwing
had a wonderful roll rate, which is one
of the reasons it was so popular with
22 SEPTEMBER 1999
stunt pilots over the years. Slave struts
are used to actuate the ailerons, and in
the old days, they used to vibrate in
certain flight regimes. Anecdotal evi-
dence says that this was a fairly
common occurrence on the Waco 10,
as well as the Straightwings and Ta-
perwings. To "unbalance" the struts
aerodynamically, in the old days they
used to cement a string along one side
to upset the airflow slightly, curing the
dancing strut.
Roy's cure is more elegant, from an
engineering standpoint. In the old days
one end of the strut was adjustable,
while the other was a fixed
bushing in the opposite end.
On later models, Waco cured
the problem, too, so Roy sim-
ply used their fix - make both
ends adjustable, so the slave
strut can be rigged to have a
zero set angle of attack so it cannot os-
cillate. The only time they've seen the
strut vibrate is when the biplane is be-
ing flown in an uncoordinated manner.
Ninety-nine percent of the time, the
struts never wiggle.
Jerry does not let his airplanes sit
for too long, and believes in flying
them far and wide, so there are a num-
ber of customizations that make it an
open cockpit cruising machine.
A Scott tailwheel helps keep the Ta-
perwing manageable on paved
runways, and a special not-quite-rac-
ing but racy looking windshield keeps
the prop blast off your face. The multi-
faceted windscreen combines the look
of the low, flat windscreens used on
racing Wacos with the more upright,
three piece units used on more pedes-
trian versions of the airplanes. You
don't see it in the photos, but there is a
second windscreen for the forward
cockpit, which is covered by a "racing
cover" for the photos. Like much of
the metalwork on the Taperwing, Roy
credits Tom Novak with the wind-
screen's flawless creation. Roy's son
Jeremy is also one of the metalsmiths,
and has been learning a lot from Tom,
becoming quite adept at compound
curve work.
One of the most custom features of
the airplane is quite prominent - in
the best tradition of the airshow pilots
of today and yesterday, there' s a name
scripted in gold on the wings. This
time it's not the pilot or an advertiser,
but the airplane itself, with the word
"Taperwing" emblazoned on the top
wing. The actual lettering of the "Ta-
perwing" on the wing was done by
eminent sign painter/ artist Bucky
Roosmalen who also hails from Farib-
ault, MN. His association with Roy
goes back many years; in fact, it was
Bucky who painted the Stinson "bow
and arrow" logo on Roy's award-win-
ning Stinson SR-8C Gullwing. (It was
the Grand Champion Antique at EAA
Oshkosh in 1982.)
The color scheme, designed by
Jerry while collaborating with Roy
and executed by Rare Aircraft, looks
as it should on a sleek biplane, and is
a combination of many of the striping
patterns in vogue in the old days. The
project started out pretty stock, and re-
mains very true to the type, but the
little custom touches help make it
Jerry's, and fly it he does. Both he and
Roy have flown extensive cross countr
flights, including Minnesota to
Florida, and Florida to Washington,
D.C. as well as a flights from the Mid-
west to Wyoming.
Roy gives Jerry a ton of credit for
his drive, innovation and spirit that he
puts into the restorations he's in-
volved with - much of what happens
is due to his creativity. Roy points to
the color scheme as a prime example
of his involvement in the creation of
the airplane.
Jerry, on the other hand knows very
well whose talented hands created the
Waco - all the folks at Rare Aircraft,
including Tom Novak, Matt Von-
ruden, Jeremy, Ben and Mike
Redman, Ryan Gillette, Joe Lewellen,
Matt Haefmeyer, Ella Bibe, and Judie
and Freddie.
The beautiful Advance Aircraft
"decals" on the sides of the fuselage
are a modern wonder. I 've put the
word decal in quotes here because they
are not the usual water-transfer decals
we recall from our frustrations in
building model airplanes, but a mod-
ern recreation that is much more
durable, if not more painstaking to
produce in some respects.
When first made, decals were a
wonder of the new modern printing
age. A piece of artwork, often of mul-
tiple colors, was screen printed onto a
coat of clear lacquer, which was in
turn applied to a piece of paper that
has a water-soluble cement coating.
Soak it in water, the cement loosens its
grip and you can slide the artwork onto
any surface. The only problem with it
was its poor ability to stand up to
weather. Often, a couple of coats of
dope were applied over the decal to
protect it, but it still didn't last as long
as the finish it was applied over. But
with the advent of modem plastics, we
have something better.
Coupled with the computer-driven
cutter, very intricate designs can be
created out of film plastics such as
Mylar. Modernistic in St. Paul, MN
did just that with the Advance logo.
The artwork to create the four color
logo was done by another artist, and
purchased by Jerry and Rare Aircraft.
Modernistic then scanned the artwork
so the cutter could do its thing, and the
whole four color set of Mylars was ap-
plied to one large piece of clear Mylar.
Trimmed to just a little bit larger than
the overall logo, once applied it looks
only a tiny bit thicker than the original
lacquer-based decal, but is much more
durable. The company actually made
53 of the logos, with three being used
by Jerry for the Waco (one as a spare).
Jerry then donated the remaining 50
logo "decals" to the Waco Historical
Society, who can use them to help
generate funds to further the cause of
the organization.
By the way, you'll note the original
N-number is not on the airplane. SIN
A-142 was originally NC6711 , but
these days the number is NC6714.
Early attempts to get the number back
failed, that is until fellow Waco friend
Jimmy Rollison of California would
wind up with the Lockheed registered
with N6711. Jimmy has offered to
help with the paperwork the get 6711
back on the Waco, so a slight revision
to the PPG Durathane finish will get to
be made in the future.
For serviceability the brakes are
BT -13 brakes, available from Dusters
and Sprayers, who can supply all the
soft parts (seals, springs, etc.). On the
big wheels a pair of Model A 500x20
tires with tread were used, so they
could be readily replaced.
Looking at the nose of the Waco
can really take a bit of time, since the
newly overhauled Wright R975-11 is
so neatly installed it just begs to be
looked at. The engine is built up so it
too can be a reliable cross-country en-
gine. Smoothness can go a long way to
minimizing mechanical problems, and
as automobile manufacturers have fi -
nally discovered, fuel injection can go
a long way to evening out the fuel/air
mixture. Certainly not a new inven-
tion, fuel injection has been around a
long time, but you don't often see it on
lightplanes (the Aeronca L-16, with its
EX-CELL-O system comes to mind as
an exception). For the Taperwing's
450 hp Wright, a Bendix RS 1 OG was
added to the installation by Rare Air-
craft, a non-standard alteration that did
have to be addressed when the biplane
was certificated. The engine work,
done by Darryl Williams of Younkin
Radial Engines in Fayetteville, AR is
first class, and includes a set of "test
run" cylinders, a new, old-stock set
with only test cell time on them.
The exhaust is custom with a bit of
old design and look to it as well.
Aerospace Welders in Burnsville,
MN did the final finish work after a
jig was created at Rare Aircraft by us-
ing a core engine. The beautiful sheet
metal cowling culminates in a full
spinner, one of a set engineered and
spun under the guidance of Tom Hegy
(EAA 6849, VAA 16421) from Hart-
ford, WI.
Okay, enough of the tech talk.
What'll it do, right? With a straight
face (and I watched them, too!) both
Roy and Jerry say it will cruise at ISO
mph without pushing the airplane hard
at all. Which brings up another point
that Roy highlighted during our con-
versation. Sure, today it's no big deal
to zip across the country in a light-
plane, making a Minnesota to
Louisiana cross-country run pretty
easy. In the Waco it too is possible,
and has been since 1929! Only a cou-
ple of avionics items make it a bit
easier to navigate, but imagine what a
leap it must have been to the earth-
bound inhabitants used to the
cross-country capabilities of a Ford
Model A. 25 mph? Maybe 35 on one
of the few paved sections of the new
Lincoln Highway? But a Taperwing
Waco could zip along at 135 mph with
no trouble at all, a magic carpet thun-
dering over the countryside. What
magic it must have seemed to be!
For information regarding the Ad-
vance Aircraft logo mentioned in the
text, contact:
Waco Historical Society, Inc., P. O.
Box 62, Troy, OH 45373-0062. Phone:
937/335- WACO (9226). ......
VINTAGE AIRPLANE 23
PASSIT TO BUCK
by E.E."Buck" Hilbert
EAA #21VAA # 5
P.O.Box 424,Union,IL60180
BIPLANEEXPO '99
"Two-hundred and fourteen air-
planes! Ninety-three biplanes and
the rest insignificant others ." And
that' s how Charlie Harris began his
speech before the awards presenta-
tions at the 13th Annual Biplane
Expo, June 4-5.
Charlie has been harping, cajoling
and threatening "H.G." and myself
for several years, about attending the
Biplane Expo. Somehow we never
seemed to make it. This time, fresh
back from the Kansas City Antiquers
bash at Atchison, Kansas, where
again, Charlie Harris twisted my
thinking into maybe I'd better attend
or be blackballed for the rest of my
life, I made the decision to go, come
tomadoes or whatever.
I called "H.G.," but again previ-
ous commitments wouldn't allow
him to break away, so I repacked the
bag, got Dorothy all enthused, and
after perusing the weather we de-
cided maybe United passes would be
used. The only fly in the ointment
was UAL doesn't have non-stops to
Tulsa, the nearest major station, and
we had to hub it through Denver.
We did, and it wasn ' t bad at all.
(Hold on a minute! There ' s a T-6
doin ' passes down the runway, I
gotta go wave at him.)
Don't know the guy, but he made
a couple passes and then headed off
towards Rockford. Nice looking T-6
painted aluminum with black buss
numbers. Maybe I'll get a call later
on.
We rode the new 777 to DEN and
then a stretch 727 to TUL. Some-
times age has its privileges, we got
first-class on both of them. Avis
fixed us up with a car and we drove
to Baltlesville.
Like most airports these days, it's
"Hard to Find," but we finally got
there. There were already 40 or 50
biplanes parked, and the usual social-
izing was already taking place.
Charlie Harri s, the Prex., took us on
a tour of the museum-hangar, and the
facility . We were suitably im-
pressed, especially when told the
place was "unencumbered," meaning
it's paid for!
I took a lot of pictures, but they
were mostly of airplanes. The Guest
of Honor was General Paul Tibbets,
the commander of the Enola Gay.
His speech at the banquet and his
very presence were electrifying for
the enthusiasts in attendance. I did-
n't get a picture of him, but I'll tell
you right now, he knows who I am.
As I reached across the table to shake
his hand, I tipped over a water glass.
Ice water in your lap is sure to make
an impression!
Here some of the pictures I took.
What a great weekend.
Over to You! rr ~ t < c k ~
Dorothy pauses in front of the Biplane Center, headquarters for the
National Biplane Association on Frank Phillips Field in Tulsa, OK.
Biplanes, biplanes, biplanes, as far as you care to walk!
24 SEPTEMBER 1999
This blue and white Waco YKS-7 is registered to William
Harter of Belleville, IL.
Mike Wittmann of Santa Cruz, CA owns this hand-
some Waco YKS-7, complete with a polished alu-
minum funnel stripe on the engine cowl. The silver
- - painted stripe is surrounded by a keyline of red,
and the darker color is a soft metallic blue.
President of the American Waco Club and VAA Board member Phil
Coulson (left) and Roscoe Morton, renowned airshow announcer,
enjoyed the biplane fly-in .
Biplanes are biplanes, and you see all sorts of the kind on the
field, including many homebuilts. This Kelly D is owned by
Bert Bahnson of Advance, NC who has been busy document-
ing each of the many fly-ins he's attended with the biplane.
Another homebuilt that is very popular with the antique
,'=;ad"iII crowd is the beautiful Hatz HC-1. This one was built by the
Hatz craftsman from Texas, Billy Dawson.
VINTAGE AIRPLANE 25
This beautiful brute is actually a well-revised
Boeing PT-17, doing its best to look like one of
the "Gulfhawk" series. Jim Younkin of
Springdale, AR did the honors, with his trade-
mark fairing work its spectacular best . Man, can
this guy work metal!
26 SEPTEMBER 1999
Aerial Ads (note the tailhook) owns this Boeing N2S-3,
which is equipped with a Rawdon hood over the cockpits.
(Below) They flew from all over - not just the West, but
from the deep South as well. Ed Martin's DH-82A Tiger
Moth came to Tulsa from Lake Charles, LA.
Bob Howie's gorgeous Warner-powered Waco RNF (left)
flew over from Decatur, IL, as did his Laird LC-B-200
(below), powered by the original Wright engine.
Kerry1. Harry... .......... ..... .. ............... ....... Thomas1. Dentel....................Culfax, IA JamesW. Sawyer.........EastLansing, MI
............ .. ...LakesEntranceVic,Australia DennyHayes............. .....DesMoines,IA BenSlusher............. ... ...........Durand,MI
John Garth Mader.......... ... ... ............... .... ThomasGeraldHildreth.......Ankeny,IA ElmerC. Spencer....... ........Scottville,MI
...............................Calgary,AB,Canada ChristianP.Ledet ....................Ames, IA Richard Watz, Jr........ .... ......Saginaw,MI
JimD.Swanson... .. ........... .. ...... ...... ......... JamesRomeo.......... ....... . DesMoines, IA DickE. Weir...........BloonfieldHills,MI
......... ........ ...TumblerRidge,BC,Canada James1. Smith..................Davenport,IA GarryG.Colbenson..............Blaine,MN
Johan Bence.......Winnipeg,MB,Canada DouglasStierman... ....... ....Coralville,JA ClairDahl.............BloomingPrairie,MN
PeterD.Moodie... .... ... ..... ... ...... .. ..... ... ..... StevenAppleton......... ............. .Boise,ID JosephE. Furman.. .......ColdSpring,MN
.......... .... .. ...........Winnipeg,MB, Canada SamE. Harpham........ ..... ....Meridian,ID JamesHamilton..............Ann Arbor,MN
GeraldW. De Long......... ............... .......... William Boughton....... .......Belvidere,IL WilliamA. Mavencamp...........................
........ .. .............Florenceville,NB,Canada JamesJ.Chernich.... ...............Kildeer,IL ...... ......................... ...... . MapleLake,MN
ClarenceMontag....London,ON, Canada Victor1. DeCroix.. .... ........Metamora, IL GaryA. Oliver..... .......... .... . St. Paul,MN
Richard Murphy...... ... .... ........ ... ...... ..... .... PeterC. Fay....... ............ ...... ... Gurnee,IL DavidG. Paquette...... ........Luverne,MN
............................Alvinston,ON, Canada DavidR. Griffith.... ......... ......Decatur, IL JohnK. Renwick.... .... . Minneapolis,MN
Andres BuljevicLeon.... ... ............. .......... CharlesS.Griffiths......... ........Roscoe, IL ThomasSchmelzer........LinoLakes,MN
.... .. ... ...... .......... ....SantiagoCentro,Chile DanE. Haas.......................Galesburg,IL DavidG. Stuart .. ..... .....Minneapolis,MN
Eric Upuyenchet... ......... ..Nantes,France BruceHayner..... .................Deerfield,JL William D. Tischer.........Shoreview,MN
David1. Ponte.. .... ..Dorset,GreatBritain ScottKlemptner..........Morton Grove,IL Chris Bruck.....................St. Peters, MO
DavidGerardCurran.......Belfast,Ireland GaryJ.Latronica........... .OrlandPark,IL StephenM. Lawlor..........St. Joseph,MO
LedaBasso.. .......VedelagoTreviso,Italy DouglasMacBeth..............Grayslake,IL VincentLis....... .... .... .........St. Louis, MO
RobertB. Mackley.. .... ...... ....................... GregoryL. Rhoads...............Mattoon,IL HeatherStepp....... ...... .....Sturdivant,MO
.............MilfordAuckland,NewZealand CoryA. Sharar............. .......Plainfield,IL JefferyL. Sullens......... KansasCity,MO
LudmilaUshakova... .... ........ .... .... ......... ... DavidSutton...... .. .......Mc Leansboro,IL GlenW. Travers....... .. ........... .. ............. ... .
...... .. .. ... .................St. Petersburg,Russia DavidDodson.... ............. ......Granger,IN .... ................ ... ........WebsterGroves,MO
Euel1. Baker.......... ............ .. .Safford,AL RonaldD. Hensley..........Fort Wayne, IN ThomasK.BuchananIII.. ... ......... ... .... .. ...
MiltonE. Whitley............Huntsville,AL RobertHimmel............ . Bloomington,IN ........... ........ ... ........ ........ .....Chariotte,NC
CrisFerguson ..................Evansville,AR JohnO.Jacox.. ........ .......Indianapolis,IN TedH.Cannaday.. .............. .. .. Staley,NC
MorganW.Hetrick... .....Springfield,AR JohnEdwardLynch.... ........Lafayette,IN ChipDavis............ ... ....... .........Apex,NC
EmbryRiddleAeronautical University... Kenneth1. McAteeII....... .Evansville,IN CharlesH.Stites............ChapelHill,NC
.................. ........ ... ....... .... ... ..Prescott,AZ Paul L. Moorman.. ..........Greensburg,IN RickMeryl Ennen..... .... .... Menoken,ND
DavidR. Blomgren........CaveCreek,AZ MarkOutcalt...... .......... ..... Ft. Wayne,IN SamBrown.... .....................Bellevue,NE
RonaldHasz.... ......... .... .. .....Phoenix,AZ BruceScheffer........... .......Valparaiso,IN RichardL. Watkins....... ........Omaha,NE
AllanAnderson..... ..... ... ..SantaRosa,CA DavidM.Sowder... ............Boonville,IN DougA. Ferguson... ......Newmarket,NH
BruceBoese...... ... ..... .. ...... ..Oakdale,CA JamesO. Sutton............ .....Columbus,IN DonaldMains.............WestOssipee,NH
JosephWilliamCampbell....... ......... .... .... RobertL. VanHoosear............... ..... ........ WalterJ.Weaver... ....... ...NewEgypt,NJ
................ ...... ..... .. .... ..........Glendale,CA .........................................Nobelsville,IN MarvinL. Kaylor........ ... . LosLunas,NM
ChristianM.English...... . SantaCruz,CA PhilipWatson..... ..............Wheatland,IN BillM. Terrell......... ..... ......Anthony,NM
KenJ.Frank.... ... ... .... ...NevadaCity,CA LeighCrotts............... .... .DodgeCity,KS GlennArrnstrong.............LasVegas,NY
KayGallagher..............YorbaLinda,CA W.K. Gillmore...... .... ..... ......Wichita,KS HalFogg......... ...... ...................Utica,NY
TomHillier..........................Oakdale,CA LawrenceLambert,Jr. ....................... .... .. WilliamE.Larkworthy.... ...Merrick,NY
RonaldHull ... .. ....... ..... .. ...Temecula,CA ..... ............................ .. .....Greensburg,KS FrankMartucci ......... .........Montauk,NY
RobertF. Kane... ... ..... .... .... ...Wilton,CA BillMyers..... ................. .........Salina,KS GlennR. Truesdell...................................
Joseph S.Lowe... .. ...MorenoValley,CA FloydM. Totten...... ...... ..Coffeyville,KS .. ....... ........ .............. .....Ronkonkoma,NY
KeithRaffel..... ... ... ..... ... CostaMesa,CA BrianVonBevern.......... ........Olathe,KS JohnnyC. Burns.................. .Batavia,OH
CynthiaSpellacy..... ......... . SandCity,CA Robert RandallSmith............Benton,LA DuaneR.Jones.........HuberHeights,OH
StevenR.Windh......... .. .. . Kingsburg,CA GregKolligian..... ...............Lincoln,MA CharlesW.McNaught.......Nashport,OH
EAAChapter 1...... ............Riverside,CA FrancisP.Garove.. ........ ..Baltimore,MD B. DavidPetersen.......... .....Ashland,OH
PatrickDoyle.. .... ..... ....... .....Boulder,CO EdwardH.Groom..... ... ..Rising Sun, MD AlanW. Sickinger................................ ....
BruceL. Miles...................Thornton,CO AlbertG.Phillips.... ....... ....Croffton,MD .............................NewPhiladelphia,OH
TomJ. Sarkes... ...... ....... .... . Seymour,CT WilliamWoodman ........Baltimaore,MD DouglasSmith....... ......... ....Fairborn,OH
WayneD. Bilbrey......... .. ..Bradenton,FL JoeBowen.. ... .. .... .... ............ . Oxford,ME BrianJayTodd........ ....... .. Cleveland,OH
FrederickGallup...... . DaytonaBeach,FL ArthurPartridge....... .......... .....Sarco,ME DarrellM.Todd...............Zanesville,OH
Donald1. Gaynor.... ... .. ... Englewood,FL AndrewAbbott.... ... .....TraverseCity,MI RobertW.Colston............Piedmont,OK
John S. Leiby.... .............. ..Riverview, FL Earl Broihier....... ........... ....StJoseph,MI ChristianE. Buerk........... . Sherwood,OR
RogerYoung.. ........ ..... .. .........Jupiter,FL LynnChamberlain....... .Mt. Pleasant,MI BrentBurgess...... ....... .... .... ..Eugene,OR
JasonC. Hornsby .. ... .... ... Alpheretta,GA WarrenJ.Craig.....................Howell,MI GeneA. Baustian.......LaurysStation, PA
JerryT. Ragsdale....... .. .......Newnan,GA AlanCuthbert...... ..............Dowagiac,MI StephenM. Frye.. ... .......... .Charleroi, PA
RichardC. Russell... ... ... ...St. Marys, GA MarkJacob............ ...... ... ......Lansing,MJ
-continued on page 28
PatCherne.... ....................Guttenberg,IA BarbMiller... ......... ...... ........Gladwin,MI
VINTAGE AIRPLANE 27
NEW MEMBERS
continued
ThomasR. Hall .... ...... .. .....FordCity, PA
Don Kellner............. ..... .. ...Sugarloaf, PA
RobertMore.................... Bethlehem, PA
Harold Sugarman.. .....Nesquehoning,PA
BarryA. Triplett........................Hope,RI
JohnD. Ellenberg.............Greenville,SC
Lourie Salley.... ... .............Lexington,SC
AlanAnderson.................Lexington,TN
LarryR.King.. ..................Knoxville,TN
Lynn SkyLarkin.... ... ........Knoxville,TN
1. A. Rollow..........................CJinton,TN
KunioSuzuki..................Shelbyville,TN
James W. Dougherty,Jr.... Arlington,TX
Lt. Col. Dyrstad...............Rosenberg,TX
BillGregg.............. .. ............ Graham,TX
ToddE. Heffley.... .. .............. Rhome,TX
Dan R. King.............. .. ........Portland,TX
JohnW.Newman,Jr.......FortWorth,TX
JohnW. Osborn..................Kerrville,TX
Harold1. Stieber...........Brownwood,TX
VernonJWaltman.................Austin,TX
Pete King........................Annandale, VA
Earl Lyle...........................Arlington,VA
Edward M.Mautner......Springfield,VA
GarrettP.Nievin................Ashburn,VA
LarryT. Omps................ Winchester, VA
ClaudeWheelbarger.... Waynesboro,VA
JeraldF. Wright.......Virginia Beach,VA
loneE. Shallbetter-Stiles...Guildhall , VT
HarveyCoburn.................. Olympia,WA
DavidJewell........ ...............Manson,WA
Lane E. Older................Bellingham, WA
StevenC. Smith...........DesMoines, WA
MontyC. Stimrnel.............Spokane,WA
Carl G. Tietz........................Renton,WA
LawrenceF. Wojdac.........Richl and,WA
JesseA. Bentley.................Muskego, WI
Paul N.Farrell..........................Viola, WI
LowellFrank.....................Okauchee,WI
ChristopherGilbertson...........Dodge,WI
Marlene F. Griffith.... .. .. .... .Glendale, WI
MikeJacobson ....... .......... .. Onalaska,WI
Ken Kannard..... .......... ......EastTroy,WI
Thomas1. Kelly................Janesville, WI
ArdenB.Krueger.................Wausau, WI
Michael H. & Patrici a Kuehnast.. ............
................................. ChippewaFalls,WI
Paul E. Kyle.................... ..... . Grafton,WI
DennisLange................Fonddu Lac,WI
John1. Mcqueeney...................................
..... .................... ........ChippewaFalls,WI
John K.Mull enmaster....... Wautoma,WI
RobertE. Ostrowkski...........Rosholt, WI
Paul Rankin.......................... Hudson,WI
Paul Riddle...................ElkhartLake,WI
Henryr. Sedin............SolonSprings,WI
Christopher1. Spierings........Oregon,WI
RonaldVanDenboom.............. ...............
................... .....................Franksville,WI
Alan R. White.....................Superior,WI
28 SEPTEMBER 1999
Fly-In Calendar
The following list ofcoming events isfurnished to our readers as a molter ofinformation only
and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-
in, seminars, fly market, etc.) listed. Please send the information to EAA, All: Golda Cox, Fo.
Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the
event date.
SEPTEMBER 10012 -ATWA TER, CALIFORNIA -
Golden West EAA Fly-In at Castle Airport. Contact:
www.gwjly-in.org.
SEPTEMBER 11- OSCEOLA, WI - 19th Annual
Wheels & Wings Fly-In. Antique car show, book
sale, pancake breakfast. Info: 800/947-0581.
SEPTEMBER 11-12 - MARION, OHIO - MERFI
Mid-Eastern Regional Fly-In. Contact: Lou Linde-
man. 937/849-9455.
SEPTEMBER 1I-11-EASTON, PA - EAA Chapter
70 FAA Safety Seminar. Annual Fall Fly-In. Fly
Market, plaquesfor all aircraft. Info: 6i 0/588-0620.
SEPTEMBER 11- MT. MORRIS, IL - Ogle County
Airport (C55). Ogle Coullty Pilots Association and
EAA Chapter 682 Fly-in Breakfast, 7a.m. - Noon.
Info: Bill Sweet 815/734-4320 or the airport phone,
815/734-6/36.
SEPTEMBER 17-18 - BARTLESVILLE, OK - Frank
Phillips Field. 42nd Annual Tulsa Regional Fly-In,
sponsored by EAA Chapter 10, VAA Chapter 10,
lA C Chapter 10, AAA Chapter 2, and the Green
County Ultralight Flyers. All types ofaircraji and
airplane enthusiasts are encouraged to attend. Ad-
mission is by donation. Info: Charles W. Harris,
918/622-8400.
SEPTEMBER 17-19 - LOUISE, TX - Flying VRanch
(T26) 10th annual "Under the Wire "jly-in. Info:
Robbie Vajdos. 409/648-2163 orjlyingv@wcnet.net
SEPTEMBER 17-19 - JACKSONVILLE, IL - (lJX)
15th Annual Byron Smith Memorial Midwest Stinson
Reunioll. info: Suzette Selig, 630/904-6964
SEPTEMBER 18 - COOPERSTOWN, NY - (NY54)
EAA Chapter 1070 Pancake breakfast and old Aero-
plane Fly-In. 7al/l-noon. Info: 607/547-2526.
SEPTEMBER 18-19- ROCK FALLS, IL - North
Central EAA Old Fashioned Fly-In. Forums, work-
shops,jly-market. Camping and Air Rally. Info:
630/543-6743 or check our websiste at hllp://mem-
bers.aol.com/nceaa
SEPTEMBER 15- HANOVER, IN - Wood, Fabric
and Tailwheels Fly-In. Contact Rich Davidson
812/866-5654.
SEPTEMBER 15- TOPPING, VA - Humm el Air
Field. Wings & Wh eels '99, 9a.m. -3 p.m.. (Rain
date 9/26) Info: Jamie Bamhardt 804/758-2753, on
on the web at http://j7y. tp/wingsandwheels, E-
mail:wingsandwheels@hotmail. com
SEPTEMBER 15-16-ZANESVILLE, OH - John 's
Landing. 8th annual Vintage Aircraft Chapter 22of
Ohio Fall Fly-In. Hog roast Sat., Breakfast and
lunch both days. Info: Virginia, 740/453-6889 or call
the airport at 740/455-9900.
SEPTEMBER 16- GROVE CITY, PA - Grove City
Airport (29D). EAA Chapter 161 Fly-In
Breakfast/Lunch. Info: Ron Wagner 724/748-3200.
OCTOBER 1-3 - HA YWARD, CA - West Coast Travel
Air Reunion. Hosted by Antique aircraft collector
Budfield. Private Museum tour, San Francisco Bay
Area Tour. Memorabilia auction. good food and
more. Contact Jerry Impellezzeri 408/356-3407 or
Blld Field 925/455-2300.
OCTOBER 1-3 - DARLINGTON, SC - Fall Fly-In
sponsored by Vintage Airplane Association Chap-
ter 3. Info: Call 910/ 947-1853 or FAX
757-873-3059.
OCTOBER 6-10 - TULLAHOMA, TN - "Beech
Party." Staggerwing, Twin Beech 18 and Beech
owner/enthusiasts. Sponsored by the Staggerwing
Beech Muselllll. Info: 9311455-1974.
OCTOBER 9- HAMPTON, NH - 9th Annual EAA
Vintage Aircraft Assn. Chaper 15 Pumpkin Patch
Pancake Breakfast Fly-In/Rafjle Drawing. Rain
date 10th. Info: 603/539-7168.
OCTOBER 7-10 - MESA. AZ- Copperstate EAA Re-
gional Fly-In at Williams Gateway Airport .
Contact: Bob Hasson, 302/770/6420.
OCTOBER 8-10 - EVERGREEN, AL - 9th Annual
South Ellst Regional EAA Fly-In (SERFI). Airshow.
car show. ULiLightplane operations area. Fly-
Market, workshops, FAA Wings Program. Sat.
evening awards banquet with gllest speaker. Camp-
ing on field. Info: 334/578-1707.
OCTOBER 9-10 -FRANKLIN, VA - Franklin Air-
port. 29th Annual EAA Chapter 339fly-in. For
more information, contact Walt Ohlrich at 757/486-
5192.
OCTOBER 14-16 -ABILENE, TX - Southwest AA
Regional Fly-In, Abilene Regional Airport (ABI).
rnfo: 1-800/727-7704.
VINTAGE MERCHANDISE
NEWSTYLES! ALLCLOTHINGFEATURESNEWTHREE-COLOREMBROIDEREDVINTAGELOGO.
Twill Six-PanelCapswith Braiding
Feature adjustable leatherclosure strap. One size fits most.
White V41260 $10.99*
Khaki V41261 $10.99*
Navy V41262 $10.99*
ClubhouseJackets
High qualityjacketsfeature two-buttonadjustable cuffs,elasticwaist-
band,inside coat hookloop,inside pocketwith velcro closure and
more! Contrastingcolortrim piecesand adjustable lanyard cord on
collarmakethis jacketvery distinctive.Shell and liningare both 100%
nylon.
Natural/NavyTrim SM-XL V41250 $63.99*
2X V41254 $66.99*
Navy/ForestGreen Trim SM-XL V41250 $63.99*
2X V41254 $66.99*
DenimShort-sleevedShirtswith Button-downcollarby
ThreeRivers. Features button-closureon pocket. Double stitching on
sleevesfordurability.100%cotton.
SM-XL V41263 $36.99*
2X V41267 $39.99*
Denim Long-sleevedShirtswith Button-downCollar.
Similarto above shirtbutin long-sl eeved design.The shirtsfeaturetwo-
buttonadjustable cuffs.Available in light-blue denim ornatural col ors.
Natural MD-XL V41268 $39.99*
2X V41271 $43.99*
Light Blue MD-XL V41272 $39.99*
2X V41276 $43.99*
CottonPiqueGolfShirts
100%combed cotton. Knit collarand cuffs. Two-button placket.
Drop-tail with side vents.
White SM-XL V41294 $32.99*
2X V41298 $34.99*
Khaki SM-XL V41299 $32.99*
2X V41303 $34.99*
Navy SM-XL V41289 $32.99*
2X V41293 $34.99*
Jacuard GolfShirts
100%combed cotton.Knit collarand cuffswith beigetrim.Five-
button placket. Drop tail with side vents.
Wine MD-XL V41281 $34.99*
2X V41284 $37.99*
Navy MD-XL V41285 $34.99*
2X V41288 $37.99*
Black MD-XL V41277 $34.99*
2X V41280 $37.99*
VINTAGE
AIRCRAFT
Services Directory_
Enjoy the many benefits ofBAA and the
ASSOCIATION
OFFICERS
President VicePresident
EspieButchJoyce GeorgeDaubner
P.O. Box35584 2448 LoughLane
Greensboro,NC27425 Hartford,WI53027
910/393-0344 414/673-5885
windsock@aotcom e-mail:
Treasurer
Secretary
CharlesW. Harris
SteveNesse
7215East46thSt.
2009HighlandAve.
Tulsa,OK 74145
AlbertLeo,MN56007
918/622-8400
507/373-1674
cwh@hv5u.com
DIRECTORS
RobertC.BobBrauer steveKrog
9345S. Hoyne 1002HeatherLn.
Chicago,IL60620 Hartford,WI53027
773/779-2105 414/966-7627
e-mail:photopilot@aol.com a-mail:sskrog@aol.com
JohnBerendt
7645EchoPointRd. RobertLickteig
CannonFalls, MN55009 1708BoyOaksDr.
507/263-2414 AlbertLea,MN56007
507/373-2922
JohnS. Copeland
1 ADeaconStreet RobertD.BobLumley
Northborough,MA01532 1265Sourth 124thSt,
508/393-4775 Brookfield,WI53005
e-mail: 414/782-2633
copelandl@juno.com &mail:
lumper@execpc.com
PhilCoulson
28415SpringbrookDr.
Lawton,MI 49065 GeneMorris
616/624-6490 5936SteveCourt
Roanoke,TX 76262
RogerGomoll 817/491-9110
321-1/2S. Broadway#3 e-mail:n03capt@fiash.net
Rochester.MN55904
507288-2810
DeanRichardson
rgomoll@heritagehalls.org
6701 ColonyDr.
Madison,WI 53717
DaleA.Gustafson
608/833- 1291
7724ShadyHillDr.
dar@resprod.com
Indianapolis,IN46278
317/293-4430
GeoffRobison
JeannieHill
1521 E. MacGregorDr.
NewHaven,IN 46774
Harvard,IL60033
P.O. Box328
219/493-4724
815/943-7205
e-mail:chief7025@aol.com
S,H, "Wes" Schmid
2359LeleberAvenue
Wauwaioso,W153213
414/77l-l545
shschmld@execpc.com
DIRECTORS
EMERITUS
GeneChase E.E. BuckHilbert
2159CarllonRd. P.O. Box424
Oshkosh,WI54904
Union,IL60180
920/231-5002
815/923-4591
e-mail:buck7ac@mc.net
ADVISORS
DavidBenne" AlanShackleton
11741 WolfRd. P.O. Box656
GrassValley,CA95949 SugarGrove,IL60554-0656
5301268-1585 630/466-4193
ontiquer@inreach.com 103346.1772@compuser;e.com
EAA and Division Membership Services
800-843-3612 ...... ..FAX920-426-6761
(8: 00AM-7:00PM Monday- FridayCST)
New/ renewmemberships: EAA,Divisi ons
(Vi ntageAircraftAssociati on,lAC,Warbi rdsl.
NationalAssociationofFli ghtInstructors
(NAFI)
Addresschanges
Merchandisesales
Giftmemberships
Programs and Activities
EAAAirVentureFax-On-DemandDirectory
" """,,,,,,,,,,,,,,,,,,,,,,732-885-6711
AutoFuelSTCs ,,,,,,,,,,,,,,,,920-426-4843
Build/ restore informati on ,,,,,, 920-426-4821
Chapter s: locating/ organizi ng" 920-426-4876
Education" "" '" " """ " ,,920-426-6815
EAAAirAcademy
EAASchol arships
EAAYoungEaglesCamps
BAA Vintage Aircraft Association

EAA Aviation Center, PO Box 3086, OshkoshWI 54903-3086
Phone(920)426-4800 Fax(920)426-4873
WebSite:http://.eaa.organdhttp://www.airoenture.org E-Mail:Vintage@eaa.org
FlightAdvi sorsinformation ,,,,,920-426-6522
FlightInstructorinformati on,,, 920-426-6801
FlyingSt artProgram 920-426-6847
Librar yServices/Research ,,,,,,920-426-4848
Medi calQuestions,,,,,,,,,,,,,920-426-4821
TechnicalCounselors,,.,,,,,,,920-426-4821
YoungEagl es . "",."""." ,,920-426-4831
Benefits
AircraftFinancing(GreenTree) ",800-851-1367
AUA.,,,,," ,,,,,,,,,,,,,,,,,,800-727-3823
AVEMCO " " """" """ ",800-638-8440
Term LifeandAccidental "" ",800-241-6103
DeathInsurance (HarveyWatt&Company)
Editorial
Submittingarticle/photo; advertisinginfonnation
920-426-4825....FAX920-426-4828
EAAAviationFoundation
ArtifactDonations,,,,,,,,,,,,,920-426-4877
Financial Support","." " '" 800-236-1025
MEMBERSHIP INFORMATION
availablefor$50peryear(SPORTAVIATIONmag-
EAA
azine not included), (Add $10 for Foreign
Inc,is$40foroneyear,including 12issuesofSPORT
MembershipintheExperimentalAircraftAssociation,
Postage.)
AVIATION,Familymembershipisavailableforan addi-
tional$10annuall y, JuniorMembership(under19
WARBIRDS
yearsofage) is availableat$23annually, All major
CurrentEMmembersmayjointheEMWarbirdsof
creditcardsacceptedformembership,(Add$16for
AmericaDivisionandreceiveWARBIRDS magazine
ForeignPostage.)
foranadditional$35peryear,
EMMemberShip, WARBIRDS magazineandone
year membership i n the Warbi rds Di vision
VINTAGEAIRCRAFTASSOCIATION
isavailablefor$45 peryear(SPORTAVIATION
Current EMmembersmayjoin theVintageAircraft
magazinenotincluded),(Add$7forForeign
AssociatonandreceiveVINTAGEAIRPLANEmaga-
Postage,)
zineforanadditional$27peryear,
EMMembership,VINTAGEAIRPLANEmag-azine
EAAEXPERIMENTER
andoneyearmembershipintheEMVintageAir-
Current EAA members may receive EAA
craftAssociat ion isavail ablefor$37 peryear
EXPERIMENTER magazineforan additional$20
(SPORTAVIATIONmagazine notincluded), (Add
peryear,
$7forForeignPostage,)
EMMembershipand EMEXPERIMENTER mag-
azi ne is available for $30 per year (SPORT
lAC AVIATIONmagazinenotinciuded).(Add$8 forFor-
Current EMmembersmayjoint heInternational eignPostage.)
AerobaticClub,Inc. Divisionand receiveSPORT
AEROBATICSmagazineforan additional$40 FOREIGN MEMBERSHIPS
peryear, Pleasesubmityourremittancewithacheckor
EMMembership,SPORTAEROBATICSmagazine draftdrawnonaUnited Statesbankpayablein
and oneyearmembershipinthelAC Divisionis United States dollars, Add requi red Foreign
Postageamountforeach membership,
MembershipduestoEAAanditsdivisionsarenottaxdeductibleas charitablecontributions.
Copyright 1999bytheEMVintageAircraftAssociation
Allrightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) IPM t482602 is published and owned exclusively by the EMVintageAircraft Associatioo ofthe Experimental Ai rcraft Association and is published monthly at EMAviation Center, 3000
Poberezny Rd.,P.O.Box3086, Ostlkosh, Wiscoosin 54903-3086. PeriodicalsPostagepai dat Oshkosh, Wisconsin 54901 andat additiooal mailingoffices. POSTMASTER: Send addresschanges10 EMAntique/Classic Divisioo, Inc.,
P.O. Box3086, Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allowat leasttwomonlhsfordelivery ofVINTAGEAIRPLANE to foreign and APO addressesvia surtace mail. ADVERTISING - Vintage Aircraft
Association doesnotguaranteeOfendorseanyproductofferedthrough theadvertising. Weinviteconstructivecriticism and welcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingso thatcorrectivemeasurescan
be taken.EDrrORIALPOLICY: Readersareencouragedtosubmttstoriesand photographs. Policyopinioosexpressedin articlesare solelythoseoftheauthors. Responsibilityforaccuracyin reportingrestsenti,.1ywith the contributor. No
renumeratiooismade.MaterialshoukJ be sentto:Edttor, VINTAGEAIRPLANE,P.O. Box3086,Ostlkosh,WI 54903-3086. Phooe9201426-4800.
The wordsEAA, ULTRALIGHT, FLY WITH THE FIRSTTEAM,SPORTAVIATION,FOR THE LOVE OF FLYING and the logosof EAA, EAA INTERNATIONALCONVENTION, EAAVINTAGE AIRCRAFT ASSOCIATION,INTERNA-
TIONALAEROBATIC CLUB, WARBIRDS OF AMERICAare registered trademarks. THE EAASKYSHOPPE and logos of the EAAAVIATION FOUNDATION,EAAULTRALIGHTCONVENTION and EAAAirVen!ure are trade-
marksoftheaboveassociationsand theirusebyanypersonotherthan theaboveassociationisstrictly prohibited.
30 SEPTEMBER 1999
Jock Hooker in flight in his Cessna 120.
Gr
Jack Hooker
Freeport, IL
OwnerJack Hooker/
Hooker Custom Harness
HCompanyAirplane"
Flown approx.100hours
per year, since purchased
planein 1989
Flown to Sun N' Fun
everyyearsince )990
AUAis
~
approved.
Tobecomea
member of the
Vintage Aircraft
Association call
800-843-3612
/II have been insured with AUA, Inc.,
since 1989.Afterhaving the misfortune
ofhavinga claim, Ican attestthatthe
claim was handled promptlyand my
rates aregood.
/lThankyou, AUA./I
- Jack Hooker
The best is affordable.
GiveAUAacall - it's FREE!
800-727-3823
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Vintage Aircraft Assoc.
Insurance Program
Lowerl i o i l i ~ and hull premiums
Medicalpay ents included
Fleetdiscount formultiple aircraft
carryingall risk coverages
Nohand-prop-ping exclusion
Noagepenaty
Nocomponeliltpartsendorsements
Discountsfor laim-free renewals
carryin all risk coverages
Remember,
We're Better Together'
AVIATION UNLIMITED AGENCY
The
WebGoes
Vintage
Forthelatestnewsand
happeningsonEAA's
VintageAircraft,pluginto
www.eaa.org
Thesiteincludesthehomepagefor
EAA'slargestDivision,
theVintageAircraftAssociation.
Accessitdirectlyat
www.vintageaircraft.org.
Check out the most up-to-date
Type Club list,Judging Guidelines,
and a tribute to J04A volunteers, as
well as plenty ofother information
geared towards people who love the
"Golden Age ofAviation."
VINTAGE TRADER
Something to buy, sell or trade?
An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part .. 50 per
word, $8.00 minimum charge. Send your ad and payment to: Vintage Trader, EAA Aviation Center,
P.O. Box 3086, Oshkosh, WI 54903-3086, or Jax your ad and your credit card number to 920/426-
4828. Ads must be received by the 20th oJthe monthJor insertion in the issue the second month
Jollowing (e.g., October 20thJor the December issue.)
MISCElLANEOUS
BABBlnBEARING SERVICE - rod bearings, main bearings, camshaft bearings, masterrods,valves. Call usToll
Free 1/800/233-6934, e-mail ramremfg@aol.com Web site http://www. ramengine.com VINTAGE ENGINE
MACHINEWORKS, N. 604FREYAST.,SPOKANE,WA99202.
FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertain-
menttitles. Callforafreecatalog. EM,1-800-843-3612.
Newsletters forArctic/Interstate (6 Back issues!$9.00), Beaver/Otter(3/$5.00), Norseman (16/$21.00). $16.50/4
issues. Free sample: write, call, fax. ALL credit cards accepted. Dave Neumeister, Publ isher, 5630 South
Washington,Lansing, MI48911-4999. 800/594-4634,517/882-8433. Fax: 800/596-8341,517/882-8341.
BROWNBACKTIGERIAnzani 90hp, need infoand sparepartsforthis6cylindertwin row radial. Ralph Graham, St.
Paul, MN(651)452-3629,e-mail:GevonG@aol.com
Continentalcylindersfromannualed0-99)0-300.Completew/pistons,pins,valves,springs,pushrodsandconnect-
ingrods.Minusrockers.$275percylinder.BT-13,AT-6wheels,tires, onehubcap.Original,neverused.Faircondition.
$750pair.JavelinV-6Fordenginepackage.Complete,all new,readytoassemble.McCauleyprop,Rattraynosebowl,
2:1 PSRU,Griffinradiator.Callfordetailedlist.(207)563-1196Maine.
g...
Get Our New Manual!'
PROCEDURE

forrh..
Since1958,Ceconitehasbeenthe
touchstoneoffabriccovering. Now
&US.!Iiii'
there'sanewsuper-clear,super-
completemanualthatmakesthe
Ceconiteprocessabreezetouse.It
tellsyouhowitworks,which air-
planesyoucanuseiton,evenwhat
youneedandhowmuch.Ittakes
youstepbystepthroughtheprocess,withlotsofpho-
tosandiUustrationstomakeitalleasy
tounderstand.Ontopofthat,any
helpyouneedisjustatoU-freepho.

OrderYours! lust $5.00!
Plus and
.- - - - --
8886223266
www.polyfiber.com

E-mail:Info@sportalr.com
fAX: 77\)- 46 7- 9 4 1:5 AircraftCoveringProcess
2t9-A Barry Whatley Way. Griffin, Georgia 30224
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Customqualityateconomicalprices.
Cushionupholsterysets
Wallpanelsets
Headliners
Carpetsets
Baggagecompartmentsets
Firewallcovers
Seatslings
Recoverenvelopesanddopes
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
air,exl:RODUCTS,INC.
259LowerMorrisvilleRd., Dept.VA
Fallsington,PA19054 (215)295-4115
32 SEPTEMBER 1999