Vintage Airplane - Sep 1987

STRAIGHT AND LEVEL
by Bob Lickteig
The 35th Annual EM Convention and
Sport Aviation Exhibition July 31-August 7 is
now history, and a most important chapter
has now been written. Oshkosh '87, an avia-
tion showcase, again established new re-
cords and your Antique/Classic Division was
a major part of the annual assembly of avia-
tion enthusiasts.
The weather was warm and humid during
the first few days, but this did not stop the
flying. Attendees enjoyed the ideal (and typ-
ical) Wisconsin summer weather which pre-
vailed the remainder of the week.
The Antique/Classic scheduled events
plus the general Convention activities in our
area were at an all-time high. The prelimi-
nary figures indicate that the Convention was
once again a successful venture for our Divi-
sion. The lotal number of registered antique
and classic show planes was 890, compared
to 796 last year. (234 unregistered aircraft
were parked in the area.) Of the 890 aircraft,
135 were antiques and 755 were classics.
This was an increase of 94 over last year.
The parking committee chaired by Art Mor-
gan with Co-Chairman Bob Brauer parked
1,124 show planes during the week, includ-
ing a line-up of 22 beautiful Swifts which
came to Oshkosh en masse. The Interna-
tional Swift Association is to be congratu-
lated for their efforts in orchestrating this
mass arrival. The Antique/Classic Division
again accounted for over 45% of the total
registered aircraft at the Convention.
The Division picniC on Sunday evening,
August 2, featured a pig roast with all the
trimmings and was attended by the largest
crowd in recent years. Thanks to Chairman
Steve Nesse, everyone enjoyed the event
and it will be repeated in '88.
The Antique/Classic Fly-out on Monday
morning saw 86 people in 42 aircraft, includ-
ing three seaplanes at the beautiful
Shawano, Wisconsin airport and seaplane
base. Chairman Bob Lumley planned this ac-
tivity.
Chairman Ron Fritz scheduled a full week
of Antique/Classic forums and the large
crowds attest to the quality of the speakers.
A field of 20 aircraft judges, headed by
Chairman George York - Classics and Chair-
man Dale Gustafson - Antiques, evaluated a
total of 376 aircraft to come up with the '87
Oshkosh award winners.
The popular and ever-growing Type Clubs
filled a larger tent this year in which they set
up headquarters and conducted business.
14 clubs accepted the invitation of Chairman
Butch Joyce to participate.
The Antique/Classic headquarters staff
with Chairman Kate Morgan and Co-Chair-
men Ruth Coulson, Jo Olcott and Edna Viets
showed a 22% increase in Division business
over last year at the Red Barn, and they
answered the usual 10,000 questions daily.
Once again, thanks ladies.
On Tuesday, August 4, the Antique/
Classic Parade of Flight was again the high-
light of the afternoon airshow. With every-
thing from a 1911 Curtiss Pusher to Cubs,
Luscombes, Cessnas, Lockheed Models 10
and 12, Stinson Trimotor, etc. scheduled to
fly, it was the most impressive line-up to
date. Due to an incident which blocked the
runway, only 46 (about one half) of the
planes could be launched. This popular an-
nual event was directed by Chairman Phil
Coulson and Co-Chairman Butch Joyce.
Jeannie Hill chaired the Riverboat Cruise
on Tuesday night and again it was a success
with good food and refreshments. Especially
after the warm weather during the day, it was
a perfect evening for cruising Lakes Win-
nebago and Butte des Morts.
The Antique/Classic Workshop under the
direction of Chairman George Meade and
Co-Chairmen Dave Broadfoot and Clarence
Schreiber was busy all week. Great interest
was generated by Mary Feik of the Smithso-
nian's National Air and Space Museum with
her presentation of their restoration projects.
Her sessions were informative for all who
attended.
Jack McCarthy, the Photo Contest Chair-
man and official photographer for the Divi-
sion was busy all week acquiring coverage
for the coming year in The Vintage Airplane.
Once again, from all of us, thanks Jack.
Chairman Jack Copeland and Co-Chair-
man Glenn Loy of the Division's Participant
Recognition Program, presented 782
plaques to pilots who registered their aircraft.
This was a record number of these lifetime
remembrances.
The Antique/Classic Interview Circle di-
rected by Chairman Kelly Viets again pre-
sented details through personal interviews
with pilots/owners over the PA system on
the restoration of their outstanding show air-
craft.
All the Division's buildings and grounds on
Wittman Field were up to EM standards
thanks to Chairman Stan Gomoll and Co-
Chairman John Fogerty.
The largest turnout to date of past Grand
Champion and Reserve Grand Champion
aircraft made an impressive display of these
prestigious planes. Chairman Dan Neuman
was in charge of this activity.
The backbone of the Convention is the
group of volunteers who help each year. You
have heard me mention the EM spirit - I
know of no better example than seeing these
hard-working people in action at Oshkosh
We ex1end a hearty thank you to each and
every volunteer and to Ray Olcott, Chairman
of the Antique/Classic Volunteer program
and Co-Chairman Gloria Beecroft.
The Antique/Classic Volunteer Center was
housed in a new building at Oshkosh '87 lo-
cated near the Red Barn. It was a hub of
activity and a great place for volunteers to
relax for a few minutes and enjoy a snack
and a hot or cold drink. Thanks to Chairman
Judi Wyrenbeck and Co-Chairmen Margaret
Misdall, Betty Yunker, Mary Beth Jackson
and Lorraine Schramm.
Congratulations to Geof Robison who was
named Antique/Classic Volunteer of the
Year by a committee headed by Art Morgan
and Ray Olcott.
Future issues of THE VINTAGE
AIRPLANE will contain articles and photos
garnered at the Convention by our Press Co-
Chairmen Larry D'Attilio and Pamela Foard.
We all enjoy reading their articles and thank
them for their efforts.
Thanks, too, for the excellent job of provid-
ing security for the hundreds of aircraft, An-
tique/Classic Headquarters and Convention
facilities by Chairman Dave Shaw along with
Co-Chairmen Jim Mahoney and Tom Auger.
The Airline Pilots Headquarters Tent was
busy all week with 788 visiting flight crews
signing in, representing 58 domestic and 24
foreign airlines. It's nice to have them in our
area and we thank Chairman Don Toeppen
and Co-Chairman Bob Stimely.
The OX5 Aviation Pioneers are a welcome
group in the Antique/Classic area and they
enjoyed a full house all week. Their Chair-
man is Bob Wallace. Yours truly is proud to
be an honorary OX5 member.
To close my report of another successful
Convention, I wish to again thank the chair-
man, co-chairmen, committee members and
all the other volunteers for without them this
great Oshkosh event would not be possible.
We are already working on next year's Con-
vention - after all , in only 47 weeks your
Antique/Classic Division will be welcoming
you to Oshkosh '88.
Welcome aboard - we're better together
- join us and you have it all .
2 SEPTEMBER 1987
Ttil:
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
VICE-PRESIDENT
MARKETING& COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVEARTDIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITORS
Norman Petersen
DickCavin
FEATUREWRITERS
GeorgeA. Hardie,Jr.
DennisParks
STAFFPHOTOGRAPHERS
JimKoepnick
Carl Schuppel
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President VicePresident
R.J.Lickteig M.C."Kelly" Viets
1718Lakewood Rt.2,Box128
AlbertLea,MN56007 Lyndon,KS66451
507/373-2922 913/828-3518
Secretary Treasurer
RonaldFritz E.E."Buck" Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union,IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
6171366-7245 612/784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,R.R.2
Milwaukee,WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman RayOlcott
1521 BerneCircleW. 104Bainbridge
Minneapolis,MN55421 Nokomis, FL33555
612/571-0893 813/485-8139
JohnR.Turgyan S.J.Wittman
Box229,R.F.D.2 Box2672
Wrightstown,NJ08562 Oshkosh,WI54903
6091758-2910 414/235-1265
GeorgeS. York
181 SlobodaAve.
Mansfield, OH44906
419/529-4378
ADVISORS
RobertC. "Bob"Brauer PhilipCoulson
9345S.Hoyne 28415SpringbrookDr.
Chicago,IL60620 Lawton,MI49065
3121779-2105 616/624-6490
JohnA. Fogerty RobertD."Bob" Lumley
RR 2,Box70 N104W20387
Roberts,WI 54023 WillowCreekRoad
715/425-2455 Colgate,WI53017
414/ 255-6832
StevenC.Nesse S.H."Wes"Schmid
2009HighlandAve. 2359LefeberAvenue
AlbertLea,MN56007 Wauwatosa,WI53213
507/373-1674 4141771-1545
SEPTEMBER 1987 Vol. 15. No.9
Copyright ' 1987bytheEAAAntique/ClassicDivision,Inc.Allrightsreserved.
Contents
2 StraightandLevel /byBobLickteig
4 AlCNews/byGeneChase
5 MysteryPlane/byGeorgeA. Hardie,Jr.
6 Taylorcraft"Ace"...RestoredbyG&G
/byNormPetersen
9 Member'sProjects/byGeneChase
9 VintageSeaplanes/byNormPetersen
10 AeroncaKandGipsyMothtoCanadian
Museum/byRemWalker
13 VintageLiterature/byDennisParks
14 FireSafetyinAircraft
/byDr.RaymondJ.Hodges
16 TypeClubActivities-1987TypeClub
Listing/byGeneChase
18 CalendarofEvents
19 Volunteers- ABookofHeroes
/byArt MorganandBobBrauer
20 WhatDoRestoringAirplanesand
CarpetingHaveinCommon?
/byMadelynV. Beers
22 BarnstormingFordTri-motor
/byRandyC.Barnes
23 ADayintheLifeofPorterfieldLP-65
/byJamesL.Wolleat
24 InterestingMembers- CharlesWindsor
Auten/byGeneMorris
26 WelcomeNewMembers
27 LetterstotheEditor
29 VintageTrader
Page 6
Page23
FRONTCOVER...Nestled againsttheshoreofthe BrennandSea-
plane Base on Lake Winnebago is Noorduyn "Norseman" Mark V,
CF-JIN, mounted on Edo 55-7170A floats. Flown by Ron Newberg,
the famous "bush" plane visited Oshkosh in '84 and '85. Poweris by
a P&W R1340-AN1 engineof600hpswingingathree-bladedHamil-
tori Standard propeller.
(PhotobyBill McCarrel, White Pigeon, MI)
BACKCOVER ..."Chuck in Parasol - 1929."
(EAAArchives Photo-StierCollection)
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFiRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAAINTERNATIONALCONVENTION,EAAANTIQUE/CLASSIC DIVISiONINC.,
INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OFAMERICA INC., are registered trademarks.THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material
should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086.
Phone: 414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published andowned exclusively byEAAAntique/Classic Division.
Inc.ofthe ExperimentalAircraft Association, Inc.and ispublished monthlyatWittman Airfield, Oshkosh,WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthe publicationofThe VINTAGE AIRPLANE. Membershipis open to all who are interested in aviation.
ADVERTISING- Antique/Classic Divisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing.Weinviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
sothat corrective measurescan betaken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc.,WittmanAirfield.Oshkosh,WI54903-3086.
VINTAGEAIRPLANE 3
Compiled byGene Chase
OSHKOSH '87AWARD WINNERS
CLASSIC AIRCRAFT
(Jan. 1, 1946 through Dec. 31, 1955)
Grand Champion - Piper PA-12
Super Cruiser, NC3648M. Clyde R.
Smith,Jr., Loganton, PA.
ReserveGrandChampion- Cessna
140A, N140AB. Angelo Fraboni,
Monona, WI.
Class I (0-80 hp) - Aeronca 7AC,
N3696E. Clifford Ginn, Tulsa, OK.
Class II (81-150 hp)- Luscombe 8E,
NC1524B. Scott Benger, Monument,
CO.
Class III (150 hp and up) - Cessna
LC-126 (195), N4666T. Dean
Richardson,Madison, WI.
Custom Class A (0-80 hp) - Piper
PA-17 Vagabond, N4557H. Peter O.
Deierlein,Syracuse,NY.
Custom ClassB(80-150 hp)- Piper
J-3, N2039M, HenryGeissler,Webster,
MN.
Custom Class C (151 hpand up)-
Cessna 180, N1692C. Frank T.
Onorato,Spring Valley,IL.
Best of Type
Aeronca Champ - Aeronca 7AC,
N82151. Frank Beretta, South Plain-
field,NJ.
Aeronca Chief - Aeronca 11AC,
N3154E. Jeff Marlett and Paul Herr,
New Castle,IN.
Beechcraft - Bonanza 35, N5186C.
Don and Georgene McDonough,Palos
Hills,lL.
Cessna 120/140 - Cessna 140A,
N5390C.D.C.Davidson,Nashua,NH.
Cessna 170/180 - Cessna 170A,
N1418D. Dave Anderson, Green Bay,
WI.
Cessna 190/195 - Cessna 195B,
N302GT. Dennis Van Gheem, DePere,
WI.
Ercoupe - Ercoupe 415G, N3675H.
Vern Brown, St. Paul ,MN.
Luscombe- Luscombe 8A, N71660.
Randy Hudson,North Liberty, IA.
Navion - North American Navion,
N75PM.PeteHeins,LudlowFalls,OH.
Piper J-3 - Piper Cub, NC42522.
Dave Fautz, Rubicon,WI.
Piper,Others- PiperPA-12,NC98919.
Robert A. Gehring, Rubicon,WI.
Stinson- Stinson 108, N389C.B. A.
Walsh, Arlington,VA.
Swift- TemcoSwift, N2334D.Jon W.
Breese,Omaha,NE.
Taylorcraft - Taylorcraft BC-12D,
NC9809M.RobertA.Gehring,Rubicon,
WI.
Limited Production - Rawdon T-1,
N5160. Phillip L. Chastain, St. Louis,
MO.
BestUnrestoredAircraft- Beech35
Bonanza, N3391V. John Ziegler,
Saratoga,CA.
ANTIQUE AIRCRAFT
(Pre-January1, 1946)
Grand Champion- 1918CurtissIN-
4D Jenny, N2975. Ken Hyde,Warren-
ton,VA.
Reserve Grand Champion - 1931
Waco QCF, NX11241. Marion H.
"Curly"Havelaar,Rapid City,SD.
Contemporary Age (1933-1945)
Champion - 1941 Porterfield CP-65,
NC37850. RayandWalterCarson, Col-
umbia,SC.
Runner-up 1937 Piper J-3,
NC20240. Bill Batesole, Germantown,
TN.
OutstandingClosedCockpitMonop-
lane 1937 Stinson Reliant,
NC17138.JohnSwander,DeSoto,KS.
Outstanding Open Cockpit Monop-
lane - 1937 Ryan STA, N17638. Bill
Rose,Barrington,IL.
OutstandingClosedCockpitBiplane
- 1943 Beech D17S Staggerwing,
N480. Clyde Bourgeois, Santa Ynez,
CA.
Outstanding Open Cockpit Biplane
- 1941 Boeing Stearman PT-17,
N52511.Bill Rose,Barrington, IL.
Silver Age (1928-1932)
Champion- 1929TravelAirSpeedw-
ing, NC9918. Bill Plecenik, Erwinna,
PA.
Runner-up - 1929 Fleet Model 2,
NC431K.StanSweikar,Dameron,MD.
Customized Aircraft
Champion - 1941 Fairchild 24,
N28690.Ed Wegner, Plymouth, WI.
Runner-up-1934Monocoupe90AW,
N11782.LowellBlossom,Zionsville,IN.
Outstanding - 1944 Piper J-3 Cub,
N65881. Royall Aircraft Restoration,
Athens, TX.
WW /I Military Trainer/Liaison Air-
craft
Champion - 1944 Boeing Stearman,
N1066N. William L. Johnson, Oak
Brook, IL.
Runner-up - 1941 Stearman PT-17,
N4935N. Richard D. Darnell,Oklahoma
City,OK.
Outstanding - 1941 Ryan PT-22,
N49674.Ron Johnson, Rockford,IL.
Transport Aircraft
Champion - 1938 Lockheed 12A,
N99K. Kent Blankenburg, Arroyo
Grande,CA
Runner-up - 1937 Lockheed 10A
Electra, CF-TCC. Air Canada,
Montreal, Quebec,Canada.
Outstanding - 1942 Douglas DC-3,
N44V. Piedmont Airlines, Winston
Salem,NC.
Replica Aircraft
Champion - Corben Super Ace,
NX17288.Alex Whitmore,Justin,TX.
Unique Aircraft
Special Award - 1943 Stearman,
N61GP.C.M.Brooks,Scottsdale,AZ.
REMINDER - VINTAGE AIRCRAFT
AUTOGAS STCs
Unlike "modern" airplanes that re-
quire two STCs (engine and airframe)
for the legal use of autogas, vintage
airplanes approved prior to July 15,
1929 and listed in the former U.S. De-
partment of Commerce Aeronautics
Branch document titled "Chapter XIII -
Approved Aircraft, Enginesand Acces-
sories", dated May 1, 1931, may use
autogasatthediscretionoftheowners.
Aircraftapproved priortoJuly 15, 1929
were certified without any limitation on
the fuel used whereas the lateraircraft
had to use "aviation"gasoline.
EM aided a 1931 Heath owner in
attaininganairframeSTC.Thisairplane
wasnotlistedintheaforementionedlist
but its engine,aContinental A-40,was
approvedpreviouslythroughEM.After
attainingthe EAAengineautogasSTC,
the owner, with the help of the EAA
Flight Research staff, had his airplane
inspected for conformity by the FM,
completed a flight manual, and per-
formed a short fl ight test. An airframe
STC was subsequentlygranted.
Some vintage aircraft, although not
on the 1931 list, might still quality for
the legal use of autogas. For example,
post-1931 airplanes having engines
used in listed pre-1931 airplanes might
quality if the airframe is similar to ap-
proved aircraft(e.g. ,highwing,monop-
lane,orbi-planewithsimplegravityflow
fuel systems). This would have to be
handledon acase-by-casebasisbythe
local GADO. Contact the EAA Flight
Research departmentfor more details:
toll free 1-800-322-4277 (in Wisconsin
call 414/426-4800).
4 SEPTEMBER 1987
-----------------byGeorge A. Hardie, Jr. -----------------
Biplane cabin airplanes seemed to
have been popular in the early 1930s.
This one was operated by an airline in
Alaska. The photo was submitted by
Frank Filkins of Layton, Utah. Answers
will be published in the December, 1987
issue of THE VINTAGE AIRPLANE.
Deadline for that issue is October 10,
1987.
The Mystery Plane in the June issue
brought a number of interesting replies.
Randy Barnes of Peoria, Illinois wrote:
"I remember seeing this plane at the
old Mt. Hawley airport in Peoria, way
back when. For some reason, I didn't
take any pictures of it. It's an Eastman
E-2A 'Sea Pirate,' serial number 11,
with a 185 hp Curtiss Challenger en-
gine. This plane was originally built as
a four-place Model E-2 'Sea Rover' fly-
ing boat, as described in Juptner's Vol-
ume 3, page 250. It was later converted
to the three-place E-2A by the addition
of amphibious landing gear, as per
Juptner's Volume 4, page 132. A photo
of 'Sea Rover' serial number 2 is also
shown in Juptner's Volume 9, page 87.
The April, 1931 issue of Aero Digest,
page 92, shows a small three-view
drawing of the E-2A plus specifications
and two more photos. The February,
1930 Aero DifJest, page 200, shows the
Eastman E-2 after landing on snow -
the same photo appears in Juptner's
Volume 3. I have no knowledge of what
became of the Peoria E-2A or even who
used it at the time."
Norman Orloff of San Antonio, Texas
adds an interesting bit:
"The unusual seating of pilot(s) in the
back seat and passenger(s) in the front
was not common. Also noticed some
instability in management, and the most
noticeable was the name of Carl Squier
who moved on to top levels of manage-
ment at Lockheed."
Gerry Norberg of Winnipeg, Man-
itoba, Canada adds this information:
"I have enclosed some history of the
five 'Sea Rovers' that were exported to
Canada in 1932. The enclosed informa-
tion is copied from the Canadian Avia-
tion Historical Society Journal, Volume
25, No.1, Spring, 1987. The dates and
names of the various owners is taken
from the Canadian Civil Aircraft Regis-
ter which is also a CAHS publication.
"As you can see, three of the aircraft
were withdrawn from use and placed in
storage. I am quite certain that one of
them may still be around and I have
been actively searching northern British
Columbia for some information on the
missing aircraft. A good friend of mine,
Mr. Herman Petersen of Atlin, British
Columbia, flew them in the early 1940s
and has a lot of interesting stories to
tell."
Correct answers were received from
Charley Hayes, Park Forest, Illinois;
Harold Swanson, North Branch, Min-
nesota; Wayne Van Valkenburgh,
Jasper, Georgia; Marty Eisenmann,
Garrettsville, Ohio and Doug Rounds,
Zebulon, Georgia .
VINTAGE AIRPLANE 5
Taylorcraft
"Ace"
Restored by
"G & G" ...
by Norm Petersen
(Photos by Carl Schuppel , except as
noted)
If you have attended the Oshkosh
conventions for the last four years and
walked through the Antique/Classic
area, your attention would have been
drawn to a blood red Taylorcraft that
looked a bit different, as if something
was missing - like a stripe down the
side of the fuselage. The sign in the win-
dow said the pretty little two-placer had
a total of less than 250 hours! Here is
the unusual story behind the restoration
of Taylorcraft "Ace," NC9809M, SIN
10784 referred to as a BC-12D 1.
In an effort to stay financially afloat in
the shrinking aircraft market of late
1946, Taylorcraft Aviation Corp. came
out with a stripped down model called
the "Ace" which retailed at $1995. This
model had only one door on the right-
hand side, no grills, no step, no glove
box, no spinner, no extra wing tank and
no right-hand controls were part of the
ammentities which were sacrificed for a
low price. As the finanical "noose" tight-
ened, even the "Ace" models were dol-
led up a bit to try and boost sales. One
of these airplanes was N5484M (S/N
10784), which picked up a most un-
usual number of "goodies" as it moved
down the production line in October of
1946. After two factory test flights of 20
minutes each, the "Ace'" was flown to
its new owner in Beaver Dam, Wiscon-
sin on October 31, 1946 - flying time:
6 hours, 15 minutes.
The new owner, Richard Schultz, flew
the T-Craft only 16 hours before it went
back to the dealer as a used aircraft.
Another pilot, named Linus Hesprich,
had flown a Fairchild PT-19 in the area
for some time and eventually traded it
and some "dollars" for the red Taylor-
craft. Linus flew for about six years, put-
ting on about 60 hours for a total time
of 75 hours when the cotton fabric gave
out in 1953. Unable to have it rebuilt at
the time, he stored the wings in an
abandoned farm house and the fuse-
lage was stored in a hangar at the
Hartford, Wisconsin airport.
Some 18 years later, in 1971 , the de-
relict T-craft was offered to a vocational
teacher as a class project - but it was
never picked up! Enter Robert Gehring
(EAA 59487, NC 7886) of N3731 Hiway
P, Rubicon, Wisconsin 53078 - a
friend of Linus and pilot of a Piper Super
Cruiser PA-12. After a bit of negotiating,
a deal was struck for $25.00 down and
the balance of $625 "when you can af-
ford it." Bob hauled the fuselage home
to his workshop and began a new ad-
venture - rebuilding an airplane! From
bare bones yet!
Acquiring new skills was bad enough
for Bob, but what really hurt were the
jabs, crude jokes and sneaky innuen-
does showered his way by his many
"Piper devoted" friends. He had forsa-
ken the marque for a Taylorcraft! In de-
speration, Bob sought the advice of
Paul Baker, aircraft mechanic excep-
tionale. Paul sat him down and gave
Bob an hour-long lecture on the finer
points of a Taylorcraft and how he
would be able to run away from his
"Piper" friends with glee! Bob was sold!
The rebuild process was slow for a
number of years until Bob was able to
obtain help from a friend and pilot
named Ray Goss of 1623 Curtis Lane,
A pair of "true blue" aviators and avid restorers, Robert Gehring
on the left and Ray Goss on the right. Ray admits to 74 years
but moves like a man of fifty! Bob is 47 and just never stops
moving!
Uncovered right wing after 17 years of storage showed evidence
of extensive habitation by unknown varmits! Entire wings were
taken apart and slowly rebuilt to new condition.
6 SEPTEMBER 1987
Bob Gehring gives us a look at original factory brochure on the Taylorcraft "Ace" which
says, "$1995 Fly Away Factory".
West Bend, WI 53095. Now you can
see the origin of the term "G & G" -
Gehring and Goss! The fuselage was
restored and ready for cover when Ray
began assisting in December 1983.
Both wing panels were in such miser-
able shape that they were totally dis-
mantled down to the last screw. The
spars were carefully checked and then
revarnished before reassembly began.
New leading edges were installed be-
fore the Stits covering was applied. A
close examination of the wings, both in-
side and outside, reveal expert work-
manship, a tribute to Ray Goss and his
over 50 years of aviation experience.
Ray soloed a WACO 9 at Larsen,
Wisconsin under the tutelage of
Leonard Larson, pioneer Wisconsin av-
iator. During the war (WW II), Ray was
a CFI at Timmerman Field in Milwaukee
teaching cadets how to fly. In 1946 he
moved to the far north country of Ely,
Minnesota where he flew "bush" for five
years - floats in the summer and skis
in the winter. His over 4,000 hours of
float time include J-3 Cub, PA-12, Sea-
bee, Fairchild 24, Challenger Robin,
Cabin WACO and Norseman. His favor-
ite was the Noorduyn Norseman, which
he used on one tough mission to haul
17 people in one load. The take off run
across the water was over five miles
before he was able to get airborne! Ray
says, "I wouldn't trade the years of float
experience for anything. They were the
most enjoyable years of my life in spite
of the 7 a.m. to midnight days."
The designation of the BWCA (Boun-
dary Waters Canoe Area) in northern
Minnesota ended the "bush" flying, so
Ray started an auto body shop in West
Bend, Wisconsin (again, the beautiful
"touch" with a spray gun.) Before long,
he was hired as a pilot-mechanic for
Cliff DuCharme's Aerial Blight Control
and for the next 17 years, Ray was
heavily into the crop spraying business.
With his flying time in excess of
15,000 hours, Ray went from crop
spraying to Chrysler Marine at Hartford,
Wisconsin for a number of years before
retiring in 1980. When he joined forces
with Bob Gehring in 1982 to work on
the Taylorcraft, he brought some 52
years of experience with him. To this
day, Ray still maintains a Second Class
Medical (at age 74) and an A&P license.
Mid-1983 saw the fuselage of NC9809M
brought from Bob Gehring's shop to Jim
Igou's (EAA 119520, AlC 3348) shop at
the Hartford Airport for final assembly.
The rush was to get the plane ready for
Oshkosh '83. The 65 hp Continental ,
which had been stored for nearly 30
years, was disassembled and proved to
be in excellent condition. A set of new
rings was installed along with new valve
springs on the freshly ground valves.
The cylinders were cross-hatched so
the new rings would seat properly.
Everything else was reassembled, in-
cluding the original Case magnetoes!
Headon view of NC 9809M shows extra "grills" and spinner that
were not standard for the low priced "Ace" model. Special gear
fairings were made to accommodate ski fittings on the gear
bolts.
Tail feathers of N9809M display original Taylorcraft emblem
which was photographed by the Hartford Booster and repro-
duced with a stencil. Note original Heath tail wheel and fixed
trim on rudder.
VINTAGE AIRPLANE 7
Familiar to all T-Craft drivers, the dual rudder Iledals and the Instrument panel done in black crinkle finish paint contains
left-hand heel brakes. Extra cable yoke is for parking brake original instruments and mag switch. Note non-sensitive altime-
which was not standard on " Ace", yet was included in factory ter. Compass card is original from 1946!
equipment on this airplane!
The cabin area received newly up- paper glued to the entire surface. A bit Very simple and neat!
holstered seats, a new windsh ield and of detective work discovered the factory The Taylorcraft was finally completed
new sliding windows in the doors. The glued the newsprint to the back side of and readied for its first flight in 30 years.
instrument panel was redone in black the panel , pushed the instruments into The original Sensenich prop spinner
crinkle finish rather than the original red position from the rear and fastened and Heath tailwheel were installed and
color. (It gets hard to stare at a red them with mounting screws. The panel with the paint still drying, the pretty little
panel all day long!) On the back side of was then sprayed and the instrument red airplane was flown to Ohskosh '83,
the panel , the rebuilders found news- faces were uncovered with a pen knife! but too late for judging! The logs
A happy Bob Gehring with the finished product after 12 years of work. Original Sen
senich prop helps outrun those "Piper folks".
8 SEPTEMBER 1987
Overhead trim crank is very familiar to
T-Craft pilots - wind up the nose or
crank down the nose. System is very ac-
curate. Note fuel cap on nose tank with
its wire fuel gauge.
showed about 80 hours total time -
one of the lowest time classic aircraft
left in the world. The empty weight of
the aircraft was 716 Ibs. - 15 Ibs.
lighter than the original factory weight
of 731 Ibs. Both Bob and Ray admit part
of the reason for the light weight was
the rather vociferous remarks from the
"Piper devotees" at the Hartford airport
who regularly reminded them, "Keep it
light or it won't get off ~ h ground."
Officially listed on the FAA register
as a Taylorcraft BC-12D1 (there are
109 of this type stilli"egistered), the orig-
inal number was NC5484M which was
lost during the years of storage and is
now on a Cessna 152. The new
number, N9809M, was assigned at re-
build time.
Ray Goss brought the bird to Osh-
kosh '84 and '85 where it garnered
"Best of Type" awards at both conven-
tions! Bob Gehring flew it to Oshkosh
'86 and reluctantly entered the T-craft
for judging (he wanted to give someone
else a chance) . However, when the
awards were made, ole NC9809M won
the "Best of Type" for the third straight
year!
Perhaps the most enjoyable part of
this entire episode was when Bob took
the original owner, Linus Hesprich
(1946 to 1953), for a ride in the award-
winning Taylorcraft. Linus was truly ex-
cited to fly in his old airplane and once
again feel the delicately balanced con-
trols of a T-Craft, a feeling that T-Craft
pilots the world over will acknowledge.
Bob noticed Linus had wet eyes when
he climbed out of the airplane, a tribute
to the two men who so lovingly rebuilt
her to such a shining example, "G & G,"
also known as Gehring and Goss.
Keep an eye on this pair with their
next project!
MEMBER'S PROJECTS...
by Gene Chase
R. K. "Ken" Hoddinott, Jr. (EAA 186723, AlC 7069), One Oaklawn Drive (TCE), Covington,
LA 70433 rides in style to the airport in his Ford Mustang convertible to fly his 1940
Stearman N545WP, SIN 75-958. Ken is 66 years of age and a former WW II 8th A.F. pilot.
VINTAGE SEAPLANES
by Norman Petersen
The afternoon sun brightens up a Piper Super Cub, N3793Z, SIN 18-7479, mounted on
Edo 89-2000 floats. Owned for many years by Louis Favro (EAA 98523) of P.O. Box 566,
Gilbert, MN 55741, the colorful red & white floatplane is considered by many to be the
ultimate two-place machine on floats.
VINTAGE AIRPLANE 9
Aer-()nm 1\ and
f7ipy Mvth ro
Canadian Mueum
10 SEPTEMBER 1987
Meanwhile, back in Regina, another
old and venerable aircraft, a Gipsy
Moth, CF-ADI, was awaiting the paper-
workto becompletedsothatshecould
take to the air after a wait of many
years. CF-ADI, a DH60M, had been
built by the de Havilland Aircraft Com-
pany at Stag Lane Aerodrome,
Edgware, Middlesex, England, in the
year 1929.She was powered by an 85
horsepower Gipsy Mark Iengine, also
builtbydeHavilland.Theenginedevel-
ops 85 horsepower at 1900 rpm, the
normal cruise setting.
Originally, CF-ADI flewoutof Regina
doing aerial survey work for the Cana-
dian Pacific Railway.In the mid 1930s,
CF-ADI became a bush aircraft flying
supplies to trappers in the North West
Territories.CF-ADI flewon floats in the
summer and skis in the winter. In the
late'30s,CF-ADImovedtoMooseJaw,
flying from where the Rosendale
Cemetery is now located. CF-ADI was
used by the Moose Jaw Flying Club to
train many pilots before being taken
fromserviceintheearly1940s.Theair-
craft languished on a farm in western
Saskatchewanbeforebeingpurchased,
in 1970, by a resident of Regina who
planned to rebuild it. This proved to be
abit more than he could handle so the
aircraft was sold to no. 41 Squadron,
Royal Canadian AirCadets, in Regina,
to be rebuilt as a group project by the
Air Cadets. Spearheading this ambiti-
ous project was the Commanding Of-
ficer of the Squadron, Major Neil Bos-
well. Work was hardly started when
Major Boswell died suddenly, leaving
the project in mid-air to be eventually
abandoned for want of supervisory
peopleto overseethe rebuilding ofCF-
ADI.
In 1973 the Western Development
Museum purchased the aircraft, or,
perhapsweshouldsay,whatremained.
By this time many parts were missing
simply from having been moved so
many times. Time, mice and rot had
taken their toll of the wooden parts. It
was a sorry sight indeed. All the
Museum could put on display at that
time was the bare and basic fuselage
frame itself. The Museum lacked the
funds and qualified people to rebuild
CF-ADI. In late 1976 the Museum ap-
proached EM154 members to see if
theywoulddonatetherebuildingofCF-
ADI to airworthy condition. EM 154
membersagreed.
BetweenFebruary15,1977andApril
21, 1978the fourwing panels, ailerons
and tail assembly were built using 2" x
6" x 16' roughcut Sitka Spruce planks
asthebasicmaterial. Theoriginalsteel
tubing of the fuselage was stripped,
checked, repaired, primedand painted,
then the fuselage decking, formers,
control pedestal, seats, controls, ca-
bles, etc., made and fitted.
Old photographs of CF-ADI were
usedtomakemock-upsofthefuselage
CF-BINattheMuseum,August13,1979withsomeofthoseinvolved:(L-R)JerryKaiser,
manager of the WDM; Bob Wallace, John Norris, Ron Fraser, Barney Dunlevy, Ray
Croneand Herb Stevenson. Wallaceand FraserrebuilttheAeronca.
Aeronca K, CF-BIN under restoration! CF-ADI wings and fuselage under con-
rebuild. struction.
CF-ADI inflightnearRegina, September, 1979.
VINTAGE AIRPLANE 11
decking and cockpit area as plans were
not available. From the mock-ups the
new wooden parts were made. The en-
gine mount was repaired and the en-
gine installed. Upon inspection the en-
gine was found to be in very good con-
dition. The magnetos and impulse were
rebuilt. The two engine instruments,
RPM and Oil Pressure Gauge, were in-
stalled along with an Airspeed Indicator
and Altimeter in each cockpit plus a
compass in the rear cockpit only. En-
gine cowlings and baffles were rebuilt
and repaired as needed. The main gear
was repaired with new bushings, fair-
ings, etc.
In the spring of 1979, CF-ADI was
moved from the garage workshop in
Regina to the Regina Flying Club
hangar where, thanks to the generosity
of the Manager, Barney Dunlevy, and
the board of directors, CF-ADI was able
to be inside while the assembly and rig-
ging took place. By the first week in Au-
gust 1979, CF-ADI was ready to fly.
As fate would have it, on the weekend
of August 11 /12, 1979, CF-BIN and CF-
ADI were both hangared at the Regina
Flying Club waiting for their flights to
Moose Jaw. CF-BIN was normally flown
from the farm strip of EM 154 member
Howard Parr. On August 12 CF-BIN was
flown from the farm strip to Regina Air-
port to be prepared for the flight to
Moose Jaw and shared the hangar
with CF-ADI. The next morning, August
13, 1979, Aeronca K, CF-BIN, made
her last flight.
Three weeks later, CF-ADI made her
first flight in over 30 years. September
6, 1979 was the date of the test flight
for CF-ADI. With tail skid, no brakes and
NORDO, the flights of CF-ADI from the
grass area of the Regina airport turned
back the pages of time. Thanks to the
cooperation of the tower personnel and
airport management the flights went
smoothly. The local flights that followed
proved the airworthiness of the engine
and airframe.
The date for the last flight of CF-ADI
was set for Friday, September 14, 1979.
It was a day identical to that of CF-BIN's
last flight - blue sky and a light breeze,
on the nose, of course! Passenger in
the front cockpit was Ray Crone, Sas-
katchewan's Aviation Historian who had
been a spark plug in helping to establish
the Western Development Museum in
Moose Jaw and had encouraged both
the acquisition of CF-BIN and the re-
building of CF-ADI. The scene was
similar to that of a few weeks previous.
CF-ADI , a beautiful biplane with silver
finish and red trim, as she had been at
Goldfields, Saskatchewan, in the bush,
in 1935, flew just north of no. 1 highway
followed by a procession of members
and friends of EM 154 in cars. CF-ADI
landed in the same field as CF-BIN five
weeks previous.
Escorted by many who helped rebuild
her, plus well-wishers and the press,
CF-ADI taxied to the front door of the
Museum. There, the end of her flying
took place when the log books were
handed to Manager Jerry Kaiser. The
log books tell the story of CF-ADI and
of the rebuilding as well as the list of
names of members and friends who
participated in the project.
Gipsy Moth, CF-ADI 's last flight had
taken place 50 years from the start of
her career in the air. For the Aeronca
K, CF-BIN, it was 42 years. Almost a
century of history represented by the
two aircraft, both saved from oblivion
and rebuilt to flying condition by mem-
bers of EM Chapter 154 in Regina,
Saskatchewan .
Gipsy Moth and Aeronca K at the Regina Flying Club Hangar CF-ADI at Goldfields, Saskatchewan, September, 1935. Silver
on August 11 /12, 1979. with red trim. This is the paint job that was duplicated on the
rebuilt aircraft.
The old and the new. DeHaviliand Gipsy Moth CF-ADI over a de Havilland Twin Otter at the Regina Airport, September, 1979.
12 SEPTEMBER 1987

by Dennis Parks
MODERN MECHANICS,
July, 1930
Modern Mechanics in the late 1920s
and early 1930s is known as a great
source of inspiration and plans for the
amateur aircraft builder. These plans
were gathered together annually and
published in the Flying and Gliding
Manuals published from 1930 to 1933.
(See "Vintage Literature, " May 1986.)
The magazine was also a great
chronicler of aviation events of the time
and presented a lot of information on
aviation events to the general and tech-
nical public. Many of the articles were
written by the participants and thus pre-
sented as first-hand account of de-
velopments. Sometimes their coverage
surpassed that presented in the trade
aviation publications.
In the July, 1930 issue alongside
such topics as "Mechanics of Baseball"
by the Sultan of Swat - Babe Ruth; "The
Story of the Match - a Great World In-
dustry" and "How to Build your Own
. Garage Workshop" were over a dozen
articles on aviation.
Frank Hawks
One of the articles was by Frank
Hawks, then holder of the transconti-
nental speed record in a Lockheed Air
Express. Hawks had turned to gliding
after his 1929 record flights and during
the first week of April, 1930 he was
towed across the country in a Franklin
glider called the "Texaco Eaglet." At the
time he was supervisor of the aviation
division of the Texas Company.
The flight which took place shortly be-
fore the first Elmira glider meet in-
creased interest in gliding. "For the first
time in history the United States has
been crossed by a glider in tow behind
an airplane. Capt. Frank Hawks, the
man who accomplished this epochal
feat, tells here his story of the great ad-
venture."
Capt. Hawks - "I was alone in the
EAGLET, but I was by no means iso-
lated. The tow rope which kept my craft
floating along behind the biplane sup-
ported a telephone wire which enabled
me to talk with Duke Jernigin.
"Everything went along swimmingly
until we neared Tucson . .. I felt a sharp
jolt and had just time enough to cry
'Duke!' over the telephone when I went
diving downward. A sudden gust of
wind had snapped the tow cable.
"It was at this point that I began to
appreciate the staunch qualities of the
Eaglet, the first cabin glider ever con-
structed... the glider responded to the
controls nicely and I made a safe
emergency landing."
The 'Eaglet" in which the flight was
made, was the only one of its kind built.
It was designed especially for the Texas
Comapny, which sponsored the flight,
by Prof. R. E. Franklin of the University
of Michigan.
"Two novel features of the EAGLET's
Design are worth remarking. One is the
cockpit hood, containing glass win-
dows, which not only covers the cockpit
and protects the pilot from the weather,
but also adds to the streamlining of the
ship. Another feature is the instrument
board, containing an air speed indi-
cator, altimeter, and bank indicator -
the first instrument board ever to be in-
stalled on a glider."
Hawks finished by stating "I want to
go on the record as predicting that glid-
ing will soon become a great national
sport. I attribute this to the simplicity of
gliding, as well as to the tremendous
increase of interest in aviation."
Alfred Lawson
The July issue also had a rare inter-
view with Alfred W. Lawson, a pioneer
of the concept of the large airliner. In it
he discussed his new project, a huge
125 passenger double-deck machine.
Lawson - "On this occasion I have
induced to enter the limelight for a brief
moment in the interests of the industry
which has occupied my attention .. . for
twenty-two years. I am pleased to tell
about my super air liner.
"At the present time I am building in
my factories at Trenton, New Jersey,
an enormous double-tier super air liner
which will carry 125 passengers. It will
cost in the vicinity of $500,000.
Two pilots will sit up front at the dual
controls. Beneath them space has been
provided for the mechanics. They will
remain there until some emergency
makes it necessary for them to crawl
out on the wings to the motors.
"Directly behind the (cockpit) are the
officers' quarters, where the conductor
can count his tickets and discuss with
the pilots whether or not they will arrive
on time. The next section is the main
passenger cabin itself. There is an aisle
through the center and double seats on
both sides. Above is another tier of
seats which are reached by steps lo-
cated at intervals.
"The passengers will make the trips
in chairs, although the liner can be con-
verted into a sleeper in two hours. A
porter in the customary white coat will
serve light lunches and put up tables
between seats for card games."
Bernie Pietenpol
At the other end of the aviation spec-
trum were the small homebuilt planes
of Bernie Pietenpol. In the "Shop Mail
Box" was the following discourse over
Mr. Pietenpol and his planes.
"Hoity toity, you monks! Get a load of
this for scandal: The other day a fellow
walks into the office of the eds and says,
(Continued on Page 15)
VINTAGE AIRPLANE 13
FIRE SAFETY
by Dr. Raymond J. Hodges
INAIRCRAFT
Morwell, Australia
The following is reprinted by permis-
sion from Vol, 9, No. 1 of "Short Wing
Piper News, " the bi-monthly publication
of the Short Wing Piper Club, Inc., 2022
Concord Drive, Camden, SC 29020.
give problems more in winter, too.
Sometimes the impulse lugs get sticky;
in winter, unknown to the pilot, at nor-
mal cranking speeds the impulse lugs
don't spring out for each revolution. If
the pilot pauses then the first compres-
sion may fire but not the rest. Have you
Even with the most cautious pilot, air-
craft damage by fire is always a possi-
bility. All it needs is a flooded engine,
and a backfire during the starting se-
quence.
Compared to cars, which traditionally
use more volatile fuel than airplanes,
the light aircraft is more fire prone. A
serious fire in an airplane can quickly
destroy a valuable asset.
Engine fires occur mostly in winter.
The danger periods are early on a
winter's morning and to a lesser extent,
restarting a hot engine on a hot sum-
mer's day. Both these observations are
explainable in terms of fuel characteris-
tics and coincide with hard starting
symptoms.
Consider a few typical situations:
1) A pilot tries to start his airplane on
a cold winter morning. The engine is
primed and the electric boost pump is
left on to keep the carburetor full. Be-
cause of the low volatility of avgas, not
enough fuel vaporizes to give a flamm-
able mixture (lean burn limit is about 17
air to 1 of fuel) . As the battery starts to
die, the pilot becomes desperate: more
priming. Sometimes the float doesn't
close properly and during this period,
the carburetor has been quietly over-
flowing onto the engine cowl , nose
wheel , and onto the ground just below
the end of the exhaust pipe. If one cylin-
der does exceed the lean burn limit and
give a weak pulse of power, some burn-
ing is still taking place after the valves
open and the backfire could well set the
puddle of fuel on fire!
2) Magnetoes with impulse couplings
ever noticed that the hard to start
airplane will sometimes start just when
the battery is nearly exhausted and on
the last slow crank. The sticky impulse
lug has had time to extend and work. If
the pilot is unlucky and the carburetor
has overfilled, too, the engine may not
start but an engine fire could be the un-
wanted result.
3) Often it is difficult to restart a hot
engine in summer. This is usually said
to be due to an overprimed engine
being too rich to fire (air to fuel ratio less
than about nine to one). Under normal
circumstances, this should not give an
engine fire even if the carburetor over-
flows. However, the pilot doesn't know
why the engine won't start : there is no
gauge to tell him if the mixture is too
rich or lean. He has been taught how to
start a flooded engine: pull the mixture
control to idle cut off and crank the en-
gine. Theoretically this is supposed to
cut the fuel right off and let only air enter
the cylinders. Unfortunately, if the en-
gine is overprimed and the carburetor
overflowing due to a stuck needle,
some fuel also is drawn into the cylin-
der, and again if the pilot is unlucky, the
mixture may be just strong enough to
cause a backfire and set the pool of fuel
ablaze.
4) Many other fires occur without the
designation pilot error, but due to fuel
leaks. Any cause that allows a pool of
fuel to develop on the ground or in the
cowl is a fire hazard.
Automobiles do not have the problem
to the same degree. If a carburetor
overflows in a car, the excess fuel runs
into the manifold, not out of it. The car
Time!Season Summer
Before 11 a.m. [%] 4
AJier 11 a.m. [%] 21
Fall Winter Spring
7 30 4
15 11 8
Table: Pilot error attributed engine fires in the
1970s (designated cause: overprime]
air cleaner is also a Davey cage and a
backfire to the carburetor goes no
farther. If a fuel leak develops, the
exhaust pipe goes to the back of the
car, well away from the fuel.
Airplane engines are fitted with up-
draft carburetors which do not let the
engine fill with fuel if overpriming oc-
curs. This way, so the theory goes, the
engine is not damaged by possible hyd-
raulicing. Overprimed aircraft engines
do not let fuel run into the manifold, but
rather out of it. This was not a worry
when airplanes were started by propel-
ler swinging: the pilot or engineer who
was swinging the propeller could see if
a lot of fuel was running out of the en-
gine bay, and he would fix the problem.
Now that starters have been added, the
pilot does not see this dangerous situa-
tion developing. The basic aircraft en-
gine has not changed much since the
1930s and because of the magnitude of
the certification process, parts of
airplanes already approved are left
when new things are added.
Auto fuel versus avgas: At first glance,
since auto fuel is more volatile, having
a higher RVP (Reid Vapor Pressure)
than avgas, then it might seem more
dangerous. Well, this might be true in a
refinery where there is lots of the fuel.
In an airplane, however, the extra vol-
atility makes the engine easier to start
in winter and improves fire safety. Be-
cause auto fuel RVP varies between
summer and winter, it is less volatile in
summer and more like avgas, so the
summer problem is really no worse.
Tests in the laboratory show even
winter autogas will not boil enough to
overflow a carburetor and be a fire
hazard. When auto fuel is heated, the
RVP is reduced. Therefore, any fuel left
in the carburetor weathers back to the
same RVP as avgas during heat soak.
Aircraft carburetors over the years of
development in the 1930s were de-
signed to have very stable floats to
overcome flooding problems in turbu-
lence so even if autogas did boil in the
bowl, the float would remain stable.
In one other case autogas is safer
than avgas. A rare problem is an explO-
sion in the tank itself, initiated possibly
by a lightning strike in flight, a stray bul-
let, or a wet armature fuel pump allowed
14 SEPTEMBER 1987
to run dry. Autogas in the tank will not
give an explosive mixture in the vapor
space above the fuel. The mixture is
always too rich" summer or winter. An
explosion is possible with avgas below
about 14 degrees F., but with winter
grade mogas this will not occur above
-49 degrees F. at sea level pressure,
and the temperatures needed are even
lower at altitude.
Another problem solved for cars is
the use of synthetic floats in place of
metal floats. The material used for
airplanes is sensitive to too much
aromatics in the fuel over too long a
time at too high a temperature. The
problem occurs even when the airplane
is not being used. A float sitting in fuel
absorbs the aromatics and gets heavy.
It became a problem when low aromatic
avgas was progressively replaced by
100LL avgas. Alcohol is not itself a
problem, but seems to have a synergis-
tic effect and could enhance the effect
of aromatics. A heavy float could con-
ceivably make starting harder in sum-
mer due to overrich mixtures, but they
never completely sink like metal floats
do when they fail. Composite floats
need regular inspection, and should ul -
timately be replaced.
In flight, if a float sinks, the engine is
flooded, and the mixture is too rich to
fire. This can occur with metal floats if
a pin hole develops and will result in an
engine failure. This type of problem was
the original reason composite floats
were introduced. I know one pilot who
got safely home when this happened.
He tried each fuel tank, then turned the
fuel off. The flooded carburetor came
back to normal level for a while and the
engine ran for about 30 seconds till the
carburetor ran dry. He turned on the fuel
again, and the engine ran for a minute
before stopping again. He got safely to
the nearest runway, by turning the fuel
on and off. That is a very crude way of
regulating fuel, but it worked.
Safe starting technique: So long as
there is not a fuel system leak, a method
can be used to stop engine fires during
starting. For an engine fire to get estab-
lished it has to have something to burn.
The common factor above is a pool of
fuel on the ground or in the engine com-
partment. Never let the engine car-
buretor overflow. For a cold or hot start,
turn on the fuel boost pump till the car-
buretor is full (fuel pressure of say 2 to
5 psi). Turn off the pump, turn off the
fuel shut off, too, and then you know no
more fuel will enter the engine to over-
flow the carburetor during the starting
sequence. Start in the normal way and
when the engine starts, turn on the fuel
again before taxiing.
If the aircraft has a gravity feed, turn
on the fuel for say 10 seconds to fill the
carburetor but no more. Turn the fuel
off during engine start, and turn on
again to taxi . If the fuel is turned on be-
fore the preflight inspection, see if fuel
is overflowing into the engine bay. Don't
try to start a flooded engine like this.
Many things can cause a float needle
to stick partly open, rust in the fuel, ice
in the fuel, binding float pivots, heavy
floats, and badly seating needles. In the
laboratory it is very difficult to find the
obstruction when the carburetor floods
to overflow. Careful dismantling rarely
shows the problem. Usually, the prob-
lem disappears with normal fuel flow
after the engine starts. If the engine
stops again when the fuel is turned on,
then you can suspect the float has sunk
and the carburetor needs to be fixed.
This method may be contrary to what
you have been taught, but consider the
poor student: They go about preflight
checks very slowly, and this magnifies
the chance of a carburetor filling to
overflowing. If the engine catches fire
the usual reason given is pilot error and
inexperience, and it all results in a big
black blot on the student's record. By
following the above-mentioned starting
sequence we can greatly reduce the in-
cidence of fire and improve the overall
safety record of general aviation.
Editor's Note: Dr. Hodges started his
career as a research trainee in analyti-
cal chemistry with the Broken Hill Prop-
rietary Co., Ltd. Research Laboratories
in 1959, and even at that time was in-
volved in developing new analytical
methods which were later adopted as
standards. He read for his B. Sc. at
Newcastle University and for his Ph.D
in physical chemistry at the University
of New South Wales. These studies and
the two year period as a post doctoral
fellow at Hill University, u.K. were in-
volved in developing a new catalyst sys-
tem for hydrocarbon chemistry includ-
ing both the aromatics and the alkanes.
Since 1975 he has lectured in both or-
ganic chemistry and analytical chemis-
try to degree and diploma students at
the Gippsland Institute of Advanced
Education. Dr. Hodges has received a
medal from the Royal Aeronautic Soci-
ety for lecturing on Mogas for airplanes.
He is the author of more than 30 publi-
cations. Besides the profession of
chemistry, Dr. Hodges has also been a
pilot since 1964 and holds a commercial
rating.
(Continued from Page 13)
'My name's Pietenpol. I've built a plane
down in southern Minnesota that flies
swell with a Ford model A engine. It's a
two-seater.' We scratched our heads.
He was a quiet guy - the kind who
knows his stuff. He startled me.
"That was something to think about!
Every John Henry in America knows the
Ford model A engine is one of the most
reliable low speed four-cylinder internal
combustion engines ever designed.
They are free from vibration as the
winds of a May morning, and reliable as
a church. They'll idle like a steam en-
gine, or run all day long wide out without
a complaint. And they'll run for
thousands of miles before even a valve
needs touching up, and they aren't even
heavy.
"Now the crying need in aviation
today, the thing every air-minded tar-
mac skinner wants is a good two seat
light airplane, one that can be built dirt
cheap, one that is as husky as a Jenny,
and one that will fly like a Waco.
"So we says to Pietenpol, lookin' him
right in his flyin' eyes.
"I expected nothing more'd be heard
from him. Then -
"A few days later two ships came up
out of the south and buzzed over
Shank's airport. They appeared to be
clocking it off in good style, and they left
a brand new OX5 Swallow Training
Plane behind like the TP was an
obstruction to navigation.
"With the sweetest of tickety-tick you
ever heard in an idling engine they both
set down on the tarmac. They looked a
lot like that daddy of American light-
planes, the Heath Parasol, and were a
about a fifth larger. Say, they were
sweet!
"And, be jabbers, out steps Pietenpol
and a flyin' friend named Don Finke,
one of the sweetest lightplane pilots
who ever wangled a stick! And both
planes had the most simple, clean and
immaculate Ford model A engine instal-
lation imaginable.
"It was a relief to me, after workin' on
OX5s, and Thomas-Morses and
Wrights, to see a motor so clean that all
there seemed to be was four cylinders,
a base and the hold-down bolts. Wotta
relief, wotta airplane! Her name is the
PIETENPOL CAMPER. "
Plans for the Pietenpol appeared in
the 1932 FL YING AND GLIDER MAN-
UAL..
VINTAGE AIRPLANE 15
, Iy p ClubActivities
1987 TYPE CLUB ANNUAL
LISTING
AERONCA
Aeronca Aviator'sClub-
ADivisionofPea Patch Airlines
Julie&Joe Dickey
511 Terrace Lake Road
Columbus, IN 47201
812/342-6878
Newsletter:4times as yearAAC
4times a year PPA
Dues:$12 annuallyAAC
$12 annually PPA
TheAeronca Club
Augie and Pat Wegner
7524W.Tuckaway Creek Drive
Franklin,WI 53132
Newsletters:3 peryear
Dues:$5.00 peryear
Aeronca Lover'sClub
Buzz Wagner
Box 3,401 1 st St. East
Clark, SD 57225
605/532-3862
Newsletter:Quarterly
Dues:$15 peryear
Aeronca Sedan Club
Mr.Richard Welsh
2311 East Lake Sammamish Place SE
Issaquah,WA 98027
Newsletter:3peryear
Dues:$3.50 peryear
American AirRacing Society
Mr. Rudy Profant
4060W.158thStreetCleveland,OH44135
Dues:$10.00 peryear
American Aviation HistoricalSociety
Mr. Harry Gann,President
2333 Otis St.
SantaAna, CA92704
714/549-4818, Tuesday nights, 7:00-9:00
p.m. local
Newsletters:Quarterly
Dues:$25,includesJournalandNewsletter
AmericanTigerClub
Mr.Frank Price,President
Rt. 1,Box 419
Moody,Texas 76557
817/853-2008
Newsletters: Monthly
Dues:$25.00 peryear
Bellanca Club
Ms.Pam Foard and Mr.Larry D'Attilio
1820N. 166th Street
Brookfield,WI 53005
4141784-0318
Dues:$18.00 peryear
16SEPTEMBER 1987
CompiledbyGeneChase
BirdAirplane Club
Jeannie Hill
P.O.Box 328
Harvard,IL 60033
815/943-7205
Newsletters:2-3 annually
Dues:Postage Donation
BEECHCRAFT
American Bonanza Society
Cliff R. Sones,Administrator
P.O.Box 12888
Wichita,KS 67277
316/945-6913
Newsletters:Monthly
Dues:$25.00 peryear
StaggerwingClub
Jim Gorman,President
1885Millsboro Road
Mansfield,OH 44906
419/529-3822(home) ,419/755-1011 (office)
Dues:$15 peryear
TwinBonanzaAssociation
Richard I. Ward,Director
19684Lakeshore Drive
Three Rivers,MI 49093
616/279-2540
Dues: $25 peryear (U.S.& Canada)
$35 peryear (Foreign)
BuckerClub
John Bergeson,SecretarylTreasurer
6438W. Millbrook Road
Remus, MI 49340
517/561-2393
Newsletters:6peryear
Dues: $10 per year (U.S.&Canada)
BuckerClub,National
Frank Price, President
Rt. 1,Box 419
Moody,Texas 76557
817/853-2008
Newsletters:12per year
Dues: $25.00 peryear
CESSNA
International Bird Dog Association
Phil Phillips,President
3939 C-8 San Pedro, NE
Albuquerque,NM 87110
505/881-7555
Newsletters:Quarterly"Observer"
Dues:$25.00 peryear
CessnaAirmasterClub
GarWilliams
9 South 135Aero Drive
Naperville, IL 60565
Newsletters:None
Dues:None
Cessna PilotsAssociation
John Frank, Executive Director Mid-Conti-
nentAirport
P.O.Box 12948
Wichita,KS 67277
316/946-4777
Newsletter:Monthly
Dues:$25 annually
InternationalCessna120/140Association
Dorchen Forman, Editor or Ethelyn Rit-
tersbacher
Box 830092
Richardson,TX75083-0092
816/578-4275 (E. Rittersbacher)
817/497-4757 (D.Forman)
Newsletters: 12peryear
Dues:$10 U.S.year
WestCoastCessna 120/140 Club
DonnaChristopherson,Treasurer
451 Bellwood Drive
SantaClara, CA95054
408/988-8906or 554/0474
Newsletters:Bi-monthly
Dues:$10 peryear
Cessna 150/152 Club
Skip Carden,Executive Director
P.O.Box 15388
Durham,NC 27704
919/471-9492
Newsletters:Monthly
Dues:$20.00peryear
International Cessna 170 Association,
Inc.
Velvet Fackeldey,Executive Secretary
P.O.Box 186
Hartville, MO65667
Newsletter:Fly Paper (11 peryear)
The 170 News (Quarterly)
Dues;$15.00per year
International Cessna 180/185 Club
(Cessna 180-185ownershiprequired)
Charles Bombardier,President
4539 N.49th Avenue
Phoenix,AZ85031
Newsletter:9 or 10 per year
Dues:$10 peryear
Eastern 190/195 Association
Cliff Crabs
25575 Butternut
North Olmsted, OH 44070
2161777-4025 , after6 p.m.Eastern
Newsletters: Irregular - Manual on Mainte-
nancefor Members
Dues:$10 peryear
International195Club
Dwight M. Ewing, President
P.O.Box 737
Merced, CA 95344
209/722-6283
Dues: $20.00 U.S. annually
Corben Club
Robert L. Taylor, Editor
P.O.Box 127
Blakesburg,IA 52536
515/938-2773
Dues:$8.00 for four issues
CulverClub
Larry Low,Chairman
60 Skywood Way
Woodside,CA94062
415/851-0204
Newsletter:None
Dues:None
Culver PQ-14
Ted Heineman,Editor
29621 Kensington Drive
Laguna Miguel,CA92677
714/831-0173
Newsletters:Quarterly - Biannually
Dues:Donation
DartClub
Lloyd Washburn
3958 Washburn Drive
Pt. Cl inton,OH 43452
Newsletter:Nowand Then
Dues:None
deHaviliand Moth ClUb
Gerry Schwam,Chairman
1021 Serpentine Lane
Wyncote,PA 19095
215/635-7000or215/886-8283
Dues:$10 U.S.& Canada
$12 Overseas
deHaviliandMoth ClubofCanada
R. deHaviliandTedLeonard,Founder-Direc-
tor
305 Old Homestead Road
Keswick,Ontario,Canada L4P 1E6
416/476-4225
Newsletter:Periodically
Dues:$15 annually
ErcoupeOwnersClub
Skip Carden,Executive Director
Box 15058
Durham,NC 27704
919/471-9492
Newsletters:Monthly,with special editions
Dues:$20 peryear
Fairchild Club
John W. Berendt, President
7645 Echo Point Road
Cannon Falls,MN 55009
507/263-2414
Newsletters:2-3 peryear
Dues:$8
Flying Farmers, International
Kyle Ann Stream,Executive Director
P.O.Box 9124
2120Airport Road
Wichita, KS 67277
316/943-4234
Newsletters:10 issuesperyear
Dues:$35peryearU.S. funds,pluschapter
dues
FleetClub
George G.Gregory,President
4880 Duguid Road
Manlius,NY 13104
315/682-6380
Newsletters:Approx.two peryear
Dues:Contributions
FunkAircraftOwnersAssociation
G. Dale Beach,Editor - Treasurer
1621 DreherStreet
Sacramento,CA 95814
916/443-7604
Dues:$12.00
GreatLakes Club
Robert L. Taylor,Editor
P.O.Box 127
Blakesburg, IA 52536
515/938-2773
Newsletters: Quarterly
Dues:$10 peryear
HatzClub
P.O.Box 127
515/938-2773
Dues:$8 peryear
Heath Parasol Club
William Schlapman
6431 Paulson Road
Winneconne,WI 54968
414/582-4454
Newsletter:Annually
Dues:Postage donation
The InterstateCub
Robert L.Taylor,Editor
P.O.Box 127
Blakesburg,IA 52536
515/938-2773
Newsletters:Interstate Intercom
Dues:$8 forfour issues
LittleRound Engine Flyer
Ken Williams,Chairman
331 E. Franklin Street
Portage,WI 53901
ContactWilliams for further information
LUSCOMBE
Continental LuscombeAssociation
Loren Bump, President
5736 Esmar Road
Ceres,CA95307
209/537-9934
Newsletter:Bi-monthly (6 peryear)
Dues:$10 (U.S),$12.50 (Canada
$15 (Foreign)
LuscombeAssociation
John Bergeson,Chairman
6438 W. Millbrook Road
Remus,MI 49340
517/561-2393
Dues:$10 peryear (U.S.)
$15 peryear (Canada)
$20per year (Foreign)
MeyersAircraftOwners Association
Wm.E. Gaffney, Secretary
26 Rt. 17K
Newburgh,NY 12550
914/565-8005
Newsletters:5-6 peryear
Dues:Postage Fund
National AirRacing Group
Frank Ronco,President
1313Los Arboles
Sunnyvale,CA94087
4081733-7967
Newsletters: Professional Air Racing (10/
year)
Dues:$10/year, domestic
NationalChampionshipAirRaces
Susan Audrain, Marketing Director
P.O.Box 1429
Reno,NV89505
702/826-7500
American Navion Society
A. R. Cardano, Chairman ofthe Board
Gerry Bright, Executive Secretary
Box 1175,Municipal Airport
Banning, CA92220
714/849-2213
Newsletters:Monthly
Dues:$25 peryear
The Ninety Nines, Inc., International
Women Pilots
Loretta Jean Gragg,Executive Director
P.O. Box 59965, Will Rogers Airport
OklahomaCity, OK73159
405/685-7969
Newsletter:TheNinety-NineNews- monthly
Dues:$40.00 annually
North American TrainerAssociation(T6,
T-28, NA64, NASO)
Stoneyand Kathy Stonich
2285Oakvale Drive
Shingle Springs,CA95682
916/677-2456
Newsletter:Quarterly- Texans and Trojans
Dues:$25 U.S., $30 Canada
OX-5 Aviation Pioneers
Oliver V. Phillips,National Secretary
10405W. 32 Avenue
Wheat Ridge,CO80033
303/233-5905
Newsletter:6 peryear
Dues:$10 peryear
PIETENPOL
Buckeye Pietenpol Association
Frank S. Pavliga,Newsletter Editor
2800 S.Turner Road
Canfield,OH 44406
2161792-6973, days 216/792-6269 (even-
ings)
Newsletter:BuckeyePietenpolAssn.News-
letter - Quarterly
Dues:$7.50 peryear
International Pietenpol Association
Robert L. Taylor,Editor
P.O.Box 127
515/938-2773
Newsletters:QuarterlyorSemi-annually
Dues:$8 peryear
PIPER
CubClub
John Bergeson,Chairman
P.O. Box 2002
Mt. Pleasant,MI 48804-2002
517/561-2393
Dues:$10 per year (U.S.),$15 (Canada)
$20 (Foreign)
L-4 GrasshopperWing
Publisher:John Bergeson,CubClub
P.O. Box 2002
Mt. Pleasant,MI 48804-2002
517/561-2392
Dues: $10 per year (U.S.), $15 (Canada -
U.S. Funds)
$20 (Foreign)
Note:Must be a Cub Clubmember,also
VINTAGE AIRPLANE 17
ShortWing PiperClub, Inc.
Larry D.Smith,Membership Chairman
2022 Concord Drive
Camden, SC 29020-9516
803/432-5943
Newsletter:Bi-monthly
Dues:$25 per year
SuperCubPilots Association
Jim Richmond,Founder/Director
P.O. Box 9823
Yakima,WA 98909
509/248-9491
Newsletter: Monthly
Dues:$25 per year U.S.
$35 peryear (Canada)
...
Porterfield AirplaneClub
Chuck Lebrecht
1019Hickory Road
Ocala, FL 32672
904/687-4859
Dues:$5 peryear
Rearwin Club
P.O. Box 127
515/938-2773
Dues:$8 per year
Ryan Club, National
Bill J.Hodges, Chairman
811 Lydia
Stephenville,TX 76401
817/968-4818
Newsletter: Quarterly
Dues: $10 per year
Replica FightersAssociation
Frank G.Weatherly,President
2789 Mohawk Lane
Rochester,MI 48064
313/651-7008
Newsletters:Bi-monthly
Dues:$15 peryear
Seabee ClubInternational
Captain Richard W.Sanders,President
4734 49th Court
Ft. Lauderdale,FL 33319
305/485-5769
Newsletter:Quarterly (plus phone consulta-
tion)
Dues:$12 (U.S.& Canada)
$18 (Foreign
Seaplane PilotsAssociation
Glenn H.Rizner,Acting Executive Director
421 Aviation Way
Frederick,MD 21701
301/695-2083
Newsletter: Water Flying (Quarterly)
Water Flying (Annual) '87 SPA Seaplane
Landing Directory - $12 - Members/$25
non-members
Dues:$28 peryear
SilverWingsFraternity
Russ Brinkley,President
P.O.Box 11970
Harrisburg,PA 17108
717/232-9525
Newsletter:Slipstream Tabloid - Monthly
Dues:Initiation - $10,$5 peryear
18 SEPTEMBER 1987
Spartan School of Aeronautics Alumni
Association
Karla Morrow,Executive Secretary
8820 E. Pine Street
Tulsa,OK 74115
918/836-6886
Dues:$10 annually
Stearman RestorersAssociation
Tom Lowe
823 Kingston Lane
Crystal Lake,IL 60014
815/459-6873
Newsletter:4-6 peryear
Dues:$10 peryear
STINSON
National StinsonClub
Jonsey Paul
14418Skinner Road
Cypress, TX 77429
Dues:$7.50
National StinsonClub(108 Section)
George H.Leamy, President , 108 Club
117Lanford Road
Spartanburg, SC 29301
803/576-9698
Newsletters:4peryear- March,June,Sept.
& Dec.
Dues:$15 peryear
NortheastStinson Flying Club
Dick Bourque,Founder
8 Grimes Brook Road
Simsbury, CT06070
203/658-1566
Dues:$10 per year
Note:Membership limited to 100 members
SouthwestStinsonClub
Dick Goerges, President
3619 Nortree Street
San Jose,CA 95148
408/274-9179
Newsletter:SWSC Newsletter, 10per year
Dues:$10 per year
SwiftAssociation, International
Charlie Nelson
P.O.Box 644
Athens,TN 37307
6151745-9547
Newsletter:Monthly
Dues;$25 peryear
TaylorcraftOwnersClub
Bruce M. Bixler II ,Pl;esident
12809Greenbower Road
Alliance, OH 44601
216/823-9748
Dues: $10 peryear
Travel AirClub
P.O.Box 127
515/938-2773
Newsletter:Travel Air Tales - Quarterly
Dues: $8 peryear
VintageSailplaneAssociation
Jim Harding, Secretary
Rt. 1, Box 239
Lovettsville, VA22080
703/822-5504
Dues:$10 peryear
WacoClub, National
Ray Brandly
700 Hill Avenue
Hamilton, OH 45015
Dues:$7.50 peryear
WacoHistorical Society
R. E. Hoefflin, Treasurer
1013Westgate Road
Troy,OH 45373
513/335-2621
Dues:$4 peryear, Sept. 1- Aug.31 .
WarbirdsWorldwide, Ltd.
Paul A. Coggan,Director
19 Highcliffe Avenue
Shirebrook
Mansfield
Notts.NG20 8NB
England
Inl'l +44 623744476
Newsletters: Quarterly publication with full
colour
Dues:Membershipfee (includes4copiesof
publication) - $28 U.S.
World War I Aeroplanes, Inc.
Leonard E. Opdycke, Director/Publisher
15 Crescent Road
Poughkeepsie,NY 12601
914/473-3679
Journals:WWIAero (1900-1919) ;Skyways
(1920-1940)
Dues:Minimum - $20 each for one year
$25 f o r i ~ n forWWIAero
CALENDAR OF EVENTS
SEPTEMBER 6 - WISCONSIN RAPIDS, WIS-
CONSIN- 7thAnnualAntiqueTransportation
ShowandFly-In.10a.m.to4p.m.. Sponsored
by EAA Chapter 706 and Central Wisconsin
Model T Club.Contact:Bob Affeldt, 715/325-
2470orJoeNorris,715/886-326j.
SEPTEMBER9-13- GALESBURG,ILLINOIS-
AnnualStearmanFly-In.Massivesurplusparts
sale, camping, etc. Contact: Tom Lowe, 823
Kingston Lane, Crystal Lake, IL60014.
SEPTEMBER 11-13- SANTAYNEZ, CALIFOR-
NIA- WestCoastCessna 120/140ClubAn-
nualFallFly-InandMembershipMeeting.Con-
tact: Lloyd Sorensen,805/688-3169orLouAl-
laire,4081659-2752.
SEPTMEBER 12-13- MARION. OHIO- 22nd
Annual Marion MERFI. EAA Fly-in Contact:
513/849-9455.
SEPTEMBER 17-20- RENO, NEVADA- 1987
Reno Air Races at Stead Airfield. Contact:
Reno Air Races, P. O. Box 1429, Reno, NV
89505.
SEPTEMBER 18-20 - JACKSONVILLE, IL-
LINOIS- 3rdAnnualStinsonFly-InandReun-
ion. Seminars on Franklins, re-covering and
modifications. Banqueton Saturdaynight. Fly-
outs, contests, fly market. camping at field.
Contact: Loran Nordgren, 815/469-9100 or
write4WestNebraska, Frankfort, IL 60423
(ContinuedonPage25)
----....;...---
OLUII,.EERS
A Bool<OfHeroes
by Art Morgan and Bob Brauer
"If the very old will remember, the
very young will listen. " - American-In-
dian actor, Chief Dan George.
More Oshkosh humor.
Short Wing Pipers are great
airplanes. They are spunky, good look-
ing, fun to fly, and when you get to the
PacerlTri-Pacer group, somewhat con-
fusing.
Those of us who are blessed with the
job of aircraft parking for the Antique/
Classic Division at the EM Convention
at Oshkosh have a cut-off date of De-
cember 31, 1955 to abide by. Anything
newer than that does not qualify as a
showplane. Sorry gals and guys, but we
have to cut 'em off somewhere.
So, here comes a guy who has just
spent several hods of money and a like
amount of time restoring a 1974 Navion
Rangemaster, or a 1958 Bonanza, or
an Alon Ercoupe, or one of our short
wing friends, a neat little 1956 or newer
Tri-Pacer. Maybe he spent a like
amount of time and lucre converting it
to a Pacer. Now, here they come to the
"Big O to show off their airplanes.
Their aircraft is a piece of work they
are dad-gum proud of, and well they
should be. Also, it's understandable that
when told their pretty bird is too new to
park in the showplane area, they get a
tad excited.
We try to explain it to them as gently
and kindly as possible. Most of these
fine folks accept the rubs and head for
the north-side Transient Aircraft Park-
ing Area where, I'm sure they have, for
the duration of their Convention stay,
the time of their flying life.
But once in a while we get an indi-
vidual with an imagination that won't
quit. He wants to park "down here" and
show off this fine creation. God bless
'em. Here's where our story begins.
Most of us on the Antique/Classic
Parking Flight Line Safety Committee
have been there for many years. We
have experts on aI/ the. different types
of aircraft, and we have heard aI/ the
excuses and reasons why "I should
park here: many, many times in fact.
But last year (1986) one fellow came in
who will forever be in the history of Osh-
kosh humor.
It was the first Monday of the Conven-
tion, and we were busy with airplanes
coming and going, people asking and
telling, photographers out beyond the
Flight Line, lost kids, etc., when all of a
sudden I get a call on the radio.
"Hey, Art, we have a converted Tri-
Pacer to Pacer down here at Camping
Point, and he wants to park here. He
claims it's a '55, but it sure looks like a
'56 or later to me." "What's his N
number?" I ask, with a mind full of this
'n that and other things. "We'll run it
through Operation Bellringer." (The offi-
cial FM registration by N number listing
by type, manufacturer and year built.)
"Okay, here it is, N number so and so."
We do a quick check and it turns out
the airplane is a 1956 Tri-Pacer conver-
sion. I get on the radio and relay that
info to our man at Camping Point.
"Okay," says our volunteer down in
camping, "I'll tell him." And off he goes.
Soon, I get another call on the radio.
"Hey, Art, I don't know what to do. He
claims the fuselage may be a '56 but
the wings came off a '55. What shall I
do?"
With all the wisdom and experience
of 26 years of identifying and parking
aircraft, I somberly raise the radio to my
big Irish mouth and, mustering all the
knowledge of every wizard that has
lived or hasn't, I say, "Okay, park the
wings and send the fuselage north." Our
errant pilot gave up the game and hum-
bly taxied north, while I sat there amid
gales of laughter from the surrounding
gallery, feeling the weight of my years
and the wind through my ears.
And that, folks, is "Oshkosh humor."
Family Volunteers
Our volunteers give far more than we
could ever give them. Following are
some examples of the fine folks whose
contributions in time and effort are
priceless in making the annual EM
Oshkosh Convention so successful.
The old adage, "The family that works
together, stays together" takes on a
whole new meaning during Convention-
time. last year, for example, more than
35 percent of the Antique/Classic volun-
teers were families who are among our
most enthusiastic and hard working
supporters.
The Ray Olcott family, which spans
three generations, has been devoting
its time to EM for the past eight years.
Ray and Jo of Nokomis, Florida, and
their son Bill and two grandchildren,
Ben and Nicole of Appleton, Wisconsin
make the Convention a family reunion.
As well as serving on the AlC Board of
Directors, Ray operates the AlC Volun-
teer Center, while Jo divides her time
between serving in the volunteer
kitchen weeks before the Convention
and as Red Barn Co-Chairman during
Convention time.
Nickie helps "Grandma" in the
kitchen, and Ben works long hours each
year on the Flight Line. Bill manages to
come to Oshkosh for weekends prior to
the Convention "to help Dad" and has
just as good a time as "Dad" in doing it.
Tallying the Olcott's time makes
some impressive figures. Family EM
membership time totals more than 40
years. They put in more than 200 hours
of volunteer time during the last Con-
vention alone. One thing for sure - we
will have to look far and wide for a family
to match this one!
Paul and Gloria Beecroft of long
Beach, California usually arrive in their
Beech Bonanza the Monday or Tues-
day before the Convention, and visitors
cannot miss their pleasant smiles as
they greet both the weary spectators
and showplane pilots. They work the
Flight Line par ing aircraft and helping
at Antique/Classic headquarters.
The Karl Biharys of Dearborn, Michi-
gan have been valuable crowd control
experts for as many years as anyone
around here can remember and for the
past three years, Karl has been passing
on his valuable experience to his teen-
aged grandson, Raymond. You have
probably seen them baking in the sun
-at the AlC taxiway keeping aircraft and
spectators apart. Karl has always con-
tributed his helpful ideas and sugges-
tions, such as grading the road/taxi-way
intersection before a serious ground
clearance problem could develop.
When Jim and Mary Fowler show up
in their vintage Tiger Moth all the way
VINTAGE AIRPLANE 19
WHAT DO RESTORING AIRPLANES
ANDCARPETINGHAVE INCOMMON?
The Cub was quite a conversation piece in the Beers' living room.
by Madelyn V. Beers
1349 Franchere Place
Sunnyvale, CA 94087
I accidently discovered a sure-fire
way to get new carpeting for my living
room. It's a sure-fire way, but it takes a
special set of circumstances and seren-
dipitous happenings.
First, you have to buy an airplane.
Most any airplane will do, but in my par-
ticular instance, the Beers family ac-
quired an aging Piper J-3 Cub. The Cub
started life as a TG-8 glider in 1942 and
was used to train glider pilots during
World War II. When the war ended in
1945, there wasn't much use for gliders
or glider pilots, so the TG-8 was con-
Last minute adjustments prior to running the engine in the Beers' front yard.
verted to a J-3 and used as a crop dus-
ter. Further conversion brought the craft
back to the regular civilian J-3 config-
uration.
I realize that this seems like a lot of
information not relevant to living room
carpeting, but it all comes together.
When my husband, Ed (EM 56655, AlC
4151) purchased the Cub, it was
licensed and flying. However, a fabric
test at the time of purchse foretold some
of the coming events. At least we were
prepared, or so we thought. After two
months of flying the Cub, the license
ran out and we decided to do a com-
plete restoration job on the plane, which
was now known as Woodstock and had
become a member of the family.
The Cub, which had been parked at
the old Fremont, California Airport, was
dismantled and trucked to the Beers' re-
sidence in Sunnyvale. (The neighbors
were not too happy about this, but soon
all the parts were stuffed into the garage
and on the patio - out of sight.)
As I said, this was a family project
and our two sons, Mark and Curt, got
into the act (might say were impressed
into the act). Anyone who has restored
an airplane knows that the sorriest look-
ing sight you can behold is right after
you take the fabric off an airplane that
as been exposed to the elements for
20 SEPTEMBER 1987
these many years. The sheet metal had
so many coats of paint on it that it was
a wonder she got off the ground at all.
The last layer down was the military
olive drab color with yellow stencilled
markings.
The fuselage was sandblasted,
checked for cracks and corrosion, and
primed. This took time, and timing was
of the essence since it was getting into
the rainy season (yes, it does rain in
California) . We couldn't leave the
freshly primed fuselage on the patio all
winter and the garage was already full
of Cub wings and tails and things and
the makings of a 1946 Fairchild restora-
tion project. (But that's another story.)
"Let's bring it into the living room, "
someone suggested. In fact, I was the
one credited with the statement, but my
memory is hazy on that point. The
rationale for this move was that we
could work on the plane throughout the
winter and have it ready for the next
season's fly-in circuit. So, the immacu-
lately painted fuselage was carried
through the patio doors into the living
room where it fit very nicely. Naturally,
we took all the precautions of putting
down a plastic cloth for it to rest on.
While the men of the family worked
on such mundane items as control ca-
bles, I started fitting the new fabric to
the interior of the plane. We planned to
cover the plane with dacron and use
the Stits method. I cut and fit the fabric
in the cabin and painstakingly glued it
into place. When you are gluing, you
need a container for the glue, com-
monly called a glue pot.
Since the airplane was the first ele-
ment in this story about airplanes and
carpeting, the second is the family dog
named Pokey. Now Pokey lived up to
her name most of the time, but this new
thing which had been added to the living
room intrigued her. One evening when
Just after a successful engine run. The Cub was soon disassembled for transport to
the airport.
everyone was working on the plane,
Pokey started to investigate.
You are probably well ahead of me
now in this story. Yes, Pokey and the
glue pot met - Pokey lost.
It was a simple matter to take Pokey's
tail and dip her into glue remover, but
how do you get glue out of a living room
carpet? I'm not talking about a small pot
of glue, but a whole glue pot full. It was
at this point the brilliant idea hit me.
When the project was done, I would get
new carpet for the house since we
couldn't replace just the living room car-
pet.
Ed didn't like the idea, but had to
admit there wasn't any other way out
for him nor the Cub. Not if he and the
boys wanted to eat at home while the
plane was being worked on. Anyhow,
the project progressed. The Cub be-
came a conversation piece as you can
well imagine. You don't have to be
crazy to restore an antique airplane, but
it certainly does help.
By spring the fuselage was finished ,
bright and pristine in her new clothes
and gleaming Cub-yellow paint. The
control surfaces and the wings were
done with equal attention to detail. The
instrument panel was installed, the
glass windshield fitted to the frame and
the gas tank strapped in place. The
panel was easy. The only instruments
it has are altimeter, airspeed, tachome-
ter, oil pressure and oil temperature
gauges, and a compass.
The gas gauge consists of a bent wire
imbedded in a cork which floats on top
of the gasoline in the tank. Since the
tanks sits right in front of the windshield,
it is a simple matter to determine how
much gas is in the tank by observing
how high the wire is as it comes through
the filler cap.
By this time, the rains had stopped
and we were able to assemble the
plane outSide, again to the consterna-
tion of our neighbors. We test ran the
engine with the Cub tied down in our
front yard. We disassembled the
airplane and moved it back out to the
Fremont airport where it was reassem-
bled, inspected and licensed.
It took us ten months to rebuild the
CUb. It was truly a labor of love, but I
did get some new carpeting out of the
project. If you don't think life is exciting,
suggest that your family buy an airplane
to restore. Maybe you'll find an airplane
in your living room, too. Now with the
Fairchild project underway, I wonder
what I can manage to get out of that
project. After all, the Fairchild is a bigger
airplane. Let's see . .. maybe a swim-
ming pool. The newly restored Cub is being gassed up at the Fremont Airport.
VINTAGE AIRPLANE 21
BARNSTORMINGFORDTRI-MOTOR
byRandy C. Barnes
(EAA456, AlC 1941)
816 W. Glen Avenue
Peoria, Illinois61614
(Photos by the author)
There's another Ford Tri-Motor be-
sidesEAA'sthatisstillflyingandactive!
AI Chaney purchased N7584 in late
1985from IslandAirlinesinOhio,where
it had been flown for nearly 50 years
carryingmail ,groceries,schoolchildren
and whatnotamongthe IslandsoffPort
Clinton, on Lake Erie. This plane is a
model4-AT,serial no. 38,andwasbuilt
in 1928. It has three Wright J-6-7 en-
ginesof235 hp each.
AI has long had adreamofowning a
Ford Trimotor, and after ten years of
negotiation,was finally able to see his
dreamcometrue.Heisnowbarnstorm-
ing through all the lower 48 states to
giveeveryoneachanceto flyinthean-
tique but sturdyold Tin Goose.
These pictures were taken on Feb-
ruary 7, 1987 at Clewiston, Florida, in
the 16th state of Chaney's tour of the
country. Keep youreyesopen- he may
showupinyourhometownoneofthese
days! AI lives in Hebron,Ohio.
VOLU.WEERS
A Book Of Heroes
(Continuedfrom Page 19)
fromHouston,Texas,theyandtheirson
always find time to volunteer for Flight
Line duty. Forthe past four yearsthey
haveparkedairplanesanddirectedtraf-
fic.
Donald and Sue Tupper from
Laramie, Wyoming are anothercouple
who accomplishagreatvarietyofjobs.
These quiet, unassuming folks usually
arrive fourorfivedaysbeforeConven-
tion-time in their Cessna 140and help
with FlightLine registration,equipment
maintenance, parking and Red Barn
preparation. About the time Don and
Sue settle in, Glenn and Marilyn Loy
arrive in their Cessna 170 from Flint,
Michigan.Afteradayofsettinguptheir
campsite and ren-ewing friendships
frompreviousyears,theLoysvolunteer
for whatever task requires their exper-
tise.
Spacedoesnotpermitastoryabout
everyfamilyparticipant,butafewm ~ ~
whocometomindare:DonnaandWill -
ard Benedict of Wayland, Michigan;
Dale and Marty Fauz of Lakeland,
Florida; Mark and John Lachendro of
Butler, Pennsylvania; Jim and Luzetta
Mahoney of Anderson, Indiana and
Doug,BradandStevePayneofDayton,
Ohio.
Toalltheotherswhohaveperformed
heroicallyatpastConventionsandwere
notrecognized here, pleaseacceptour
apologies. Most important, however, is
knowing that these people are among
those who make our Division's'annual
partiCipation in the EMConvention a
family affair.
Ourheartfeltthankstoall ..."Stand
tall y'aIL"
22 SEPTEMBER 1987
A DAY IN THE LIFE OF
PORTERFIELD NC32328
Porterfield LP-65, NC32328 and a Taylorcraft on a frozen lake in Minnesota.
James L. Wolleat
(EAA 109460, Ale 2118)
2"960 Arlington Road
East Point, GA 30344
This 1941 Porterfield, NC 32328, SIN
786 came into my possession some-
time duri ng the year of 1950 - I cannot
recall the exact date. She was a beau-
tiful maroon and gold color and pow-
ered with a 65 hp Lycoming. I was her
owner and master for a brief period of
three years. During this time, we en-
joyed many hours of trouble-free flying
on Civil Air Patrol missions, as well as
sport flying.
She was a bit of a ground lover, but
once in the air and "on the step," she
would hold her own at 95 mph lAS and
do it on less than four gallons per hour.
32328 loved all sports but was most
fond of skiing. This passion for winter
sports was almost the last chapter for
her and her master.
It all started at the Brainerd-Crow
Wing County Airport in North Central
Minnesota on a mild February morning.
Plans had been formulated between Mr.
Morris Wareing and myself to have
32328 take us on a short flight to Mitch-
ell Lake, some 40 miles to the north.
The purpose of the trip was to remove
a fishing house from the ice prior to the
state deadline, some two weeks away.
This had to be the best excuse we had
thought of all winter to do some
weekend flying.
The morning was bright and sunny
with a temperature of about 35 degrees.
Forty minutes of air time over snow-co-
vered lakes and woodland placed us at
our destination over Mitchell Lake. We
touched down to a cotton-soft landing
on the frozen lake, which was covered
by 12-14 inches of snow. What we
didn't know, however, was that between
the snow and the top of the ice was
about six inches of water. We came to
a halt in a halo of slush. I tried to taxi
at full throttle but found that all of the
Lycoming's 65 horses (rather small
horses) would not move us. We decided
to go ahead and move the fishing house
to a nearby island and then return to
our stuck aircraft problem.
After moving the light weight fishing
house, which proved to be a major pro-
ject requiring several hours of inch-by-
inch progress, we returned to our plight.
Mr. Morris Wareing, a long-time
friend, is an outstanding outdoorsman,
not to mention his ability as a pilot. It
seemed that he always had an answer
to most problems. Morris owned a cabin
on this lake, and he suggested getting
snowshows from the cabin and packing
the snow down with them to make a
make-shift runway.
We sloshed 3/4 of a mile to the cabin
and returned on snow shoes to tromp
the snow down into the water, forming
a runway about 12 feet wide, 600 feet
long and eight inches below the top
snow surface on the lake.
According to our plan, I was to take
off solo. Morris was to snowshoe to
another lake about four miles away,
which we knew had "good landing con-
ditions. I would then pick him up to con-
tinue our flight home.
We got the Porterfield lined up with
the runway, Morris started his trek
across the lake, and I warmed up the
engine and started on my take off run.
All was going fine, with the tail up and
2300 rpm, when the left axle stub, which
extended out from the ski pedestal, dug
into the eight inch bank of snow. 32328
suddenly quartered to the left and did a
prop stand in the snow at full throttle.
The entire aircraft did about a 3/4 revo-
lution while standing on her nose, and
then she gently fell onto her back.
One cannot explain the thoughts one
has while hanging upside down from a
safety belt and smelling gasol ine, which
was running down onto an overheated
engine. I released the safety belt and
fell against the windshield, breaking out
the greater portion of it. I opened the
door and managed to crawl out without
doing too much damage to the under
surface of the wing. Stepping back, I
stood there and watched the gasoline
and oil drip onto the hot engine, sending
steam and smoke skyward.
Morris returned across the lake, and
we tried in vain to right the overturned
VINTAGE AIRPLANE 23
nterestingMembers
CHARLESWINDSORAUTEN
byGeneMorris
(EAA81175, AlC 1877)
115CSteveCourt, R. R. 2
Roanoke, TX 76262
When given the opportunity to write
ofsomeoneinaviation,onlyoneperson
came to my mind, Charles Windsor
Auten, affectionatelycalled "Charlie"or
"Moose." Such acolorful andwonderful
characterishethatImustapologizefor
not being more of a penman. The real
difficultyisselectingwhatpart...which
era . . . what stories, etc., anyone of
which would fill abook.
Anyone who haseverknown Charlie
would agree that he has always been
agentleman'sgentleman, lovedandre-
spected by all. He has told me many
times of how proud he isto have seen
so much in aviation during his lifetime,
from watching Lincoln Beachy fly his
plane in arace with Barney Oldfield at
the Iowa State Fair in 1914to riding in
the Concorde.
Charlie grew up on a farm in Iowa
and spent many hours plowing behind
amule. As ayoung farmer, he married
his high school sweetheart and they
struggledtomakeendsmeetduringthe
late '20s. Occasionally an airplane
would fly overhead and one day when
one landed in anearbyfield, agnawing
excitementwas aroused in Charlie.
After that his uppermost desire was
tofly, eventhough he had lostthesight
inoneeyewhenstruckbyahardrubber
ball at age eight.
Not to fear, however, as he went on
to become an outstanding football
playerandteamcaptainoftheGrinnell,
IowaHighSchoolfootballteam.Healso
becameacrackshotwitharifleandstill
is an avid gun collector and hunter.
It was on a hunting trip in Northern
California around 1980that he was in-
jured while trying to move alog offthe
road forhiscompanions.Thelog broke
causing Charlie to fall and hithis head.
A blood clot formed on his brain. How
he wishes he had stayed home that
day.Several operations laterand after
suffering kidney failure he bemoaned
the fact that he'd "have to get betterto
die."
And so his loving humor lives on.
While camping with my family and me
atOshkoshsince 1977, healwayskept
us highly amused, wide-eyed and al-
ways eagerfor more stories.
Where else would you hear a story
such as this: In the '20s a pilot named
Garrett sought out two partners to buy
aWaco 10 and gobarnstorming. Char-
lie jumped at the adventuresome chal-
lengeandevenlearnedtoflyinthepro-
cess, in spite of having only one eye.
As I recall, Charlie soloed after three
hours of instruction, ground looping on
hisfirstsololanding.Afterthathebegan
hopping passengers. The third partner
also learned to fly.
Afterseveral monthsofbarnstorming
aroundtheMidwest,thethreeadventur-
ers drew straws one day to determine
who would ride in the front cockpitwith
the stick removed while the third gent
flewthemtothenexttown. Itseemsthe
old OX-5coughed and quitshortlyafter
take off.Theinexperienced pilot(about
10 hours total flying time) tried to turn
back to the airport and the old crate
spun into the ground, but not before
Charlie crawled out on the wing and
jumped free just before impact. He
rolled on the softground and unbeliev-
ablysuffered not ascratch!
Some time later Charlie read a
magazine article, "How to Get Into and
OutofaSpin." Vowingtoteach himself
the maneuver, he announced to his
friends that the attempt would be just
westofthefield. Heproceededtoclimb
theTravel Airtoaltitudeanddidindeed
putitintoaspin.ButCharliehadaprob-
lem. He was so intrigued and mes-
merizedatwatchingthewhirlingground
he almost forgot to recover and finally
managed it at 300 feet.
Biggerand betterthingshadtocome
to CharliesoheenrolledintheDuggan
School of Aeronautics in Cleveland,
Ohio where he became an A&E
mechanic. Here he met and worked
with Foster Lane, now "Lane Aviation"
ofColumbus, Ohio.
He tellsofacommunication problem
with Fosteroneday.While propping an
OX Waco for Foster, Foster thought
Charlie had said, "Switch on," but of
CharlieAuten withafistfull
oftoolsand abroad grin.
course Charlie had said, "Switch off."
The kickback caughtCharlie andthrew
him clear across the hangar. Fortu-
nately he was not injured.
Charliecontinuedtoflyeverythinghe
could, like all of us today. One of his
most memorable flights was taking his
grandfather for his first airplane ride at
the age of87, in an Aristocrat.
The only scratch he ever put on an
airplane was when he climbed a Cur-
tiss-WrightJunioruntil it ran outofgas.
Thefollowingglidelastedabout30min-
utesandonlandingitnosedupinsome
mud, barelydenting the nose bowl.
Never shirking work and always
eagerto learn more, Charlie became a
prized employee for American Airlines
of Cleveland in 1929. It was there that
Charliewasaskedtoweld WileyPost's
aluminum helmet for his pressurized
flight suit, which is currently on display
at the Smithsonian's National Air and
Space Museum in Washington,DC.
One time he related that during the
days American Airlines was flying Cur-
tissCondorsoutofCleveland,hewould
have to grind the valves nearly every
night to keep the Wright engines run-
ning properly.Lateron when American
replaced the Condors with Stinson
InterestingMembers
Model ATrimotors the mechanics had
great difficulty removing the exhaust
stacksfromtheLycomingsbecausethe
mounting lugswereimproperlylocated.
Charlie took it upon himselfto relocate
all the lugsforeaseofremoval. Hehad
nearly completed altering the entire
fleetwhenAmericansoldtheStinsons.
Another experience Charlie had with
theStinsonswaswhenhewaslowering
the flaps on one while it was in the
hangar. He was sitting in the cockpit
when it appeared that the hangardoor
wasgoingupandthen startingtomove
sideways.Hesuddenlyrealizedthatthe
tricky landing gear/flap arrangement
was allowing the gear to retract. He
stopped it just before the plane settled
on top of a Fordson tractor.
During World War Two he was
moved to La Guardia Airport in New
York where he was active with Amer-
ican's North Atlantic operation. Space
here does not allow for stories of the
Douglas DC-4s and the men who flew
them.
In 1946 Charlie was transferred to
American's facility at Ft. Worth,Texas
where he moved with hiswife Ruth and
sons Chuckand Dick. (Chuck is apilot
with Braniff and Dick is with TWA as a
mechanic.)
During thefamily'sstayin Texas,the
high heat precipitated a ritual in the
Auten home which Ruth strongly ob-
jected to, namely the three menfolk
coming to the dinner table sans shirts.
Afterseveral weeksofcomplaining un-
successfully, Ruth left the table for a
fewminutesonedayand returned"top-
less." That solved that problem!
In about 1963 Charliewas promoted
to Supervisorof Maintenance at Amer-
ican'sSan Franciscofacility.The move
awayfromtheTexasheatpleasedRuth
immensely. Once again, space does
not permit relating the many stories of
management, union and pilot confron-
tations.
In 1971 Charl ie retired after41 years
with American withoutasinglesickday
off work.
Recently,while dining aboard a747
Ibuttoned the first class napkin to one
ofmyshirtbuttonsandmyseatpassen-
gerremarked,"Oh,sothat'swhatthat's
for." Isaid, "Yes, and I know the man
whoconceived the idea.Hecamefrom
afarm in Iowa."
To me,Charlie is a born leader and
a real gentleman. It mattered not that
his formal education was minimal ...
by his own words,"Iwent through col-
legebyenteringthefrontdoorandleav-
ing immediatelythrough the back."
Shortlyafterwritingthisarticle,Gene
Morris learned that Charles Windsor
Auten passed away on July4,1987at
age79.Charlielivedwithhiswife,Ruth,
in Belmont, California. Charlie Auten
(EM 64459, AlC 4911) was a strong
supporter of sport aviation and will be
missedbyallwhoknewhim....G.R.C.
ADAY IN THE LIFE OF
PORTERFIELD
cludedabentrudder,abentnosecowl,
afewholesinthefabric,and,ofcourse,
the broken windshield. Amazingly, the
old wooden Lewis prop survived the
nosestand withoutascratch.
It was then late afternoon. The sun
was going down and so was the tem-
perature.We suddenlydiscoveredthat
the top crust of snow had frozen and
wouldsupportourweight.Thismeanta
takeoffwas possibleifthe aircraftwas
flyable.
I found that the oil level was down
abouttwo quarts and only about three
gallons of fuel remained. We removed
thesidewindowstorelievepressureon
the fabric, which would be caused by
the broken windshield. Iput on an old
AirForcehelmetandgogglesthatwere
in theluggagecompartment. Iplanned
toflytheaircrafthome,whileMorrisag-
reedtosnowshoetothehighway.Iwas
to return by automobile to pick him up
later.
Thetake offwas normal, asthenow
frozen surface of the snow supported
the skis well. The flight back was une-
ventful, but cold. I made a straight in
approachduetolowfuel anddarkness.
32328 couldn't legally see in the dark,
butshewassobusylickingherwounds
that she didn't even notice the night
landing. (No oneelsedid either.)
My wounded lady was tucked in the
hangar and I drove home to pick up a
rather worried wife. We departed im-
mediately to meet my walking friend.
When we found him, he had walked
about seven miles, four of which were
through woodland, snowshoeing on
aboutafootofsnow.
After a short stay in the local repair
hangar, Porterfield 32328was as good
as new again. We had many more
hoursofhappyflyingtogetheruntil she
was finally used as partial paymenton
aWaco UPF-7.
In closing, I would like to say that if
you are bored with normal aerobatiCS,
trya3/4rollwhilestandingontheprop.
(Continuedfrom Page23)
aircraft. Again he had a solution. Back
tothecabin he went, returning with an
axeanCl anicechisel,andabout30feet
ofrope. Heinstructed meto cutahole
in the ice about 8 inches in diameter
(the ice was about 30 inches thick).
While I did this, he went to a nearby
island and cutdown asmall tree.
He returned and promptly made a
winch byputting the treetrunk into the
hole in the ice, using one of the
branches as a turning handle. We at-
tached one end of the rope to the tail
skidspring andtheotherwetiedtothe
tree trunk. We rotated the treetowind
up the rope, and the aircraft was
winched back intoan uprightposition.
We surveyed the damage, which in-
CALENDAR OF EVENTS
(Continuedfrom Page18)
SEPTEMBER 18-20 - KERRVILLE, TEXAS-
23rd Annual Kenville Fly-In. Louis Schreiner
Field. Sponsoredby43TexasEAAChapters.
Contact:5121896-1155.
SEPTEMBER 19-20 - TULSA, OKLAHOMA-
TulsaAirShow'87atRichardL.JonesAirport.
Contact: Tulsa Air Shows, Inc., P. O. Box
581838, Tulsa, OK 74158, phone 9181838-
5000.
SEPTEMBER 19-20 - MERCEDES, BUENOS
AIRES,ARGENTINA- AlCChapter12aerial
springpicnic. Contact:AbelDebock,C.C. 275,
2930 San Pedro, Argentina, phone 0329-
24307.
SEPTEMBER - BINGHAM,MAINE- 18th
Annual Gadabout Gaddis Fly-In at Gadabout
GaddisAirport.Contact
OCTOBER 1-4- GARDNER, KANSAS - 12th
Annual International Cessna 120/140 Assn.
ConventionatGardnerMunicipalAirport.Con-
tact: Ralph Campbell ,913/236-8613.
OCTOBER9-11- TAHLEQUAH,OKLAHOMA-
30th AnnualTulsaFly-InatTahlequahMunici-
pal Airport. Contact: Charles W. Harris, 119
East4th Street,Tulsa,OK74103,phone9181
585-1591.
OCTOBER9-11- TAHLEQUAH,OKLAHOMA-
7th Annual NationalBuckerFly-In heldincon-
junctionwithTulsaFly-InatTahlequahMunic-
ipalAirport.Contact:FrankPrice,Route1,Box
419, Moody,TX76557,817/853-2008.
OCTOBER24-25- WINCHESTER, VIRGNIA-
EMCHAPTER 186 Fall Fly-In at Municipal
Airport.Trophiesforwinningshowplanes.Pan-
cakebreakfastSunday.Allwelcome.Contact:
George Lutz,703/256-7873.
DECEMBER 5-6 - SAN PEDRO, BUENOS
AIRES,ARGENTINA- EMChapter722,UL
Chapter23andAlCChapter12SixthNational
Fly-In. Contact: Abel Debock, C.C. 275, 2930
San Pedro,Argentina,phone0329-24307.
VINTAGE AIRPLANE 25
WELCOME NEWMEMBERS
The following is a listing of new members who havejoined the EMAntique/Classic Division (through May 26, 1987). We
are honored to welcome them into the organization whose members' common interestis vintage aircraft. Succeeding issues
of THE VINTAGE AIRPLANE will contain additional listings of new members.
Mosley, EricC.
Salvage,Minnesota
FallisJr.,Claud B.
Pt. Clear,Alabama
Bowling, RobertE.
Houston, Texas
Vikingson, Kristjan
Akureyri ,Iceland
Dubiel, Emil F.
Pittsburgh,Pennsylvania
Walderich, Len
Rolla, Missouri
Heaton Jr., Ray
Spring Lake, Michigan
Riffle, GeorgeW.
Auburn, Washington
Henderson,David O.
Dover, Delaware
Henderson,Paula
Dover,Delaware
McHolm,PatrickM.
Tehachapi, California
Offutt,David D.
Conroe, Texas
Lutter,JeffreyL.
Watertown,Wisconsin
Belcher,Jim
Greenville, Texas
Berry, Paul T.
Richmond, Kentucky
Adamson, RobertA.
Savannah, Georgia
Moody,CharlesV.
Memphis, Tennessee
Jespersen,FrodeC.
New Hope, Minnesota
Bays, A. H.
Germantown, Tennessee
Gauvreau,JosephD.
Seabrook, Maryland
Bearden; WalterA.
Knoxville, Tennessee
26 SEPTEMBER 1987
Earle, David L.
Bothell, Washington
Larsen, LauritsM.
Boca Raton,Florida
Todd, George
Seattle,Washington
Roa, JoseMari
Manila, Philippines
Rowswell, Alfred R.
Grand Island, New York
Golden,WalterM.
Nanjemoy, Maryland
Culley, LarryV.
Bradenton, Florida
Matthews,JamesAcie
Sioux Falls, South Dakota
Mathews,Fred
Peoria, Illinois
Tanner, Michael C.
Columbus, Ohio
LewisJr., Russell A.
Hayward,California
Maher, Steven Michael
Colorado Springs, Colorado
Peterson, DouglasG.
Oshkosh, Wisconsin
Cooper, William P.
Lancaster, California
Stark, Edward
Clearwater, Florida
Prefontaine,Victor
Winnepeg, Manitoba, Canada
SmithJr.,Kenneth E.
Princeton, Florida
Morphew,Alan D.
Lakeville,Minnesota
Hili,HerbertE.
Portland, Oregon
Berndadi,PeterJohn
Melbourne, Australia
Schoenbeck,Ted
Lakewood, Ohio
Mixon,Marvin L.
Houston, Texas
Friend,WilliamJ.
Denville, NewJersey
Leff, William
Lexington, Illinois
Hackbarth, Dennis
Bremen,Illinois
Dietrich,WalterC.
Friendsville,Tennessee
WilCOX, J.Douglas
Midland,Ontario, Canada
Wallis, RobertS.
ForestCity,Pennsylvania
GouldJr., William R.
Florence,Massachusetts
Hayes, Susan
Rhinebeck, New York
Kiser,GeraldS.
Murfreesboro,Tennessee
Boucher,GeorgesJ.P.
Burnaby, British Columbia
Pasahow, DavidZ.
Chicago, Illinois
Browe, GeraldC.
Middletown, Rhode Island
Greenwald,Samuel
Ft. Collins, Colorado
Page, Donald R.
Salinas, California
McAllister,W. Jack
Cherry Hill, NewJersey
Fresca, FrankV.
Staten Island,New York
Harris,JohnPrince
Charleston, West Virginia
Hansen,VincentH.
Altoona, Iowa
Hill, RichardG.
Troy, Ohio
Wilborn, Sam W.
Austin, Texas
S099, Steven L.
Renton, Washington
Lane,JerryW.
Enterprise, Alabama
Collings, Robert
Marathon, Georgia
Pascucci,Louis
Gloucester, Massachusetts
Palmer, LyleF.
La Junta, California
Hutcheson,DeWayne
Douglas, Georgia
Davis, WilliamJ.
Poughkeepsie, New York
Lizer, MontgomeryL.
San Jose,California
Cowart,Nelson
Omaha, Nebraska
Olson,James
AlmaCenter, Wisconsin
Smith,ThomasA.
Butler, Alabama
Galiher,GaryO.
Honolulu, Hawaii
Vaughn,Connie
Chino, California
Ockuly,BernardF.
Strongsville, Ohio
Cummings,ThomasJ
Oshkosh, Wisconsin
Schmidt,Gene
Palos Verdes Estate, California
Edwards,Bob
Sunnyvale, California
Tokatz, Norman
Florissant, Missouri
Remington, Steve
San Jose, California
MumfordSr., JamesF.
Chatsworth, California
Ryder, Roland
Amarillo, Texas.
Letters To The Editor
. - - ' ' ~ ~
DearChuck Larsen,
Since you sent that information on the
EAA Youth Activities Coordinator Program,
my Chapter has undertaken a very en-
thusiasticeffortintryingtogetyouthinvolved
in aviation.That is something which has all
but disappearedfrom ourarea.
Some of our achievements are Chapter-
sponsored tours of the airport which have
been booked consistently throughout the
summer. In additionto hostingtours for Boy
and Girl Scoutsandchurch groups,wehave
invited senior citizen groups. The media is
quite interested in our program as we have
been makingquiteastirinourtri-statearea.
We cover various aspects of aviation with
talks and how-to demonstrations.
Since sponsoring a subscription to
SPORT A VIA TlON for a local high school
the responsehas been encouraging.We re-
ceive many calls about building airplanes.
Our Chapter voted to expand our outreach
to anotherschool. Theenclosedcheckisfor
asubscription to SPORT AVIA TlON forJef-
ferson Union High School , c/o Josephine
Irwen, Librarian, R. D. 1, Richmond, Ohio
43944.
In time we hope to provide similiar sub-
scriptions to four other high schools in our
tri-state area. Even though our Chapter is
only one and a half years old, we hope to
leaveourmarkonourcommunityandEAA.
Sincerelyyours,
David Tolenko
President, EAA Chapter859
Jefferson CountyAirpark
Steubenville,OH
Congratulations to the officers and mem-
bers of Chapter 859. Their achievements are
noteworthy and an excellent example of the
rewards gained by working with young folks
and others . ... Editor.
DearSir,
Did you know that Charles Lindbergh
landed near Lone Rock, Wisconsin for gas
in 1926.Because the Wisconsin River was
too high, aDr. Berthauerwasunableto make
a mercy trip to Clyde, Wisconsin so
Lindbergh flew him there. (These Wisconsin
communities are about 40 miles west of
Madison . ..ed.)
On an earlier trip across the state,
Lindbergh's motorcycle developed a prob-
lem south of Sparta and afarmer hauled it
to town with ateam and wagon for repairs.
Sincerely,
H. Melhem
Avoca, Wisconsin
Dear Dennis Parks,
Per our phone conversation Iam enclos-
ingasetofmanualsentitled"RankinSystem
of Flying Instruction" printed in 1928.Itrust
it will be aworthwhile addition to "our"EAA
Museum Library. These volumes belonged
to my father, George A. Palmer, of Los
Angeles, California, who passed away in
1969. He held Private Pilot Certificate No
17810dated Oct. 20,1930.
During his flying years he operated small
airports in Las Vegas, Nevada; BIy1he,
California and a "cow pasture" type called
MonarchAirportintheMontebello,California
area.Thelatterfield had fourhangarsand a
large administration building.
Hehad twoflight instructors, oneofwhich
was an aircraftmechanic.Hisfirstplanewas
an OX-5 long wing Eaglerock,NC4733. He
soonaddedanOX-5TravelAir, NC9041 and
an OX-5Lincoln-Page,NC3832. Hisfavorite
plane was a Velie-powered Kari Keen
Coupe,NC108N.
The last plane he acquired was a Ryan
Monoplane, similar to Lindbergh's but pow-
ered with a Hisso. Two passengers rode in
,, ) .
comfort up front while the pilot rode in an
open cockpit to the rear.
In 1930asa14-year-oldschoolboyIhung
aroundtheairporteverySaturday.Iwasthril-
led to be nearthe pilots, mechanicsand air-
craft and Ibegged for arideeverychance I
had.Ofcourse,thoseweredepressionyears
and times were tough, especially in aviation
so there were no rides for me unless the
flight was justified for business reasons.
My love of flying stems from those early
days and it continues to this day. Nearly
everyyearyou'llfind mein attendanceatthe
EAA Convention at Oshkosh and loving
every minute of it.
I am also enclosing my father's private
pilot licenseand hispersonal log booktogo
with the Rankin manuals. I hope they are
something the Museum can use.
Kindest regards,
Ellis N.Palmer
(EAA214735)
9041 Rhodesia Drive
Huntington Beach, CA 92646
Dear Mr. Chase,
ThereadersofThe Vintage Airplane might
be interested in the enclosed photograph of
Beech D17S Staggerwing, N9405H, c/n
4803.
This aircraft night stopped at Newcastle
International Airport, England, 27th/28th
May 1987. The Staggerwing was sold last
year to a new owner in West Germany and
should have been ferried over last year.
However, duetobadweatherovertheNorth
Atlantic the ferry flight was postponed until
this year.
The Staggerwing was ferried by Dieter
Schmitt and the new owner, reported to be
a Dr. R. Versen, Dieter being the owner of
Trans World Ferry and company which
mainlyferries Beechcraftaircraft, majorityof
whichenrouteto EuropeareferriedviaNew-
castle.
The Staggerwing arrived at Newcastledi-
rect from Reykjavik, departing to its new
base at Essen. The American registration
will be retained as the German Authorities
required the new registration to be painted
on the fuselage side, which as the owner
states, would have looked out ofplace and
spoiled the lines of the Staggerwing. This
action has resulted in the owner having to
obtain a US PPL and having to fly the
Staggerwing on apermit to fly.
Should you use this information and
photograph in THE VINTAGE AIRPLANE, I
would be interested in the historyofthis air-
craft if anyofyour readers could supply it.
Yours sincerely,
Ian MacFarlane
(EAA 216949, AlC 10531)
'Velden' 18 The Rise
Darras Hall, Ponteland
Northumberland, NE20 9LH, England
VINTAGE AIRPLANE 27
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, including 12 issues of
SportAviation. Junior Membership
(under 19 years ofage) is available
at$18.00 annually. Family Member-
ship is available for an additional
$10.00annually.
ANTIQUE/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe VintageAirplaneand
membership card. Applicant must
be acurrentEAA memberandmust
giveEAAmembershipnumber.
Non-EAA Member - $28.00. In-
cludes one year membership in the
AA Antique-Classic Division, 12
monthly issues ofThe Vintage Air-
plane, one year membership in the
EAA and separate membership
cards.SportAviationnotincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
SportAerobatics. AlllACmembers
are required to bemembersofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds. Warbird members are
requiredtobemembersofEAA.
EAAEXPERIMENTER
EAA membershipandEAA EXPERI-
MENTER magazine is available for
$25.00peryear(SportAviationnot
included). Current EAA members
may receive EAA EXPERIMENTER
for$15.00peryear.
FOREIGN
MEMBERSHIPS
Please submit your reminance with
a check ordraft drawn on a United
States bank payable in United
Statesdol/ars.
Make checkspayable to EAA orthe
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol-
lowingaddress:
WITTMANAIRFIELD
OSHKOSH, WI54903-3086
PHONE(414)426-4800
OFFICEHOURS:
8:15-5:00MON.-FRI.
ATTENTION
AIRCRAFT OWNERS
SAVE MONEY...FLVAUTOGAS
If you use 80 octane avgas now, you could
be using less expensive autogaswith an
EAA-STC.
Get your STC from EAA- the organization
that pioneered the firstFAA approval for
an alternative to expensive avgas.
CALLTODAY FOR MORE INFORMATION-
IT'STOLL-FREE 1-800-322-4277
(in Wisconsin call 414-426-4800)
Orwrite: EAA-STC, Wittman Airfield,
Oshkosh,WI 54903-3065
For faster service, have your airplane'sUN"number
and serial number:your engine'smake, model and
senal number:and your credit card number ready.
It'sExciting!It'sfor Everyone!
See thispriceless coillectionofrare, historically
8:30to5:00p.m
significantaircraft, all imaginativelydisplayed in the
Mocdaythru Saturday
world'slargest.mostmodemsportaviation
HOURS
11 :00a.m. to5:00p.m.
Sucdays
museum.Enjoythemanyeducational displaysand
Closed Easter.Thanksgiving.Christmas
audio-visual presentations. Stopby-here's
acd NewYears Day(Guided grouptour
somethingtheentirefamilywill enjoy, Just arTangementsmustbe made twoweeks
inadvance).
minutesaway!
CONVENIENT
IDeATION
TheEMAviationCenterislocatedon
Wittman Field. Oshkosh. Wis.- just off
Highway41.GoingNorthExit Hwy. 26or
E ~
FOUNDATION
44.GoingSout hExitHwy.44acdfollow
JF"''T
N
WittmanAirfield
signs.Forfty-ins- freebusfromBasler
FlightService.
414-426-4800 Oshkosh,WI 54903-3065
28 SEPTEMBER 1987
Where The Sellers and Buyers Meet...
25 perword, 20 word minimum.Send yourad to
TheVintageTrader, WillmanAirfield
Oshkosh, WI 54903-259t.
tem, heatmuff,shockcords, etc.Excellentlogs-
AIRCRAFT:
completefromdayone. Preferbuyerwhowillcom-
plete restoration. Make offer. Harvey Goldberg,
1933 Fairchild22 - Menasco D-4,125hp.Very
414/675-2511 , 426 Highway 33 East,West Bend,
nicecondition.Octoberannual.Pleaseonlyserious
WI 53095.(9-1)
offers. 312/358-4035 or3121742-2041. (9-2)
beat3'12 gph at cruise setting.15large instruction
sheets.Plans- $60.00.InfoPack- $5.00.Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
ACROSPORT- Singleplacebiplanecapableof
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100isometrical draw-
ings, photos and exploded views.Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder'S Manual - $60.00. Info
Pack- $5.00. SuperAcro SportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus $2.00 postage. Send checkormoney
order to: ACRO SPORT, INC., Box 462, Hales
Corners,WI 53130.414/529-2609 .
ACRO II- Thenew2-placeaerobatictrainerand
sportbiplane. 20 pagesofeasytofollow,detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130.414/529-2699.
MISCELLANEOUS:
1941 DH-82-ABRITISHTIGERMOTH- Airframe
Rare, 1940Stinson 10- TIAF2202.05,engine
BACKISSUES...BackissuesofTHEVINTAGE
TISN 1885. Engine Gipsy Major Mark 1C. Fuse-
TSOH 1327.55, fabric Aviatex finished Endura.
AIRPLANE (and other EAA Division publications)
lage recovered in Ceconite 1979. Wings fold for
Planeverygoodcondition.$12,000Canadian.Par-
are available at $1.25 per issue.Send your list of
easy transport.Customerglidertow hitch.Aircraft
ticulars,phone 604/392-2186. (9-2)
issuesdesiredalongwithpaymentto:BackIssues,
is rare and in exceptional condition. George
EAA-Wittman Airfield, Oshkosh, WI 54903-3086.
Leacock, 111 Prospect Hill, Trenton, Ontario,
HIPERBIPEPROJECT- Allfactorykits. Ongear,
Canada K8V 2V5, 613/392-8422. (9-1)
wingsreadytocover.95%complete,65%finished. Windsocks - 20 inches long, 5inchesdiameter.
O-time 180 Lycoming engine. New Hartzell CIS
$19.95plus $2.75 shipping and handling.Also:30
Propeller. Immaculate.609/893-6984. (9-1) incheslong,8inchesdia., $39.95plus$2.75ship-
PLANS:
pingandhandling.Bothmodelshavemetalframes,
1940TAYLORCRAFT- BL-65. Tenyearrestora-
metal mounting mast, treated orange nylon sock.
tion,nearlycomplete.Needsinterior,assemblyand POBERPIXIE- VWpoweredparasol- unlimited
MadeinUSA.WING'SNWINDPRODUCTS,2364
rigging. Covered in Ceconite using Cooper pro- in low-cost pleasure flying.Big, roomy cockpit for
BunkerHill Road, Mooresville,IN 46158. (10-3)
cess. All new AN hardware, brakes, exhaust sys- the over six foot pilot. VW power insures hard to
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EAA (1-800-843-3612), and from StltsDistributors.

WRITE OR PHONE FOR FREE *SampleofHighStrength,Very
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The fabulous times of Turner. Doolittle. Wedell
and Wittman recreated as never before in this
600-page two-volume series. Printed on high grade
paper with sharp, clear photo reproduction. Official
race results 1927 through 1939 - more than 1,000
photos - 3-view drawings - scores of articles about
people and planes that recapture the glory. the drama,
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Volume 1 and 2 sold at $14.95 each - add $2.00
postage for first item and $1.00 for each item there-
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you may select FREE, one of the following: EM Pilot
Log Book (#11-16552) , EM Propeller (or rotor)
Log Book (#11 -16566), or EAA Engine and Reduc-
tion Drive Log Book (#11 -13951). Offer good while
supplies last! Send check or money order to: EM
Aviation Foundation, Wittman Airfield, Oshkosh,
WI 54903-3065.
30 SEPTEMBER 1987
You've borrowed a buddy's air-
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you have an accident, it is prob-
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suffer financial loss (attorney's
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Deal direct with AVEMCO. You'll
avoid time and confusion, while
taking advantage of rates that
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Call AVEMCO today, toll-free.

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