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EDITORIALSTAFF

Publisher
March 1996 Vol. 24, No.3
TomPoberezny
Vice-PreSident
Marketing&Communications
DickMatt
Editor"in-Chiet
JackCox
Editor
HenryG,Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ASSistantArtDirector
Sara A Otto
ComputerGraphicSpecialists
Ol iviaL. Phillip JenniferLarsen
AdvertiSing
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHard ie,Jr. DennisParks
StaffPhotographers
JimKaepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION,INC,
OFFICERS
President Vice-President
Espie' Butch'Joyce GeorgeDaubner
P,O. 80x35584 2448LoughLane
Greensboro,NC27425 Hartford,WI53027
910/3930344 414/673-5885
Secretary Treasurer
SteveNesse E,E,' Buck'Hilbert
2009HighlandAve, P.O.Box424
AlbertLea,MN56007 Union,IL60180
DIRECTORS
507/373-1674 815/923-4591
JohnBerendt RobertC.' Bob'Brauer
7645EchoPointRd, 9345S. Hoyne
CannonFalls, MN55009
ChicaW'IL60620
507/263-2414 312/ 79-2105
GeneChase JohnS.Copeland
2159CarltonRd. 28-3Williamsbur8Cf.
Oshkosh,WI 54904 Shrewsbury,MA 1545
414/231-5002 508/8427867
Phil Coulson StanGomoll
28415SpringbrookDr. 104290thLane,NE
Lawlon.MI49065 Minneapolis,MN55434
616/624-6490 612/784-1172
ChartesHarris JeannieHill
7215East46thSf. P.O.80x328
Tulsa,OK 74145 Harvard,IL60033
918/622-8400 815/943-7205
DaleA.Gustafson RobertD. ' Bob' Lumley
7724ShadyHillDr, 1265South 124thSf.
Indianapolis,IN46278 Brookfield,WI 53005
317/293-4430 414/782-2633
RobertUCkteiE GeneMorris
1708BayOaks r. 115CSteveCourt,R,R, 2
AlbertLea,MN56007 Roanoke,TX 76262
507/373-2922 817/4919110
GeoffRobison GeorgeYork
1521 E. MacGregorDr. 181 SlobodaAv.
NewHaven,IN46774 Mansfield,OH44906
219/493-4724 419/529-4378
S.H.'Wes'Schmid
2359LefeberAvenue
Wauwatosa,WI53213
414/771-1545
DIRECTOR EMERITUS
S.J.Willmon
1904-1995
ADVISORS
JoeDickey RogerGomoll
55OakeyAv. 3238VicarioSt. N
Lawrenceburg,IN47025 St Paul.MN55126
812/537-9354 612/484-2303
SieveKrog DeanRichardson
930Tara HLE 6701 ColonyDr.
Hartford,WI 53027 Madison,WI 53717
414/966-7627 608/833- 1291
CONTENTS
1 Straight & Levell
Espie "Butch" Joyce
2 AlC NewslH.G. Frautschy
4 Aeromail
5 AlC TidbitslH.G. Frautschy
6 Arrow Sport/Norm Petersen
7 From the Archives/
Dennis Parks
11 Cub Recreators/
Norm Petersen
15 The Luscombe Annual
Convention/M. Williams
18 What Our Members
are Restoring/Norm Petersen
20 Pass it to Buck!
E.E. "Buck" Hilbert
21 The First Production
Cessna ISO/H.G. Frautschy
26 Mystery Plane/H.G. Frautschy
28 Welcome New Members
29 Vintage Trader
30 Calendar
Page 11
Page 15
Page21
FRONTCOVER...Numerouno.firstoneoutthechut ewhateveryouwantto
callit, N5501E is SIN002intheCessna 150ranks. Itis theveryfirst production
modelofthe 150,rolledoutthefactorydoorsin 1958, CraigRobertsof
Aurora,ORrestoredtheairplane,anditwasselectedastheGrand
ChampionContemporaryaircraftatEAAOSHKOSH '95, EAAphotobyJim
Koepnick. Shotwitha CanonEOS-1n equippedwi tha 7D-200mmlens. 1/250
@ f8on 100ASAslidefilm. Cessna210photoplaneflownbyBruceMoore.
BACKCOVER...ArtistMelBrown'sdepictionofLt, RalphO. Earl e'sflightover
theGrandCanyonin 1919waspickedto receivean"Honorable Mention"
ribbonfromthejudgesinthe 1995SportAviationArtCompetition. SeeA/C
Newsonpage2formoreinformation.
Copyri ghl 1996 byIheEAAAntique/ClassicDivision Inc, All righisreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EMAntique/Classic Division, Inc, of the Experimental
Aircraft Association and is published monlhlyal EMAviation Center,3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid al Oshkosh, Wisconsin 5490t and at mailing offices. The memberShip rate for EMAntique/Classic
Division,lnc.is$27,00forcurrent EMmembersfor12monthperiodofwhich$15.00 isforthepublicationofVINTAGEAIRPLANE, Membership
isopentoallwhoare interestedinaviation.
POSTMASTER: Send address changes to EMAntique/Classic Division, Inc" P.O. Box 3086, Oshkosh, WI54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeign andAPOaddressesviasurfacemail.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescan be taken.
EDITORiAlPOLICY:Readersareencouraged to stories and photographs. Policyopinions expressed in articlesare solelythose ofthe
authors. Responsibilityforaccuracyinreportingrestsentirelywiththecontributor. Norenumeration ismade.
Materialshould besentto: Editor,VINTAGEAIRPLANE,P.O. Box3086, Oshkosh,WI54903-3086. Phone414/4264800.
The words EAA,ULTRALIGHT,FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA,EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks.THE EAA SKY SHOPPE and logosofthe EAA AVIATION FOUNDATION and EAA ULTRALIGHTCONVENTION aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
STRAIGHT & LEVEL
Your Antique/Classic Board of
Directors met this past February
and a number of issues were cov-
ered. Two Advisor slots were open
and the Board appointed two new
individuals to fill these vacancies.
Roger Gomoll was appointed to
serve as an Advisor. The membership services manager
for Minnesota Public Radio, Roger has been very active
at Pioneer Airport in Oshkosh as a volunteer. He and his
father Stan are very active antiquers, with several operat-
ing Antique aircraft. Our other new advisor is Steve
Krog. He operates a marketing and communications ser-
vice in Mequon, Wisconsin. Steve also serves as a flight
instructor, with a specialty in taildragger instruction. He
also is an active antiquer with several aircraft, one of
which is a Bird biplane.
Our two new advisors , with Steve in charge, will be
putting together a Flying Safety Program for the An-
tique/Classic Division. This program will be an in-depth
seminar, with a focus on flying older and taildragger type
airplanes. This program will be presented at the EAA
Oshkosh Convention this year and will take an hour or
two each day. The actual contents of the program are still
being worked out, but it looks as though it will run over
three days. As we are able to work out more details
about this safety program, you will be the first to know.
Each year I bave listed the accidents or losses the An-
tique/Classic members have had within the framework of
the Antique/Classic insurance program. This is done
without any names or "N" numbers, because that stuff re-
ally doesn't matter. The point of thi s is to get you to
think about how you may have had a similar incident , and
what the consequences might be. Forewarned is fore-
armed. Hopefully the same thing will not happen to you.
1. 7AC - crosswind landing, braking hard, prop hit the
ground.
2. J-3 - someone shot 20 holes in the aircraft while in
tbe landing pattern.
3. '56172 - person in next T-hangar spraying paint,
overspray settled on plane.
4. 170B - loss power on takeoff - forced landing.
5. Stinson lOS - taxied into a culvert , damaged landing
gear.
6. Stinson lOS - hangar collapsed from snow load.
7. Luscombe - deer on runway, had to brake bard,
nosed up.
S. 7AC - gear collapsed on landing, damage to right
wing.
9. Waco - crosswind landing, hit runway sign, damage
to right wing and prop.
10. Stinson lOS - bad landing causing a prop strike.
11. Funk - engine failure on takeoff causing a force
landing.
12. Ercoupe - storm caused hail damage to both
wings.
by Espie "Butch" Joyce
13. Cessna 140 - bad landing causing airplane to nose
over.
14. Luscombe SA - not tied down, hard wind flipped
airplane on back.
15. Ercoupe - engine failure on takeoff caused forced
landing.
16. Luscombe SC - bad landing, aircraft flipped onto
its back.
17. J-3 - engine failure, possible fuel contamination.
IS. Ercoupe - in-flight engine failure causing forced
landing.
19. Luscombe - landing gear brace wire broke on
landing, damaged right wing.
20. Beech 17 - hangar fire damaged aircraft.
There you have it ; just use this informat ion to your
benefit in the future.
The weather in North Carolina in March is generally
anybody's guess as to what we will have, but whatever it
is will not last long as each day we are getting closer to
spring weather. One of the great things about spring is
that once again we will be able to attend the Sun 'n Fun
EAA Fly-In.
After all the poor weather we' ve experienced, I pre-
dict that this year's fly-in will be very well attended.
Why? Because everyone I have talked to cannot wait to
get to the sun and warm weather in Florida. I plan to be
at Sun ' n Fun for the full week and will be available in the
Antique/Classic area, as I have done for the past several
years. I hope to see you there and visit with a number of
members that week. Should you want to talk to me about
any item, you can leave me a message at the EAA build-
ing, located just across from the FAA building. I will be
checking in there daily, as well as the Antique/Classic
Headquarters.
I talked to Billy Henderson tbe other day on tbe
phone. Billy told me tbat they are making many im-
provements and wish to extend a special invitation to the
Antique, Classic and Contemporary aircraft owners to
come and enjoy this get-together in sunny Florida.
We bave now some 20 Antique/Classic Chapters
across the USA and most of these Cbapters are very ac-
tive. Should anyone out there wish to form an
Antique/Classic Chapter, EAA Headquarters will be glad
to send you a Chapter information packet. All you need
to do is call EAA at 414/426-4S00 and ask for the Chapter
Office. Tbey'll take it from there.
Your Board of Directors do a great deal of hard work
for the Antique/Classic Division throughout the year.
They asked me to pass along to you, the member, their
thanks for being a membe r and remaining a membe r
throughout the years. One of the most important things
tbat you can do for your Division is to encourage your
friends to join up with us. This is our 25th year; help us
make it one of our best years. Let's all pull in the same
direction for the good of aviation. Remember we are bet-
ter together. Join us and have it all! ...
A/CNEWS
compiled by H.G. Frautschy
SO LONG TO VOR's
As GPS navigation use becomes more
widespread, a timetable has been set in
the Federal Radionavigation Plan for the
phase out for a number of marine and
aviation navaids, including VOR. First to
go will be Omega, scheduled to be turned
off by Sept. 30,1997. Next to go will be
Loran, which despite work by a number
of marine and aeronautical organizations
will be closed down during the year 2000.
ADF stations will begin to be phased out
starting in 2000, with final shut down by
2005. VORIDME and ILS shutdowns
will begin in the year 2005 and be com-
pleted by 2010.
CONGRESS REMOVES
REQUIREMENT FOR
RADIO STATION LICENSES
Contrary to what you may have read
in a recent aviation newspaper, the FCC
has not yet eliminated the rule requiring a
radio station license for your aircraft.
When President Clinton signed the new
1996 Telecommunications bill into law,
he did away with the law that requires do-
mestic aircraft and boats to have radio
station licenses. Now that the law has
changed, the FCC can, but is not required
to , change its regulations to do away with
domestic aircraft radio station licenses.
The law is listed under Section 403 ti-
tled the "Elimination of Unnecessary
MENASCO SUPER BUCCANEER
Here's an engine you may have never
seen before - the Menasco C-6S-5 Super
Buccaneer, an inline 6-cylinder supercharged engine that was rated at 260 hp at 2300
rpm, but was, of course, pushed to produce much more. Built for racing use, the non-
ATC'd engine was used in the Crosby CR-4 racer, which is currently being restored
for static display under the direction of EAA Aviation Foundation director Morton
Lester. Morton donated this engine, which carries SIN 6200, to the EAA Aviation
Foundation, and it was recently restored to static display by EAA staffer Bruce Jo-
vag. Severe corrosion in the blower casting rendered the engine unusable, but the
rest of the machine work is intact, and a peek inside the crankcase revealed a level of
workmanship that was simply outstanding - machine marks had been carefully pol-
ished away at the factory. What an impressive bark this engine must have had.
Other versions of the C-6S powered other inline racers of the golden age of air
racing, including the Keith Rider R series of racers, Chambers R-l "Chambermaid,"
Howard DGA-4 "Mike" and DGA-5 "Ike," and Gordon Israel's "Redhead" racer.
Our thanks to Morton for his donation, and we look forward to seeing the restora-
tion of the Crosby CR-4.
Commission Regulations and Functions."
The law states that the FCC "may by rule
authorize the operation of radio stations
without individual licenses in the follow-
ing radio service: (A) the citizens band
radio service; (B) radio control service;
(C) the aviation radio service for aircraft
stations operated on domestic flights
when such aircraft are not otherwise re-
quired to carry a radio station ... "
The passage of the new law is a big
step in doing away with the regulation for
radio station licenses in our sport aircraft.
The FCC must now write a proposed rule
change and it must be approved before
we no longer need to have a radio station
license in our aircraft. EAA thanks all
the members who wrote their Congress-
MINNESOTA SPORT
AVIATION CONFERENCE
Antique/Classic Director Bob Lum-
ley speaks with one of the many atten-
dees who visited the EAA A/C booth
during the Minnesota Sport Aviation
Conference and Expo February 24-25.
In addition to a commercial display
area that featured a complete range of
aeronautical activities from aeromod-
eUing to ballooning, seminars were
held in adjacent rooms on subjects that included "Getting Started in Gliding," "Ag-
ing Aircraft" all the way to "How to become an Astronaut," with speaker Dr.
Kalpana C. Chawla, a NASA astronaut with an active interest in sport aviation.
Other noted speakers included Tuskegee Airman Col. Ken Wofford, Ron Alexan-
der and Rich Stowell. An Antique/Classic seminar was also held, and an expanded
A/C program is being planned for next year.
Over 3,000 people attended this year's conference, held for the second year at
the Minneapolis Convention Center in downtown Minneapolis. If you live in the
upper Midwest, make plans to attend next year!
men in support of this change. We also
thank those Congressmen who co-spon-
sored this bill. If your Congressmen voted
for this change, remember to thank them
for their vote. We'll keep you posted on
further developments.
CONTINENTAL AD
Most users of Continental A and C se-
ries of engines (and Rolls Royce, pic) are
aware of AD 94-05-05, issued in February
of 1994 to inspect for cracks in the cylin-
der rocker shaft bosses and rocker shafts.
The FAA has issued a recent amendment
to that AD, 94-05-05 Rl , that clarifies its
requirements, particularly with regard to
when the inspection must be accom-
plished. Basically, the cylinder must un-
dergo inspection the first time it is re-
moved from the crankcase for any repair
or overhaul even if the reason for remov-
ing the cylinder is not directly related to
engine maintenance. If you need a copy
of the AD, contact Jerry Robinette, Aero-
space Engineer, Atlanta Certification Of-
fice , FAA, Small Airplane Directorate,
Campus Building, 1701 Columbia Av. ,
Suite 2-160, College Park, GA 30337-
2748. Phone 404/305-7371 or Fax at
404/305-7348.
SEATTlE GETS NEW PARKS
No, not one with grass and trees, but
one with an extensive knowledge of avia-
tion literature and artifacts. We're speak-
ing of Dennis Parks, former
Library/Archives Director of the EAA
Aviation Foundation's Boeing Aeronau-
tical Library. Dennis has recently left
2 MARCH 1996
Oleis shown herewiththeTravel
owner Jim
WHEELPANT MYSTERY
Thisunusualpairofaluminumwheelpantswasdis-
It is
Each
coveredin themain hangarattheairporthomeof
StantonSportAviation,Stanton,Minnesota.
suspectedthewheelpantshavebeena"resident"for
manyyears,however,nobodyseemstoknowtheori-
ginofthepantsandwhattheycamefrom.
Theairportwasstartedbackinthe1940'sand run
formany,manyyearsby thelateMalcomManuel.
HiswidowsoldtheairporttotheStantonSportAvia-
tiongroup,who operatetheairfieldtoday.
Holdingoneofthewheelpantsin thephotosis
SilasPeterson,retiredNorthwestAirlinescaptainand
DirectorofOperationsattheStantonAirport.
panthasalightin theleadingedgeofthenosethat
employsa100wattbulbwithapowercordgoingout-
sidethehousing. Theoutboardsideofeach pantis removablewithseveralscrews
forservicingthetireandwheelinsidethepant.
Noticein thephotoshow theloweredgeofthe
wheel openingiscarefullywirebeadedforstrength
andtheoverallbeautifuljobofgracefullyshaping
the aluminum. Tbereseems to be no visible
methodofattachingthewheelpantstoalanding
gearoraxle,whichaddsmorequestionstotheori-
gin.
If anyreadersoutthereinAntique/Classicland
have anycluesorinformationas totheoriginof
thissetofwheelpants,pleaseletus knowatEAA
headquarterssowe canpassitontothegoodfolks
atStanton,Minnesota.- NormPetersen
EAAtoworkforSeattle'sMuseumof ten,when aharriededitorwould rush in
Flightas theCuratorofCollections. It is andsay"Hey,dowe haveaphotoofXYZ
ajobwith widerangingresponsibilities biplanewith anOX-5 on it? I need one
for theMuseum'sextensiveartifactand for an article!" Denniswould be ableto
document collections, as well as the puthis handsonitduetothecataloging
restorationfacilities. workdoneby him andLibrarianSusan
Ican'tbeginto tellyou whatDennis' Lurvey. His knowledge ofthe EAA
tenureat EAAhas meanttomeaseditor Foundationcollectionis outstanding,and
ofVintageAirplane. Ninetimesoutof he will be missed.Toourbenefit,hehas
agreedtocontinuewritingthe"Vin-
tageLiterature"columnas anEAA
membervolunteer.
Thanksandbestofluck,Dennis.
A/C CHAPTER29
OPEN HOUSE/FLY-IN
AntiqueClassicChapter29 has hit
the runway running with the an-
nouncementtheyareholdingaFly-In
BBQ/ Open House/ Membership
Driveon April 13. It startsat0900
withcoffee,donutsandrolls,andlunch
will be offered later,with a menuof
entrees thatsoundgreat- chicken
($6.00), tri-tipsteak($7.00) orakid' s
hotdoglunch for $3.00. Stearmanand
Cubridessold by thepound,displayair-
craft,eitheryoursortheirs,anda fly-by
pattern. They'reprimarilyinterestedin
seeingthoseofyou whowould be inter-
estedinjoiningthisfast growingandac-
tivechapterin theSan FranciscoBay
area. Forthisparticularevent,they're
notactivelyseekingattendanceby the
general public. If you needmoreinfor-
mation, call the Chapter hotline at
510/831-2429,24hoursaday.
WOMENINAVI ATION
We havean additiontoourtype
club/organizationlisting. Itis:
WomeninAviation,International
Dr.PeggyBaty
P.O.Box188
Dayton,OR45402
513/225-9440
FAX:513/225-9455
Magazine: Quarterly
Dues:$28peryear
($20peryearforstudents)
Above - Ole and the Travel Air.
Note downward extension to
exhaust pipe. The black book
in Ole's shirt pocket is his pilot
log. The lettering on the engine
cowl promotes a soft drink
called "Big Jim".
OX-5erandinducteeintotheMinnesotaAviationHallof
Fame,OlofAnderson,recentlypassedaway. Hewas92. Ander-
sonwas aNorthwestAirlinespilotuntilhisretirementin1963.
AnimmigrantfromSweden,"Ole"barnstormedacross the
northernplainsstateswitha Canuck,andlaterwithanOX-5
poweredRobin. Hisaviationcareerwasfilled tothebrimwith
theexperiencesofpostWW Iaviation,all thewaytothejetage.
OLOF ANDERSON
MuchofOle'searlyaviationcareer
wasdocumentedin aseriesofarticles
published in theFebruarythrough
June1984editionsofVintageAir-
plane,writtenbyRoyRedman.
Air 2000 he flew for
Bowen. Youcanplainlyseetheex-
haustextensionsaddedby Ole
forhiscomfort,as wellas his
passengers. Theextensionskeptthecockpitsquieter,
as well as keepingthefumes outofthepassengerand
pilot'sfaces.
AlsoshownareOle'swingsissuedtohimas amemberof
theChicagoFlyingClubin 1925,(they' re10kgold!)andhisflying
recordfor5:25 offlighttime,keptonthebackoftheclubcard.
VINTAGE AIRPLANE 3
VINTAGE
AeroMail
If you have a comment regard-
ing articles or policies of the fAA
Antique/Classic Division, please
feel free to send it in. As a mem-
ber, this is your magazine, and
your input is important! Send your
letters to:
Sendyourlettersto:
EM
Antique/Classic Division
P.O. Box 3086
Oshkosh,WI54903-3086
Need more information onformat,
photos, etc.? Call 414/426-4800
and ask forthe Vintage Airplane
editor- he'll putyou on the right
path!
Pleaseseethe"EditorialPolicy"printed
in the box at the bottom of the
"Contents" page.
Gentlemen:
Iwasverymuchinterestedaboutthe
InterstateL6 articleyou ranin theJan-
uary,1996issue.
Iwasin themarketfor a usedplane
backin thesummerof1970. Ivisited
thelocalairport(WaukeganMemorial)
and talked with the A&P on the
Beechcraftendofthefield.
HesaidtheyhadoneI mightbein-
terestedin. Wewalkedtotherearof
thehangarsandparkedtherewasthis
L6, minustheprop. Heclaimed the
formerownerhadtheplaneandtheen-
gine,a Franklin113 hp withgeared
prop,completelyoverhauled(zero
time) . Hehadbrokentheproponhis
first flight when thebrakesfailed and
he ran intoa hangardoor, shattering
theprop,a USPropeller,thathadlong
sincegoneoutofbusiness. It satfor
fouryearsin theopenandhecouldnot
locate apropforit.
ItookachanceonthisandIbought
thisplanefor$800.00. Idid somework
onthebrakesandotherminorrepairs.
ThenI hadtogetseriousaboutgetting
aprop.
I read anarticle in FLYINGmaga-
zineabouta shoplocatedon theedge
ofStapletonAirportthathad thecer-
tificatesfor manyold-timeCessna,
BeechcraftandPiperparts. I called
thereandyes, theycouldsupplythe
propfortheL6-cost: $90.00. After
notrunningforfouryears,theengine
startedaftertwoturns. Ihadtoreplace
thefabriconthefuselage top. It was
paintedblackandfailed theMauletest.
I flew itfor abouttenhours . Top
speedwas101 mph-stall at45 mph. It
tookallI could dotoliftthetail (they
builtthemheavy!).
Thereis a lotmoretothisstory,but
tomakea longstoryshort,Isoldit for
$950.00 and I believe it is now in
Alaska. Enclosedis a photoofit in
civiliandress.
Sincerely,
RobertF. Johnson
BeachPark,IL
4 MARCH 1996
Ale
Tidbits
compiled by H.G. Frautschy
MORE HINTSFROM
BRAD HINDALL...
A flexible oil can spout of almost
any length can be fabricated using an old
automotive speedometer. Simply cut off
the original spout near the base of the
oil can lid and solder one end of the
speedo cable to the top of the can and
the other end to the cut off spout.
When holding threaded objects in a
vise or lathe chuck, slot the side of a hex
nut of the proper size and thread pitch.
Screw the threaded object through the
slotted nut and clamp it down in the vise
or chuck so the slot is at an off angle.
A handy, inexpensive square drive
socket wrench extension for emergency
or one time use can be made from square
hex key stock available at many hard-
ware and auto supply stores. 114, 3/8 and
112 inch are standard sizes and come in
lengths up to three or four feet. They
are much less expensive than standard
extensions and can be cut to the exact
length desired.
A simple method to keep paint from
collecting and building up in the lip
groove of paint cans is to punch two or
three small drain holes in the bottom of
the groove with an awl or nail. This will
allow the excess paint to drip back into
the can and the lid will still seal.
A small piece of scrap aluminum
plate (about 118" x1 "x3") makes a great
file cleaner in place of a file card. Sim-
ply put the file in a vice and scrape the
file parallel with the teeth.
An old broken flex cable can be
turned into a cotter pin puller for hard
to get to areas. Simply keep the knob
end and cut the spring wire about a foot
from the knob. Heat the end, bend it
into a hook and re-temper.
A heating device to expand bear-
ings prior to installation can be easily
fabricated by using a 100 watt bulb and
metal funnel. Using a porcelain recepta-
cle to hold the bulb upright, set the fun-
nel on top of the bulb with the bearing
over the funnel. In about a half an hour,
the bearing should be sufficiently ex-
panded without cooking the grease or
melting the seals.
WELDINGAFITTINGMOUNT
To keep a pair of i t t i ~ g mounts built up from tubing aligned during welding, a
long bolt of the proper dlameter, combined with a a pair of washers and a nut can
be used to clamp the two tubes in place. Be careful to modify the bolt as shown
by grinding flats on the bolt shank. Ifthe flats were not ground, the bolt would
be difficult if not impossible to remove once the welding was completed.
Using a b<:>lt. of the proper di.ameter keeps the tubes aligned, and prevents
them from shiftmg off center dunng handling and welding.
CESSNA 120/140
AILERONS
Here's a problem that hasn't been
documented well before. David Cheek,
of Newport News, VA noticed that the
screw called out in the parts manual to
secure the aileron push rod to the
aileron, an NAS 205-19, has been super-
seded by the AN509/MS24694 screw.
That would be great, but the head di-
ameter of this newer 100 countersunk
machine screw is a bit small er than the
old one by about 0.030". When installed,
the head is countersunk below the sur-
face of the sheet metal bracket, reducing
the amount of material in contact with
the screw. John solved the immediate
problem by making a die to punch out a
stainless steel shim washer that put the
screw head in proper contact with the
aileron horn when installed. He also
pointed out that the original screw had a
Reed & Prince head instead of a #2
Phillips.
While researching this problem, he
did find that the maximum diameter of
the newer MS24694 screw could be
0.0385", but he has never been able to
find one with that diameter - they've all
been closer to the minimum dimension.
David's primary reason for bringing
this to our attention is simple - it is en-
tirely probable that many 120/140's are
flying with the newer screws installed.
With the reduced contact area between
the head of the screw and the aileron
horn, the potential exists for cracking or
failure of the horn at the rod end attach-
ment. You may wish to inspect your rod
end attachments on your ailerons, to en-
sure the screw head is not excessively
countersunk.
Ifyou need more information regard-
ing this discrepancy, contact either my-
self here at EAA HQ or David Cheek,
804/357-0826.
Have you run across any helpful
hints our readers might be
interested in? Send your ideas to:
H.G. Frautschy, EAA, P.O. Box3086,
Oshkosh,VVI54903-3086
VINTAGEAIRPLANE5
John Beattie's
ARRO
SPORT
MODELM
by Norm Petersen
AReally Rare Bird
When you have the only one in the en-
tire world, it has to be classified as a rare
piece of machinery! And this story is
about the only Arrow Sport ever built
with a Menasco 125 hp engine in the nose.
Completed in Lincoln, Nebraska, in 1938,
the M was production serial number 105
and still retains its original registration of
NC18764.
The man behind this rare airplane is
58-year-old John Beattie (EAA 88808,
AIC 7034) of Casco, Michigan, who traded
a Winsted Special OX-5 powered biplane
plus cash for the Arrow Sport Model M
with the Airpower Museum in Blakes-
burg, Iowa, back in December of 1993.
The Arrow Sport was trailered back
to Michigan on December 12, 1993, and
the work commenced to restore the
Model M to flying condition. The sheet
metal , which needed a great deal of help,
was either re placed or repaired, new
tires were installed, a new propeller was
added to the nose, a new windscreen was
install ed and new interior paint was ap-
plied to the cockpit area. On the out-
side, a new coat of paint really bright-
ened up the looks and detailing made it
even better. The "e" was added to the
registration numbers on the wings and
rudder to reflect the 1938 time period.
By August of 1994, the Arrow Sport
was all together and after receiving its an-
nual inspection and re-licensing, was read-
ied for flight. On August 8, 1994, John
Beattie took to the air with the sharp-
looking low-winger and was quite pleas-
antly surprised as to how nicely it flew .
With the Menasco winding up nicely, the
Arrow Sport gets off the ground well and
climbs smartly. With the "coupe top"
closed to keep out the wind, the neat two-
placer scoots along at over 100 mph, how-
ever , by slowing down a bit , the "coupe
top" can be slid backwards and the air-
plane flown as an open cockpit machine -
kind of the best of both worlds. John' s
airplane is an unusually low time machine
with only 290 hours on the airframe and
244 hours on the engine since brand new!
Approximately 100 Arrow Sport F's
were built in '36 and '37 with the 85 hp
Ford V -8 engine, which was converted
and certified for avi-
ation use. The origi-
nal Arrow Sport de-
sign came from a
1935 con tract wi th
the Bureau of Air
Commerce to design
Invited to a gathering at Selfridge Field, MI, the Ar-
row Sport " M" shows off her clean lines as a C-130
flies overhead. The airplane has yellow wings and
fuselage trim, set off with a black pinstripe on the
fuselage arrow and red pinstr iping on the rest of the
scallops. A medium red fuselage with anti-glare
black forward of the cockpit, and the tail regi strati on
numbers are white.
and build an airplane with a low-cost au-
tomobile engine (sound familiar?).
The airplane was moderately success-
ful, although the first ones had a rather
nasty stall because the disturbed airflow
from the wing root would blank out the
tail surfaces at slow speeds. Eventually,
the factory redesigned the wing with a
smaller root rib that, combined with a
large metal wing fillet , made the Arrow
Sport a fine flying airplane. The one at-
tempt to use a standard airplane engine
resulted in the Arrow Sport M, which is
the very airplane that John Beattie owns.
The high cost of the Menasco engine
nearly doubled the price of the airplane
and by 1940, the company was in re-
ceivership.
If you should be looking for a really
low-time , extremely rare airplane from
the 1930' s, better give John Beattie a call
at 810-727-7039 as the Arrow Sport M is
for sale. ...
6 MARCH 1996
From The Archives ...
by Dennis Parks
EARLY ANTIQUING
The 1959 Oskalooska Fl y-In
Among the materials in the collection of AMERICAN
AIRMAN files donated by the late Ken Cook was a wide
sel ection of photos. Ken, who was owner of the Ken
Cook publishing company of Milwaukee, was the pub-
lisher of AMERICAN AIRMAN. For four years it was
the official magazine of the Antique Airplane Associa-
tion. Ken is probabl y best known in the aviation com-
munity as the owner of one of the first military jets in
private hands, a DeHavilland Vampire.
AMERICAN AIRMAN was published monthly from
September 1957 until December 1961. Among the col-
lection of materials are many of the photographs used
during the publication of the magazines. In the photos
are a batch of color transparencies of antiques shot at
the 1959 AAA Fly-In at Oskaloosa, Iowa. These photos
provide an interesting glimpse into the very active an-
tique airplane movement at the end of the 1950s.
(Above) Rex Wiseman's 1938 Fairchild
24 (N28E). In 1964 it was registered to
Frankie Schwarty of Salem, MO. Now
the plane is listed as belonging to
James Beckner of Mansfield, OH.
(Right) A rare Stearman-Hammond Y1S
built in 1937 (N15521) was flown by
Johnson and Rosewald. In 1964 it was
registered to Aeromarine Development
of Elkhart, IN. In 1966 three other of
these aircraft were registered.
(Above) The 1929 Curtiss Robin (NSOH) of
Norm Sten heads this line up. It is followed by
a Great Lakes (N12887) owned by Robert Burge
of Sylvania, Ohio. In 1966 the Robin was regis-
tered to Bob Fergus of Columbus, Ohio. Today
this Robin is undergoing restoration at the EAA
Museum in Oshkosh, WI.
VINTAGE AIRPLANE 7
(Above) A Fleet 16B (N128H) owned by
John Hooper of Metairie, LA won 3rd place
for Best Restored Aircraft. This aircraft is
now registered to Samuel Johnson of San
Juan Capistrano, CA.
.
Below) Dick Hardin's 1935 Waco VOC
(N15244). In 1995 this plane was regis-
tered to Nancy Jaeger of Allentown, PA.
(Left) A 1937 40 hp Piper J-3 (N20231) of Al-
fred Oetzel of Davenport, IA. Now it is reg-
istered to James Rheudasil of Dallas, TX.
(Below) Stanley and John Howe of Novelty,
OH brought this 1938 Waco AVN-8 (N231 E).
8 MARCH 1996
(Above) Vince Burke's 1929 Parks P-2 with Wright J-6-5 (N499H). Later owned by Evander Britt, this aircraft, after sale to Richard
Bach, would gain fame in Bach' s book "Biplane", the story of his 1964 barnstorming tour across the United States. Today it is reg-
istered to Edmund Johnson of Ft. Worth, TX.
(Below) The 1941 Waco UPF-7 (N32060) belonging to AI
Pivonka of Palos Heights, IL.
(Above) Bill Adams's 450 Stearman Special. Bill
was from Sussex, WI. In this, his first AAA aero-
batic competition he finished third behind Hal
Krier and Frank Price.
(Left) Charles VanTrease brought this
Meyers OTK (N26466). Current FAA
records list this OTK as belonging to the
More Sand Company of Junction City,
KS.
VINTAGE AIRPLANE 9
-
~
~ .--.
L : : ~
------ -
--- --.
(Above) 1933 Waco UIC (N13072) belonging to Bob Hanson of Le Sueur, MN. In 1964 it was owned by Joseph Kasper of Minot, NO.
and by 1966 this aircraft had found its way to Fairbanks, AK. You can also see a Kinner Sportster on the opposite side of the taxiway.
(Left) Bill Shank of Indianapolis, IN
brought this Beech 0-17 Staggerwing
(N44564).
(Below) Ryan PT -22 (N73729) Raymond
Lane of Oak Lawn, IL.
CUB
Recreators
by Norm Petersen
(Top) These two Lycoming powered Piper PA-15
Vagabonds, complete with wooden props and Cleve-
land wheels and brakes, qualified for the Microlight
Category in Italy at under 635 Ibs. They were disassem-
John Monnett's
bled, packed in to a container and shipped to Italy.
They are being flown almost every day and the Italian
pilots are ecstatic with the pretty yellow birds.
Restorations/SkyStruck
(Above) A smiling John Monnett stands in front of his
Enterprizes
It was just ten years ago that a large
sign on the north side of Wittman Air-
port at Oshkosh, WI, emblazoned with a
cute bear cub, said, "FLY FOR FUN -
Cub Rides, Rentals & Flight Instruc-
tion." The sign was prominently posted
in front of the "Monnett Experimental
Aircraft , Inc." building housing John
Monnett' s company that produced the
Sonerai and Monerai aircraft kits.
With two yellow Cubs flying the pat-
tern all day long, it was a most pleasant
sight to watch the trainers fly by the
EAA headquarters building almost every
day, their 65 hp Continentals making an
easily discernible "purr" as they quietly
Sky Struck hangar, surrounded by yellow Cubs and
Vagabonds.
chugged by. As Archie Bunker would
say, "Those were the days! "
Today, John Monnett's wood spar
Cub, NC26846, is owned by Bill Fucik at
Ladysmith, WI, and his metal spar Cub,
NC98872, is owned by Dick Maher of
Charlotte, NC. Just the thought of those
pretty yellow Cubs earning their keep
and at the same time, allowing his many
customers to thoroughly enjoy the fun of
learning to fly, has never left the recesses
of John Monnett's mind.
After finishing the restoration of an
Aeronca L-3 liaison aircraft (in full
wartime colors), John constructed a new
hangar on the east side of Wittman Air-
port and commenced the restoration of a
J-3 Cub. Before long, he acquired two
"basket case" Piper PA-15 Vagabonds
that were in dire need of rebuild. Pieces
and parts of airplanes were starting to fill
his hangar and John was indeed a busy
man.
About this time, Hurricane Andrew
coughed up a victim - a J-3 Cub project
was available in Key West , so John 's
friend, George Rotter, drove to Florida
and hauled the bent Cub all the way back
to Oshkosh. Carefully looking over the
latest acquisition, John discovered the
metal Cub data plate in the center of the
instrument panel was fastened on with
VINTAGE AIRPLANE 11
Velcro and could be snapped on and
off at will - this was a first!
With two J-3 Cubs and two PA-15
Vagabonds all under rebuild, John was
the busiest A&P mechanic in the country
and his hangar was beginning to look
very "yellow". All of the airplanes were
covered with the Superflite II process,
which John Monnett likes to use (and he
has become very adept with the system).
He especially likes to use hi s high vol-
ume/low pressure (HVLP) spray system
which puts the material on the airplane
and very little on the floor.
By January of 1995, John had com-
pleted all four airplanes and no buyers
were forthcoming. He was wondering if
possibly he had made a mistake and the
market was not there. His "friends" would
tease him about "feeding oats to a dead
horse" and "for them what don't like yel-
low, supper is over!" Suddenly, manna
from Heaven fell when all four airplanes
sold in the same day. One Cub went to
Alabama, and the two Lycoming powered
PA-15 Vagabonds were shipped to Italy,
where they qualify under the Italian Mi-
croli ght regulations at 635 lbs. empty
weight. The other Cub went to Tennessee.
At least John could now clean up his
hangar, make a bunch of necessary im-
provements and get ready for the next
batch of restorations. Good news travels
fast and before long, a couple of rebuild
jobs came in and another J -3 "basket
case" was obtained. While putting his
energy into the these three J-3 Cub pro-
jects, John had a chance to buy two more
PA-15 Vagabond projects, which were
promptly hauled home from out west by
George Rotter and Bruce Bonner. So
once again, John is knee-deep in Piper
projects and yellow paint and he is happy
as a lark.
In addition to aircraft rebuilds, John
and his partner, R.J. Siegel, have a com-
pany they call Sky Struck Enterprizes,
Inc. which conducts hands-on workshops
for di fferent groups of aircraft builders,
which are primarily weekend seminars.
Scheduled in June and September be-
cause most people can attend during
those months, the workshops have
proven to very beneficial for the folks
building or covering airplanes.
The "Superflite Rag 'n Restoration"
workshops are scheduled for June 22-23
and September 14-15. As they can ac-
commodate up to forty people at a time,
you may want to consider this workshop
if you plan on covering an airplane.
Other workshops are for R- V
Builders on June 1-2 and September 7-8;
Sonerai Builders on June 8-9 and Sep-
tember 28-29 and Tailwind Builders on
(Above) The bright yellow fuselage jig
which is carefully assembled with new
Super Cub tubes and fittings before
being clamped in position and readied
for welding. This is the heart of an ac-
curately welded fuselage.
(Right) Flanked by six brand new Su-
per Cub fuselages, Jim Soares, the pa-
triarch of Rocky Mountain Airframe,
Inc., poses by some of his handiwork
and wearing the true mark of a work-
ing boss - bib overalls.
12 MARCH 1996
Jim Soares'
RockyMountainAirframe, Inc.
Tucked away in a beautiful Mon-
tana valley surrounded by moun-
tains is a cleverly disguised "farm"
that has a neatly clipped grass run-
way along the frontage road and a
couple of airplane hangars next to
the driveway. The first hangar has
the nose of an Interstate L-6 poking
out and the second hangar has a
neat biplane in it (constructed by
Jim Soares). One would surely ex-
pect to find a "flying farmer" ruling the
roost in such a setting. However, such is
not the case.
The owners of this ' farm with the large
barn' are Jim and Dorothy Soares, two of
the finer people that inhabit the aviation
world. Together, they came out of north-
ern California some years ago and set up
a metal working shop in the huge reno-
vated barn, just a few miles outside of
Belgrade, Montana. The quiet, peaceful
(Left) Looking almost like a miniature Lock Haven facility, John's
shop is full of wings, tail feathers and fuselages for Cubs and
Vagabonds.
(Far Left) On the line at EAA Oshkosh '94 are John Monnett's
first J-3 Cub and Vagabond restorations. The J-3 ran off with
the Best Class I Award in the Classic Group.
(Below) A pair of wooden spar J-3 Cub wings undergoing com-
plete restoration with new spars, new trailing and leading edges,
new tip bow and all new hardware.
September 21-22.
These have aU proven to be very popu-
lar (and beneficial) and if the extra work-
load on the weekends isn' t enough to keep
him busy, John is working on a new two-
place, side-by-side low wing aircraft de-
sign that should be a winner from the
starting blocks.
Apparently the fertile mind of John Mon-
nett never stops working - or maybe that
yellow dope is starting to reach it! Either
way, the rest of us are the beneficiaries.
John Monnett's work number is 414-426-
8333 and Sky Struck Enterprizes is 1-800-
Sky Struck (For the folks who don' t like let-
ters, its 1-800-759-7875).
scene of the huge barn belies the fact that
inside, the pace of work is reminiscent of
the German phrase, "Made by der elves
in der voods! " - everyone is busy doing
their job.
Jim Soares (his full name is James Ed-
mund Soares) comes from a strong Por-
tuguese background and grew up in the
Stockton, CA, area. As a youngster, he
always had an interest in aviation and
took his very first flight lesson in Septem-
ber of 1940. However, he didn' t solo until
October 18, 1946, in a J -2 Piper Cub at
Sky Harbor Field at Stockton. By the
early 1960's, he had purchased an Inter-
state L-6 for $350 which was in dire need
of a total rebuild, and commenced a four-
year restoration project including the in-
stallation of a Lycoming 0-290-D2 engine
of 135 hp. This is the same Interstate that
sit s in hi s hangar today, nearly 35 years
later. On September 5,1966, Jim's lovely
wife, Dorothy, soloed a Cessna 150 and
earned her Private license on August 7,
1970. Not to be upstaged, Jim passed his
Commercial license on April 12, 1971.
Always a handyman with metal , Jim
has a most unique talent for shaping just
about anything made of metal and is an
expert welder in all classes of welding.
Five new Super Cub lower door assem-
blies ready for epoxy primer before being
readied for shipment. These units can be
opened from either inside or outside.
This affinity for metalwork is what led
him into aircraft work to almost accept a
"calling" as it were. Jim and Dorothy
wanted to move east from California and
set up shop to cater to the metalworking
trade. The delightful spot near Belgrade,
MT, was the final choice.
Perhaps the first item that started
things moving was a rear fuselage section
that could be welded into a Piper PA-18
Super Cub, replacing the aft section that
always suffered the most degradation
over the years from corrosion, chemicals
and hard tailwheel use. Once FAA ap-
proval was applied for, the long uphill
struggle began to acquire the F AAIPMA
designation. The long hours of drawing,
substantiating, engineering and going
over the tiniest of details finall y resulted
in the highly desirabl e FAA/PMA Ap-
VINTAGE AIRPLANE 13
(Right) Racked up on the wall are new el-
evators, rudders, stabilizers and fins, all
ready for shipment.
(Below) This rack holds all the different
lengths of tubing that are machine cut (at
exactly the correct angle and radius) and
ready for installation in the fuselage jig.
Each tube has its own number for identi-
fication.
proval bei ng issued and Rocky Mountain
Airframe, Inc. was off and runni ng.
From the production of new aft fuse-
lage sections, the business grew to incl ude
the structural repair of Piper Super Cub
fuselages - which begat a large fuselage jig
to clamp all the various t ubes rigidly in
place before the expert welding began.
Please bear in mind that the fuselage j ig
had to clamp the many tubes in absolut e
ali gnment, yet when all the welding was
completed, the jig had to be qui ckly dis-
mantled to all ow the repaired fuselage to
be removed. J im Soa res deve loped a
fuselage jig that really worked, and better
yet, could be adapted to handle fuselages
from J-3's to PA-lI Cubs and
on up to Piper PA-18 Super
Cubs.
It wasn't long before t he
word got out and bent fuselages
started coming in from every
quarter. Jim and his crew were
busy rebuilding the most beat
up, bent, broken and bashed in
pieces of fuselages t hat yo u
ever saw. It is close to a mira-
cle how some of those mangled
chunks of former fuselages ever
got back together. However,
Jim is a very persistent man
when it comes to reb uilding
something in metal. His ski lled
hands can shape just about any-
thi ng and t he welds fl ow into
the joi nts wi th amazing dexter-
ity.
The huge pile of old twisted,
bent and di scarded tubing out
behind the shop bears mute tes-
14 MARCH 1996
ti mo ny to t he unusua l amount of
rebuild work that has been accom-
plished.
Some fuse lages t hat we re
brought in were just too far gone to
save, especiall y from a cost/benefit
standpoint. The wheels started to
turn in Jim Soares' head. Most of
these fuselages were from thirty to
fifty years old and perhaps the re
was a place in t hi s world fo r brand new
fuselages made entirely from 4130N chro-
mo ly tubing, built with FAA/PMA ap-
proval and constructed to the " nth" de-
gree for perfect alignment. A check with
the FAA revealed t hey requi red a new
fuselage jig and a completed fuselage for
them to come out and do a conformity in-
spection to make absolutely sure the fuse-
lage measured up to original Piper PA-18
Super Cub drawings and specifications.
The die was cast!
The fancy new fuselage jig (painted
bright yell ow) was assembled usi ng every
idea in the book that Jim had learned
over t he many years of meta lworking.
Before long, the first new PA-18 fuselage
was finish welded and the FAA was called
in. Surprised by the accurate workman-
ship and beauti ful welding, the FAA in-
spectors were visibly impressed wit h the
fi ni shed product and once conformity was
establi shed, sources of supply were estab-
lis hed for t raceabi li ty and the consider-
(Continued on page 25)
(Above) Jim Soares makes a
new curved leading edge tube
for a Super Cub stabilizer with
one pass through this hand-
powered custom roller. (It came
out perfect with no kinks.)
(Left) Lowell Wri ght welds a
lower sub-section for a new Su-
per Cub fuselage in a special
fixture before it is taken out and
placed in the large fuselage jig.
Observing this man weld tubing
is a rare treat, indeed, because
his workmanship and skill are
superb.
(Above) JerryandDeloresAdkisson's
beautifulLuscombeSFtakesoffduring
the LuscombeConvention. They'refrom
Tuscola,IL.
The Dayton, Ohio
LUSCOMBE
Annual
Convention
by Michael G. Williams
(NC 17782)
Back in the early 1980s, the Luscombe
Association moved a yearly gathering to
Dayton, Ohio. It started from a conversa-
tion between the late Dr. Boise and Ed
DuBois. Dr. Boise (a Cessna 195 owner)
told Ed that it would be possible to host
such an event with all the great volunteers
at Moraine Airpark. Ed DuBoise, a Lus-
combe owner, agreed, and with the help
from a special friend Ralph (REO) Orn-
dorf, rounded up all the people who had
helped with a Cessna 195 fly-in several
years back at Moraine. That included
many Cessna 195 owners.
It was decided that the gathering place
for the event would be the old wind tunnel
(Below) TheLuscombeganggathersfor
aphotoatMoraineAirpark. Lefttoright,
theyare:JohnBergeson,TerryHenger,
MikeWonder, RickDuckworth,Gordy
Lee,Walt(Steve) Smith, Ralph (REO) Orn-
dorf, JerryAdkisson, Ed DuBois,Jim
Cardis, GarWilliams,CarltonPerryand
JimZazas.
clubhouse, which was a barn complex on
the southeast side of the airport runway.
Over 60 tie-down spots had been located
right across from the clubhouse left over
from the 195 event. So with the help from
Jack Jackowski (a Cessna 195 owner),
Ron and Sherry Adams, also 195 owners,
VINTAGE AIRPLANE 15
A nice line up of Luscombes on the grass
at the 1995 Luscombe Convention at
Moraine Airpark, Dayton, OH.
many other Moraine volunteers began lin-
ing up.
Well-known aerobatic pilot and
Moraine Mayor Harold Johnson, airport
manager, was hosting the annual 4th of
July air show on the same weekend. After
the event, which turned out very well , it
was decided that Moraine would invite
John and Alice Bergeson and the entire
Luscombe Association back next year.
A few changes were made, like the loca-
tion on the field, since the clubhouse burned
down, destroying many priceless antique
airplanes owned by Harold Johnson.
Luscombes were parked at the west
end the following year and the gathering
was moved to Bob and Pat Wagner's
hangar located near the center of the air-
port. Bob and Pat Wagner fly a 450 Stear-
man, an airshow wingwalk act known all
over the world. They offered the hangar
and equipment for the event and it has
worked out beautifully.
If you wonder what you can expect
when you visit a Luscombe Convention at
Moraine , the following should help give
you an idea of just how special an event it
really is. The first thing you will notice
when you land is many smiling volunteers
who immediately help you get squared
away. When you are ready, you are as-
sisted in parking your aircraft in very
straight even rows. This has become a sci-
ence with the gang and it makes for some
fantastic photo opportunities. You park
and then are directed to the tent for sign-
in and a list of activities planned for the
weekend . Mary Estridge and Sherry
Adams run the tent with everything orga-
nized and ready to go. Times are estab-
lished so you can enjoy numerous things.
Besides great meals and a trip to the
USAF Museum, a forum is held on Satur-
day morning and offers great tips and edu-
cational topics.
Guest speakers include well-known
Luscombe experts like Gar Williams, Rick
Duckworth and Doug Combs. There are
many options available for the weekend in-
cluding the use of a beautiful city indoor/
outdoor swimming pool with lighted
tennis courts, etc. right at the air-
port ' s back door. Other Luscombe
members choose to have their own
rental car and see other interesting
sites like some who visited the
Cincinnati Zoo last summer.
The annual Luscombe Conven-
tion at Moraine Airpark treats its
visitors to a variety of wonderful
things. First, the visual history of
Moraine is all around. As you walk
in the airport office, you will notice
a sign on the brick wall stating that
the location of the sign is the water-
mark of a great flood which oc-
curred in 1959 and destroyed more
than 70 aircraft. Photos of many
rare and one of a kind planes fill the
office walls with delight. Manyof
the photos were actually taken at Moraine
during many of the yearly air shows high-
lighting the summer flying season dating
back to 1957 and include names like Bevo
Howard and Bill Adams. There are Waco
biplane photos everywhere and as Lus-
combe visitors walk the hangar rows (eight
to be exact), they will find antique bi-
planes filling many of those hangars. You
will see many Waco UPF-7s, a 1928 Waco
ATO Taperwing and some very famous
airplanes like Darrell Montgomery's 450
Super Stearman, Harold Johnson's 1934
Waco UMF-3 and Pete Hein's 1930 Waco
CRG. The airport is full of beautiful an-
tique and classic aircraft. When asking
questions about biplanes, it will be men-
tioned that Moraine Airpark is home to
the first seaplane activity and first ever
seaplane base. The Wright Brothers
tested planes on the Great Miami River,
which circles the airport on three sides.
During WW 1, the military trained pilots
near the same location and the nearby
Kettering-Moraine Museum houses nu-
merous photos proving that fact. As you
take in all the sites around the airport it
sets the stage for a real big history lesson,
a trip to see the USAF Museum in Fair-
born.
The entire convention is only made
possible by a great group of volunteers,
most of whom have worked the entire
time the Luscombe group has been meet-
ing here which at the end of 1995 was 12
years. REO deserves much of the credit
since he has really assumed the entire pro-
ject. This yearly event which takes place
the third weekend in June now, requires
follow-up work all year long. And besides
that , this is just one of many events that
Moraine Airpark hosts each summer.
REO and many of his friends also volun-
teer for the annual EAA Funday Sunday
Fly-in Air Show which takes place May
12, 1996 for the thirty-third straight year
and makes it one of the longest running
events of its kind in the same location, in
the world. The volunteers spirit really
gets things done at Moraine. You see
many smiling faces from guests and volun-
teers during the Luscombe weekend.
Everybody has a great time.
There is no doubt, that if you own, fly
or just like Luscombes, you owe it to your-
self to attend this convention. The Lus-
combe Association has thousands of mem-
bers and it is worth every penny when you
join. Talking with many members over
the years, it appears the Luscombe group
is really respected and appreciated.
If you plan a visit to the Moraine Air-
park for the annual Luscombe event it is
required that you fill out a form so we can
provide the necessary items for the week-
end. That form is provided to members in
the newsletter. We hope that all Lus-
combe members/owners will get to
Moraine for the convention in the years
ahead. It would be a shame for any fan of
aviation to miss the great time they would
have visiting our airport. Hopefully, we
will see many of you in 1996 when the
Luscombe Convention returns with the 12
plus 1 reunion on June 21-23.
If you need more information, contact the
Luscombe Association, 6438 Millbrook Rd,
Remus, MI 49340 . 517/561-2393 and
517/561-5151 (Fax) . '*
16 MARCH 1996
Many members make the Luscombe fly-in a regular
summertime event. One of those who travels each
year to Dayton is J.l. Griffin from Monroe, LA. He
even has a shirt to match his red, white and blue
color scheme!
A rare 11A Luscombe Sedan, this is serial No. 172,
and it belongs to William Wright of EI Cajon, CA.
Cooking up a storm in front of the new airport clubhouse is
Ralph (REO) Orndorf. That must be the industrial strength size
Weber Kettle!
Jim Zazas settles in for a landing at Moraine Airpark with his
newly rebuilt Luscombe SA.
VINTAGE AIRPLANE 17
WHATOURMEMBERSARERESTORING
------------------------------- by NormPetersen
LarryHamacinski's Waco ASOonskis
These photos of a beautiful Waco CSO mounted on a set of restored
1931 Marsten skis were sent in by Larry Harmacinski (EAA 241492, AlC
11740) of South Bend, IN. Featuring a Wright R-760 engine of 250 hp
swinging a Hamilton G/A metal propeller, the Waco makes for rather
spritely performance on skis. Larry doesn' t mention it, but we assume you
should wear your "long winter underwear" when flying this open cockpit
jewel on skis.
Rare Clamp-On Federal ski s
These photos of a Piper 1-3 Cub mounted on a set of
Federal 1850 Clamp-On skis were sent in by Hugh
McKenna (EAA 24415, A/C 9910) of Oswego, New
York. It is easy to fathom how fast the skjs are installed.
The large clamp is pulled tight over the tire and t he ca-
bles and bungee are hooked up - ready to go! Federal
made just a limited number of pairs of these models using
an A1850 ski. You can see the Federal tag on the tai l end
of the ski. Hugh reports the skis work well alt hough the
added height of the gear makes the door a bit high to get
into the Cub.
18 MARCH 1996
Jim Kujanpaa's J-3 Cub
Standing along side of their Piper J-3 Cub, NC42345,
SIN 14595, mounted on Federal A1500 skis are Jim and
Donna Kujanpaa (EAA 253043, A/C 14474) of Austin-
burg, Ohio. These two died-in-the-wool skiplane peo-
ple drove all the way to Oshkosh, WI, to attend the Pio-
neer Skiplane Fly-In on January 20,1996, which was
cancelled for lack of snow. However, we had a first
class "hangar party" for about 175 folks with about 20
gallons of chili and a huge birthday cake for Audrey
Poberezny. Jim and Donna enjoyed the party and told
of their many, many Young Eagle flights made with
their Cub on wheels and skis. There are few people in
this world that enjoy flying more than Jim and Donna
Kujanpaa.
Jim Sweet's Aeronca 7AC on skis
These photos of Aeronca 7AC Champ,
N2627E, SIN 7 AC-6209, mounted on a set of
Federal A1500 skis, were sent in owner J im
Sweet (EAA 501436, A/C 25039) of Eagan,
MN. Jim reports the skis belong to his friend,
Dick Harden (EAA 25488, A/C 3481) and were installed with the
help of veteran Minnesota seaplane pilot Loren Schiebe. Note the
cleverly designed wheel/ski below the tail which works like a charm,
according to Jim. With the 65 hp Continental chugging away, the
Champ will haul two husky Minnesotans into the cool air with no
problem. The two photos were taken by Kate Sweet.
Andrew King's pre-war T-Craft
This photo of a BC-12 Taylorcraft,
N23876, SIN 1512, mounted on a set of
Federal SC-1 skis was sent in by owner,
Andrew King of Centerville, VA. An-
drew reports the picture was taken the
first week of February, 1996, and all the
local pilots who have gone for a skip lane
ride say, "That's the first time on skis
since 1958" - which was apparently the
last time that Virginia had appreciable
snow (until this year!) . The SC-1 skis
were borrowed from Jack McCarthy in
Maryland and were made in December,
1940. Andy reports they work very nicely
on the T-Craft.
Working on a project of your own?
Send your photos along with a short
story about your airplane to:
H.G. Frautschy,EM,P.O.Box3086,
Oshkosh,VV154903-3086
VINTAGEAIRPLANE19
Dear Buck,
lustflnished rereading your column
in the October VINTAGE AIRPLANE
and I couldn't agree more. All of us pi-
lots need to have a better understanding
of the FARs. I'm afraid that most ofus
don " review the changes as th ey're
made, to say nothing ofthe main body it-
self.
I wish more pilots would take the time
to perform the preventive maintenance
it ems in Appendix "A. " The more we
know about our machines, the better pi-
lots we become.
As an A&P mechanic, I'm happy to
supervise maintenance and repairs for
pilots Willing to learn the inner workings
of their aircraft. I only wish I didn't
have to chargefor my time. Ho wever,
an aircraft owner can save money by
working along with his/her mechanic to
perform work in the proper way.
I also feel that it 's essential for the
owner/operator to review the aircraft
logs with the A &P. Studying the STCs
and A Ds for possible limitati ons or
changes in operating procedures is very
important.
Thanksfor th e great column. You
make the information not only interest-
ing but outright ent ertaining. Sorry I
haven 't taken the time to reply sooner. 1
realize that you don't know ifwe 're lis-
tening unless you hear from us.
All best wishes,
Donald F. D. "Klop " Klopfenstein
Portland, OR
A/C 12654
Thanks for the note, Klop. Maybe if
more owner/pilots felt like you do, air-
planes would be even better maintained.
With your positive attitude and willing-
ness to work with the owner, I ' ll bet
your services as an A&P are in strong
demand! Over to you.
20 MARCH 1996
PASS db
BUCK
by E.E. "Buck" Hilbert
EAA #21 Ale#5
P.O. Box 424, Union, IL 60180
Thi s will be a short one! I' m on my
way to EAA Chapter I 's open house at
Fla-Bob Airport at Rubidoux, California.
One of the main reasons for being out
there is that I have spent too much time
in the office doing all thi s paperwork
stuff and now I'm going out a nd " re-
new!"
Chapter I is a real cross section of
EAA. We have every facet of aviation
out there, and some great people. It's al-
ways great to visit with them. Also, Joe
Juptner, "Little Joe" to his many friends,
wasn' t able to be at the ceremony to re-
ceive his EAA Antique/ Classic Hall of
Fame trophy, so guess what? Ole Bucky
is going to get the chance to present it to
him at the dinner Saturday night with all
of his aviation friends right there to see it!
I f anyone of our members deserves
thi s Hall of Fame Award, " Little Joe" is
it. There isn't an a ntiquer who isn't
aware of his books. He has preserved
history in a manner that is of use to any
and all history buffs. The nine volumes
of hi s U. S. Civil Aircraft are invaluable,
in my mind. They've been reprinted and
are available again. If you haven't a set
you' re missing out!
Also while I ' m out in th e land of
" prune pickers" and "orange peelers,"
I' m going to visi t the Valhalla Cemetery
at North Hollywood. You learn some-
thing every day. There is a shrine there
to pioneer aviators that I had no idea
even existed.
There are 13 pioneer aviators buried
there and the list is awesome when you
realize how much these early pioneers
affected aviation. There are people there
like the Moi sants, Bert Acosta, Kinner,
a nd Charles Taylor, a machinist who
worked with the Wright brothers on their
f irst engi nes. Many of these pioneers
were OX-5ers , Ea rly Birds, Silver-
Wingers, 99s, and original members of
the Aero Club of California.
Antique airplane historian, author and
aviaton good guy, Joe Juptner.
The shrine was shaken up some in the
1994 earthquake and the principals are in
the process of refurbishing it. As I un-
derstand it, it will be simi lar to the EAA
Memorial Wall and will have bronze
tablets dedicated to aviators people
would like to see enshrined and remem-
bered. ['11 be there for the National
Aeronautic Association and hopefully
we will have one of those memorials em-
placed to honor and remember Orville
and Wilbur Wri ght.
Orville was the first president of the
Aero Club of America, which is now the
National Association. Re-
member, too, that Orville signed all the
pilot li censes before the Department of
Commerce took over that job in 1926. [
think Orville is a fitting candidate. After
all, I'll bet he "signed off' every one of
the people buried there!
I'll see some of you out there in
Southern California during my week
visit , and I' ll gi ve you readers a report
when I get back. Meanwhile, it's over to
you.
IstOne
off the
Line
by H.C. Frautschy
Craig Roberts
Brings Back the First
Production Cessna 150
Looking for a time builder,
EAAer Craig Roberts of Au-
rora, OR got a call one day
from a friend of his who knew
he was in the market for something to fly.
He called from his petroleum job in
Canada and said: "You might be inter-
ested in this - they call it the 'original' 150!
You should give them a call!" At first
Craig thought perhaps that the airplane
was very original, but until he talked to
the owner, he didn't realize it was the first
model 150.
Gordon Raaber of Wataskewan, Al-
berta did indeed have the very first Cessna
150 to roll down the Wichita production
line. An Alberta farmer, Gordon flew the
airplane off a private strip on his property,
and used it to visit his other friends. Other
than a set of larger wheels and tires, the
airplane was still pretty original, according
to the photos that he sent Craig.
Intrigued, Craig did some basic re-
search on the airplane. Cessna said, yes,
(Left) Craig Roberts, EAA 493845, of Aurora, OR found and
restored the first model Cessna 150 flown out the factory
doors in Wichita, KS.
that serial num-
ber was the first
one that was built
on the line, although they didn't know its
whereabouts, they were pretty sure it still
existed. They were right!
Not only did it exist, but Craig knew he
had to buy the airplane. How could he
not? Up to Canada he went, determined
to bring home his prize. After he got it
home to the Portland, OR area, Craig put
another six hours on the Cessna, but it was
just so ratty and in desperate need of a
restoration, Craig couldn' t contain himself
- he dove into recreating the late 1950s.
Craig Roberts will be slightly embar-
rassed by my assessment, but I'd consider
him to be a mechanical "renaissance
man." Older mechanical devices fascinate
him, particularly old cars, motorcycles and
optical devices, especially telescopes and
microscopes. He enjoys rebuilding old
machines for many of the same reasons
that we all seem to like older airplanes -
they were built by hand, and in most cases,
the parts can be reproduced using basic
machine shop tools and expertise. It's
also fun to learn a new (at least to you)
skill to bring back a part that seems too
far gone to be worth anything.
Restoring exotic cars and motorcycles
are what Craig does for a living, but air-
planes have also been among his favorites
since he was a youngster. His shop is on
the airport in Aurora, and he can peek
into other shops and check out the various
projects that are ongoing, or bum a ride in
something interesting.
A pilot since the age of 18, he had to
take a four year sabbatical while the
restoration of his time builder proved to
be just that, but not in the cockpit - he
built time in the shop! The Cessna was his
very first aircraft restoration, so Craig
worked through a whole raft of new skills.
By 1958, Cessna Aircraft had done
VINTAGE AIRPLANE 21
quite well in the past with t heir series of
lightplanes. The 120/140 models had been
wildly popular with those looking for a
two-place flyabout. Up until 1951, when
the production line was halted, 7,601120
and 140' s flew away from Wichita. By the
middle fifties , the oversupply of trainers
that had glutted the training and two-
place market began to ease, and demand
was also there for a trainer with the same
characteristics as the new Cessna 172,
Cessna's first tricycle gear lightplane. The
172 had quickly gained a reputation as an
easy to fly and inexpensive to maintain. It
followed that dealers would like some-
thing like it, only cheaper to buy and run,
to introduce prospective customers to
Cessna airplanes.
Remember those days? Especially the
way advertising executives had to coin
every descriptive phrase they could think
of when describing various attributes of
their assigned products. For Cessna, the
tricycle gear became the "Land-O-Matic"
gear, and the high lift flaps became "Para-
Lift" flaps. The seat cushions were com-
fortable "Polycloud" cushioned seating,
and the heater became the "Blend-Temp"
ventilation system. What fun they had,
and we all thought it was part of the way
things were supposed to be in that day. It
22 MARCH 1996
seems a bit silly today, but I guess we' ve
grown more sophisticated(?) since then.
By 1958, they were ready to hit the
marketplace with the new model , and
when they did, a ready made audience was
quite willing to pick them up. 122 of them
were built in '58, and another 648 were
rolled out the factory doors the following
year. That first airplane in 1958 was desig-
nated SIN 17001 and registered as
N5501E. The pre-production prototype
built by the company never made it out
the factory doors as anything else than a
flying testbed. Cessna used it to test vari-
ous pieces of equipment and airframe
modifications, and then finally scrapped it.
The first one they built on the production
line was kept by the company for a few
years and flown as a demonstrator. It was
flown by editors from the various aviation
publications, and used by the company to
drum up distributor support across the
country. In 1960, with 720 hours on it, the
first 150 was sold to the Cessna dealer in
Long Beach. From there it knocked about
until 1972, when it left North Dakota for
Canada, first to Winnipeg, Manitoba, then
a flying school in Springbank, Alberta,
and then to Gordon Raaber in Wataske-
wan. By the time Craig Roberts found it,
the airplane had accumulated over 5,000
hours on it, and was quite ready for a re-
build.
How much of a rebuild was needed?
Happily, not all that much. Some of it was
strictly cosmetic in nature, and a few parts
were replaced for other reasons, but the
airplane was very clean as far as corrosion
was concerned. Certainly, it had earned a
patina over the years , along with a few
character marks, but who hasn't over 35
years? Putting his sheet metal skills to
work, Craig replaced both doors , re-
skinned the control surfaces, and replaced
some of the metal skin, but not to the
point of entirely re-skinning the entire air-
plane. "I was not trying to present the air-
craft as a new aircraft; I'm not fanatical
enough that I'd want to re-skin the whole
thing - it has 5,000 hours on it and it's
been earning its keep, and it's kind of a
tribute to the aircraft to leave it pretty
much as it was. "
That didn't mean it was left grungy!
His experience with polishing metal in the
past was put to the test on a grand scale
with the Cessna. After the paint was
stripped off, he found the airframe to be
clean enough to polish. As soon as he saw
the bare metal , he knew he could " ... res-
urrect it to some semblance of what it
looked like when it was new, or a little
better. It was pretty hard not to over re-
store it these days."
He did spend a lot of time looking for
original parts, including new gear legs,
wheel pants, brakes, prop and spinner.
(Above) Complete with original wheel
pants and Sensenich propeller, Craig
and his 150 show off the clean belly of
his highly polished airplane. (Right) the
cockpit looks just as it did in '58, when
Cessna used the airplane as a demon-
strator. Royalite plastic interior panels
were repaired as needed, and many little
original parts and pieces were collected
to put the cockpit in shape.
Even the interior was rebuilt with orig-
inal materials - the new "old stock" seat
cushion covers were on a shelf in Ten-
nessee waiting to be discovered. An origi-
nal Narco Superhomer faceplate covers a
modern radio and transponder. If he ever
feels he needs the ballast, Craig has a fully
operational Superhomer he could install.
The prop proved to be quite a chal-
lenge. Before 1960, when Cessna bought
McCauley propellers, it wasn' t unusual to
find a Sensenich prop on one of their air-
planes. Perhaps 1,000 were made, and
since that engine/airframe combination
was the only application for that airplane,
there just are not that many out there as
spares. Fortunately, a prop shop in Ten-
nessee (that state was good to Craig!) had
one on the wall, and they took the Mc-
Cauley he had in trade on the Senseruch.
While the engine in the airplane is not
the one delivered with the airframe, it is
the correct model Continental 0-200, and
with only 300 hours on it since a major,
Craig really couldn't justify replacing the
engine, even if he could find the original
serial numbered engine. Engine details
were surprisingly tough to come by for a
while. In 1958, what color was it painted?
Were the cylinders black? Finally, after
checking with Neal Hall at Continental ,
he was told the 0-200 engines were
painted Continental gray, and the Ran-
dolph paint color, which is still available,
No. 301. The original data plate on the
engine had been damaged when it had
VINTAGE AIRPLANE 23
been "hot tank" cleaned sometime in the
past. Fortunately, he was able to obtain a
new Continental Red Seal data plate, this
time through Glenn Ramsey at El Reno
Aviation. After clear coating the new
plate, six shiny new brass drive screws se-
cured it to the crankcase.
A new firewall was needed, since the
old one had too many extra holes and it
had begun to corrode pretty severely.
I can't tell you how many restorers I've
interviewed over the years who can point
out one or two individuals whose help and
concern were indispensable to the project.
Craig's Cessna was no exception - Jim
Somerset, Canyon Lake, TX, the man
who STC'd the "Texas Taildragger" and
The tail surfaces (above) show the
straightreflectionsofabeautifullypol-
ishedairplane.
(Below) Thefirst73Cessna150fuse-
lageswerebuiltupfrom140fuselages,
andstillhavetheconventionallanding
gearboxesinthefuselage. Latermod-
elsoftheairplanemovedthemaingear
back2inchestoputalittlemoreweight
onthenosegear.
was the chief pilot for the Dee Howard
Company for a number of years, con-
tributed immeasurably to the proj ect. Jim
had been dismantling 150s for many years,
and was good about saving everything of
value from the airplanes. Consequently,
he had a set of original wheel pants, along
with a set of gear legs, spi nner, aluminum
wing tips, and cockpit control cables. It
seemed he had just about every little piece
Craig needed. Sadly, Jim never got to see
the finished product - he passed away in
his sleep in 1994.
Finally, the day came for the final paint
to be applied and after seeing an airplane
in Coeur D' Alene, ID that still had the
original paint, Craig was pretty sure he
had all the positioning worked out. Dis-
satisfied wit h the appearance of the cur-
rently avai lable replacement markings, he
carefully photographed the decals on the
airplane and then cleaned them up on a
computer graphics system. He then had
them printed out on thin self-stick decal
material.
After preliminary polishing, the red
trim paint was applied and restoration pro-
gressed until a very black day started with
a conversation with a new fri e nd of hi s
who was restoring SIN 005 Cessna 150. He
had a color photograph for Craig showing
his airplane as it was flown by the factory
as a demonstrator. Prior to this, Craig had
only seen red color schemes for the first
150s, and had never seen a color shot of his
airplane. Ithad blue, not red trim! Nearly
at final assembly, he had to strip all of the
newly applied paint and have it redone in
the correct shade of Colonial Blue. For
the record, the colors listed in a Cessna
news release touting the new design were
Colonial Blue, Damask Red, and Forest
Green.
It ' s remarkable how many pieces are
still out there waiting for the right restorer
to find them. With his connections in the
auto restoration trade, Craig was able to
find much of upholstery trim and fabric he
neede d, including a couple of yards of
Oldsmobil e tan fabric he needed for the
sea ts , a nd the silver chrome tape he
needed for some of the highlight stripes.
He was even able to find the silver piping
he needed for the seats. Much of it was
found by an auto upholstery outfit in Port-
land, OR - SMS Auto Fabrics.
One more hurdle needed to be hopped
if the airplane was to look as it did when it
was first built. Itneeded the original N-
number. Since it had gone to Canada, the
U.S. registration number had been as-
signed to Eastern Airlines, and they put it
on a Lockheed Electra. Long since retired
by Eastern, the number sat on the shelf
until Craig came along at just the right
time. He was able to contact Emilo Ray,
who was disposing of Eastern's assets after
their bankruptcy. Two years went by, and
finally Emilo was able to tell Craig his air-
plane could have its old number back.
Painted in its spiffy blue trim and sport-
ing its old N-number, Cra ig and the
Cessna headed:off on his longest cross
country to EAA OSHKOSH ' 95. An
early arrival, Cvaig and his airplane got
plenty of attention all week, and when it
was finally time for the awards to be
passed out, he was thrilled to hear it had
been selected as the Contemporary Grand
Champion. For many of us who grew up,
at least aeronautically, with the two-place
Cessna with the wheel up front , it was
neat to see the grandpappy of them all on
the flight line. Craig's restoration of this
historically significant Contemporary air-
plane underscores why this era of aviation
history is significant - civilian aviation was
sti ll coming of age and maturing during
the 1950s and early '60s, and many of the
airplanes we take for granted started pro-
duction during that time. They deserve
our attention and TLC, and after seeing
Craig' S treatment of his Cessna, I can't
wait to see what else is out there in peo-
ple's garages, just waiting for the fly-in
season to start. *'
24 MARCH 1996
Posing in front of the first Vagabond to be
restored are John Monnett and his well
known "Senior Advisor" and father, 85-year-
old John T. Monnett of Elmhurst, IL.
CUB Recreators
(Continued from page 14)
able paperwork was accomplished, the
treasured PMA (Parts Manufacturing
Approval) was granted and Jim Soares
was in the new fuselage business.
To expedite production, all fuselage
fittings are punched out of 4130N stock
by computer controlled punch presses, ac-
curate to .001" and not marred with nicks
or scratches. A cushion of air forced
through multiple holes in the punch press
bed allows movement of the large sheets
with just a fingertip, and prevents chips
from digging into the sheet metal.
All tubing is cut in a fixture that makes
for perfect end fits in the fuselage jig and
ready for finish welding. The real essence
of quality in the finished fuselage is the
beautiful welding - the beads follow the
joints perfectly and flow into the metal
like they were made for each other.
I donned a welding mask and watched
Lowell Wright, Jim's right hand man ,
weld numerous beads on a new fuselage
and believe me, it was like watching an
artist at work. About the only thing
missing was the sound of a symphony
orchestra. Incidentally, Lowell spends
his off-duty time painting the most beau-
tiful artistic paintings you have ever
seen.
Another of Jim's top welders is Greg
Derrick, a younger man who has carried a
torch for restoring bent fuselages and has
developed the touch of a first class welder.
In addition, Greg does much of the weld-
ing on sections and parts that go with or
into new fuselages. As Jim says, "Really
good welders are hard to find and we
have been blessed with some highly
skilled people."
Orders for new fuselages have come in
from all over the world with heavy em-
phasis on Alaska and the northwestern
U.S. Numerous shipments of six Super
Cub fuselages at a time have been sent
out to waiting customers. Other ship-
ments have been to South Africa, Aus-
tralia, Europe and the Middle East.
Many orders include welded on float fit-
tings (F. Atlee Dodge STC) which are not
only stronger than bolted on float fittings,
but include a "knuckle" that reduces the
twisting moment of loads going into the
fitting. In addition, the welded float fit-
ting is covered with fabric and does not
all ow water to enter the fuselage in the
same way it does around bolts going
through the fabric.
While all this has been going on, Jim
has been busy getting FAA/PMA ap-
proval for new Super Cub elevators, sta-
bilizers and rudders which have proven to
be quite popular, as many PA-18 fuselage
buyers specify new tail feathers to go
along with their "new" airplane. In ad-
dition, Jim has gained approval for new
cabin door and window sections for Super
Cubs which are even better than original
because they can be opened from the in-
side and the outside (with a special hex
key). Again, the workmanship on these
units is something to behold, with the cor-
ners all properly squared and carefully
welded, the unlatching mechanism
smooth as whipped cream and the hinges
all welded in place so they only need to
be covered, painted and installed.
In addition to handling the increased
workload involved in making new aft
fuselage sections, complete new fuselages ,
tail feathers and new doors, Jim continues
to restore bent fuselages that come in
from all over the country. This past sum-
mer a substantial addition was added to
the back end of the huge "barn" to in-
crease floor space and make room for a
second computer controlled punch press -
with a larger capacity than the first one!
In short, Jim Soares lets very little grass
grow under his feet.
Being an FAA DMIR (Designated
Manufacturing Inspection Representa-
tive), Jim Soares has to inspect every unit
and sign all the paperwork before it leaves
the shop for delivery to the customer. I'm
not saying Jim Soares is "pickey-pickey",
but if he puts his name on a part, you can
be rest assured that it is 100% correct and
meets the specifications to the very last
letter. As they sayan TV, " It doesn't get
any better than this."
If you want to get in touch with Rocky
Mountain Airframe, Inc. write them at 7093
Dry Creek Road, Be/grade, MT 59714-8124.
The phone number is 406-388-6069 and their
FAX number is 406-388-0170. Tell them
Norm sent you. '*
VINTAGE AIRPLANE 25
ystery Plane
by H.G. Frautschy
From the Jack McRae collection comes the
March Mystery Plane. It looks a bit like a one
of the mysteries from a few years ago, but
don't be fooled. Answers need to be in no
later than April 25, 1996, for inclusion in the
June issue.
Generations of pilots have made aviation a
career or avocation. Second generation pilot
Richard T. Hansen, of Fresno, CA recognized
our December Mystery Plane:
"The Mystery Plane shown on page 9 of your
December issue of Vintage Airplane is the
"Ellingston Special." It was powered by a 90 hp
LeBlond air-cooled engine and had a retractable
gear. The unique feature of this airplane was a
telescoping wing. You could telescope seven feet
of the wings while the airplane was in flight; its
top speed was then just under 170 mph. Then, extending the
wings while in flight, it would land at less than 40 mph.
"The airplane was first test flown on April 23, 1938 in Great
Falls, Montana by my father, Earle E. Hansen. One of his log-
books shows a total of six hours on the "Ellingston Specia/."
The airplane was painted black and yellow, and on June 4 of
that year, it was flown to an airshow in Helena, Montana. I'm
sure that it would attract a crowd at the airshow even today.
"In a conversation I had with Mrs. Ellingston, she stated
that the airplane was disassembled and stored in the basement
of a hotel they owned. The engine and prop were sold and in-
stalled on a snow sled. Over the years, it was pilfered for parts,
and then sold for scrap and nothing remains . It was a sad end
to a very unique airplane, but an even sadder end to the dreams
of the two men who built and flew it."
Richard also wrote to fill us in on some details about his
father:
26 MARCH 1996
"My father was killed during the war while in the Army Air
Corps Fernjing Group fl ying out of Long Beach, CA. Whi le fer-
rying a brand new airplane, a wing came off over Louisiana in
clear weather. It was an unfortunate end for someone who was
a race pilot, barnstormer and all that went with fly ing and liv-
ing in that era."
Richard recently restored a Stearman with an interesting
history over a five year period. He started flying in 1955,
and after a gap in his aeronautical experiences he resumed
fl ying. He has promi sed to fill us in on hi s Stearman pro-
ject.
Skeeter Carlson, Spokane, W A adds this:
"The bird has an interesting side note for me that occurred
several years ago when attending an OX-5 meeting in Seattle,
WA. During the att itude adjustment period I struck up a con-
versation with a man who flew the Ell ingston Special during a
demonstration for the U.S. Army Air Corps. As usual, it was a
windy day at the Montana airport so he elected to land with the
wings telescoped all the way in. He had not been told the gear
could not come down with the wing at that position and it thor-
oughly jammed on him. A landing on the belly was successful
but that terminated the demonstration, and the Army lost inter-
est. I do not know who the OX-5e r was, or if any of the
Ellingston Special still exists."
Correct answe rs were also received from Cedric Gal -
loway, Hesper ia, CA and Robert Wynne, Mercer Island,
WA. Our thanks to W. H. Henton of Lynnwood, WA for
donati ng t he photos of the Ellingston Special to the EAA
Foundation's Boeing Aeronautical Library. ...
The Ellingston Special, designed and bui lt by Con Ellingston
and Earle E. Hansen. The wingspan, extended, was 32 ft., and
seven feet of the total wingspan could be retracted to reduce
drag and increase the Special's top speed, (170 mph) while re-
taining a slow (40 mph) landing speed with the wings out. Not
bad for an airplane powered by a 90 hp LeBlond! With t he
wings extended the top speed was around 110 mph.
These various views show the yellow and black airplane at
the Great Falls airport. In the above left photo Con
Ellingston, the Special's designer, is on the left, and Earl
E. Hansen, co-builder and test pilot is on the right.
According to an article in Popular Aviation published in
December 1939, There were also provisions for moving
the wing fore and aft to compensate for any C.G. shifts
that may have occurred as the wing area varied. In prac-
tice, this feature was never needed.
VINTAGE AIRPLANE 27
New
Members
StephenG. Amundson........... ..... Kearney,NE
Jeffrey A. Anderson.... ... ..... .... .. .. Arlington,TX
ThomasM.Anderson ......... ..... ... .Duluth,MN
RegisBorges Aquino.. .... ..PortoAl egre, Brazil
Robert Badertscher.. ..... .. ..... .. ....Corvalli s, OR
FrancisX.Balzer... .......... ..... ........ Paragon,IN
Lonni eJBarl ow... ...... .... ... ........ .Bri ghton,CO
Eri cJ.Barnhill... .. ... .. ......... ...... .... Cl emson,SC
Jean J. Belair..... ... .. St. Albert, Alberta,Canada
Ri chard F. Brandiger.... .. .... ..... . RapidCity,SD
LeasonH.Brown.. .... ... ... ... ......... .... . Mesa,AZ
RobertW.Buchmann... .. .. ...........wyckoff,NJ
Jordi Cabot........ ...... ... ...... ... .Barcelona,Spain
G.Cattell.... ...... ......... ... .. ....... ..Fogelsvill e, PA
JeromeA.Chanes.... .... .. ..... ..... New York,NY
Thomas A. Chapman ..... .. ... .... JimThorpe, PA
JoeCinquanta.. ...... ...... ... .... ........ ... Ell ij ay, GA
Dr.John Cocker
..... ... ... ..... .... ..... Newmarket,Ontario,Canada
AlbertJ. Colunio.............. .... .........Dewitt, NY
Richard ECompton.... ...... .. ... .. Longmont,CO
John E.Cooley,Jr... ... ... ...... .....sugar Land,TX
Charl esCozad..... ...... ......... .. .... ... .Topeka, KS
BradleyDavenport...... .... ..... .... ... Boulder,CO
Russell D. DeFi elds... ........... ..... .. Naches,WA
J.L. Dempsey..... .... ....... ..... .. ... .... ...Eul ess,TX
Donald G. Detri ck.....GreenCoveSprings,FL
PaulDieffenderfer.. ..... ... ...... .... Lexington,NC
Cameron Donnelly
... .............. ..... ........ ... Calgary, Alberta,Canada
Scott Eberhardt....... .. .. ......... ... ......Seatt le, WA
John W. Emerson ...... .... .... . Warrensburg,MO
Loui sA. Eney.... ... .. ..... .... ...... ..Balti more, MD
NelsonEzell.. ...... .... .. .......... Breckenridge,TX
Andrew Farmer........Calgary, Alberta,Canada
RobertJ. Feak.. .... ...... .. .................wichita,KS
ThomasJ. Fli eger..... .. .. .. .. .... .. Middl etown,NJ
James A. Forbes......... .. ..........Shrewsbury, PA
KentR. Foster...... .. .. .. .. .. ...... .. ..Manhattan,KS
Ki rk K.Foster.. .... ... .. .... .. ......... Uniontown,PA
Bri an P.Fox................ .. .. .. EastPetersburg, PA
Ri chardFrench.... .. .. .. .. .... .. ........ .Gul fport,MS
AltonGarrett..... .. .. ...... .. .. .. .. .. .ForestPark,GA
Willi am Geiger,Sr......... .. ....Cocoa Beach,FL
Willi am V.Geis.... .. .. .. .. .. ......Connersville,IN
Charl es W.Gil es...... Palm BeachGardens, FL
MarianaGosnell...... .. .... ...... ....NewYork,NY
GaryGranvill e .. .. ............ ..........Ri chfield,MN
All en C. Gunn.. .... ........ .. .... .. ..........Slidell ,LA
ChristopherGuss .. ......... .. .. .. .. ..Sandusky,OH
28 MARCH 1996
Russell EHarmuth.. .. .. .. ........ .. .. ......Avery,CA
DougA.Hart.. ...... .. .... .. .. ...... HighRi dge, MO
Henry Hart ............ .. .. .......... .. . Hobesound,FL
LeanderHauri.. .... .. .. .... .. .....Castro Vall ey, CA
EdwinE.Henes.... ... ..... .. .. ..NewLondon,OH
DavidM. Hern ........ .. ........ ...... .Brockton,MA
TommyW. Hiltzman................Louisvill e, KY
John W. Hoeppner.. .... .. .... .. ..Wauwatosa, WI
Robert L. Hugo.......... .. ............ Rochester,WA
CalvinHulbert.......... .. ... .........Clackamas,OR
JeffM.Iversen.... .. .... .. .............SanRafael,CA
JamesF. Ivey.. .. .... .. .... ................ .. .... .Cli nt,TX
Raymond Kalil...... .... .. ....... .. .... . Nashvi ll e, TN
Raymond K.Kehl...... .. ... .. .. .... .. ..EastTroy,WI
W. H. Kindell.. ...................... .. .. .....Tampa,FL
Russell L. King.. .... .. .... .. .. .. .. ...... ..Nowata,OK
Thomas M.(Mi ke)Kni ght...... ...... . Cherew, SC
RobertT.Koni g................... Minneapoli s,MN
Kr isti an K.Kortokrax .............. .CedarLake, IN
W.L. Koyle .
...... .. .... .. .... .. ....Orangevi ll e, Ontari o, Canada
Ji mKevi nLacey.. ................ .. ........ . .Dall as, TX
Ll ewel lyn Langland...... .. .. .. .... ... RiceLake,WI
HarryJ.Larson.. .... ...... .. ........ ... Parachute,CO
TimothyJ.Lassan.. .... ...... .... .. ...... .. .. .Kent,OH
StephenA.Lawton.. .... .. .... .. .. .. ..Hill sboro, TN
Glenn R.Mathl ey.. ............... .. .. .whatl ey,MA
Joseph G. Matthews 11 .. .... ........ .. .. . Wilton,CA
Bruce McCull ough .... .. ............Vero Beach,FL
John H.McKay.... ........ .. ...... Hackettstown,NJ
Willi amB.McKee 11 ............GladeSpring, VA
JeffreyR.Mi chael..... ........ ........Lexington,NC
Jim Moffett.. .. ...... .. ...... .. .. .. .... .. . Savannah,GA
GregoryL. Molyneux.. .... .. ...... .....Arkport,NY
Kay Morgan.. .. ................ . ShingleSprings,CA
James R.Murphy.... .... ...... .... .SantaMari a, CA
VernonR.Muse.....................Manchester,CT
LassiNarvi .. .... ...... .. ............Jamijarvi ,Finl and
James K.Newcomer,Jr. .. ...... .. .... .. .. Mi ami ,FL
Jerry F.Niehaus............ .... .. . Chesterfi eld,MO
RenE.Nitzsche.... .. .. .........winterGarden,FL
ConradNordquist..... ........ .. ...CostaMesa, CA
Patri ckO' Donnell
.. ........ .. ..... Langley, Briti shColumbia,Canada
John M.O' Neil... ............Summeri and Key, FL
Alvin F.Oi en,Jr........... .. .... . Port Angeles, WA
Mi chaelO.Overson...... .. .... .. .... . Overton,NV
Lee WhittenPeigh ..............Germantown,MD
Chri stopherS. Peters.... .. .. .... .. .. . Charl otte,NC
TimothyB.Pike................ .... .. .... ...Odessa,FL
BarryW. Pippin
................ . Saskatoon,Saskatchewan,Canada
BenjaminM.Pri nce.... .....west Richl and,WA
GeorgeM.S.Putnam....................Tigard,OR
DavidN. Ray.... .. ............ .. South St. Paul,MN
ByronM.Reed.... ...... .. .... .. .. ..San Antonio,TX
Gugli elmoRibolla...... .... ........... Palermo,Italy
JackS. Robson.. .. .. .. .. ............... .. .. Sorrento,FL
Tim Rothrock.. .... ...... ............ Kernersvill e,NC
ElmerR.Ruddick.... .Nakina, Ontari o,Canada
S. J.Rudki n.............. .. ...... .. .... .. Leics,England
David L. Sampson.. .. .. .... .. ...Wi nterHaven,FL
John C. Schaake.. .. ...... .... .. .. .... North Pole,AK
Richard J.Schall.. .. .. .. .... ...... .. .. .... .wichita,KS
Joseph Schamberger..... .. .......Thornwood,NY
Eri cSeiberl ich.... .. .. .. .... .. ..........Van Nuys,CA
Mall orySelfri dge.. ...... .. ............... Eastford, CT
EugeneF. Shaw,Jr ...... .... .... .. .. .. ..... Reston, VA
AndrewG.Shorter.. .... .. .... .. .. ..Oceanside, CA
Chri sSiderwicz.. .. .. .... .... .... BuzzardsBay,MA
Mi chaelSlingluff .. ............ .. .. .Hilton Head, SC
BertA. Smith.. ................ ..Incli neVill age,NV
James A. Smith.. .... .. .. .... ........ .. ..Millerton, NY
Ri chard C. Smith.. .... .. .. .. .... .... .. ..LakePark,FL
Dr.Ri chardN. Snyder .. .... ..Garrisonvi lle,VA
RodSquires...... .... .. .... .... .. .. .. .. ...... ..Dixon, CA
CraigSteele.... .. .. ..... ....... ........Jacksonville,FL
John E.Stevens .. .. ...... .. .. .. .... .. Los Angeles,CA
GeorgeG. Stoddard................ Matamoras, PA
Willi amM.Strother,Jr............ . ColtsNeck,NJ
ArthurStudenroth .... .. .. ...... .. .. .. ...... Hobart, IN
Brian D.Stukenberg.. ........ .. .. .. .. .. .. ... Byron,IL
MakotoSugimoto.. ...... .. ..........Watarai,Japan
Paul D.Tanzar...... ...... ........... .. ...... .Skokie, IL
StirlingG. Taylor.. ...... .. ...............weston,MA
Chri sThomas...... .... .. ...... ..virgini aBeach,VA
Ri chard O.Thomas....................Hamilton,IN
John WThreadgi ll...... .. .. ...... .. ..Lexington,TN
AnthonyC. Tirri..........................Carolina,PR
MichaelToman.. .... .... .... ..... .... Painsvill e, OH
David L. Tuck .. .... .. .. ......... Houghton Lake,MI
Dal eTurner... .. .. .... .. .. .. ...... .. .. ... Hampton,NH
Lynn A.Vandevort.. .. ..... .. .. .. ..Manitowoc,WI
Willi amS.Walker .. .. .... ...... .. .. ...... ...Stow,OH
Vi ctorWeal s.. .... ...... .. .. ...... ....Seviersville,TN
JohnJ.Weckerl e.. .................. ..Pl ainview,NY
Mark D. Wi ebens...... .. ........ .. ....Mart inez,CA
RogerW.Wild.... ...........ManitouSprings,CO
FrankWilli amson .... .. ........ .. .. .. ....Houston,TX
Rodd L. Young.... .. .. ..... .... .. .. .. .. . SiouxCity, IA
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is$35foroneyear, including 12
issuesofSPORTAVIATION. Familymembership
isavailableforanadditional$10annually. Junior
Membership (under 19 years ofage) is available
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AIRPLANES
1939 STINSON SR-10 (Reliant) - 10434
TT, 598 SMOH, 265 SPOH, KX 175B
Trans., KI208 OBS, KT-76A Xponder, ELT.
Call John Hopkinson 403/637-2250, FAX
403/637-2153. (3-3)
1943 G-44 WIDGEON - 3000 TT, 200
SFOH, 200 SPOH, Oshkosh "Outstanding
Achievement:" Award winner . John
Hopkinson &Associates Ltd., 403/637-
2250, FAX403/637-2153. (3-3)
1909Antionette Replica - Complete
except lacks fabric covering. Structure
redesigned to FAA requirements.
$100,000. Brochure available. Marshall
Wood916/483-8055. (2/97)
MISCELLANEOUS
Flying Field- by James Haynes can be
purchased by mailing your check to Robins
Nest Company, 21 Sunset Lane, Bushnell ,
IL 61422-9739. Flying Field is about the
historic Monmouth, Illinois airport, "the old-
est continuously operated airportin Illinois."
And,doesiteverhavegoodstories! 250 pp
- 133photos. $19.00includestax, shipping
and handling. An excellent gift anytime of
theyear. (1-1)
SUPER CUB PA-18 FUSELAGES - New
manufacture, STC-PMA-d, 4130 chromoly
tubing throughout, also complete fuselage
repair. ROCKY MOUNTAIN AIRFRAME
INC. (J. Soares, Pres.). 7093 Dry Creek
Road, Belgrade, Montana 59714, 406/388-
6069, FAX 406/388-0170. Repair station
No. QK5R148N.
Plans - Ragwing Replicas - Ultralight
legal Pietenpol, Pitts, Heath, Church
Midwing. Plans $70. Brochure $3. 312
Gilstrap Drive, Liberty,SC 29657. (9/96)
This &ThatAbouttheErcoupe, $14.00. Fly-
AboutAdventures & the Ercoupe, $17.95.
Both books, $25.00. Fly-About, P.O. Box
51144, Denton,Texas76206. (ufn)
FREE CATALOG - Aviation books and
videos. How to, building and restoration
tips, historic, flying and entertainmenttitles.
Call for a free catalog. EM, 1-800-843-
3612.
Curtiss JN4-D Memorabilia - You can
now own memorabilia from the famous
Curtiss "Jenny," as seen on "TREASURES
FROM THE PAST." We have T- shirts,
posters, postcards, videos, pins, airmail
cachets,etc. We also have RIC documen-
tation exclusivetothishistoricaircraft. Sale
oftheseitemssupportsoperating expenses
to keep this "Jenny" flying for the aviation
public. We appreciate your help. Send
SASE to Virginia Aviation, P.O. Box 3365,
Warrenton, VA22186. (ufn)
Babbit Bearing Services - Camshaft
regrinding, cam followers reground, pis-
ton rings, piston pins, valves. For ship-
ping instructions, call 1-800-233-6933.
Jack H. Bunton, Machinist, Vintage
Engine Machine Works, N.604 Freya,
Spokane, WA99202.
VINTAGEAIRPLANE29
MadeOf?
Agril27&28
ChinoCA
May25& 26
PuyallupWA
"Out of the clear blue of the western sky... "
/'l owavailablethrough tAA-thecompletecollecti onofJkyKing televisiondrama.scontained on 16.
two hourvideoca.ssettes.tachca.ssette containsfouruncutepisodescompletewith !iabiscospot.
Action.drama.suspenseand high flying thrillsarepartofevery JkyKing adventure.
Jingletapeprice.$24.95(a contentsummaryforeach volume is availableupon
request).Completecollection(16 tapes/64episodes) price.$355.95--:/aveover
.$40.00. Majorcreditcardsaccepted.
What'sAComet
DoLY-FmER... plus
r genius, perseverence,
dedication,perspiration,
andaloveotclassicaircraft.
Geoffreyde Havilland
designed theCometracer
in 1934.A few years laterit
becamethephenomenal
Mosquitofighter-bomber.
TomWathen'sreplica
chosePoly-Fiberfor its
March9 &10 March 23& 24
MesaAZ DentonTX
Customer Service:
800-362-3490
OtherStuff: 909-684-4280
PostOffice Box 3129
Riverside, California92519
Fonnerl y Stits
easyapplicationandunri-
valedourability, andPoly-
Tonebecause itrecreated
thesatinfinish ofthe'30s.
Try ityourselfatoneof
ourLearn-to-Cover Work-
shops, heldnat ionwide.
They'rehandsonandjust
$150aperson.Andlook
for us attheOshkoshand
Lakelandfly-ins, too.
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Customqualityateconomicalprices.
Cushionupholsterysets
Wallpanelsets
Headliners
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Firewallcovers
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Recoverenvelopesanddopes
Freecatalogofcompl eteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
INC.
259LowerMorrisvilleRd., Dept.VA
Fallsington,PA19054 (215)295-4115
The following list of coming events is furnished to
our readers as a matter of information only and does
not constitute approval, sponsorship, involvement, ~ 2 ~ = : ~ ~ ~ ; ~ ~ ~ = ~ ~ ~ ~ ~ ~ ~
control or direction of any event (fl y-in, seminars, fl y
market, etc.) listed. Please send the information to
fAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI
54903-3086. Information should be received four
months prior to the event date.
MARCH 23-24 - BORREGO SPRINGS, CA -
Borrego Valley Airport. Second annua l
Wings and Wheels Show and Fly-In.
Camping, RV Parking, special hotel rates.
Weekend fuel special, $1.85 gal. Contact:
Chamber of Commerce, 679/767-5555, or
the airport, 679/767-7475.
APRil 11-12 - JACKSONVILLE, FL - Herlong
Field, L-Bird Fly-In. Mass gaggle fly-off to
Sun 'n Fun on the 73th. For info call jon
Engle, 904/398-7595, or write him at 974
Waterman Rd. South, jacksonville, FL32207.
APRil 13-14 - NACOGDOCHES, TX - East
Texas Airshow '96 WW II, A/C,
Experimentals, Aerobatics, Skydivers etc.,
Airport Camping, Concessions, Nearby
Motels (special rates). Contact Bob Dunn,
409/564-727 2.
APRil14-20- LAKELAND, FL - 22nd Annual
Sun 'n Fun EAA Fl y-In and Convention.
873/644-2437.
APRil 28 - HALF MOON BA Y, CA - Pacific
Coast Dream Machines Fly-In and Show, to
benefit the Coasts ide Adult Day Health
Center. For info call 475/726-2328.
MAY 12 - DA YTON, OH - 33rd annual EAA
Chapter 48 Funday Sunday Fly-In Airshow
Breakfast. Awards, flea market, displays,
and numerous antiques flying the airshow.
Info: 573/878-9832.
MAY 18-19 - HAMPTON, NH - Hampton
Airfield. 20th annual Aviation Flea Market.
Fly-In, Drive-In, camping on field. No fees.
No rain date. Anything aviation related OK.
Food available. For info, call 603/964-
6749.
MAY 18 - HUNTSVILLE, AL - Moontown air-
port. EAA Chapter 790 Fly-In and airshow.
Call 205/498-3454 for information.
MAY 19 - WARWICK, NY - Warwick
Aerodrome. EAA Chapter 507 annual Fly-In
70 a.m. to 4 p.m., Unicom 723.0. Food and
trophies, registration for judging closes at 2
p.m. Call Harry Barker at 207/838-7485 for
more information.
MAY 24-25 - ATCHISON, Ks - Amelia Earhart
Memorial Airport. 30th annual Fl y-In, host-
ed by the Kansas City Chapter of the AAA.
For info call or write: Gerry Gippner, Fly-In
Chairman, 74870 W. 759th St., Olathe, Ks
66067, 973/764-8572 or Lee Crites, 74325
W. 89th St., Lenexa, Ks 66245, 973/888-
0596.
MAY 26 - ZANESVILLE, OH - EAA Chapter
425 Annual Fl y-In, Dri ve- In Breakfast. 8
a.m. - 5 p.m. Sandwiches, etc from noon 'till
closing. Riverside Airport. Contact Don
Wahl,674/454-0003.
MAY 31-jUNE 1 - BARTLESVILLE, OK -
Frank Phi lipps Field. BIPLANE EXPO '96.
70th Annual National Biplane Convention
and exposition. Biplanes and NBA mem-
bers free; all others pay admission.
Contacts: Charl es Harris, Cha i rman,
978/622-8400 or Virgi l Gaede, Expo direc-
tor, 9 78/336-3976.
MAY 3-5 - ROANOKE RAPIDS, NC - Annual
Spring Fl y- I n sponsored by EAA
Antique/Classic Chapter 3. All welcome,
major speaker, vintage aviation fi lms, tro-
phies in many categories. For info contact
Ray Bottom, jr., 804/873-3059.
MAY 17-19 - COLUMBIA, CA - 20th Annual
Gathering of Luscombes. Aircraft judging,
spot landing and flour bombing contests,
and the 4th Annual Great Luscombe Clock
Race. For info, contact Doug Clough,
360/893-6623 or Art Moxley, 206/630-
7086.
JUNE 1 - FOWLERVILLE, M I - Maple Grove
airport EAA Chapter 7056 Fly-In, aerobatic
demos, lunch, pilot events, rides, hog roast,
camping. Call Ron at 577/223-3233.
JUNE 1-2 -GRAVENHURsT, ONTARIO,
CANADA - Muskoka Air Fair. Snowbirds,
Oscar Boesch and others. Aviation trade
show. For info or booth space, call Lizann
Flatt, 705/687-7620.
JUNE 2 - DE KALB, I L - DeKalb-Taylor
Municipal Ai rport. EAA Chapter 247
Breakfast, 7 a.m. - noon. For info call jack
Bennett, 875/756-7772.
JUNE 7-8 - MERCED, CA - 39th Merced West
Coast Antique Fly-In. For info contact
Merced Pilots Association, P.O. Box 23 7 2,
Merced, CA 95344, or Virginia Morford,
209/383-4632.
JUNE 9 - TOWANDA, PA - Towanda airport
(N27) Fly-In Breakfast - all you can eat.
Eggs, sausage, pancakes, 700% pure maple
syrup. 7 a.m. -7 p.m.
JUNE 13-16 - ST. LOUIS, MO - Creve Coeur
Airport. American Waco Cl ub Fly- In.
Contacts: john Halterman, 374/434-4856 or
Phil Coulson, 676/624-6490.
JUNE 14-16 - CAMARILLO, CA - 76th annual
Fathers Day Fl y-In, hosted by EAA Chapter
723 and the CAF. Homebuilts, Warbirds,
Anti ques, Cl assics, Pancake breakfast.
Contact: 805/985-4058.
JUNE 16 - LACROSSE, WI - Fathers Day
Fl y/Drive- In breakfast. 0700- 7200. $4
each, PIC is free. Displays, music, aerobat-
ics. Check NOTAMS. 608/787-5271.
JUNE 16 - REDDING, CA - EAA Chaper 757
Fathers Day Fl y-In. Contacts: Bruce Taylor,
976/275-6456 or Armal Owens, 976/243-
4382.
JUNE 23 - ZANESVILLE, OH - EAA Chapter
425 Air Awareness Day, Fly-In, Drive-In
Breakfast. 8 a.m. - 5 p.m. Come enjoy the
planes on display and good fellowship.
Riverside Airport. Contact Don Wahl,
674/454-0003.
JUNE 30-jUlY5 - LAKE GUNTERSVILLE, AL -
28th annual convention of the International
Cessna 770 Association. Lake Guntersville
State Park Lodge. 205/577-5440. Contact
Harley Pickett, 205/640-4785.
jUlY 23 - ZANESVILLE, OH - EAA Chapter
425 Annual Pancake Day at Parr Airport. 8
a.m. - 5 p.m. Oshkosh bound pilots encour-
aged to fly-in, eat and refuel . Contact Don
Wah l, 674/454-0003.
JULY 26-28 - RED LAKE, ONTARIO, CANA-
DA - Norseman Float Plane Festival. For
more info, contact the Festival Committee at
807/727-2809.
jUlY27-29 - KEOKUK, IA - Sixth World Wide
gathering of L-Birds, then en masse up to
Wisconsin for EAA great OSHKOSH '96 on
August 7. Contact Irv Linder, 379/524-
6378.
AUGUST 1-7 - OSHKOSH, WI - 44th Annual
fAA Fly-In and Sport Aviation Convention.
Wittman Regional Airport. Contact john
Burton, fAA, P.O. Box 3086, Oshkosh, WI
54903-3086. 414/426-4800.
AUGUST 3 - ELLSWORTH, KS - EAA Chapter
7727 Fly-In breakfast (Oshkosh stop-over)
and Cowtown Day. Call Dale Weinhold,
973-472-4027 (w) or -4309 (h) for info.
AUGUST 30- 31 - HA YWARD, CA - EAA
Antique/Classic Chapter 29 Fourth Annual
Antique Fly-In and Airshow. Free Early Bird
Dinner to all display aircraft on Friday. This
is a northern California points event .
Contact Bud Field at 570/455-2300.
AUGUST 31 - MARION, IN - Sixth Annual
Fl y-In/Cruise- In breakfast sponsored by the
Mari on High school Band Boosters.
Antiques, Cl assics, homebuilts, and
Antique. classic and custom cars welcomed.
For information, contact Ray johnson at
377/664-2588.
OCTOBER 4-6 - REDDING, CA - Benton Field.
EAA Chaper 757 Oktoberfest. Contacts:
Bruce Tay l or, 976/275-6456 or Armal
Owens, 976/243-4382.
OCTOBER 13 - TOWANDA, PA - Towanda
airport (N27) Fly-In Breakfast - all you can
eat. Eggs, sausage, pancakes, 700% pure
maple syrup. 7 a.m. - 7 p.m.
VINTAGEAIRPLANE31
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