May 1998 Vol. 26, No.

5
CONTENTS
1 Straight & Level/Espie "Butch" Joyce
2 AlC News
4 Aeromail
5 Anton Bilek's Museum Spirit/
H.G. Frautschy
7 Bungee Starting/Hank Palmer
8 Puppy Lovel1ohn Willmott
12 Piper's Super Cruiser/
H.G. Frautschy & Norm Petersen
19 What Our Members Are
RestoringiNorm Petersen
2 1 Modifying a Swift for Aerobatic or
Just Good Performance/Jim Montague
25 Mystery Plane/H. G. Frautschy
26 Pass it to Buck/Buck Hilbert
28 Calendar
29 Welcome New Members
30 Membership Information
Page19
Page21
FRONT COVER...The PiperPA-12SuperCruiserhasbeena favoriteairplaneof
Piperfansformanyyears, anda recentbatchofnewerrestorationshavebeen
seenatvariousfly-ins. This is J.F. FisherIII ofSenoia,GAandhissharplookingPA-
12duringhisvisittoEAAOshkosh '97. ItwasselectedastheReserveGrand
ChampionClassicoftheConvention.EAAphotobyJim Koepnick,shotwitha
CanonEOS-ln equippedwithan80-2oommlens. 1/250@ fllon 100ASAtrans-
parencyfilm. EAACessna210photoplaneflownbyBruceMoore.
BACKCOVER..."PassingAges"is theartworkproducedbyretiredAirForce
flyerJohnSarsfieldofLongmont,CO.Depictingthe"changingoft heguard"
asthetravelingpublicbegantheirswitchfromrail roadstoairlinersduringt he
1930s, "PassingAges"showsa LockheedElectracrossing overa Hudsonloco-
motiveasithurtlesdowntherails inthetwilight. Fora bitmore information,
pleaseseeA/CNews,
Copyright 1998 bytheEM Antique/ClassicDivisionInc,All rightsreserved.
VINTAGEAIRPLANE IISSN 00916943) is published and owned exclusively by the EMAntique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthlyat EMAviation Center. 3000 Poberezny Rd., P.O.Box 3086, Oshkosh, Wisconsin 54903-3086.
PeriodicalsPostagepaidatOshkosh, Wisconsin 54901 and atadditional mailingoffices.The membership rate forEMAntique/ClassicDivision,
Inc.is$27.00 forcurrentEMmembersfor 12 monthperiod ofwhich$18.00 isforthepublicationofVINTAGE AIRPLANE. Membershipisopen
toallwho are interested inaviation.
POSTMASTER: Send address changes to EMAntique/Classic Division, Inc.P.O. Box 3086, Oshkosh,WI 549033086. FOREIGN AND APO
ADDRESSES- Pleaseallowat leasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurtacemail.
ADVERTISING- Antique/Classic Divisiondoes notguarantee or endorse any productoffered through the advertising. We inviteconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtained throughouradvertisingsothatcorrective measurescanbetaken.
EDITORIALPOLICY: Readersareencouragedto submitstoriesand photographs. Policyopinionsexpressed in articlesaresolelythoseofthe
authors. Responsibilityforaccuracyinreporting restsentirelywiththecontributor.Norenumeration ismade.
Materialshouldbesentto: Editor, VINTAGEAIRPLANE,P.O. Box3086, Oshkosh,WI 549033086. Phone920/426-4800.
The words fAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logosof fAA, EM
INTERNATIONALCONVENTION,EMANTIQUE/CLASSICDIVISION,INTERNATIONALAEROBATICCLUB,WARBIRDSOFAMERICAare
registered trademarks. THE EMSKY SHOPPE and logos of the EAA AVIATION FOUNDATION,EAA ULTRALIGHT CONVENTION and
EMAirVenwrearetrademarksoftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
NancyHanson OliviaL. Phillip
PierreKotze
AssociateEditor
NormPetersen
StaffPhotographers
JimKoepnick LeeAnnAbrams
KenLichtenberg
Advertising/EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION, INC.
OFFICERS
President Vice-President
Espie"Butch"Joyce GeorgeDaubner
P.O. Box35584 2448Lough Lone
Greensboro,NC27425 Hartford,WI 53027
910/393-0344 414/6735885
Secretory Treasurer
SteveNesse CharlesHorris
2009HighlandAve. 7215East46thSt.
AlbertLeo, MN 5tlYJ7 Tulsa, OK 74145
ffJ7/373-1674 918/622-8400
DIRECTORS
JohnBerendt GeneMorris
7645EchoPointRd. 5936SteveCourt
ConnonFalls, MN55009 Roanoke,TX 76262
ffJ7/2632414 817/491-9110
Phil Coulson RobertC."Bob"Brauer
28415SpringbrookDr. 9345S. Hoyne
Lawton,MI49065 Chicago, IL60620
616/624-M90 312/7792105
JoeDickey
JohnS.Copeland
55OakeyAv.
1 ADeaconStreet
Lawrenceburg, IN 47025
Northborough, MA01532
812/5379354
508/3934775
DaleA. Gustafson
StanGomoll
7724ShadyHill Dr.
104290thLone, NE
Indianapolis,IN 46278

317/2934430
RobertLickteig JeannieHill
1708BoyOaksDr. P.O. Box328
AlbertLeo, MN5tlYJ7 Harvard,IL60033
ffJ7/373-2922 815/943-7205
DeanRichardson RobertD. "Bob"Lumley
6701 ColonyDr. 1265South 124thSt.
Madison,WI 53717 Brookfield, WI 53005
608/833-1291 414/7822633
S.H.'Wes"Schmid GeaffRobison
2359LefeberAvenue 1521 E. MacGregorDr.
Wauwatosa,WI 53213 NewHoven,IN 46774
414/771-1545 219/493-4724
GeorgeYork
181 SlobodaAv.
Mansfield,OH 44906
419/5294378
DIRECTORS EMERITUS
GeneChase E.E. "Buck"Hilbert
2159CarltonRd. P.O.Box424
Oshkosh,WI 54904 Union,IL60180
920/2315002 815/923-4591
ADVISORS
SteveKrog RogerGomoll
1002HeatherLn. 321- 1/2S. Broadway
Hartford,WI53027 Apt.3
414/966-7627 Rochester, MN55904
ffJ7288-281 0
AlanShackleton DavidBennet!
P.O. Box656 4D3TonnerCt.
SugarGrove, IL60554-0656 Roseville, CA95678
630-466-4931 916-7827025
STRAIGHT& LEVEL
by ESPIE "BUTCH" JOYCE
S
un 'n Fun has kicked off the begin-
ning of the fly-in season! Now all
of the local Chapter activities will
be taking place - sometimes it's hard to
make up your mind which local event
will be the most fun. I have been in-
volved with two Chapters for some time,
EAA Chapter 8 and Antique/Classic
Chapter 3. Chapter 8 was formed some
time around 1958 and has been based in
Greensboro, NC most of the time , with
officers of the Chapter coming from dif-
ferent areas near Greensboro.
It was my pleasure to serve as presi-
dent of this Chapter in the late 1960s. At
that time it was a small group, with maybe
25 members. For the most part, we were
focused on homebuilt aircraft. At that
time, I was building a Pitts SIC, intending
to become the world aerobatic champion.
That never came to pass because Dick
Austin, a fellow member, caused me to
catch MONOCOUPE fever. I have been a
vintage airplane nut ever since.
This interest in vintage aircraft led me
to become involved with a group of old
airplane enthusiasts, better known as the
CarolinasNirginia Chapter of the Antique
Airplane Association. One of the great
benefits of belonging to this group was the
fact that everyone received a great
newsletter, written and edited by Jack
Cox. We lost Jack as a newsletter editor
when he was hired by the EAA to be the
editor of Sport Aviation magazine. One of
the benefits of having Jack on board is that
the talented Golda Cox (Jack's wife) came
on board too. In the early 1970s this group
became EAA Chapter 396-3A, then later
was converted to Antique/Classic Chapter
3. AlC Chapter 3 still has a great newslet-
ter, which is written by Ray Bottom of
Hampton Roads, VA. A newsletter is a
very important part of a Chapter's suc-
cess, keeping the local members informed
of happenings and projects of interest.
At our last AlC board meeting held last
month, Alan R. Shackleton was appointed
by the Board of Directors to be an An-
tique/Classic Advisor. Alan is from Sugar
Grove, IL and is the current president of
the Fox Valley Sport Aviation Associa-
tion, as well as EAA Chapter 579 in
Aurora, IL. He has also served as their
NewsLetter Editor. He is the CUlTent Pres-
ident of the EAA Chapter Advisory
Council and an EAA Representive to the
Illinois Aviation Forum and Hall of Fame.
Alan restored a Staggerwing B17L, SIN
3, the 1983 Oshkosh Reserve Grand
Champion. He has owned and flown a
1946 Luscombe 8A since 1985. His cur-
rent project is a 1949 Stinson 108-3. He
has a private pilot license with approxi-
mately 600 hrs., and all but 100 of them
have been in tailwheel airplanes. Noted
by one of the directors was the fact that
not only are we getting Alan on board, but
we will have the support of his great wife,
Donna. We look forward to having their
positive input in the future.
I don ' t know how the flying weather
has been where you are located, but here
in the Carolinas it has been rough air
since the first of the year' . . . 1 mean, no
fun at all! The South and Southeast have
had their share of tornados. I have a build-
ing in Madison, NC located next to my
home place. It is 40' by 60', and I use it as
a work shop for different projects. On the
national news you may have seen the tor-
nado that hit Stonevil le, NC. It got its
head of steam up at my shop, where it re-
moved most of the shingles from the roof
and sucked the front concrete block wall
almost off the foundation, causing a bow
in the wall. That is one repair project that
I have not figured out how to fix as of yet!
1fared much better than a lot of other peo-
ple did in town. Our thoughts and concerns
go out to all of those who have had losses
from these storms this year.
I told you last month 1 would share
some of the information that Ken
Woodard gave me concerning the history
of my recently acquired 8E, N2628K.
Here's part of what he wrote:
"The previous owner before Ken was
Jim Beck. If you look in John Swick' s
book titled The Luscombe Story, on page
196 you will find Jim' s name listed as a
Luscombe dealer in Zionsville, Indiana in
1948, where Jim ran his small airport and
was an A&P at Beck Airport. Over a pe-
riod of years he owned a number of
different airplanes including the Parks P-2
biplane later owned by Richard Bach, au-
thor of lonathan Livingston Seagull and
numerous books about people, airplanes
and flying. N2628K also was one Jim
owned for a few years up to about 1969,
when he was diagnosed with cancer. He
sold 2628K in '69 or ' 70 to the man I
bought it from in 1972. As it turned out, 1
built a house in the same town where Jim
was living and when he found out I owned
2628K, he looked me up and told me
about the following disasters that oc-
curred to that old airplane while he owned
it. Despite the accident stories I'll soon re-
late to you, Jim and the other people who
flew it had many enjoyable hours in the
airplane, as I did also when I owned it."
I'll quote more from Ken's note
next month.
To all of those people who have been
so great to support the 10nlmembership
drive, thank you very much . . . the Board
of Directors and I ask that you keep up
the great job. There are some members
we have not heard from and it would be
great if each member could recruit at
least one new member, so they too could
enjoy your great magazine Vintage Air-
plane and have the pride of sporting the
A/C logo. Next month, I will list all of
the chairmen of the different Antique/
Classic activities taking place during
EAA AirVenture Oshkosh, so you will
know who to contact, should you have a
question in advance of the Convention.
Again, I would like to caution everyone
to be very safety minded while operating
your aircraft - we need all of you around
for a long time. Lets all pull in the same
direction for the good of aviation. Re-
member we are better together. Join us
and have it all ! .....
VINTAGE AIRPLANE 1
A/CNEWS
compiled by H.G. Frautschy
AbouttheBackCover...
John Sarsfield,6541 St. VrainRd.,
Longmont, CO 80503,wrote the follow-
ingabouthis painting"PassingAges,"
whichdepictsaLockheedElectrapassing
overaHudsonlocomotiveattwilight:
I want people to understand the signifi-
cance ofaviation. Our lives have been
changed immeasurably by the ability to see
the worldfrom an aerial perspective. often in
subtle ways. The ability to experience
cloudscapes as three dimensional objects
and see landscapes from unfamiliar vantage
points changes our outlook on life. 1 want to
introduce this perspective to the earthbound
viewer and attempt to capture it for the fly-
ers to enjoy in their hours on the ground. ..
AUTOGASRUMORUNTRUE
Severalmembershave contacted EAA
recentlyand askedaboutarumorcUlTently
circulatingamong some FBOs thatthe
auto fuel STCs issuedby EAA and Pe-
tersen Aviationwere now void becauseof
changes in theASTM fuel specifications.
To put it simply, the rumors are
nottrue.
An article in aFBO trade magazine
citedanunnamedsourcefrom amajorfuel
supplierasstatingtheSTCswereno longer
valid becauseofchangesmade to the
ATSM specificationsnow in effect. That
supposition is incolTect, as the FAAhas
approvedthe use ofauto gas containing
(methyl-tertiary-butylether) MTBE and
(ethyl-tertiary-butylether) ETBEin air-
craftbeingoperated underauto fuel STCs
issued by EAA and PetersenAviation.
MTBEand ETBEare added to gaso-
lineas oxygenates in an effortto curtail
exhaustemissions.
Asstatedin theliterature includedwith
the STC, auto fuel with alcohol added is
not eligible for use in aircraft. Fuel
blended with alcohol hasnot,to date,
been approved by the FAA.
OTWERROR
Alvin "Boots"GeigerofLewiston, MI
was kind enough to call and pointoutan
errorin lastmonth'sarticleconcerning
the Meyers OTW. Imentionedthe fuse-
lage was constructed with asteel tube
innerstructure in the forward halfofthe
fuselage. That'snot correct - the OTW
2 MAY 1998
was builtwith afull monocoque fuselage
structure ofsheetaluminum.Theonly
steeltube in the fuselage are acoupleof
circlesusedas internal attachmentpoints.
AlC HALLOFFAME
Nominations are nowbeingaccepted
for inductees in theAntique/ClassicHall
ofFame. The nextinduction ceremonies
will take place in the fall of1999. Please
use acopyofthe nomination form (see
opposite page) and add any additional
documentationto the form. It isvitally
importantthatyournominee'scontribu-
tions to aviation be documented as
completelyas possible. Additional letters
ofsupportconfirmingthe nominee's
backgroundare certainly welcome. The
NC HallofFamecurrently includes:
E.E. "Buck"Hilbert
GeorgeYork
Joe Juptner
ColePalen
Kelly Viets
HaroldAnnstrong
Ann Pellegreno
Paul Poberezny
Jim Younkin
FLY-IN NOTES
Hereareafew ofthe manygreatType
Club fly-ins takingplace in the coming
months.Checkthem out ifyou'reinter-
ested in thoseairplanes, orifyoujust
wantmoreinformation!
LUSCOMBEFLY-IN
Heldat ColesCountyMemorial Air-
port in Mattoon, IL, the Luscombe Fly-In
is for all Luscombe enthusiasts. The dates
are June 12-14.Forinformation on ac-
commodationsandactivities,contact
JerryCox at217/234-8720, orEmai lhim
atjerryIO@advant.com
AERONCACONVENTION
Aeroncaaviatorsandfans ofthe marque
willgatherin Middletown,OH at Hook
Fieldfor the ninth AeroncaConvention,
which will once again feature the popular
toursofthe Aeronca factory as itexists
today, and abustrip tourto theAirForce
Museum in Dayton.There'scamping,a
Fridaynightsteak fry, andaSaturdayban-
quet.Forinformation,writeJimThompson,
President,National AeroncaAssociation,
P.O.Box 102,Roberts,IL60962-0102.
OREGONAIRTOUR
While notafly-in,thissuresoundslike
fun ifyou'reon the westcoast. Beginning
in CottageGrove, ORonJuly 19,the air
tourwi ll wend itswayacross900milesof
Oregon,j ustabitofIdahoand then west-
ward to the Pacific,endingon July 23.
Contactthe OregonAirTour, P.O. Box
613, Creswell, OR 97426, or phone
5411746-3387.
SOUTHWESTREGIONALFLY-IN
Forthoseofyou who are alreadyplan-
ning your fall calendar, you may be
interestedto know aboutachange in
venue for the SouthwestRegional Fly-In.
Thisyear, the fly-in moves from Kerrville
to Abilene,TX,whereit will occupythe
west sideofthe airport. The new location
will allow the fly-in to grow as the years
progess. Thedatesare October 15-18.
Call 512/388-7399 for information,
orcheckouttheirwebsite: www.mrdata.
comlairshow/swrfi/
SHORTWINGPIPERS
The BuckeyeChapterofthe SWPC
will hosttheannual conventionofthe
club,also being heldat HookField in
Middletown,OH. TheSWPC convention
willtake placeJuly 13-16. With atheme
of"Backto the BirthplaceofAviation,"
attendees will havean opportunityto visit
the AirForce Museum at Wright-Patter-
son AFB,as well as avisitfrom agroup
oflocal enthusiastswho havebuiltand
are flying areplicaofthe WrightModel
B. Formore information,contactTom
Anderson, 513/398-2656(Email: tdander-
son@sprintmai l. com) orJan Widman,
937/364-6050. You can also visittheir
web site: www.shortwing.comlI998
MlKESTROK
Col. Michael Strok, 81, died February
7, 1998at hi shomein Annapolis, MD. A
1938 graduate ofCornell University,he
wentto work at PiperAircraftCorp. that
same year, workinghisway up from a
mechanic'shelperto assistantpurchas-
ingagentbythe timehewentoffto serve
in WW II. As oneofthe men who helped
Piperto prosperpriorto WW II, he was
intimately knowledgeable ofthe efforts
ofPiperto educate the militarybrass on
the capabilitiesthe lightplane in combat.
He wenton to serve with the Armyas a
Liaison pilot,atone pointservingas
Gen. Mark Clark'sEngineeringMainte-
nanceofficer. An inventiveman, he was
awardedthe Itali anCrossofValorfor
devisingamethod for dropping badly
needed supplies to troops strandedon
amountainside.
Hedecidedto continue
his Armyservice,flying
as one ofthe first MASH
helicopterpilotsduring
the Koreanwar. During
his 25 yearmilitaryca-
reer,Mikewasawarded
the BronzestarandAir
medal, as well as the
Army Commendation
medal. He retiredfrom
the Army in 1967. A
career with the Air
Transport Association
followed, butlightair-
craftwere neverfar from
his soul. AlongtimememberoftheEAA
and PiperAviationMuseumFoundation,
Mike enjoyedrestoringand buildinglight
planes.
HAROLDBROMLEY
HaroldBromley, who, alongwith
HaroldGatty, attemptedto fly thePa-
cific in 1930 in the Emsco "Cityof
Tacoma"(above)diedthispastDecem-
berin PalmDesert,CA. He was 99.
Tryingto take advantageofthepre-
vailing winds, Bromleyand Gattytook
offfrom Sabishirobeach350milesnorth
ofToyko, buthad to turn backafter
exhaustfumes in thecabinnearlyover-
camethe aviators. Theywere in the air
over24 hours before landingbackin
Japan. WhenClyde Pangbornand Hugh
Herndoncrossedthe Pacific in a Bel-
lancain 1931,Bromleygave up onthe
transpacificflight.
Bromleyhadattemptedtwiceto span
the ocean,his first flight cutshortwhen,
duringthetakeoffrun from the new air-
portin Tacoma, WAhe was splashedin
theeyesbyspillinggasolineand veered
offthe runway, wreckingtheLockheed
Explorerhe waspilotingand ruining his
chancesofmakingthe flight atthattime.
Two moreLockheedswerebuiltfor the
attempt, butbothwerewreckedbefore
the Emscowas purchasedand shippedto
Japanfor theattemptedflight. ...
INTERNATIONALEAAANTIQUE/CLASSICHALLOFFAME
On this page is the nominatingpetition
fortheEAA Antique/ClassicDivisionHall
ofFame. Ifyou wishtonominateanindivid-
ual who youbelievehasmade asignificant
contributionto the advancementofaviation
between 1950and the presentday, please
makeacopyofthis form, fill it out,addsup-
portingmaterialand sendit to: CharlesW.
Harris, P.O. Box470350,Tulsa, OK74147-
0350. Please mark the envelope: EAA
Antique/ClassicDivisionHall ofFame,
Attn: C. Harris.
Pleasebe as thoroughandobjectiveas
possible. Attachcopiesofmaterialsyou deem
appropriateand helpfultothecommittee.
The personyou nominate musthave ad-
vancedthefieldofaviationduringtheperiod
1950tothepresentday.Theycanbeacitizen
ofany country, and may be livingordead.
Theircontributioncouldbe in the areasof
flying, design, mechanicaloraerodynamic
developments,administration,writing,or
some othervital,relevantfield, oranycom-
binationoffieldsthatsupportaviation.
Tobe consideredfor inductionintothe
EAAAntique/ClassicHall ofFameduring
1999,petitionsmustbereceivedNov. 1,1998.
Person'snamesubmittingthispetition:__________________
Street __________________PhoneNumber______
City State Zip_________
Personnominatedfor inductionintheEAA Antique/ClassicDivisionHallofFame:
Name _____________________________
Street __________________PhoneNumber______
City State Zip_________
DateofBirth IfDeceased, DateofDeath _________
Areaofcontributionsto aviation ____________________
Dateortimespanofthenominee'scontributionstoaviation.Mustbebetween 1950- tothepresentday.
Describetheeventornatureofactivitiesthenomineehasundertakeninaviationtobeworthyof
inductionintotheEAA Antique/ClassicHallofFame. _____________
Describeotherachievementsthenomineehasmadein otherrelatedfields in aviation. ___
Hasthenomineealreadybeen honoredfor his/herinvolvementin aviation,and/orthecontribu-
tionyou arestatingin thispetition? (Circleone) Yes No
If yes, pleaseexplainthenatureofthehonorand/orawardthenomineehasreceived. ___
Please attach any supporting material with
Otherinformation _________________________
your petition for the committee's review.
VINTAGE AIRPLANE 3
VINTAGE
AeroMail
DANISH CUB
DearH.G.,
TheJ-2 Cub, SIN 339that is pic-
turedon Page 9 ofthe February '98
Vintage Airplane looks a lotlike an
=
H
THE
TAYLOR
The biggest Airplane value in America
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The Lyon and the CUD. Mr. Paul P. Lyon, Bradford. Pa.
LEARNED TO FLY IN A CUB AT 60
They
for
$1425
and
$1495
Choke of En'fines
without Motor
and Propell er

E-2 to me. I believethatthe serial

numberis alsoconsistentwith an E-2
ratherthan theJ-2.
DifferentSubject - Ifthe Welcome
New Members listwerearrangedal-

lurO, took up dyi n g at 60 yun of aKe
lurnin,. in the C UB p ict ured with him.
Mr. Lyon haa the enthus ia.m of youth.
a nd Is Mpecia1ly ent ha. la.tl c about the
Ta ylor CUH. the pl a n e he IItill prefen to
8y.
For Flyinl' Ins truc t ion wit h ma.imum
of accurate performance and maneuTerabll
it,.. .. wHh low with SAFETY fiut-
cos t, loW' operatln.. 1: 05 t a nd a n e..li..ible
up. keep, Inst rudion Pilot . who have used
the CUB heartily endorse iL In depres -
sion or in pnHlperi:y. you can make money
with CUB. ( P . S. Dill Piper, Jr. it
slill on the Weat Caut with his CUB. )
"America's Safe Plane"
About Ou, TlMEPAYMENT plan. F,.. Fold.,
TAYLOR AIRCRAFT CO.
BRADFORD PENNSYLVANIA
phabeticallybystate, it
would be a lot less
stressful to myeye-brain
coordination in looking
fornearbynew members
to greet.
DavidF. Shaw
NC2380
Penn Yan,NY
You're right - a slip
of thekeyboardtripped
us up!Seeth e caption
on thispage. On your
secondsubject, that'sa
greatidea David, and
willbenefit both indi-
vidual members and
chapt er officers who
maywish to inviteanew
localmember to their
function. We allknow
the airplanes bringus
together, butit'sthepeo-
plewe meetthatkeep us
together!- HGF
Danish E-2 Cub, SIN339
4 MAY 1998
Sir,
IfoundoneusefortheCubphoto(bot-
tomleft)intheMarchVintageAirplane.
I seemto recall flying clubssponsored
byaircraftfactoriesatthetime.
KeepNCDiv. flying,
MartyEisenmann
NC576
AltaLoma, CA
STARDUST,THEBIPLANE
Sir:
I am endeavoringto find out infor-
mation aboutaspecificanddistinctive
biplane with three open cockpits
namedthe"Stardust". It wasownedby
Wayne King, the bandleaderin the
30'sandnamedafterhisthemesongof
thattitle. It wassoldto BenZimmeror
ZimmerlyofLewiston,Idaho in the
late 1930' s.Fromthere it'sdisposition
is a mystery.I am a fund-raising con-
sultantworkingwith Lewis-Clark
State College, then known as the
Lewiston StateNormal School.The
Stardustis mentioned in its historydue
totheassociationwith Ben, his partner
Jerry Wilson from Orofino, ID, and
thefact that Ben set up an aviation
cadetprogram atLSNS attheoutsetof
WWII.
Any guidance or information
you can give me will be greatly
appreciated.
Thankyou very much.
JamesGlass
16035 Gledhill Street
NorthHills, CA91343
888-833-0473
jIglass@earthlink.net
Ify ou'reable to help Mr . Glass,
we'dappreciateacopyofyourinfor-
mationhereatEAA HQ.- HGF ...
AntonBilek'sSpirit
"Making do with what's
available" has long been a
motto used to great advan-
tage by BAA'ers around the
world. Anton "Tony" Bilek of
Rantoul, IL knows the
method well, having used it
to serve him since his days on
Bataan during WW II. His
ingenuity is typical of the
resourcefulness of BAA
members and modelers, and
we thought you'd like to see
what he has been able to ac-
complish on a tight, nearly
nonexistent budget.
During the recent spate of
base closures, Chanute Air
Force Base, about 100 miles
south of Chicago, was one of
the bases so targeted. The air-
port has been converted to a
regional civilian airport, and
a museum has also been cre-
ated to detail the history of
aviation at this historic site.
These pictures detail the
methods used to create some
excellent displays that can
bring aviation alive for adults
and schoolchildren alike.
by H.G. Frautschy
For the Spirit of St . Louis model,
Anton and the crew were fortunate to
receive a donation of 1,600 board feet
of clean, unused white pine from a lo-
cal window manufacturer. You can see
the size of the model is quite impres-
sive, designed to give the visitors the
visual impact of the real aircraft, with-
out the size (and expense) of building a
full size replica. The fuselage and tail
surfaces are built up out of wood.
The wings are also wood, with foam
leading edges and wingtips . The
wheels and tires are from a wrecked
motorcycle, and the sheet metal is
. 084" or .090" aluminum left over
from the Air Force. Anton and the
gang formed it the same way he had
used on Bataan - placing it between
two 2x8s standing on edge, and then
jumping on the metal to form the curve.
Anton says on Bataan they didn't have
any 2x8s, so they used logs! He fin-
ished the contouring of the sheet metal
over a length of four inch pipe placed
between two benches.
All covered and
ready for painting, the
model looks just like
the real thing! The
landing gear is also
electrical conduit, and
the bun gee cord fair-
ings on the gear are
simulated by wrap-
ping foam with rubber
wrapped around them.
VINTAGE AIRPLANE 5
The group's first project
was to build a large size model
of a Curtiss Jenny, using ma-
terials on hand. The biplane
was replicated using twenty
to forty-year-old lumber sal-
vaged from construction
demolition projects. Once the
nails were removed, the wood
wasn't too bad to work.
Another proj ect of the
fledgling museum staff is this
Chanute glider. It should serve
as quite a contrast with the
Lockheed F -104 Starfighter
also on display.
The Octave Chanute
Aerospace Museum of
Flight is located at the former
Chanute AFB in Rantoul, IL.
For information, call 217-
893-1613. They're open 10-5
weekdays, 10-6 on Saturday
and noon until 5 on Sunday.
They're closed on Tuesdays.
6 MAY 1998
These two shots of the engine model show the nice de-
tailing attained by Anton using wood as his primary
medium. The pushrods for the model Wright J-5 are
made of electrical
conduit, and the ex-
haust stacks were
furnished by the local
muffler shop. The
second shot shows
the added sheet metal
featuring the classic
"engine turned" cowl
that is the trademark
of so many aircraft of
the 1927 era.
byHank Palmer
Here's a little known piece ofstarting
trivia a few ofyou may recall. If you
should choose to try this method, you're
on your own, but this article should give
you some guidance on the tool and proce-
dures used.
I am amazed at how many pilots and me-
chanics, even old timers like me, have never
heard of such a thing. In the Navy before
and after the War, every Aircraft Service
Organization had one or two in the tool
shed, and every Aviation Machinist's Mate
knew how to make one if needed. The first
one I ever saw was at the Coast Guard Air
Station in St. Petersburg. In 1938 or '39 they
had a big Hall Flying Boat, a PH-I, an all
metal biplane with Wright Cyclones hang-
ing on struts between the wings. These
probably had either hand or electric inertia
starters, I don't know which.
But I do know they also carried a bungee
that could be hooked over a propeller tip,
out to a pulley at the bottom of an interplane
strut, then back toward the engine. In this
case they had a block and tackle between the
bungee and a fitting at the bottom of the in-
terplane strut.
One or two crewmen would walk in-
board along the lower wing, and stretch the
bungee with the block and tackle, while an-
other man would give the prop a push off
center, and the bungee would do the rest.
They could do this while the ship was afloat
at sea.
I have used a bungee to start everything
from a Stearman to the Hellcat, and in the
1950's when I was flying C-46s in air freight
service all over Central and South America
we always carried one in the belly, along
with a spare set of spark plugs and a spare
mag. To start these bigger engines it usually
takes four men to stretch it, or in most cases
we used a Jeep.
To make a bungee, you first need to sew
up a leather push or boot, shaped to fit
LOOSELY over the tip of the prop. (See the
illustration on this page.) The open end of
the boot should be cut off at about 45 de-
grees, and then hemmed to receive an eye
splice in a piece of 112" manila or nylon line.
This splice should be just large enough to
go around the prop at a 45 degree angle.
This line should be about the same length as
the prop. A small eye splice in the other end
is connected to a 6 foot length of bungee
cord, which is then connected to another
length of line with several figure 8 knots
tied near the other end, so a man can pull on
it, without it slipping through his hands. For
a 220 hp Continental, one strand of 1/2"
bungee cord is adequate. For an R-2800 I
think we used four strands, and it may have
been larger than 112".
WARNING: It is important that the boot
fit LOOSE enough so that it will be thrown
offthe prop tip on the first half ofa revolu-
tion, otherwise the bungee could get wound
up in the prop, and that could be disastrous.
Itis also important for the person or per-
sons pulling the bungee that they line up just
slightly ahead of the rotational plane of the
blades, so it wi ll lay across the hub, on top
of the hub (or spinner if it has one), but wi ll
not be caught by a blade and wind up in the
prop when the engine starts. Failing to keep
the bungee and line clear of the prop could
have dire consequences.
The person pull ing the bungee will be
standing right in line to be hit in on the head
by the boot after it leaves the prop tip, so he
needs to be ready to duck. I never saw any-
body hurt in this way.
If you use a Jeep or other vehicle, it's
best to hook up to the front bumper, and
back up to stretch the cord, so the driver can
see the operation in front of him.
You are probably thinking, "why go to
all that trouble for a 220 Continental, as
they are easy enough to crank by hand."
Sometimes when an airplane fust comes out
of overhaul, with newly honed cylinders
and new stiff rings, before the rings get
seated they provide more friction than com-
pression. They can be very hard to crank by
hand in this condition. Also, in very cold
weather, if you don't have a way to preheat
the oil, it can be very hard to crank.
Editor 's Note: Of course, cranking a
very cold engine without a preheat brings a
whole set ofengine wear probabilities into
play, but this method may be good to get you
out of a tight jam ifyou're really stuck
somewhere without a preheat. When these
procedures were developed for use by the
military, they may not have been as con-
cerned about getting a long time interval
between overhauls as you are today! - HGF
A bungee will snap it through much faster
than anyone I know can do it. The illustra-
tions should be adequate for you to figure
out how this was used. Pretty clever! ....
EYESPUCE
t
,
HEM AROUND --..'.
EYESPUCE '.
NOTES:
,
.
OPEN ENDOFPOCKET
CUT AT 45DEGREEANGLE
TO PROP BLADE.
LEATHER POCKETTO FIT
PROPTIPLOOSELY.
FIGURE 8 KNOTS

t
ROPE
AFTER BUNGEEISSTRETCHED,ONEMANMOVES PROP
PASTCENTER.THE BUNGEEDOES THEREST.
PLANEOFPROPROTATION

rBUNGEE FRONTOF HUB/ SPINNER.
IMPORTANT:
THIS ANGLE IS REQUIREDTOENSURE THE ROPE,
POCKETANDBUNGEEDO NOT TANGLEWITHPROP.
VINTAGE AIRPLANE 7
One cold blustery day this past
springin Vermontbetweenintermit-
tentsunshine and rain showers, with
thewindhowlingandscreechinglikea
thousandtortureddogsandcats,Iwent
to theatticto avoidthechill anddriven
8 MAY 1998
Mytrue story
byJOHNW. WILLMOTT,
photosbyJACK COX
rain, intendingto sort longforgotten
treasure from trash before recycling
the trash. Inonecorner, stackedhigh
undertheeves, was hugepileofmany
yearsofmagazinespacked monthby
month, yearby yearin liquorboxesor
,

tied in bundles. Theyweretakingup
room, collectingdustand providing
safehavenfor mice in thewinter. In
spiteofthe windand raindrumming
onthetin roof, the atticwas warm, dry
andcozyduetothe sun'sradiatedheat
- - ----
through the clouds on the tin roof. So,
confined to quarters and happy to be
out of the wind and rain, I dug into a
dusty old box marked "misc. aviation
magazines." And among the contents
found a single issue of an obscure
magazine of antique aircraft. Thumb-
ing through it took me back to the '20s
and '30s when I first came into contact
with real airplanes instead of models.
Flipping a page my heart did a flip-
flop and I must have inhaled a huge
chunk of dusty air as I came upon a
picture of a lovingly restored Szekley
powered Buhl Bull Pup.
Immediately I was taken back to
January 27, 1940 when I drove out as
usual to NW Miami to Charlie Dames'
Sunny South Airport to rent a Taylor-
craft or Piper Cub. As I pulled up to
the flight line next to the gas pump, I
found my 1935 Ford coupe nose to
nose with the most beautiful and excit-
ing airplane I think I had recently seen.
It was a Buhl Bull Pup with bright yel-
low wings and a shiny aluminum
monocoque fuselage. And it had a
Szekley three-cylinder, 45 horsepower
engine with a shiny, varnished wood
prop. I fell in love at first sight! Hang-
ing from the hub was a sign boldly
proclaiming "FOR SALE." Piling out
of my car, I hopped the reclining tele-
phone pole barrier to the flight line and
proceeded to inspect the beauty. As I
walked around the wing to the cockpit,
I saw another "for sale" sign which
said "Inquire at the office." I never
thought I could afford to own this
beauty which looked like a mini fighter
plane. However, I had to sign for a
rental plane and it wouldn't hurt to ask
about the Bull Pup.
Yes, I was told, the plane was for
sale but had no takers among many in-
quirers, admirers, idle lookers and tire
kickers in the several days it had been
on the line. It seems the plane had a
reputation as a killer which would
ground loop, stall and spin on approach
or climb out or - while spinning-
would enter a flat spin when the fuel
tank was near empty, ending only
when it hit the ground The man in
charge said it belonged to someone
who had been transferred and he had
no further use for the plane and he
wanted hi s money quickly. How
much? Only $300 dollars! Three hun-
dred dollars? Yes. $300 cash with
verbal instructions on how to fly it
since it was single seat with no room
The BuhI "Bull" Pup Is a rare sight these days. At the 1980 EAA Convention, Capt. OM
Neumann was awarded the Grand Champion AntIque trophy for his restoration of the 1931
Buhl LA-1 Bull Pup you see Illustrating this article. At that time, Dan was the fourth owner,
and the airplane, when he acquired It, was complete and stili had Its original 45 hp Szekely
engine Installed. The total time on the airplane and engine? Only 250 hours! Where Is It
now? Stili with Dan, who has cared for It all these years.
--
...-
VINTAGE AIRPLANE 9
for an instructor. Just go and do it!
And yes - the log books are cur-
rent, the inspection recent and here
is the title and registration to
NC377Y ready for your signature!
P.T. Barnum said: "There's a sucker
born every minute!" And, of course,
those in love seldom consider
consequences!
I had been looking for a cheap
bucket of bolts with decrepit fabric
and held together with bailing wire
for about 5 or 6 hundred dollars as
long as it was licensed and would fly.
Such had been available in well worn
and sun bleached Cubs, Taylorcrafts,
Aeronca C-2s or Cs, all of which I
had flown recently- including an
old Taylorcraft from which I had
peeled off about 6 feet of sun rotted
topside wing fabric coming out of a
spin. "My" Pup was a bargain. I knew
it was mine when we tested the fabric
high in the green and it responded
with a musical "poing" when tapped.
The engine had large pistons and was
firm to the pull when swinging the
prop. It also had been modified with a
heavy steel cable around the cylinder
heads with a turnbuckle to prevent the
cylinders from falling off as had oc-
curred from time to time with Szekely
engines. The engine started immedi-
ately and ran smoothly and cleanly
with a husky sounding roar saying:
"Come on. Let's go and play!". Shut-
ting it down, we looked the Pup over
closely and then proceeded to the of-
fice to sign the license and paperwork
to complete the deal. I had always said
that the only thing better than sex was
to fly a sexy airplane. Now I was the
proud owner of my little "fighter"
plane and must teach myself to fly her.
I reckoned that since someone had
flown her in without denting her, I
would fly her out and around until we
became acquainted and perhaps build
an intimate relationship!
I determined to fly her then and now.
There was plenty of advice and many
warnings, all of which I considered
carefully, hoping that my doubts and
nervousness didn't show. One encour-
aging fellow cautioned of a tendency to
flat spin. Then pulling on my helmet
and with my goggles perched above
my forehead, I climbed aboard, secured
my belt and feeling comfortable,
reached and checked the controls and
set the altimeter. It was loaded with in-
struments, having an altimeter, and
10 MAY 1998
'lI
tachometer. The gas gauge was a rod
in the gas cap in front of the wind-
screen. The air speed indicator was a
quadrant out on the right wing landing
wires which ran from a cabane strut
overhead to the wing spars outboard. A
crowd had gathered to watch the fun. I
had a feeling that bets were being
made. Does he do or does he don't?
Can he tame the "killer?" Will he
chicken out doing runup before takeoff
and bring it back to try another time?
No!. He will fly it- and now!
I taxied out. Visibility was good
over and on each side of the engine.
The flight line was at the east end as
were power lines along the road. To
the west was semi open farmland. And
wind was mostly from the west. Good.
So I decided to make a series of power
on- tail up- power off- three point
short runs into the wind. All went well
and felt good. I taxied back, heading
downwind, then turning around and
taking every available inch before I ap-
plied full power. The tail was up and I
was off the ground almost before I re-
alized it. Most of the field was ahead
but now I was committed. I climbed
out and went west over open farmland
because I didn't quite trust her. About
5 miles out we were over the Ever-
glades where, upon reaching 5,000
feet , I tried power on and power off
stalls and steep turns. She was lively
and responsive compared to the other
small planes I'd flown. She seemed
willing to do whatever I asked and do
it with verve. I think she seduced me
rather than the other way about!
Before returning to make my first
landing, even though I was wearing no
chute, I decided to do a spin and find
out if she was ugly and mean and war-
ranted her alleged bad reputation.
Power idle. Nose up. More. Gentle.
My instruments were truly seat of the
pants. Now the rush of air was hushed.
The stick pressure became heavy. Gen-
tle toe work on the rudder kept her
straight ahead. I stiffened. Talked to
myself. - or was it to her? Relax. She
shuddered slightly- seeming to enjoy
the play. When a spin is inevitable -
relax and enjoy it! She shuddered
again. Now! With a slight nudge of my
left foot, she rolled gently left. The
nose dropped abruptly and we entered
a steep nose down spin. Green pasture
rotated below. I counted the half turn,
the full turn and brought her out slick
as a whistle stilI pointed more or less
toward home where I wanted her. As I
recall, we lost about 450 feet. As I
headed for the airport, I decided to do
it again for two turns to see if it was
luck or good management since I still
had over 4000 feet. The result was the
same. Fun! A challenge. A thrill. She
responded to my touch and I loved her
even more.
In the flight pattern, I circled the
field preparing for the moment of truth.
Down wind along the canal, base leg
close in with power off and onto final
over the trees, highway and wires with
maybe 50 feet to
spare. The slight
cross wind was al-
most flat behind
the Australian
Pines along the
canal. She touched
down full stall on
the grass without
a bounce and I
was on the rudders
keeping the nose
straight ahead.
She may have
wanted to stray or
wander a bit like a
young freshly sad-
dled filly but I was
the boss and I
think she loved
me enough to do
my will. We had
consummated our
sudden love affair
without a hitch and I knew we would
share many happy and exciting
hours together.
As I taxied back to the flight line
and chopped the engine, there was a
good deal of good natured bantering
and shouted jokes from the crowd.
They then expressed approval by wish-
ing me lots of luck and fun as we
celebrated with Cokes.
My beauty and I spent many happy
hours together until I transferred to
New York to fly on Pan Am's Boeing
314 boats out of the North Beach Ma-
rine Terminal. I had a trusted friend
who wanted flying time fly the Pup to
Roosevelt Field. Shortly I was to be
banned from the field because no more
tail-draggers without a tail wheels and
brakes would be allowed on the field. I
found an eager buyer in a Navy en-
listed sailor from Floyd Bennett Air
Station who aspired to be Navy pilot in
the enlisted men's program. We agreed
I would deliver the Pup and close the
deal at Floyd Bennett on his next liberty.
On August 20th, I flew Pup across
the swamps From Roosevelt to Floyd
Bennett. Sailor's log book and fast
talking convinced me to let him test
hop the Pup before completing the
deal. He said he'd do a circuit and re-
turn. I cautioned him that he had little
fuel and to avoid stalling or spinning it
due to the aft C.G. His circuit con-
sisted of disappearing in the distance
toward New York City. In a few min-
utes he appeared high in the sky to the
west, at which time we watched him
stall then enter a spin. I counted one
and two turns. Stop! Three and four.
Stop it! Five and six. Quit now! Seven
and eight. Enough! Nine and ten-and
some more - before he disappeared
behind the hanger. We expected to see
a cloud of smoke arising to the west
and hear sirens wailing. Instead, he ap-
peared at about a thousand feet to the
south in the landing circuit. He taxied
up - fully in command but covered
with black oil and grinning from ear to
ear. As he cut the switch, my beautiful
Pup coughed and went silent. Sailor
the new owner, said he'd come out up-
side down - and he looked it! Said it
was the best fun he ever had Wow!
What a thrill! I felt I had betrayed and
sold my best friend and lover to a ma-
niac. I stuffed the money in my pocket,
wished him a long and happy life as I
patted Pup's nose then turned and
walked away thinking good bye my
love- it was fun! ...
VINTAGE AIRPLANE 11
Piper'sSuperCruiser
1997OshkoshClassic
ReserveGrandChampion
Chip Fisher's Piper PA-12 Super Cruiser
by NORM PETERSEN
bones and the total
restoration was begun.
Several fuselage tubes
needed replacement
due to corrosion and
were carefully spliced
in. When Wayne was
finished with the weld-
ing, the fuselage was
absolutely straight and
true. Slowly but surely,
the many parts were assem-
bled with new bolts , nuts
and screws.
Ceconite was selected for the
fabric covering material with Air
Tech polyurethane as the final colors
in Tennessee Red and Diana Cream,
the original colors on the P A-12 from
back in 1946. Even the original paint
design was followed to a "T" which
caused many an Antique/Classic mem-
ber to smile as they walked by the
airplane at Oshkosh.
Inside the cabin, the instrument
panel was entirely redone with over-
hauled and refinished instruments,
each one complete with a curved glass
face and the proper ivory colored in-
strument face behind. This would have
to be called the Deluxe Model P A-12
as the instrument panel includes a rate
of climb, turn and bank, and a gyro
compass across the top of the panel
plus an innocent looking Narco Omi-
gator Mark II in the center of the panel.
Although the Ornnigator Mk II is "pe-
riod perfect," the entire face of the
radio snaps off and a modem 720 radio
is hidden behind! (This is both neat
and practical.) The only instrument
that caused difficulty was the tiny am-
meter on the righthand side of the
panel. Nearly impossible to locate,
Chip finally had to make up a com-
Veteran observers were quite
amazed when an extremely well re-
stored 1946 Piper PA-12 Super
Cruiser, NC7885H, SIN 12-788, flown
in by Joel "Chip" Fisher III (EAA
94990, A/C 5797) and his wife, Sue,
from way down in Senoia, Georgia,
ran off with the Classic Reserve Grand
Champion Lindy at EAA Oshkosh '97.
What caused the raised eyebrows was
the almost unbelieveable timing en-
gendered by Chip Fisher to have the
pretty PA-12 judged at Oshkosh. The
incredible story follows.
Chip bought the PA-12 back in 1979
and flew it for about 16 years, enjoy-
ing the pleasant flying characteristics
of the Super Cruiser, until the time
came for a major rebuild. In 1995, the
tired three-placer was taken to Wayne
Dickson' s shop called Southland Aero,
in nearby Luthersville, GA, where the
airplane was taken down to the bare
(Above) Two thrilled aviation people, Sue and
Chip Fisher hold their Classic Reserve Grand
Championship Lindy in front of their beautifully
restored Piper PA-12 Super Cruiser.
12 MAY 1998
puter-generated copy of the ammeter
face that came out looking like it just
left Lock Haven, PA.
Up front, an entirely new firewall
was fabricated to replace the original
one which had seen over fifty years of
service. In addition, a brand new cowl-
ing, courtesy of Piper guru, Clyde
Smith, Jr., was added for that absolute
"new look" to the forward section of
the airplane. Inside the cowling, the
original 100 hp Lycoming 0-235-C
was upgraded to an 0-235-C2 of 115
hp with four new factory cylinders, a
host of new parts and some really fine
engine work that brought the PA-12
powerplant up to where it runs like the
proverbial watch. Beyond the front
flange, a new Sensenich wooden pro-
peller was finished off with a new
spinner and mounting hardware.
One item that turned out well was
the exhaust system which had been re-
built about two years previously. Only
the muffler shroud needing replacing
with a bit of polishing before installa-
tion - to give it that new shine!
Both sides of the landing gear re-
quired overhaul, recover and new
shock cords installed. Chip noted the
new cords are far stiffer than the old
ones which had seen yeoman service
during many, many landings. The
wheels and brakes were cleaned up
and many new pieces (spelled $$$$$$)
were put in the 8:00 X 4 brakes to
bring them up to new condition. A new
set of Goodyear tires and tubes (more
$$$$$) finished the landing gear over-
haul. One item that still works fine on
the P A-12 is the original hand brake
that sits under the righthand side of the
panel. It can be set and locked and then
un-locked when ready to roll. (This
can be a lifesaver in certain situations.)
From this angie, we get a close look at the factory
original paint scheme of a '46 PA-12. Note the
clever access door for the battery box just aft of
the baggage compartment.
As the PA-12 was slowly assem-
bled, new control cables were carefully
measured, nicopressed together, and
then installed in the airframe. All con-
trol pulleys and guides were also
replaced with new materials. The
result is a set of controls that work
through their entire range without bind-
ing or pinching. Smooth is the word.
Leaky fuel tanks are quite normal
among PA-12 owners and Chip de-
cided to end the problem with a set of
newly welded alu-
minum wing tanks
that were installed
with a little more
"beef' than the
original mounting
straps. The result
is fuel tanks that
stay put where
they belong, don't
leak and provide
38 gallons of un-
interupted fuel
flow- enough for
nearly six hours of
flying. Chip read-
ily admits this is
longer than his
tender body can
sustain.
New leading
edges on the wings
helped to remove
14 MAY 1998
some unsightly bumps and dings in the
old aluminum. In addition, when
Wayne Dickson readied the wings for
covering, he covered the new leading
edges with felt. The wing fabric was
then pulled tight over the wings and
the leading edges came out straight
and true - the felt providing just a tiny
cushion to make it look perfect.
The entire restoration project was
estimated to take two years to com-
plete and the goal was to fly the
PA-12 to Oshkosh '97. As usual, the
"crush" came towards the end and
the daily working hours got longer
and longer. Details were still being
feveriously worked on when the open-
ing of the EAA Convention came on
Wednesday, July 30, 1997. The hectic
pace continued into Thursday and Fri-
day with detail after detail finished and
parts and pieces being installed for the
last and final time. With precious time
slipping away, the crew gave the project
Interior shot of the rear seat area reveals the excellent work that was
done on the aircraft Interior, right down to the seats and headliner.
(Below) Original panel with ivory colored instruments
has had the Omnigator cover removed, exposing the
avionics tray behind. Hobbs meter reads 11.7 hours.
(Bottom of page) With the avionics tray moved forward,
Chip is ready to use the KT126 Transponder w/encoder,
the 10(125 Nav/Comm radio and PM 2000 intercom.
The Hobbs meter allows the use of an original tachome-
ter which doesn't have an hour meter on the face.
Cleverly done aft fuselage
section includes letter per-
fect access panels Installed
with the correct slotted-
head screws and origi nal
Scott hard rubber tailwheel.
thei r last gasp of
supreme human ef-
fort and by Saturday
noon, August 2nd,
the PA-12 appeared
finished and the
engine was started to
put some kind of
"run-in" time on the
airplane. A total of 1. 1 hours were
logged before final details were at-
tended to, the PA-12 was fueled to the
neck (38 gallons) and Chip took offfor
Oshkosh at 3 p.m. , heading north at
102 mph and racing the sun as it
headed for the horizon. Just at dark,
Chip landed at Pontiac, IL, and tied
down for the night.
The next morning, Sunday, August
3rd, he took off from Pontiac and
headed the pretty PA-12 north to-
wards Oshkosh and the huge EAA
Convention. It was close to noontime
before he completed the landing at
Oshkosh, taxied to a parking spot in
the Antique/Classis area, tied the air-
plane down and made a dash for the
registration window. When asking for
judging information, Chip was sur-
prised when the lady said, "Oh, the
judging is over!" Chip answered,
"But I thought the judging went all
day on the 3rd," and she answered,
"No, they had so many airplanes they
stopped at noon today." Looking at
his watch, Chip blurted out, "It's only
11 :54 now." The lady came back,
"OK, fi ll out the paper work and I'll
try to get somebody to look at it."
Chip gave her the completed paper-
work and headed back to the Super
Cruiser- onl y to find an A/C judge,
clipboard in hand, already going over
the airplane with a smi le on his face
and an eagle eye! (A note to all -
during EAA AirVenture, judging ends
in the Antique/Classic area at noon
on Sunday - HGF.)
As Chip says, "We were really
lucky, just getting under the wire."
The Hobbs meter read 11.7 hours total
time at Oshkosh, of which 10.6 hours
were put on the meter on the way to
the EAA Fly-In - allowing the paint
to dry on the way!
Chip, whose full name is Joel F.
Fisher III, was born on June 22, 1939,
Hanging beneath each wing is a fuel gauge that
can be read from the cockpit. Most PA12 pilots
have a crease in their forehead from walking into
the gauges when moving about under the wing.
and learned to fly in 1955. At present,
he has over 19,000 hours in his log-
book, having spent many years with
Eastern Airl ines in aircraft manage-
ment and flight training. He is
presently a Captain flying a Boeing
747-400 for EVA Air airlines of
Taipei, Formosa. On his days off, he
loves to enjoy the simple pleasure of
flying the PA-12. Having the 1997
Reserve Grand Champion Lindy on
the shelf is just icing on the cake.
A special congratul ation to Chip
and Sue Fisher for having the tenacity
to hang in there, right to the climactic
ending, and coming home with the ba-
con . Please remember that the
beautiful PA-12 is still eligible for the
Grand Championship Lindy. We hope
to see it back at EAA Airventure '98.
(Left) The high caliber of the restoration is evident in this photo of the interior of the PA12. Even the
rubber stick grips are perfect. The Narco Omnigator Mk II front cover plate is in place in the center of
the panel.
(Below) The very sanitary engine compartment on the PA12 reveals high class workmanship that
caught the judge's eye. The nose cowlings furnished by Clyde Smith, Jr. are a rebuilder's dream.
VINTAGE AIRPLANE 15
WorkInProgress
16 MAY 1998
byH.G. FRAUTSCHY
Pilots on the West Coast will look at
the pictures in this article and recall this
airplane- it has won, at various times
since 1987, "Best Piper" at Watsonville (4
times), "Best of Show" at Porterville,
"Best Piper" at Merced and a few others to
boot. What's so neat about this PA-12 is
the fact that for most of that time, it had
been a "work in progress" for owner Paul
Merritt, who now makes his retirement
home in Pensacola, FL.
This particular PA-12 Super Cruiser,
SIN 668, was built in Lock Haven in Oc-
tober of 1946, and spent the first portion
of its flying career in Vincennes, IN as one
of the ponies in the stable of a Fixed Base
Operator. Flight instruction, charter opera-
tions, whatever needed to be done was
taken care of by the "wide-body Cub."
A couple in Hollister, CA owned the
3-place Cub for close to 40 years, enjoy-
ing it as their personal airplane. Living in
California, they felt the need to equip the
Super Cruiser with every instrument they
could find, eliminating the original panel
in the process. At various times it also lost
its original upholstery, and was also laid
over on its back, damaging nearly every
wing rib. Each was repaired and the wings
rebuilt, but, as Paul Merritt would recall
later, it didn't look pretty.
In the mid-1980's, Paul and a friend
(Left) A dreary day is just right for Paul Merritt to install the plugin landing lights. The factory original
lights are one of the several original parts installed by Paul to make his PA12 a nice restoration.
were deep into the
restoration of a Piper
HE-I, the military
version of the J-5.
Since it was very
similar to the Super
Cruiser, Paul had ob-
tained permission to
enter their hangar and
look at the PA-12 it
their was question re-
garding the orienta-
tion of a particular
part. The HE-I was a
real project, a true pile
of parts, and some-
times seeing a built
up example of a sim-
ilar airplane helped
put the right pieces in
the right places.
How many times
have we said, "Well,
ifyou ever want to sell
your XYZ airplane,
I'd like to buy it?"
Paul did to the
couple who owned
the PA-12, and hap-
pily, they called him
in 1984 and offered
to sell it to him.
$6,000 and a day
later saw Paul Merritt
the owner of what he
considered a margin-
ally flyable 1946 Super Cruiser. It had
27-year-old cotton as its covering, and it
too was marginal, but it flew, and for a cou-
ple of years, Paul enjoyed using it all over
the San Francisco Bay area ofCalifomia.
In 1986, it was time to get to work and
make an honest airplane out of the PA-12.
'"
.
j
11

the doubler added can cause the rib to have
a slight depression or flat spot either at the
crack or on each side of it. Some restorers
have used body filler to even out the con-
tour, but Paul had a different method. He
would use contact cement to glue a strip of
thin 1132" balsa wood to the rib flange, and
then carefully sand most of it away until
only the area needing filler would be left
with a even thinner piece of balsa. It is
lighter, and won't chip out like body filler
has been known to do. A coat of varnish is
added to seal the balsa, and voila, one per-
fectly contoured rib, ready for installation!
The rest of Dave's sheet metal work is
beautiful as well. He keeps two complete
sets of metal for the airplane - while one
is on the airplane, the other is always ei-
ther being refinished or is done, waiting to
be reinstalled. He doesn't like the metal to
look ratty, or the rest of the plane. To
jump ahead a bit, whenever he brings the
Super Cruiser to a fly-in, he brings a col-
lection of small paint brushes and nearly
20 different cans of touch-up paint with
him. Once he arrives at the event, he takes
a day and prepares the airplane, by touch-
ing up the inevitable nicks and scratches
that show up an an airplane that is flown
regularly. No show queen, this PA-12 is
Paul's personal transportation, so he en-
joys flying it as often as possible. After the
bugs and rocks have taken their toll to the
extent that no amount of touching up will
keep it looking great, he will remove it
and install the newly refinished extra set
of cowling and nose bowl.
Getting back to the restoration, the
wings also have one other factory original
VINTAGE AIRPLANE 17
Fortunately, the previous owners had
saved much of the original components re-
moved from the airplane at various times,
so that they might later prove useful.
Paul was determined not to take five
years to complete the restoration, as he had
on the HE-I. Vowing to work on it every
day, he finished the PA-12 in 364 days,just
one day shy of his goal. There was plenty
to do! From the beginning he planned on
sticking to his budget (he had two kids in
college at the time!) and restoring the air-
plane as it would have appeared in 1946.
Each and every rib had to be repaired,
since all had been damaged when the Su-
per Cruiser was flipped over. You' d never
know it by looking at the ribs, since they
all had a uniform contour to them. How
did he do it?
Often, when a rib is repaired for a crack,
H.G. Frautschy
(Above) Sitting in the Florida sun and often sur-
rounded by admirers, Paul's PA-12 Super Cruiser
reminds you just how pretty the airplane was
when it was built by Piper in October of 1946. The
small stepladder in front of the airplane also dou-
bles as an easel for Paul's restoration book, dis-
played for visitors so they can see the extent of
the Piper's restoration.
addition that has proven to be a show stop-
per- a pair of the plug-in wing mounted
landing lights we've seen on a couple of
restorations, most notably Alan Sowell's
Funk completed in 1997. They aren't the
most practical, since they add a pretty
good amount of drag.
A pair of wing tanks are standard, and
they hold a total of38 gallons, plenty offuel
to cruise around behind the economical-
to-run Lycoming 0-235-C I of 100 hp
(later it was uprated to 108 hp) . When
Paul bought the PA-12 , it still had the
original engine installed, and it checked
out and ran fine. In fact, he continued to
run it until 1996, when he overhauled it.
The crankcase had not been opened up
since 1956, and Paul just thought it was
time. The only problem he found was a
crack in the exhaust port stud boss on one
cylinder. That cylinder had to be scrapped,
as it was not repairable, but three of the
four cylinders now on the engine are origi-
nals, and continue to give good service.
Certainly one of the eye catching fin-
ishing in the cockp it is the original
Hammertone silver and blue paint. One of
the more popular finishes for cons umer
items in the '40s right on up into the '70s
(remember the silver Hammertone paint
used on the Sears Craftsman toolboxes?) it
can be as tricky to deal with as wrinkle fm-
ish paint. Both are enamels, and are sensitive
to humidity and temperature. When fmish-
ing with either paint, you should attempt
to do all the parts at the same time, since it
is possible to have very different looking
effects if you do them on different days.
Randolph is the paint supp li er for the
finish, and if you don't need a gallon (the
18 MAY 1998
(Upper left) The forward cockpit of the PA-12 fea-
tures a tw()otone Hammertone finish, along with
gray upholstery and black carpeting. In the center
of the panel you can see the cover plate built by
Paul with the "Super Cruiser" logo emblazoned
upon it, and behind the hinged plate is his radio
installation, along with a spare key and a picture of
his friend, Rosemary.
smallest they would mix up for Paul at
that time) , you may wis h to check the
Eastwood Company catalog. (1-800-345-
1178). Their latest catalog li sts aerosol
cans of Hammertone paint in eight colors
(Eastwood shows si lver gray and light
blue as the two closest to the original col-
ors) . They carry a wide variety of
automotive restorer's supplies, many of
which are applicable to aircraft restoration.
Piper, seeing the trend already in the
post war period, made panel space avail -
able for a radio, whi ch can be a boon to
restorers. As you saw on Chip Fisher' s
PA-12, it's a pertty versiti le place to keep
a couple of radios. Paul has a small Bertea
360 comm radio, along wit h a Terra
transponder, a must for negotiating the
busy airspace around the Bay area.
One final addition to the cockpit was
made by him, something that he recalled
from his 35 years with IBM - the
"THINK" sign he installed under the
throttle. He says, " . . . it is always a good
sign to have up to tell you to keep your
mind on what you are doing."
An original Scott hard rubber tailwheel
is installed, something Paul prefers. He's
had a couple of pneumatic tailwheels go flat
after a stone got in between the rim and the
tire and worked a hole in the tube. He really
isn't concerned about the added bumpiness
and noise while taxiing on pavement.
The covering is Ceconite, and the final
finish is butyrate dope, a favorite of Paul's,
with acrylic enamel used on the sheet metal.
He like the acrylic for its ease of use, partic-
ularl y for an amateur painter. The results,
as Paul continues to work on and fl y his
Super Cruiser, are very pleasing to look at.
Photos by Leslie Hilbert
As one ofthe increasing numbers of Su-
per Cruisers being restored, the PA-12 will
continue to be a favorite for those fortunate
enough to own them. Paul Merritt certainly
thinks so - he and his friend Rosemary
Kaltahoff are enjoying flying the Piper
wherever they can. Why not? The practical
design was meant to be flown and enjoyed
for its low operating cost and utility, with
its big cabin. It appealed to a wide range of
pilots and FBOs, for Piper had orders for
5,000 examples starting right after VJ day
in 1945. It wasn' t until the following Feb-
ruary that the production line began to
deli ver airplanes, and by the following
March Piper was building 30 airplanes a
day to keep up with pent-up demand!
PA-1 2's were capable of remarkable
feats, including a remarkable around-the-
world flight by Cliff Evans and George
Truman, each in their own Super Cruiser,
who made the 22,500 mile trip in 4 months
and one day. We'll see one of those Super
Cruisers restored within the next year or
so, as Harry Mutter is in the process ofre-
building it as I write this article. A versatile
airplane, the PA-12 has become the dar-
ling or the weekend pilot and bush pilot
alike. With just over 1,531 of the 3,758
built still registered, they'll be around for a
long time to enjoy. ...
WHATOURMEMBERSARERESTORING
----------------------------by NormPetersen
Wayne Sutherland's Culver V
Pictured by the hangar in the bright sun
is a 1946 Culver Model V, N3099K, SIN
V-318, owned by Wayne Sutherland
(EAA 197346, NC 12624) of Mackinaw,
IL. Powered with a Continental C85-12FJ,
this particular Culver V features a Beech-
Roby controllable propeller with a
uniquely mounted spinner to help in the
speed department. Normal cruise is in the
125 mph bracket which isn' t too shabby
for only 85 hp.
Designed by Al Mooney in 1945, the
Culver V featured a "Simpli-Fly" system
that never really caught on with the WW
IT pilots and Culver was one of the first to
The Beech-Roby propeller is adjusted
go under in the post war aviation "bust".
in pitch by the large gear next to the cowl-
Presently, there are 37 remaining on the
ing which is rotated by the tiny gear on the
FAA register of which 16 are the Supe- top side, which is turned by a small hand-
rior-built Culver Model V, such as this crank in the cabin. The spinner is
one. Pictures taken by Allan Lurie (EAA supported by a flanged backplate bolted
19884) of Peoria, IL. on the front side of the propeller.
Grant Metsger's Navy Stearman
Resplendent in its white paint scheme is this beautiful
Steannan (right). N300LM, SIN 75-2855, being readied for
takeoff by its owner, Grant Metsger (EAA 545456, AlC
29129) of Highland Village, Texas, seated in the rear cockpit. Grant,
who is an airline pilot by trade, loves to play among the clouds with
his pretty Steannan, all done up in Navy colors. The tall gentleman
standing next to the Steannan is Grant's father, Don Metsger (EAA
129678, AlC 14638) of Sun City, AZ, who is the manager ofthe air-
port at Wickenburg, AZ, a veteran antique airplane buff and a strong
EAA booster for many, many years. Although it doesn't necessarily
show in the photo, when Don starts talking about his pilot son, the
eyes sparkle and the suspenders get a bit tight- as they would for
any proud father. There is a world of aviation experience represented
by this father-son team as the immaculate Steannan clearly shows.
Dale Ringler's '59 Champ on floats
This photo, taken at Lake Hood, Alaska, shows Dale Ringler' s
1959 Champion 7GC (right), N4846E, SIN 7GC-46, mounted on
a pair of PK 1800 floats and ready to leave on a fishing trip with
the door open. Powered with a Lycoming 0-320 engine of 150
hp, swinging a long seaplane propeller, the 7GC is unusual in that
it has dual vertical auxiliary tail fins plus a ventral fin under the
tail. Note the swing-up seaplane door, often used on floatplanes
for easy access to the cabin. This particular model, the first of the
"G" series, is quite rare with only 49 remaining on the FAA reg-
ister at present. Note the Grimes Model B light on the top of the
rudder with its white lens and the strobe light on the cabin roof.
Dale is from Eagle River, AK.
Stinson 108-3 from Brazil
Back in December, 1995, VINTAGE AIRPLANE, we ran a pic-
ture of a Stinson 108-3 project being built up in Brazil by Moyses
Gomes da Silva (EAA 489663). We are proud to report that
Moyses made the first flight on November 5, 1997, and reports
the Stinson (PT-ZMG) (left) flew just fine. Moyses reports the
restoration took 2-1/2 months to complete. The Stinson is pow-
ered with a Lycoming 0-435 of 190 hp swinging a long fixed
pitch, metal prop and capped off with a neat spinner. Unusual are
the Piper metal wheelpants, complete with metal step on top, in-
stalled on the landing gear rather than Stinson wheelpants. Perhaps
this makes it a genuine late model Piper-Stinson 108-3 as sold by
Piper after buying the line from Stinson Aircraft in 1949! Very
Special congratulations to Moyses for bringing his Stinson 108-3
back to flying condition to once again grace the skies of Brazil.
Charlie Harris' Monocoupe 90AL
This photo of a fabulous 1949 Monocoupe 90AL (left),
NC8762I , SIN 869, in a fabulous hangar (note the tiled floor)
was contributed by owner, Charlie Harris (EAA 96978, AI C
2158) of Tulsa, OK. Charlie reports this was the last "stick"
Monocoupe built in September, 1949, and has 775 hours total
time! There are just five hours on a total rebuild including a
brand new wing and a yellow over red paint scheme with the
"three finger stripes" down the side. The Monocoupe also fea-
tures a red leather interior and 36 gallons of fuel to feed the 160
hp Lycoming 0-320 engine. This was the last Monocoupe to be
restored by the late John Halterman, who was also the
ATC holder.
20 MAY 1998
PreparingA Swift For Aerobaticsl
NOT FAA APPROVED
ANY INFORMATION HEREIN
DOES NOT
CONSTITUTE
APPROVED DATA.
THIS DOCUMENT
EXPRESSES MY
OWN OPINIONS AND
WHILE I FEEL THEY
ARE ACCURATE,
OTHERS MAY DISAGREE,
AND THEY MAY BE
RIGHT, BUT I DOUBT IT.
-JIM MONTAGUE
The information herein was learned
the hard way over a period of 30 years of
Swift ownership. Along the way Iob-
tained a Pilot License, a Mechanics
Licellse and all Inspection Authorization.
I have belonged to the SWift Association
for all of its 25 plus year history,and en-
joyed all but a few hours among hundreds
of hours spent in these wonderful air-
plalles.
If you don't yet have a Swift, there are
several things you can look for on a pre-
purchase inspection which wi ll help you
later on. We are onl y at this time going to
consider stock or semi-stock Swifts of 145
hp. Big engine airplanes are a chapter all
their own. If you intend to do aerobat ics:
I. Don' t buy a painted Swift-paint adds
weight, 20 to 60 pounds.
2. Don't buy a Swift with an auxi liary fuel
tank- it' s 14 pounds of extra weight.
3. If the Swift has tube radios, don' t pay
anythi ng for them; they have to go.
4. If it has a "full y gyro panel," ditto.
5. Have a pre-purchase inspection done
by a mechanic who knows Swifts. Re-
member these wonderful airplanes are
old, so be alert for corrosion and bad
. .
prevIOus repaIrs.
6. In particular, inspect the area of the
lower spar of the center section.
If the airplane has been belly-landed,
and most have, be alert for cracks
from the emergency gear extension
bracket at the center of the airplane.
7. If the airplane is a converted GC-LA,
make sure it was done according to
S.B. #27. In particular, ensure the cor-
rect wing fittings are installed.
VINTAGE AIRPLANE 21
8. Checkthe enginemountperA.D.
64-05-06.
THE SWIFT WASAPPROVED UNDER CAR 4A;
ANYSWIFT WILL LOOP AND ROLL
Okay,youboughtaSwift, butbefore
you doaerobaticsIrecommend:
I. Theemptyweightshouldnotex-
ceed 1,200pounds,preferablyless.
2. Theaileronsshouldnot be painted
forflutterconsiderations.
3. DoathoroughAnnual inspection;in-
spectallcableruns for frayed cables
andrustycables. Inspectall structure,
payingparticularattentiontothe hor-
izontalstabilizersparattherivetsof
thefirst rib.Later,we'lltalkaboutre-
inforcingthisarea.Checkanyolder
metal airplane forcorrosion.
4. Lightentheairplanewhere it'seasy
andpractical. Removeall gyrosand
plumbingand venturis, useanelec-
trictumandbank; ifyou fly serious
IFRyou'vegotthewrongplane.
Removeall tubetype(heavy)radios.
Retain onecomm 760and transpon-
der, and use aGPS for nav. Usea20amp
generator-a35Ageneratorweighs 16
pounds. An alternatorcanrequire 2or3
hp to tumit.
Aqualitybatterycanweigh27 pounds,
acheapieweighs 16 pounds. Use Slick
6364mags(10pounds)orBendixS6LN-
21 (11.5 pounds). Theinteriorupholstery
canbe heavy. Theoriginal seats can
weigh 35 pounds. The floor rug can
weighfive pounds.
22 MAY 1998
If yougetto the airshowstage,the
ELTcanevenberemoved.
Clean the interior, vacuum out
the belly.
Ifthe oldD-2wobble pump is still in-
stalled,removeitandinstall an electric
pump. (Twoorthreepoundslighter.)
Remove landing lights, rotatingbea-
cons,unusedantennas.
Ifyoudon'thavethe straightstack
exhaust,getit.
ASensenichM74DR-I propweighs
three pounds less than a McCauley
DM739.
Thosearethe biggerthings. To really
gettheweightdownyou'vegotto go a
littleextreme. Examples:
Theearly 0-300sused magnesium
mountlegs,lateraluminum-magnesium
intakeelbowsandmanifolds.
You may be ableto getby witha 12A
generator.
ChecktheB&Cstarterout; it'slighter
and better, but expensive. The ELI
landinggearis several pounds lighter
than Adel.
Checkyourgearmotor; someare
too heavy.
Aluminum screws can be used in
nonstructural applications, fairings,
windshieldretainers, etc.
Removingtheoilcooleris notusually
recommended, but it's not required
legallywithafixed pitchprop.
The fuel tankfiller is a steel tube; it
couldbealuminum. Stripthepaint , if
it'spainted.
Clevelandwheels
& brakes are great,
but heavier than
Goodyear. Aluminum
hoseendsonall the
hoses save a few
ounces. McCreary
4-plytiresarerecom-
mended, both forlow
overall weight, and
fastgearretraction.
The little wires
mostSwiftshavefor
geardown indicators
are lightand simple.
Butifyouproperly
wirein another"gear
down"light, yousave
afewouncesandsome
aerodynamicdrag.
Thebrassplugson
theenginecan be ex-
changedforaluminum.
Eatless. Flywith
112 full tanks.
Note I haven't
mentionedanything in thetail section.
Firstofall, the Swiftflies betterwithan
aftC.G.; it'sfasterand moreresponsive.
Thereare severalthings whichcouldbe
lighterin thisarea, butit'saCatch-22.
MostSwiftshavebetween9.5 pounds
and 15 poundsof ballastinthetail. There
are varioustail wheelsapprovedonthe
airplane, with theirweightfrom fourto
nine pounds.Ifyou removetheballast,
andinstall a non-steerabletail wheel,
you mightlighten theairplane by 15
poundsbutruinitsflight characteristics
andmakeit hardto land. Thetail wheel
shockstrut is heavy too and couldbe
made lighter. Talkingtheory,all this
could be doneand the batterymovedaft.
Thecatch is,the heavybatterycablere-
quiredcouldnegate someofthe gain.
Also, the existingapprovalsforbattery
relocation call foritto be installed be-
hindthe baggagecompartment. Ifit were
in theaftfuselage an external access
doorwould be required for all butthe
youngandathletic.
Therudderskin is .032" thick,which
is ridiculouscomparedto a Cessnaor
Piper, which typicallyuse .016" and
stiffeningbeads. The Swiftneeds the
thickskin to avoidoil canningand wrin-
kles, and as pointed out, they need
additionalweightinthetail anyway.
Littleknown facts
Theearly fuselages are 7.5 pounds
lighterthan thelateones. Infact, the real
earlyoneswiththeli ght skin (.020and
.025) are probably lighter yet. That's
why some GC-I As required 15 pounds
ballast when converted.
The early horizontal and vertical
stabilizer spars are .050 instead of .063,
but this is not a good place to save a
few ounces.
The early Swifts with the riveted on
center section are structurally superior
except a few serial numbers after 1,000
which have 3/32" rivets in the row below
the windshield-these should be
1/8" rivets.
Modifications
The stock wing tips should be used.
The slots have been STC'd to be
closed, but the method is crude and
heavy. There have been field approvals
to do it a little more cleanly. Do not re-
move the stall strips in conjunction with
closed slots! Short wing tips, like the
modified Bonanza tip don't do much for
lift, but stall nice, (but beware the sink
rate) and probably are more spin resis-
tant (probably). The angle of incidence
on the horizontal stabilizer is different
(less) on the later airplanes. This can be
duplicated by copying the rear attach fit-
ting from any of the 2300B or 2400B
(sIn 3600 through 3760) series of Temco
airplanes and comparing it to what
you've got. A converted GC-IA proba-
bly has a longer fitting. Caution:
someone may have changed this previ-
ously, check it before you cut any metal.
Treat any previous modifications with
suspicion, even ifSTC'd. STC holders
continually warn against a combination
of modi fications which may be incom-
patible. A modified hatch may be
unsuitable for aerobatics since it might
not be possible to exit the airplane in
flight. A stock hatch cannot be opened at
high speeds. Can you get out the window
with a parachute? Sticks are a popular
modification these days since they make
landings and loops easier by changing
the ratio of control movement to elevator
displacement.
Moving the battery to the back of the
baggage compartment is usually a good
move, especially when a Merlyn Products
access door is installed, although I hate
to cut a big hole like that in an airplane. I
don't know if! need mention the old
Corben tails and wing tips should never
be used. The Sensenich M74DR-I prop
is STC'd at a pitch of 62 inches. This is
too much pitch. I understand Merlyn has
a 145 STC which allows a more sensible
58 inches or thereabouts pitch. The pre-
ferred engine is an 0-300A. A C-145-2
is, for all practical purposes, identical if
it has a "D" in the serial number. (De-
notes dampened crankshaft) The 0-300D
can be used if an "A" crankshaft is in-
stalled. Continental has an Engineering
Deviation on this. The engine should be
in good mechanical condition, with no
low cylinders or weak mags or bad plugs.
The latest cylinders have larger 30 de-
gree intake valves and the latest
camshafts are considerably different. All
the 0-300 camshafts are pIn 530803, but
the late ones have the number circling the
shaft, and the early ones have it longitu-
dinal. Also the late ones are 530803AN
or 530803AU or 530803AT, etc. It's in-
teresting that all these engines are rated
at 145 hp. Kenny Maxwell at the
Maxwell prop shop once told me no en-
gine varies so much in output as the
0-300, and what was a good prop on one
airplane wouldn't turn up on another.
Downdraft cooling, and fiberglass cowl
are okay mods, I just like a metal cowl.
The Merlyn gross weight increase
adds only a few ounces of weight and
makes the wings stronger, so it would be
desirable for aerobatics . 150 seats -
okay. Shoulder harness-absolutely.
Bubble Canopy? Personal preference. I
like 'em original, but I must admit the
canopies are nice. Quieter too. Get an in-
tercom regardless . It only weighs a
few ounces.
Adjust the aileron stops. Remove the
aileron, locate the coarse threaded # I 0
aileron stop bolt, take it out first, and
move the plain check nut to be next to
the bolt head, reinstall. Contact should
be made at the wing before the secondary
stops under the panel, check the manual.
Check the rudder travel. It should be
VINTAGE AIRPI.ANti 023
adjusted for maximum L-R movement.
Check the manual. Tension rudder cables
70 pounds.
The engine should run smoothly, and
have minimal mag drop. With the Swift
Association STC you are somewhat lim-
ited on prop selection and allowable
static rpm. The STC limits static rpm to
2, 130. The STC was gotten as a paper
exercise by Piedmont, and has some
strange stuff in it. In effect, you have a
125 hp 0-300. The STC actually requires
a placard, "Do not exceed 125 hp, 2,270
rpm at any time." This really shows lazi-
ness on the part of whoever issued the
STC. Actually, the 0-300 puts out 125
hp at 29 inches of manifold pressure and
2,270 rpm so this is legal, but not wise, to
run continuously. If they wanted to re-
strict the Swift to 125 hp, they should
have published the following:
125hp
Power settings for 0-300 engines
125 hp= 2700 rpm x 25" MP
125 hp= 2500 rpm x 26.7" MP
125 hp= 2450 rpm x 27.2" MP
125 hp= 2300 rpm x 28.7" MP
125 hp= 2270 rpm x 29" MP
125 hp Is 86 percent power for a 145 hp engine.
Do not cruise cootinuously with MP (Wer one
Inch higher than rpm.
Note: 75% power = 108.75 hp
65% power- 94.25 hp
A typical setting with a fixed pitch
prop might be 2,450 rpm and 24 inches
MP. This is 75 percent power or 108.75
hp, well below 86 percent. As a matter of
practicality, at our local airport, eleva-
tion 932 feet, full throttle, will yield less
than 29 inches MP. With full throttle, we
get 27.2 inches MP and 2,270 rpm
(which my Swift does, typically) that is
about 110 hp available on takeoff per the
Continental 0-300 operators manual
power chart, with my prop.
I mentioned the Swift was approved
under CAR 4a. The current FAR 23 has
different categories, Normal, Utility, and
Aerobatic. In 4a, all airplanes are aero-
batic, limited by placards. The Swift has
only two required placards:
(a)"INTERNA TIONAL SPINS PRO-
HIBITED"
(b)"DO NOT LOWER LANDING
GEAR ABOVE 1 00 MPH"
A letter was published by Temco in 1949
concerning aerobatics which is copied here:
24 MAY 1998
TEXAS ENGINEERING AND MAN-
UFACTURING CO., INC.
DALLAS, TEXAS
July 18, 1949
FLIGHT CHARACTERISTICS OF
SWIFT MODEL CG-1 B
The subject airplane is certified under
the requirements of normal category air-
planes as specified by U. S. Civil Air
Regulations, Part 04, Airplane Airworthi-
ness, dated November 1, 1943.
The flight maneuvers listed below for
the subject airplane are itemized to famil-
iarize those not acquainted with the GC-l
B Swift. These maneuvers are essentially
aerobatic-type and do not include normal
cross-country type of maneuvers.
SLOW ROLL
Obtain approximately 140 mph airspeed
before initiating maneuvers.
SNAP ROLL
Obtain 80-85 mph airspeed before initiat-
ing maneuvers.
LOOP
Obtain 155-175 mph airspeed before initi-
ating maneuvers. Tight maneuver will
result in a high speed stall and inversely a
loose maneuver will result in a slow speed
stall. In either condition airplane will have
tendency to fall off on either side, but will
not result in an inverted spin.
CHANDELLE
Obtain 155-175 mph airspeed before initi-
ating maneuver (see loops).
IMMELMANN
Obtain 165-175 mph airspeed before initi-
ating maneuver (see loops).
STEEP CLIMBING TURNS
Obtain 75-85 mph airspeed for short dura-
tion (not to exceed five minutes).
DIVE
Do not exceed 185 mph (design speed
210 mph).
INVERTED FLIGHT
Inverted flight maneuvers are prohibited
except for very short duration. Oil pres-
sure will drop off due to the particular
type of engine oil system.
STALLS
Normal stalls and whip stalls.
SPINS
Airplane is placarded against intentional
spins - not because of structural strength,
but due to spin characteristics. A two (2)
turn spin can be accomplished with a 1-
112 turns to recover by using opposite
ailerons and full forward stick. Above this
point speed of turns builds up and air-
plane has tendency to flatten out. Six (6)
turn spins will require approximately four
(4) turns to recover by using opposite
controls and intermittent throttle blast.
L. A. Childs
Chief Engineer
The statement on spins is self-explana-
tory and also tells why the Swift is not
often entered in competition where spins
are important scoring maneuvers. As a
personal observation, the Swift does not
spin readily, and resumes normal flight
immediately if forward yoke is applied
immediately. Of course, opposite rudder
would be called for, but that would be in a
full blown, fully developed spin. A snap
roll, which is a horizontal spin, requires
about 1.4 times normal stall speed, "G"
loading to a stall, and rudder in the direc-
tion of the snap. Repeated snap rolls are
not recommended. The airplane is now 50
years old, and the tail structure will de-
velop loose rivets and cracks, and perhaps
eventually fail.
I do not feel the Swift needs to do spins
and snap rolls to be a sport acro airplane.
The Swift, flown by competent pilots,
is an excellent airshow airplane. The
flight performance is more enjoyable for
many, because of its smoothness, not
snap-snap maneuvers. Bob Hoover never
snapped the P-51 either! With the smaller
engines, aerobatics in the Swift is an en-
ergy management process, if done in an
airshow environment. Several very good
pilots have done relatively low-G air-
shows, some with engines as big as the
10-360 Continental and Lycoming. Ironi-
cally, the bigger (heavier) engines require
lower "G" maneuvers. Not too many peo-
ple have seen Mark Holliday perform in
the GC-l A, but he, at 1,100 pounds empty
weight, has the most margin of all. I be-
lieve Mark was first to perform a gear
down loop at an airshow with a Swift.
I see where unlimited acrobatic air-
planes now weigh 1,170 pounds with 310
hp. We' re in a different world here. ...
-Continued in next month's issue of
VINTAGE AIRPLANE-
If you're Interested In Swifts, you
can contact the International Swift
Association at:
Charlie Nelson
P.O. Box 644, Athens, TN 37371

Email: swiftlychs@aIo.com
Or look at their Web Site at: http://
www.napanet.net/-arbeau/swlft/
February Mystery Plane
The February Mystery Plane was ad-
mittedl y pretty tough , and we only
received one correct answer:
The February Mystery Plane is a
Crawford Special (surprise, surprise!!).
X450E was serial number 504, and to-
morrow is the 69th Anniversary of its
registra tion on 21 February, 1929.
Powered by three Szekely R3 engines, it
Aprtl Mystery Plane
This month 's Mystery Plane
won 't be nearly as easy as the
two most recent airplanes, but
many of you who love the post-
WW II period will enjoy racking
your brains trying to remember
where you'd seen it before. To be
included in the August issue of
Vintage Airplane, your answer
needs to be in to EAA HQ no later
than June 25, 1998.
was built by Crawford Motor & Air-
plane Inc., Seal Beach, CA. It appears
to be a development ofthe Anzani pow-
ered Crawford Sport, featured in Jo e
Juptner's "T-Hangar Tales " as the
world's littlest tri-motor. William F.
Crawford and his company appear to
have built a number oftypes in the late
1920 's and early 1930's.
Yours faithfully,
Vic Smith
NC 13710
Uxbridge, Middlesex,
United Kingdom
We did have one more answer to the
January Mystery- thanks, Frank Abar
or Livonia, MI!
Lennart Johnsson of Eldsberga, Swe-
den graciously wrote to correct part of
his answer to the Schmuck airplane:
1 must reluctantly admit that I am a
careless fellow. I my letter to you 5 Jan-
uary, quoted in the Mystery Plane
section ofthe March issue of VINTAGE
AIRPLANE, I stated the reg. no. ofthe
by H.C. Frautschy
Schmuck Sportster parasol was 510. Ob-
viously, it wasn't. 510 was the Schmuck
biplane says John Underwood, and in
him we trust. IfSchmuck Sportster was
the same thing as West Coast WCK-2
as stated in this March issue, its regis-
tration no. must have been X10536,
which certain ly is more in harmony
with the modern look o/the aircraft.
First registered in 1930 it had a Kinner
engine and nothing else.
Thanks for the correction, Lennart!
Send your Mystery Plane correspon-
dence to:
Vintage Mystery Plane
EAA, P.O. Box 3086
Oshkosh, WI 54903-3086 ...
Crawford Special
VINTAGE AIRPLANE 25
byE. E."Buck"Hil bert
EM #21 Ale #5
P.O. Box 424, Union, IL60180
Dear Buck,
The letter and your reply about faulty
mag switches in March Vintage Air-
plane prompts me to pass on another
possible problem which I came across
some years ago. I took over our group's
airplane from an instructor and a stu-
dent, possibly having his first lesson.
The keys were lying on top of the in-
strument panel as usual. Before doing
my walkround, I climbed in to check the
fuel state and just happened to spot that
the mags were still on!
The instructor, having stopped the en-
gine by pulling the mixture to lean, had
climbed out to arrange the refueling, and
asked the student to "Take the keys out".
As the engine wasn't running, he had just
pulled on the keys and the switch was
sufficiently worn for them to come out
without any force being needed.
As you keep saying, always treat the
prop as HOT!
Back to you,
Vic Smith, AlC 13710
Uxbridge, Middlesex,
United Kingdom
Yow! That'sanewoneforme, butit
certainlycouldhappen, givetheageof
manyofthe magswitchesin ourfavorite
oldairplanes. 1guess weshouldalsobe
carejitlofhowliteralsomeonemighttake
ourrequest!
Dear Buck,
Can you take one more thing about
the forward slopi ng windshields?
After writing to you in January about
26 MAY 1998
PaSSitto
Buel{
these windshields, I decided to to check it
out with the man I consider to be "the
source". Bill Cook joined Boeing in 1936
as an engineer with an MS degree from
MIT, and was the Chief of the Technical
staff in the Transport Division of Boeing
when he retired in 1974. He was in
charge of their high speed wind tunnel
during and after WW II, and was Assis-
tant Proj ect Engineer on t he XB-47
Aerodynamics Unit.
I am enclosing a copy of his rep ly
about the windshield on the first 247s.
The picture of the Kinner Navy Envoy
in the March issue of V A stirs memories.
I believe it was Megow that sold a neat
model kit of this beautiful airplane.
Dale Crane
AlC25513
Basin, WY
DearMr. Crane,
Thankyouverymuchforyourkind
wordsaboutmybook "The Roadto the
707". The readershipisquiteselective,
and [ am always interested in the
reader'sreactions.
Concerningyourquestionaboutthe
windshieldon the 247, J askedagood
friend, ClaytonScott,92 yearsoldand
stillflying, abouthisexperienceswhen
heflew247'sforUnited. hecouldnotre-
memberwhetherornotheflewtheback
slantedtypeinstalledon thefirst30. He
hadnocommentson the windshield. J
hadthoughtthatthebackslantwas to
avoidreflectionsoflightsontheground,
buthe didnotconfirmthis. Another
friend,DickRouzie, designedtheflight
controlson the247. He thoughtthata
Boeingpilothadaskedforthisdesignso
hecouldlookthrough the windshieldat
rightangleswhenlookingattheground
on landing. The early laminatedsafety
glassontheModelAFords wasso wary
thatdriverscomplained. Acrylic(Plexi-
glas) wasnotavailableuntilthe war,
from Rohm& Hass,aGermanconcern.
The earlyplasticwindshieldsforair-
planes weremadeofcelluloid, andthese
wouldcoloryellowin ayearin thesun.
DickRouziesaidthatthe247 wind-
shieldwasdesignedbyBorisKorry,who
wasoneofseveralRussian engineers
whoescapedtothe USduringthe[1918}
revolution. Seattlewaswheretheygot
offtheboat. The engineeringdepartment
thenprobablyhadlessthan 50engineers.
BillCook
Bellevue,WA
Dear Buck,
Back in the "good old days", the '30s,
most small airplanes like Cubs and
Aeroncas, and others, were sold and deli vered without an air-
speed indicator. These did not become "required equipment"
until the late '30s or maybe 1940. Of course, the owner could
always have one installed ifhe could afford it.
Pilots were taught to judge their speed by the attitude of the
plane, as well as by the sound of the wind in the wires, the feel
of the pressure on the controls, and by that feeling in the seat of
the pants as a stall approached. I always thought this was im-
portant for a pilot to learn, and back when I did a lot of
elementary instruction, I always included at least one lesson
with the pitot tube covered.
During the War whi le I was assigned to fly Grumman Wi ld-
cats in the Pacific Fleet, a new pilot assigned to the Squadron
had not been taught well. One time he was attempting to take
off on a 5,000' runway, he had neglected to remove the pitot
cover, and as he accelerated down the runway he yelled to him-
self"AIRSPEED, AIRSPEED, NO AIRSPEED" and he held
the plane on the ground, at full throttle, 'till he ran off the end of
the runway, through the fence, through a coupl e of chicken
coops, and a barn. He must have been do ing at least 250 kts,
and could have easily zoomed up to 5,000' if only he had al-
lowed the ship to lift off. (Being a ship bui lt by the "Grumman
Iron Works" he was not injured.)
Among my administrative duties was that of "Squadron
Safety Officer", wherein it was my job to write a report of the
accident, and to make recommendations that would prevent
such an accident from recurring. My recommendation was that
in Primary training, navy Pilots should be given an hour of dual
instruction, with the pitot tube covered, so he could learn that a
plane can actually fly without an airspeed indicator.
This report went all the way through the Navy Bureau of
Aeronautics and to the desk of non other than Admiral Ernest 1.
King, Chief of Naval Operations. He didn't like my report one
bit, and I received a severe reprimand for being so reckless and
irresponsible as to make such a hazardous recommendation.
This reprimand went into my personal life
When I had been a primary flight instructor, prior to my fleet
duty, many of my students were assigned to me for extra time,
after they had failed a check ride. [ found that many of these ex-
tra time students had had "AIRSPEED, AIRSPEED, WATCH
YOUR AIRSPEED" yelled at them so firmly and often that it
was their whole problem. The kept their heads down in the
cockpit chasing the ASI needle up and down, that they couldn't
do anything right. As soon as I saw this common problem, the
first thing I did was to land at the nearest outlying field, get the
pitot cover out of the baggage compartment and cover the pitot
tube. They we would take off and demonstrate how to judge the
speed without an ASI.
This always solved the problem. (In those days we were fly-
ing StearnlaJls and N3Ns.)
I think that todays primary students would benefit if the
FAA required at least one lesson without an ASI, before solo.
Over to you Buck,
HaJ1k Palmer
St. Petersburg, FL
Partial panel work is always a great idea Hank - these days,
we have those little round rubber or plastic covers we can stick
right over the instrument we want them to forget . Teaching
them why a plane flies and how it sounds andfeels is as valid
today in a /72 as it was in a Fleet or a Champ!
Over to you, (,
I' 3t(ck.
ARLINGT
The West's Premier EAA Event
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F1y-In Calendar
Thefollowinglistofcomingeventsisfur-
nished to our readers as a matter of
information onlyanddoesnotconstitute
approval, sponsorship,involvement,control
ordirection ofanyevent (fly-in, seminars,
. fly market, etc.) listed. Pleasesendthe
information to EAA, All: Golda Cox, P.O.
Box 3086,Oshkosh, Wi 54903-3086. Infor-
mationshould bereceivedfour months
priorto theeventdate.
MAY16 - HUNTSVILLE, AL- MoontowlI Airport.
EAA Chapter 190AllDayAnnual "OldFashioned
Fly-In. " Info:2051852-9781.
MAY16 - TRENTON, NJ- Chapter176 Young Eagles
Fly-Ill, rain date 5117. Call 6091895-0234for
location
MAY16 - WiSCONSINRAPIDS,Wi- EAA Chapter
706PancakeBreakfastFly-In. 7151435-3644.
MAY16-17- HICKORY,NC- 6th annllal Warbirds
overHi ckory Fly-In. 9:30 a. m. - 5 p.m. Info:
704!437-0541.
MAYi6-17- MEMPHIS, TN- EAA SportAir Work-
shop. 8001967-5746.
MAY17- ROMEOVILLE,IL - EAA Chapter 15Fly-In.
Infix 8151426-6153.
MA Y17- WARWICK, NY- Warwick Aerodrome
(N72). 10a.m.-4p.m. Food. trophies, Judging reg.
closesat 2p.III.lnfo: Han),Barker. 9731838-7485.
MAY23 - FREDRiCKSBURG, TX- Gillespie County
airport (T82) EAA Chapter 1088 brunch
andfllndraiserforAWOS. Info: Stan Shannon
830-997-8802orshannons@jbgnet.
JUNE4-7 - JACKSONVILLE, IL - 1998Ercoupe Na-
tional Convention. Everyone welcome. Info: John
Wright. Jr. 2171698-8243
JUNE5-6 - MERCED, CA - AllnualMerced West
CoastFly-In. 2091383-4632.
JUNE 5-6 - BARTLESViLLE,OK- Frank Phillips
Field- 12thAnnllalNational Biplane Convention
alldExposition. Biplane Expo '98. Biplallesalld
NBA membersfree - allotherspayadmission. Info:
9181622-8400or9181336-3976.
JUNE 5-6 - MERCED, CA - 41st Merced West Coast
Antiqlle Fly-In. Info: Virginia or Ed Morford,
2091383-4632.
JUNE 6- 7 -MEDFORD, OR - EAA Chapter 319
Rouge Valley Falllily Info:Cindy Walker.
5411855-9036.
JUNE 7 - JUNEAU, WI.- EAA Chapter897's annual
Fly-In Breakfast. 8 a.lII. - Ip.m. DodgeCountyAir-
port, Juneau, WI (920) 885-4035.
JUNE12-14 - MATTOON, IL - LuscombeFly-In. Coles
CountyMelllorialAi/port(MTO) 217123i7l20.
JUNE 13 - INTERNA TIONAL YOUNGEAGLES
DAY.Contact theEAA Young Eagles office,
9201426-4831.
JUNE13 - TRENTON, NJ- Chapter 176 Young Ea-
gles Fly-In. rain date 6114. C{J/16091895-0234for
location.
JUNE 13 - ANDOVER, NJ- Andover-AeroflexAir-
port. 12tV. Oldefashionedfly-in sponsoredbyEAA
AICChapter 7. Oldbirds, Young Eagles. Flying
Start, Penny-a-poundflights. goodeats. 9731786-
5682,973-361-0875.Raindate 6114.
JUNE 13-14 - FREDERICK, MD - EAA SportAir
Workshop. 8001967-5746.
JUNE 13-14- GAINESViLLE, TX- 36th Annual
Texas AAA ChapterFly-in. Info: 9401668-4564.
website: hllp:llwww.coke.netl-airport
JUNE14 - FULTON, NY- Oswego CountyAirport
(Fly) EAA Chapter486 PallcakeBrea!.fastfeatur-
ingbiplanes. Awardfor BestBiplane. Info: Ken
Graves3151466-6928.
JUNE18-21- CREVECOEUR, MO- Creve Coeurair-
28 MAY 1998
port.AmericanWaco ClubFly-In.Info: PhilCoulson:
616/624-6490orJeri)'Brown: 317/535-8882.
JUNE 19-21- MIDDLETOWN, OH. HookField. Ninth
NationalAeronca Convention. Fri. SteakFry. Sat.
Banquet,Camping,Aeroncafactorytours. Info:
writeJim Thompson.P.O. Box 102, Roberts. IL
60962-0102.
JUNE 20-21- LACROSSE, WI- AirFest '98 two day
airshow. Info: 608/781-5271. CheckNOTAMSfor
fieldclosure.
JUNE20- HUNTSVILLE,AL- Moontown Airport.
EAA Chapteri90Fly-In sausage, eggandpancake
Eat 'EmUp Breakfast. 205-852-9781.
JUNE20- COOPERSTOWN, NY(NY54) - EAA Ch.
1070Fly-In B'Fast. 607/547-2526. Rain: 6121.
JUNE20- LAGRANGE,OH- EAA Ch. 255 Fly- In
Breakfast. 440/355-649/.
JUNE20- MOOSE LAKE,MN- LakeAirFlying
Club Annllal breakfast. 7:30 - Ila.m. Info:
LarryPeterson 218/485-4441.
JUNE20- GAYLORD, Ml- Otsego CountyAirport
(GLR). EAA Chapter 1095Pancake Breakfast
In. 7 a.m.-noon. Rain date: 6/21. Info: Tom
Lesinski, 517/786-4908. Phil Curtiss, 5171939-
8715, pcurtiss@bigfoot.com
JUNE20-21- RUTLAND, VT- EAA Ch. 968 "Tail-
dragger Rendezvous" Pancake BJast.
802/492-3647.
JUNE20-21- BARABOO,WI- Baraboo-DellsAirport
Tillles. Brea!.fastsen'edbytheOptimistClubfi'Olll
7:30am to 12plII. RAINOR SHINE! $4.50, Chil-
dren 6-10 $3.5 & underJi'ee. Info: Joe Canepa,
608/356-6822 (W). 608/356-0429 (H). 608/356-
7558(FAX) oremailatjcanepa@midplains.net
JUNE21- SCHAUMBURG,iL- Schaumburg Re-
gionalAirport(6C) - EAA Chapter 153Pancake
breakfast,8 a.m.-noon. Info:630/830-0559.
JUNE 25-28 - MT. VERNON, OH- Wynkoop Ai/port.
39th AnnualNational Waco Club Reunion. Info:
AndyHeins. 937/ 866-6692 oremailat waco-
c1ub@aol.com
JUNE 27-28 - COLDWATER, MI- FairchildFly- In.
Info: MikeKelly, 517/278-7654.
JUNE27-28 - DENVER, CO - EAA SportAir Work-
shop (Covering/Composites). 800/967-5746.
JUNE27-28 -PETERSBURG, VA (PDA) - VA State
EAA Fly-In. 804/358-4333.
JUNE27-28 -LONGMONT,CO- 20th A11/11101 Rocky
MOllntain EAA Fly-In,303/798-6086.
JUNE28 - ANDERSON, IN- EAA Chapter226 Fly-
In breakfast.
JUNE28-JULY3 - LAKELAND, FL - 30thAnnual
International Cessna 170Assoc.convention. Info:
DaleorMartyFaux: 94//646-4588.
JULY3-5 - CREVECOEUR, MO - CreveCoeurair-
port (/ HO). Great War Fly-In.Info: Don Parsons,
314/397-5719, PlsurFlyin@aol.colllor Tim Adcock,
314/861-0183ADFEST@aol.com
JULY4 - FREDRICKSBURG,TX- GillespieCOl/llty
airport (T82) EAA Chapter 1088 4th ofJuly
parade. Info: Stan Shannon 830-997-8802or
shannons@jbg.net
JULY8-12- ARLINGTON, WA - NorthwestEAA Fly-
In.360/435-5857. Website: IVII"".IIWeaIl-Org/llweaa/
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PiperCub Fly-In.Info: BnlceFall. 805/733-1914.
JULY10-12- ALLIANCE,OH- Alliance-BarberAir-
port (2DI). Taylorcraft Owners Club and
Taylorcraft Old-Timer's 26th AnnualReunion.
Info: 330/823-9748, 823-1168 or email at
tcraft@alliancelink.com
JULY10-/2- PITTSFIELD, IL - PittsfieldPenstone
Ailport- July 10-12. GatheringofEagles. Fly-In
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trall.\portationavailable. Info: 217/285-4756.
JULY11- FREDRICKSBURG, TX- Shannonranch
fly-in. Info: Stan Shannon 830-997-8802 orshan-
nons@jbgnet
JULYI1-PUNTAGORDA,FL - EAA Ch. 565 Bfast.
y. Eagles. 941/575-6360
JULY11-12- ATLANTA, GA - EAA SportAir Work-
shop. 8001967-5746.
JULY12 - RENSSELAER, IN- EAA Ch.828 Fly-In/
Drive-In Lunch. 219/866-5587.
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30th annualCrackerFly-In. Info: Mick Hudson,
770/531-0291.
JULY13-16 - MIDDLETOWN, OH- Short Wing
PiperClub ConventionFly-In.513/398-2656.
JULY18- HUNTSVILLE, AL- Moontown Airport.
EAA Chapter 190Fly- Insausage,eggandpancake
Eat 'Em Up Breakfast. 205-852-9781.
JULY18 - COOPERSTOWN, NY(NY54) - EAA Ch.
1070Fly-In BFast.607/547-2526. Raill: 7/19.
JULY19-23- OACACOregoll AirTaliI'1998 - starts
7/19atCollage Grove, OR. Info: HalSkinner. 541-
746-3387.
JULY24 - COFFEYVILLE,KS- FunkAircraftOWII-
ersAswc. Reunion.Info:302/674-5350.
JULY24-26 - MERRILL, WI- Hatz CB-lAnniversary
Reunion. 715/536-3197.
JULY26 - BURLINGTON,WI- 6th annualgroup Er-
coupefly-in to Oshkosh. Wheels up at Ip.m.
Everyone welcome to join. Info: Syd Cohen.
715/842-7814.
JULY 4 - OSHKOSH,WI - 46th
AnnualEMFly-In andSportAviation
Convention. Wittman RegwnalAirport.
ContactEM,POBox Oshkosh,
WI54903-3086, 920/426-4lfOO.
JUNE 14 - FULTON, NY- OswegoCountyAirport
(FlY)EAA Chapter486 Pancake Breakfast f eatur-
ing vintageaircraft. carsandmotorcycles. Awards.
Info: Ken Graves. 3151466-6928.
AUGUST9 - QUEENCITY,MO - ApplegateAirport
11th annual Fly-In. Everyone weicolll e.
660/766-2644.
AUGUST9 - MENDOTA, IL - Grandpa'sAirport.
EAA Chapter 263 Fly-In breakfast,plustrans-
pO/tationto theSweet Com Festivalthatafternoon.
Info: 815/539-6815 or-5378.
AUGUST15-16- KANSAS CITY, KS - Downtown
KansasCityAirport(MKC). Kansas City Expo '98.
Young Eagles rally.
SEPT. 6 - NAPPANEE, IN- Fly-lnIDrive-ln Ice
Cream Social.1-4p.m. Info:Fast EddieMilleman.
2191773-2866.
SEPT. 12- TRENTON,NJ- Chapter 176 Young Ea-
gles Fly-In. rain date9/ 13. Call609/895-0234for
location.Sept. 12-13- MARION. OH- Mid-East-
ernEAA Fly-In(MERFf). 5131849- 9455.
Sept. 12-13- MARION, OH- Mid-Eastern EAA Fly-III
(MERF1). 513/849- 9455.
SEPT. 12-/3-HAGARSTOWN,IL - EAA Chapter373
Fly-In. CookoutandcampingSat. aft.levening. break-
fastSuna.m. Info: Marvin Stohler, 765/489-4292.
SEPT.19-20- STERLING, IL - Sterling-RockFalls
Whiteside Co. Airport(SQI). NCEAA OldFash-
ioned Fly-In. Info: Dolores Neunteufel,
630-543-6743.
SEPT. 25-27 - ATWATER, CA - CastleAirport(for-
merlyCastleAirForce Base) Goldell West EAA
RegionalFlyIII, IlIfo: LelaEdSall, 530/626-8265
oremail:edson@j'oothill.llet
SEPT. 26 - OLATHE, KS - OlatheExecutiveAirport
(OlC). AnnualEAA/FAA Partnership Fly-In and
Young Eagle
Oct. 8-11 - MESA,AZ- Coppers/ate EAA Fly-III.
5201228-5480.
Oct. 9-11 - EVERGREEN, AL- So11theastEAA Fly-
111.334/765-9109.
Oct. 10-11 - WILMINGTON, DE- East CoastEAA
Fly-In.302/738-8883.
Anne Anderson ... .. Santa Barbara, CA
John Ankeny ........ Cannon AFB, NM
Michael K. Armstrong ... Fairbanks, AK
Marlyn R. Atkinson
. . ..... .... .. . Excelsior Springs, MO
1. D. Ball .. . .. . .. ... . .... . Elkins, AR
Michael Barbee........ . Columbus, OH
William Barr ... . .. .. .. Sag Harbor, NY
Robert A. Beck ....... . .. St. Johns, MI
John A. Beetham . . ... . . Indianapolis, TN
Ted Blackerby . . . . . .. .. . Arlington, TX
Bill Blair ...... .. .. .... .. Custer, W A
Lawrence Blumberg
...... . .. . ... . Fort Walton Beach, FL
Bob Boone . .. . ... ........ Athens, AL
Frank L. Boyce ... ...... Yatesville, GA
Paul Brookes . .. . . .. . ... . . Tucson, AZ
Steve Brown .... .. ... . . Arlington, V A
Xavier Canu ...... .... .. Ecully, France
Robert Clack ........ .. . . Hamburg, NJ
Robert Clark .... .. . . . .. Crossville, TN
David L. Clinton . .. .. .. .. Leucadia, CA
Dale L. Colbert.. ........ Olympia, WA
Derek Cruickshank
. .. .. .... Terrace Bay, Ontario, Canada
John Francis Cullen . . . . Port St. Joe, FL
James Davey . . . ... . .... . Beaufort, SC
Donald R. DeCook .... .. . ... Argos, TN
Frank 1. Dile .. .. .. .. . ... Frankfort, KY
Mark Dubay ... . . . .... Lino Lakes, MN
Ron Dunn
.. Bracken Ridge, Queensland, Australia
Mark S. Edwards .. .... Ratliff City, OK
Jack 1. Eggspuehler .. .. ... . Dublin, OH
Jay B. Eggspuehler .. . ... Columbus, OH
Gen. Ronald Fogleman
. . .. .... . . . . ........ Washington, DC
Carl Fry .. .. .. . ... ..... Columbus, OH
Dennis 1. Garbis .. ... ... Santa Ana, CA
Richard M. Garnett ....... Poulsbo, W A
Roy 1. Glenn .. . .. ...... Colchester, CT
Terry L. Graham .. . . .... .. . Milan, OH
Robert L. Graham . . Highlands Ranch, CO
Florence C. Gregory . .. .. . Rockford, LL
Robert M. Guay . . .... . . Rochester, NY
Robert C. GW1Zel ... ... San Marino, CA
Jim Harris ...... ..... .. . .. Layton, UT
Randy Hartigan . . .... . . Deep River, CT
Robert C. Higginson .. Ben Lomond, CA
G. Alexander Hill ...... .. Alamosa, CO
Ken Hoffman ..... .... Englewood, CO
Raymond L. Hudson ...... Titusville, FL
Dale L. Jolmson ... ..... . ... Genoa, IL
Bill Johnson ......... . Linn Creek, MO
Dane Jorgensen . . ... . . Doylestown, OH
Judy Kaiser ... .. .. .. S. Milwaukee, WI
Lon Keith ........ .. Elizabethtown, KY
Michael G. Kelly . ..... Taylorsville, KY
Louis 1. [(jnard . .... . . .. Lake CITY, FL
Phillip L. Kitchen .... .. .. . Eureka, MO
Glenn E. Knight ... . .... . Spokane, W A
Dennis Kubczak . .. . . .. Ogdensburg, WI
John Kuck . ............ . Roswell, GA
Eugene Lang.... ... . . . .. Medford, MA
Eugenio Lanza di Casalanza . . Torino, Italy
Brett W. Lavender . .... ... . Griffin, GA
William 1. Maguire ..... . . . Canton, OH
Michael Maier .. . ..... S. Pasadena, CA
Dan 1. Marcus .. .. .. . ... .. . Noank, CT
Wilson R. L. Martins .. Campinas, Brazil
Thomas L. Masck .. .. Grand Rapids, MI
James A. Masephol . .. . . Marshfield, WI
Richard A. May ..... .... Tega Cay, SC
D. E. McConnell .. . . Olympia Fields, IL
Gen Merrill A. McPeak ... Arlington, V A
R. Kelly Means.... .. S. Charleston, WV
Marc D. Meyer. .... .. Canyon Lake, TX
Frederick A. Miller .... Lyndonville, NY
Gerry Molidor . .. .. . . .... McHenry, IL
Cher Moore .. . ... ...... . . .. Ocala, FL
Kate Morgan .. . ...... Germantown, WI
Phil Morris . ......... .. Casselberry, FL
Donald W. Murray ..... Wenatchee, WA
Tom R. Myers ... ..... . . Palo Alto, CA
Ralph Nelson .. ... . . Bethany Beach, DE
Michael Norkus .......... Lombard, IL
Keith H. Norton .. ..... . Louisville, KY
Edward R. Offchiss .... Woodbridge, CT
Sherman D. Oxford . .... Richardson, TX
Silas Peterson ........ . Northfield, MN
Harold G. Phillips .... Grand Prairie, TX
Robert C. Pruess, Jr. .. . . Milwaukee, WI
Terry Reece . . .. .... ... Cashmere, W A
Jim Reedy ........ . .. .... Fairfield, TD
John Reilly
..... Claremont, Western Aus. , Australia
Daniel Risz ...... .. Litchfield Park, AZ
Kenneth A. Rowe .. .. . .. Richmond, VA
John B. Ruyle .......... .... Solon, IA
Michael Schloss .. .. . ... New York, NY
Jim 1. Schumacher ... .... Wayzata, MN
Gerald P. Sheahan ...... .. Hartland, WI
Mark Shetterly . . ....... Rochester, W A
Douglas W. Smith .. . .. .... S. Hero, VT
Hank Smith ... ........ . . Torrance, CA
David Smith ..... Queanbeyan, Australia
Ed Sobota .. . . ...... ... . Ft. Worth, TX
Tetsutaro Soe......... . .. Tokyo, Japan
Jerry Southland . ... . ... . St. Joseph, MI
Allen J. Spincic ... ....... . . Aldora, NJ
David E. Stein .. . ........ Modesto, CA
Ronald B. Steponkus . . ... Edgerton, WI
Randy R. Stern........ Crane Lake, MN
Betty A. Stewart . . ... . Spring Grove, IL
Donald 1. Stewart ...... .. Charlotte, NC
G. Leslie Sweetnam ... . Woodstock, CT
David Teetor ... ........ .. . Naples, FL
Macy Teetor .. ..... . ... Cedar Key, FL
Wayne Thomas . . ...... Henderson, NY
Robert Thomas . . .. .. . Birmingham, AL
Barry L. Thomson . .... . East Berlin, PA
Jolm E. Trudeau ......... ... Milan, MI
Johnny R. Turner .... . .... Corinth, MS
Clarence G. Ulmer ..... .. Aladdin, WY
Mickey V. Walker ...... . Brenham, TX
Ian A. Wayman ... . .. .... Thorton, CO
William C. Weaver ...... Enterprise, AL
Gordon B. Webber .... Martinsville, VA
Gordon D. Webster. ... . . . Kingston, TN
Joe C. Weeks ........ . Cottonwood, CA
Richard A. Weiss ..... . .. . . Bowie, MD
John Dawson Williams .... Webster, TX
Clarence E. Wilson .... .. St. Cloud, MN
Barry M. Wix ........ . .. . Seaford, DE
Karl L. Wollenburg .. California Valley, CA
Kurt P. Young .. ..... La Crescenta, CA
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Enjoy the many benefits of BAA and the
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EAAAviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://.eaa.org and littp:llwww.flyin.org E-Mail: Vintage @eaa.org
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Address changes
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Programs and Activities
Aircraft (General Questions) . . . . 920-426-4821
Auto Fuel STCs .... . .. . .. . ..... 920-426-4843
Buil d/ restore information ...... 920-426-4821
Chapters: locating/organizing . . 920-426-4876
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EAAScholarships
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Flight Advisors information ..... 920-426-6522
Flight Instructor information ... 920-426-6801
Fl ying Start Program 920-426-6847
Library Services/ Research ...... 920-426-4848
Medical Questions . . .. . . . ...... 920-426-4821
Technical Counselors .. . . . . .... 920-426-4821
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920-426-4825 ......... FAX 920-426-4828
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Financial Support .... . . ....... 800-236-1025
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Associ-
ation, Inc. is $40 for one year, including 12
issues of SPORT AVIATION. Family member-
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