March1998 Vol. 26,No.

3
CONTENTS
1 Straight& LevellEspie"Butch"Joyce
2 AlC News
4 Aeromail
5 AlC Safety/SteveKrog
6 TheLastFlightof"TimeFlies"/
RobertForrest
8 ChicagolandAirports/WaltKessler
10 GipsyJunket/AndrewKing
12 Kilbey'sWacoATO/H.G. Frautschy
17 LifeBeginsat40/DickandJeannie Hill
19 TheEarlE-BirdRacerlDonKrout
21 MysteryPlane/H.G.Frautschy
22 PassittoBuck/BuckHilbert
24 WhatOurMembersAre
Restoring/NorrnPetersen
28 WelcomeNewMembers
29 MembershipInformation/
Page 19
Calendar

Ili1l
FRONTCOVER...The lateBudKilbey'sWacoATO projectwasrecentlycompleted
whenBud'sson MarkcommissionednotedrestorerTedDavistofinishtherestora-
tion. Authenticdowntoits Bendixwheels.thisparticularATO oncebelongedtothe
famedstuntpilotMikeMurphy.andwasflownbyMurphyasoneofthe"LincoAir
Aces." EMphotobyJim Koepnick.shotwitha CanonEOS-ln equippedwithan
80-200mmlens. l/tfJ sec. @120on 100ASAslidefilm.EMCessna210photoplane
fiownbyBruceMoore.
BACKCOVER...FRENCH ACES OF WW I-BillMasalko's mixedmediapainting
bringsthefamousmen.machinesandmedalstheFrenchbroughttothe 1914- 1918
conflict.WiththehelpofMr. NealO'ConnorofNewYork.Bill researchedtheera
andcompletedninepaintinginhisserieswithina year'stime. "FrenchAcesOfWW
I" wasawardeda ParExcellenceribbonduringthe 1997 EAASportAviationArt
Competition.Retiredandresidingin FairviewPark.Ohio.Bill continuestobeac-
knowlegedasa highlyaccomplishedaviationartist.
Copyright 1998bytheEAAAntique/ClassicDivision Inc. Allrightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division. Inc. ofthe Experimental
AircraftAssociation and is published monthlyat EAAAviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
PeriodicalsPostagepaid atOshkosh,Wisconsin54901 andatadditionalmailingoffices.ThemembershiprateforEAAAntique/ClassicDivision,
Inc.is$27.00forcurrent EAAmembersfor12monthperiodofwhich$18.00isforthepublicationofVINTAGEAIRPlANE. Membershipisopen
toallwhoareinterestedinaviation.
POSTMASTER:Send address changes toEAAAntique/Classic Division, Inc., P.O.Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurfacemail.
ADVERTISING - Antique/Classic Division doesnotguarantee or endorse any productoffered through the advertising.We invrte constructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradverti singsothatcorrectivemeasurescanbetaken.
EDITORIALPOUCY:Readersareencouraged tosubmitstoriesand photographs. Policyopinionsexpressedinarticlesaresolelythoseofthe
authors. Responsibilityfor accuracyinreportingrestsentirelywrththecontributor.Norenumerationismade.
Materialshouldbesentto:Edrtor,VINTAGEAIRPLANE,P.O. Box3086,Oshkosh,WI54903-3086. Phone920/426-4800.
The words EM,ULTRAUGHT,FLY WITH THE ARST TEAM,SPORTAVIATION,FOR THE LOVE OF FLYING and the logosof EM,EAA
INTERNATIONALCONVENTION,EAAANTIQUE/CLASSICDIVISION,INTERNATIONALAEROBATICCLUB,WARBIRDSOFAMERICAare
registered trademarks. THE EAASKY SHOPPE and logos ofthe EAA AVIATION FOUNDATION,EAA ULTRALIGHT CONVENTION and
EAAAirventurearetrademarksoftheaboveassociationsandtheirusebyanypensonotherthantheaboveassociationisstrictlyprohibrted.
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
Nancy Hanson OliviaL. Phillip
PierreKotze
AssociateEditor
NormPetersen
StaffPhotographers
Jim Koepnick LeeAnnAbrams
KenLichtenberg
Advertising/EditorialAssistant
Isabelle Wiske
EAAANTIQUE/ CLASSICDIVISION.INC,
OFFICERS
President
Vice-Presi dent
Espie ' Butch'Joyce GeorgeDaubner
P.O. Box35584 2448LoughLane
Greensboro.NC27425 Hart1ord.WI53027
910/393-0344 414/673-5885
Secretary Treasurer
SteveNesse CharlesHarris
2009HighlandAve. 7215East46thSt.
AlbertLea.MN5tIJ7 Tulsa.OK 74145
507/373-1674 918/622-8400
DIRECTORS
JohnBerendt GeneMorris
7645EchoPointRd. 5936SteveCourt
CannonFalls.MN55009 Roanoke.TX 76262
507/263-2414 817/491-9110
PhilCoulson RobertC.' Bob' Brauer
28415SpringbrookDr. 9345S. Hoyne
Law1on,MI49065 Chicago.IL60620
616/624-6490 312/7792105
JoeDickey
JohnS.Copeland
55OakeyAv.
1 ADeaconStreet
Lawrenceburg.IN 47025
01532
812/537-9354
DaleA. Gustatson
StanGomoll
7724ShodyHillDr.
104290thLone.NE
Indionapolis.IN 46278
Minneopolis.MN55434
317/293-4430
612/784-1172
RobertLickteig JeannieHill
1708BeyOaksDr. P.O.Box 328
AlbertLea,MN5tIJ7 Harvord,IL60033
507/373-2922 815/943-7205
DeanRichardson Robert D.'Bob' Lumley
6701 ColonyDr. 1265South124thst.
Madison.WI 53717 Brookfield.WI 53005
tfJ8/833- 1291 414/782-2633
S.H. ' Wes' Schmid GeoffRobison
2359LefeberAvenue 1521 E. MacGregorDr.
Wauwatosa.WI 53213 NewHaven,IN46774
414/771 - 1545 219/493-4724
GeorgeYork
181 SlobodaAv.
Mansfield.OH44906
419/529-4378
DIRECTORS EMERITUS
GeneChase E.E.' Buck' Hilbert
2159CaritanRd. P.O. Box424
Oshkosh.WI54904 Union,IL60180
920/231-5002 815/923-4591
ADVISORS
SieveKrog RogerGomoll
1002HeatherLn. 321-1 /2S. Broadway
Hart1ord.WI 53027 Apt.3
414/966-7627 Rochester.MN55904
507288-2810
DavidBenne"
403TannerCt.
Roseville,CA95678
916-782-7025
STRAIGHT& LEVEL
by ESPIE "BUTCH" JOYCE
M
any of you who are reading
this edition of "Straight &
Level" will soon be prepar-
ing to go to the annual Sun 'n Fun
EAA Fly-In at Lakeland, FL. In one of
my earlier S&Ls I referred to Sun 'n
Fun as a regional EAA fly-in. Mr.
Duffy Thompson of the fly-in staff
was quick to write and point out to me
that Sun' n Fun is an international
event. Duffy is quite correct, and Mr.
Billy Henderson, Executive Director
of Sun 'n Fun, the staff, directors and
volunteers can take credit for the
growth of this great fly-in.
We all enjoy this start of the fly-in
season, as the winter weather breaks
and we can shake off the winter dol-
drums. Florida too has its winter weather,
and while the temperature extremes are
certainly not as wild as up north, it
sure can get very unfriendly at times.
Billy and the Sun 'n Fun crew have
had to contend with very wet and at
times severe weather as they prepare
the grounds this year. The very severe
thunderstorms and tornadoes that you
may have heard about occurred just
east of the Lakeland area.
Some of the highlights of the upcom-
ing Sun 'n Fun (April 19-25) include:
Daily air shows featuring top
performers
Over 450 commercial exhibits
The Plane Parts Mart where
"one person's junk is another's
treasure."
The Sun 'n Fun races each year
have become a tradition. So has the
Aeroshell 3-D Speed Dash, an unlim-
ited drag race to altitude, the Wittman
Memorial Sun 100 Race for homebuilt
aircraft, the Wittman Memorial Sun 60
Air Race for factory built aircraft, and
the 1250 Race for aircraft of 1250 cc
displacement or less.
Some of the site changes this year
include the enlargement of the camp-
ing area, made possible by the purchase
of 16 additional acres.
The club house row, which includes
the OX5 Pioneers and OB's buildings,
has been moved back to the creek area.
The Antique/Classic headquarters area
remains the same, and has long been a
favorite spot for meeting your friends.
Our group likes to gather around in
time for the afternoon airshow. A/C
headquarters is also the place you can
register your Antique, Classic or Con-
temporary airplane after you've arrived.
Ace volunteer Jane Kimball and her
crew do a great job at this, and they're
always busy helping folks.
You might want to check in at the
AUA, Inc., booth 57 in the "B" build-
ing. These are the people who handle
your AlC insurance program. You can
also call them at 1-800-727-3823
should the need arise. I generally check
by this booth two or three times a day,
so if you'd like to leave me a message,
that's a good place to do it.
For those of you who have access to
the World Wide Web, you can check
all of this information out at www.
sun-n-fun.org.
The A/C judges at Sun 'n Fun, as
well as EAA AirVenture Oshkosh will
have a difficult job again this year, as
the restorations continue to get better
and better. One of our judges at both
Sun 'n Fun and Oshkosh has been re-
cently honored. It has been my pleasure
to have know this gentleman for a num-
ber of years. He's Xen Motsinger, and
he's always been very modest about his
many accomplishments. A strong sup-
porter of the EAA Antique/Classic
movement over the years as a volun-
teer, as a active chapter member and
one who unselfishly donated to EAA
programs. It is very fitting that Xen has
been inducted into the South Carolina
Aviation Hall of Fame. Congratula-
tions, Xen! We look forward to your
continued leadership in the future.
The major theme during this year's
EAA Convention, EAA AirVenture
Oshkosh '98, will be "A Salute to Cor-
porate Aviation." It is a joint effort by
EAA, the Antique/Classic Division,
the NBAA and others. Our part will be
display those famous corporate air-
craft which fall within the Antique,
Classic and Contemporary aircraft.
They'll be displayed on the center
concrete taxiway and will be the high-
light of the show. The Division is
honored to have a role helping put this
display together. There will also be ad-
ditional aircraft on display which will
carry this corporate aviation theme to
present day - it should be quite an
impressive display.
Each of us has an airplane we've al-
ways wanted to own. For me, that
airplane has long been the Luscombe 8
series. This past month, I was able to
buy my dream. I'm now the proud
owner of a 1947 Luscombe 8E. It had
been owned for the past 26 years by
Ken Woodard, who retired as a me-
chanical engineer for a company in
Indiana. He then moved to Greensboro,
NC to enjoy his retirement years.
N2628K has been treated with very lov-
ing hands over the years and is corrosion
free. I now have a new toy to go out and
play with on the weekends-I'll share
a photo of it with you in the future .
Everyone, please keep up the good
work on our 10n1 membership drive to
support your EAA Antique/Classic Di-
vision. Lets all pull in the same
direction for the good of aviation. Join
us and have it all! ...
VINTAGE AIRPLANE 1
A/CNEWS
compiled by H.G. Frautschy
"FRENCH ACES OF WORLD WAR I"
Key to back cover painting.
1. French air bases on the Western Front
1914-1918.
2. Guynemer's Nieuport 17-August 1916.
3. Captain Albert Fequant-Voisin Type 3 from
VB102-1915.
4. Lieutenant Charles Nungesser-5pa 65
5. Captain Georges Guynemer's ID card.
6. The Legion D'Honneur.
7. The Medaille Militaire.
8. Lieutenant Jean-Pierre Bourjade-5pa 152
9. SILT Fernand Guyou-N93
10. Maurice Farman Shorthorn Type So11-
Reconaissance'SaI264
SALUTE TO CORPORATE AVIATION
One of our main themes at EM AirVenture
Oshkosh '98 will be a joint celebration by
EM and the National Business Aircraft Associ-
ation. Entitled "A Salute to Corporate Aviation,"
many of the aircraft featured will come from
the Antique/Classic ranks. For more information
on this "West Ramp" spectacular, please see
Antique/Classic President Butch Joyce' s col-
umn on page I.
A/CSAFETY
In an effort to add to the educational base
we can all draw upon, A/C Advisors Steve
Krog and Roger Gomoll have begun writing a
bimonthly dedicated to educating all of us
about operating our vintage aircraft. Older air-
planes draw on current knowledge, plus they
can often have idiosyncrasies that become
clouded in mystery over time. Steve and Roger,
both active CFI's who often teach in Antique,
Classic and Contemporary airplanes, will
approach each topic with the unique perspec-
tive that these aircraft present. This month's
installment deals with an honest self-appraisal
of your flying skills, and what you can do to
brush them up. It starts on page 5.
We' re open to your suggestions regarding
which areas you would like covered. You can
send your comments to either Steve Krog or
Roger Gomoll - their addresses are listed on
the Contents page under "Advisors."
2 MARCH 1998
SUN 'N FUN STOPOVER
EAA Chapter 905 invites all of you flying
to Lakeland for Sun 'n Fun to stop by for some
southern hospitality at McKinnon Airport on
St. Simons Island, GA. The dates for the event
are April 16- 19.
CELL PHONES IN THE AIR-DON'T!
A number of people have mentioned they
had seen a newsletter or E-mail concerning the
use of cellular phones while airborne. The ear-
lier article(s) said it was okay to use them, when
in fact, it is illegal to do so. The FCC is very
specific about it: Section 22.925 of the FCC
rules, 47 CFR Part 22, provides that cellular
telephones installed in or carried aboard air-
planes, balloons or any other type of aircraft
must not be operated while the aircraft are air-
borne (not touching the ground.)
Does it "work?" Yes, in some cases the call
will be be made, but only by interfering with
other cells as far as 400 miles away, depending
upon your altitude. The only "cellular" type of
service that is licensed by the FCC for use in the
air has just concluded testing- AirCel1. That
company uses a "cell type" system using specific
frequencies (different than regular cell service)
to cover much larger cells across the country.
We also have been told that it is not difficult
for a seasoned cellular technician to track
down an interfering signal, and that the FCC is
pretty aggressive about instituting fines in
these situations. The moral of the story- wait
until your wheels are rolling on the pavement
before you order your pizza or call the wife to
come pick you up!
If you'd like more information from an
expert on the subject, contact Larry Schuler,
the network Operations Manager at United
States Cellular. He can be reached at
Ischuler@cellular.uscc.com
Our thanks to Cy Galley of EAA Chapter
75 for letting us know about this rumor, and
for his work in getting the real facts.
TONY LEVIER 1913-1998
Famed racing and test pilot Tony LeVier
has passed away at the age of84. LeVier, like
so many children of his generation, became
enamored with aviation during the craze over
Charles Lindbergh's solo transatlantic crossing.
By 1932 he was working as a pilot in aviation,
and he soon made a name for himself as a race
pilot. He won two races in the 550 cu. in. class
at the 1938 Oakland, CA event, and he also
placed third in the Unlimited race with the
Schoenfeldt Firecracker. Labor Day weekend
that same year saw LeVier and the Firecracker
in Cleveland at the National Air Races, where
he won the Greve Trophy race. He returned
the following year, 1939, with the Firecracker
and placed second in both the Thompson and
the Greve. With his passing, an era closes, for
he was the last of the pre-war Golden Age of
Air Racing pilots remaining. No one stillliv-
ing raced in the pre-war Greve, Thompson or
Bendix Trophy races.
For many people, Tony is also remem-
bered for the work he did with the P-38
Lightning, both as a test pilot and as a factory
demo pilot, showing military pilots new to
the fork-tailed devil that it was indeed a for-
midable fighting machine.
He returned to air racing after the war, and
was one of the men who designed and built the
Cosmic Wind racers, racing planes that many
consider among the prettiest racers ever built.
In his later days, Tony, ever active as an
instructor, noticed the alarming upward trend
in stall/spin accidents, and sought to do some-
thing about it. His SAFE program was
intended to educate pilots, both old and new,
about spin recovery and stall prevention.
CLAUDE GREY 1918-1997
I f you've ever had an airplane judged under
the rules set up by the EAA Antique/Classic
Division, you have Claude Grey to thank for
his volunteer efforts. Back in the early 1970's
Claude and fellow antiquer, Al Kelch took the
time to formulate the simple rules for judging
aircraft, putting a measure of consistency and
objectivity into the process.
Claude was a long time restorer. He and
Bob Groff owned an American Eagle, powered
with an OX-5 . Chosen as the A/C Antique
Grand Champion in 1976, it set a standard that
was tough to match for restorers who followed.
His Fairchild 24 also set a high benchmark as
it won numerous awards at various fly-ins. He
also enjoyed homebuilts, having completed a
Smith Miniplane in 1960. Claude, a career
Captain with Western Airlines, passed away
November 19,1997.
GERALD "JERRY" B. COIGNY 1912-1998
A long time EAAer and antiquer, Jerry
Coigny is best remembered in vintage airplane
circles for his Beechcraft Bonanza, which he
owned for the last 35 years. Jerry flew the very
original Bonanza to the EAA Convention in
1977, 1987 and 1997. Accompanied by the
love of his life, Lucy, Jerry enjoyed flying his
Bonanza, restoring antique Ford cars and being
with his friends in the Antique/Classic Divi-
sion, OX5 Aviation Pioneers, the Silver Wings
fraternity and the UFOs. A transport pilot with
the Air Transport Command during WW II, he
flew C-47s, C-49s and DC-3s. Later, he ran an
orange grove and, still later, raised chickens
and chinchillas.
Lovers of Lus-
combes will recall
the special events
that brought Jerry
and Lucy together
while working for
Luscombe, the re-
sult of which was
Lucy eloping with
Jenyinabrandnew Luscombe8A.
OurcondolencestoLucy,andto theirsons,
Roger, FrancoisandJenyPaul.
CANADA'STHUNDERCmCKEN(Right)
Pilotsflying thenorthcountryofCanada
cameto love thissplendidbird...ofcoursethe
"bird"we speakofis the Noorduyn Norse-
man. Oneofthe workhorses of"TheNorth,"
the Norsemanwenton to becomeone ofthe
premieraircraftbuiltinworld. ..ifnotthe pre-
mier aircraft built in Canada. Peter G.
Masefield, former technical editorofThe
Aeroplane, listedtheNoorduynaeroplaneas
one ofthe world's20 best, statingthat it
"stoodin aclassbyitself."
ThefirstproductionMkIappearedin 1936
and the final version, aprototypeMk VII be-
gan testflights in 1951,beforebeingcanceled
andmoved intostorage.
Nowthequestionbegsto beasked?.why
the historylesson?Well, AlbertaAviation
MuseumAssociationis pleasedtoannounce
"NorsemanLodge",the"comingout"ofone
ofthesesuperbaircraft. Volunteersatthe mu-
seumhavebeenbusy restoringCF-ElHand
havecompleted this challengingtask.The
time has cometo honorthesevolunteersand
toastafine aircraft. Themuseum is "present-
ing"-ElHduringan eveningoffun, food and
goodold reminiscing.Theeveningis settobe
avery informal, with the dinnerto be what
mightbeconsidered"NorthernFare':..chili,
salad, pie,etc.Theevening'sthemewill re-
OctoberMysteryPlane
hasbeensolved!
JohnUnderwoodthoughtaboutthe
MysteryPlanephotofromOctober,and
republishedintheJanuaryissue. Here's
whathehastosay:
The sign on the Aero club ofIllinois
hangar should read "STUDENSKY. "
(Wereaditas STUDENSAY-HGF)He
was a Russian, I think, and taught to fly
by Bleriot. Both ofthose signs appear to
- ..
flect 1947,the lastyear - ElH flew into a
NorthernLodgeused forhuntingorfishing.
Location: EdmontonAviation Heritage Cen-
tre Hangar(AlbertaAviation Museum
Association- A.A.M.A.)
Date:Saturday, April 18, 1998
Doors: 5:30p.m.
Presentation: 6:30p.m.
Dinner: 7:30- 10:00p.m.(Buffetstyle,eat
wheneveryouwish)
Cost: $10.00perperson(Cash Bar)
Tickets: Available at the Alberta Aviation
Museum GiftShop (Available to Tuesday
April 14, 1998)
Dress:VeryCasual.Howeveryou'recomfortable!
be altered. The other one should read
Kolovas-Davis. InCidentally, there were at
least three groups ofidentical hangars at
Cicero Field and they were erected in
1911, the gift ofCol. Charles Dickinson,
the ACI's principal benefactor.
The October Mystery Plane isactually
the first biplane to bear the Beech label.
The designer was A. C. Beech; no relation
to Walter, asfar as I know. It was billed
as the largest airplane in the U.S.ofA.,
with a span of52feet. Power was a 75hp
Roberts and it accommodated three. It
was sometimes referred to as a
Beech-Farman or the Beech-
National, because it was built
by the National Aeroplane Co.
ofChicago and Galveston, TX
The NAC had winter quar-
ters at Galveston, where they
operated a school with a French
Nieuport, a Curtiss copy, a Ble-
riot and the Beech-Farman,
which wasfinished at Galveston
Furtherinformationcan beobtainedfrom:
AlbertaAviationMuseumAssociation
Tel: 403-453-1078
11410KingswayAvenue,
Edmonton,AB.T5GOX4
e-mail: bhound@planet.eon.net .....
and tested there by J. Hector Worden,
who was quite well known at the time.
This was early in 1912. Paul Studensky
and Worden were the NAC School of
Flying's instructors.
The Beech biplane was unique for that
time in that it was fitted with dual controls.
On one ofits first outings, Studensky took
it on a cruise around Galveston Island,
attaining 2,000 ft. and covering about 25
miles. They operated it from Denver
Beach until A.C. Beech collided with a
tent pole and it was shipped to Chicago
for repairs.
Paul Studensky used it for exhibition
flying, joy riding and flight instruction.
He lived to old age and checked out in
1961. Worden threw in with the Mexican
F ederales in the latter part of I 912 and
thereafter was known as Capt. Worden.
Having survived a revolution or two, he
tried to perform an inverted loop at the
Dallasfairgrounds on 6May 1916. In
that he was eminently unsuccessfUl.
The October Myst ery Is finally unmasked, thanks to the efforts of John Underwood. It's the
Beech-Farman, sometimes referred to as the Beech-Natlonal.
VINTAGE AIRPLANE 3
VINTAGE
AeroMail
OH, IF ONLYI COULD BUY ONE OF
THOSENOW. ..
Hello!
Enclosed you will find a picture we are
hoping you will be able to help us identify.
My husband's grandfather served in the in-
fantry in Europe in World War I. This picture
(below) was in his memorabilia, and we are
quite curious about it, as it appears to be an
airplane factory. Where? What type, etc ...
We have an Allied map of France that
was his as well, it that provides a clue. If
someone can help, we would certainly ap-
preciate knowing about this picture .
Thanks in advance.
Rebecca Clark
1238 Fifth Av.
Safford, AZ 85546
Dear Rebecca,
From the general overall appearance,
and the variety ofaircraft types in this
building, I'd hazard a guess that you're
looking at a disposal warehouse after the
Great War had ended. At the cessation of
hostilities, there were thousands of un-
needed airplanes that were disposed of,
either intact or scrapped.
Can anyone else add more to that
shred ofopinion? - HGF
Dear Bob [Whittier],
I am enclosing a print of an early E-2,
which I thought you might like to see, or if
you had previously seen it, you might be
able to provide some information about it.
The only thing I can tell you about it is
it was made from an etched image on a
copper plate attached to a wooden block.
This plate was left
for me at the field
where I work part-
time by an old friend
who was passing
through this area.
Unfortunately, for
me, I was not there
when he stopped, so
I don't have any in-
formation as to how
he obtained it.
I took it to a local
printing shop, where they were able to
make some copies, which I'm sending to
people such as you in the hopes someone
will be able to provide some information
on it.
I suspect the location is Bradford [PA],
with a small portion of the factory visible
under the prop. It seems likely that it was
used for advertising purposes, possibly in
a sales brochure.
Best Wishes,
Ed Kastner
2330 Woodard Rd.
Elma, NY 14059-9365
Dear Ed,
About the Cub shown in the picture
you sent me . .. I had never seen this par-
ticular picture before. Since the tail does
not show, we don't know what the NC
number was. So that sets us adrift.
However, I do have a lead ofsorts. In
an aviation history book published in
England in 1956 is a photo ofan E-2.
(The same photo is published in the 1932
issue of Jane 's. - HGF) The paint
design on the
the second number in a registration de-
noted the year ofmanufacture .. . this my
own E-2 Cub, NC15009, was made in
1935.) The cowling on the plane in your
picture is the early type without air-deflec-
tion scoops behind the cylinder blocks.
The color scheme shown was not a
common one, although it has been copied
by some antique airplane restorers. In
1932 production was so modest, they
could paint ships to suit the buyers. I be-
lieve as production picked up, they found
it economically necessary to stick to the
familiar all-silver color with dark red
nose, fuselage stripe and vertical tail. So
conSidering the cowl, the color scheme,
the 100,000 mile lettering on your ship,
and the fact that the NC12360 appears in
a publicity photo put out by Taylor
Aircraft, there is afair but probably un-
provable chance that the ship in your
picture is this one.
The Piper Museum in Lock Haven may
be able to add a few more clues.
Sincerely,
Bob Whittier
Duxbury, MA
(Editor's Note: Bob Whittier, EAA
1235, has been an aviation author and
pilot for over 50 years, and is a regular
contributor to EAA 's Experimenter mag-
azine, writing the "Lightplane Heritage"
column for the past seven years. In the
years prior to that, he was afrequent
contributor to a number ofaviation peri-
odicals, including EAA 's Sport Aviation
during EAA 's early days.) ...
fuselage is
identical. The
NC number is
12360, indi -
cating it was
built in 1932.
(From about
1931 to the
late 1930s,
when airplane
production
was modest,
VintageAirplaneSafety
Butterflies and Pancakes
by STEVE KROG, Ale DIVISION ADVISOR
In a few weeks the pancake fly-in break-
fast season will be upon us.
This is an exciting time for all EAA
Antique/Classic pilots to renew our collec-
tive interest in sport aviation. It's an
opportunity to get of the out of the house,
get away from the hangar and back in the
cockpit of our pride and joy. Just as impor-
tant, pancake fly-ins let us share the joy of
flying with others who appreciate fun and
interesting aircraft.
Before you jump back in the cockpit,
it's imperative you take some time and
honestly analyze your flying skills, your
airplane(s) and the airports you hope to
visit in 1998.
Along with the fun of flying Antique and
Classic airplanes, many pilots also experi-
ence a different kind of flying-butterflies in
their stomachs. A few simple precautions
can prevent those butterflies and give you
more opportunities to enjoy the pancakes.
STARTING FRESH
A safety conscious pilot will conduct
the most thorough preflight inspection of
the new year. From bird nests to mouse
nests and fuel sumps to tail wheel springs,
every component part of your airplane
needs to be critically eyeballed. If you gen-
erally burn auto fuel and haven't flown the
airplane in at least two months, you may
want to drain the fuel tanks and refill with
"fresh" fuel. Auto fuel bums just fine, but
it sometimes goes stale if stored for a long
time. Burn the old fuel in your pickup
rather than risk a rough running engine on
the first take-off this spring. There's no
need to get stomach butterflies on your
first flight ofthe new year!
KNOW YOUR SKILLS
A competent safety oriented pilot wi ll
also conduct a candid self-critique of his or
her pilot skills.
Perhaps you've been away from the
cockpit for several months and it's just a
matter of refamiliarizing yourself with the
aircraft. Several one hour local flights to
hone your skills, reacclimate yourself in
the cockpit and reconfirm the aircraft's
flight characteristics will save a stomach
full of butterflies when you make your pat-
tern entry and landing at that first pancake
breakfast of the new year.
Remember that first big pancake break-
fast you attended last year? Various aircraft
were in the pattern, ranging from J-3 Cubs to
a Stearman, from a Cessna 210 to a Long-
Ez, and there were at least six or seven other
aircraft out there as well. From slow to fast,
some are easy to see and others just seem
difficult to spot. Not only was your head on
a swivel looking for other aircraft, you also
had an uneasy feeling in your stomach.
The amount of traffic was first making you
feel your approach was rushed, and then
forcing you to extend your traffic pattern.
The wind wasn't quite right and you knew
that if you missed the first runway turn-off,
two or three airplanes behind you would
probably have to go around. Your forgot
all about those greasy sausages you were
planning to eat. They were replaced by a
case of butterfly indigestion.
Before finding yourself in this position,
a few moments of thought and some prepa-
ration will help make those sausages and
pancakes sit a little better.
GIVE THEM A BREAK
Many of the pancake fly-in participants
may be somewhat inexperienced, low-time
pilots. Have patience and allow them a little
extra room. Just as we gained experience,
they need to be allowed to participate in fly-
ins and pancake breakfasts as well.
Remember your first few fly-ins and the anxi-
ety you experienced? What better excuse than
pancakes is there for building time and ac-
quiring experience on a sunny bright Sunday?
KNOW YOUR DESTINATION AiRPORTS
A vast majority of the fly-ins we attend
are held at non-tower airports. It's impor-
tant you review the safe and proper
procedures for flying into and out of non-
tower airports. Frequently, I have observed
pilots familiar with tower airport proce-
dures fly into these events and become
totally flustered. They were so accustomed
to having someone telling them what to do
that they developed "gray matter circuit
overload" in hearing 10 other airplanes an-
nouncing positions via unicorn. Sometimes
in their frustration, safety was compro-
mised. Patience and courtesy will prevent
butterflies for all concerned!
Think about and plan for the airport to
which you'll be flying . Though you may
have been there a dozen times previously,
situations do change. Your arrival in the
traffic pattern is not the best time to find
out the favorable runway is closed.
Are you familiar with the runways and
conditions at the destination airport? If the
primary runway is only 2,000' long, perhaps
it would be wise to practice several short
field landings at your home base before
making a spectacle of your landing at the
breakfast site. Equally important, practice
a half-dozen short field takeoffs as well.
And what if the primary runway is hard
surface and you're use to a sod runway?
Further, what about the wind? If there is a
strong possibility of some type of cross
wind at the pancake breakfast site, then get
out and try a half dozen cross wind take-
offs and landings at your home airport. Get
comfortable in your airplane for most all
conditions that you might face and keep
the stomach butterflies to a minimum.
HANDLING CROSS WINDS
Cross winds are perhaps the biggest
cause of anxiety to sport aviation pilots,
the greatest single cause of stomach butter-
flies. Frequently, a number oflocal pilots
will discuss flying to the next pancake
breakfast. Everyone is enthusiastic about
the next day's flight. But, when Sunday
morning comes and we prepare for depar-
ture, we usually lose several participants.
The most common excuse, "It's a little too
windy. I don't think I'll go." Or, "I think
the wind will pick up and it'll be too windy
when I get back."
If cross winds give you butterflies,
you're missing many hours of great flying
and pilot camaraderie. And it ' s easily fixed
(depending on your aircraft) by simply get-
ting in some practice at your local airport.
You should certainly know your flight
-Continued on page 30-
VINTAGE AIRPLANE 5
T
he year was 1938, just
shortly after the famous
hurricane swept through-
out the New England states. It was
October and I was out working in a
farm field. About 3:00 p.m. I saw
the aircraft "Ti me Flies" flying
around overhead and staying in our
area. It had been hangared here at
Rentschler Field airport, close to
Pratt & Whitney Aircraft and Hamil-
ton-Standard Propeller companies at
East Hartford, CT.
For several days the aircraft had
been flying around and was being
flight tested by Earl Ortman for the
Army Air Force. The only noticeable
change in the aircraft as it was modi-
fied for the military was that its flush
line windshield was changed to a
built-up enclosed canopy.
I noticed the aircraft was doing
aerobatics when it started climbing to
a higher altitude, and was nearly out
of sight. So, I forgot about it for a few
minutes when suddenl y I heard the
high-pitched scream of an aircraft en-
gine and as I looked up my eyes found
it to be the famous "Time Flies." I'd
judge when I saw it it was in a 90-
degree vertical dive with its engine
by ROBERT E. FORREST
wide open from the sound of the
screaming prop. Back in 1938 that
was the fastest I'd ever seem an air-
plane move and the plane was losi ng
hundreds of feet per second. I watched
for the pull-up, but it never started. I
knew it would be the end, as by now it
could never pull out of the dive with-
out coming apart.
I began to worry about Earl Ort-
man. I had not seen him bailout, and
I could see the aircraft was breaking
up into thousands of pieces and flying
through the air.
Pieces were falling and coming
down for sometime after the plane
had crashed. I still hadn' t seen Ort-
man bailout, but after searching the
sky I finally saw a white speck floating
and knew it was a chute.
All that remained of the "Time
Flies" were the prop, engine and fuse-
lage where it crashed. The wings and
tail had completely disintegrated. As
the hi ghly polished, doped fabric tore
off the surfaces and plywood started
"Time Ales," with its new canopy, sits at the edge of the tarmac before being taken up by Earl Ortman
for Army Air Corps tests.
Courtesy Robert Forrest
6 MARCH 1998
ripping, exposing the rough, open
framework of ribs and spars, pieces
flew like seeds in the wind. The slight
breeze that was blowing had scattered
pieces of fabric and plywood for
50 miles.
The Pratt & Whitney twin Wasp
and Hamilton-Standard constant -
speed prop roared all the way to earth
and hit with a terrific impact in the
center of a hurricane damaged tobacco
barn. The time of the crash was about
4:00 p.m. Just a few minutes before
4:00 p.m. some people were in the
barn working at salvaging what they
could of the tobacco. They had just
quit working for the day and had left
when the plane hit.
When I saw what was about to
happen I stopped working and ran to
the end of the field, jumped on my
bicycle and tore off in the direction
of the crash site, which was about
five miles away.
The next day as I read the facts in
the newspaper, Earl Ortman told
reporters that as he was putting the
aircraft through some routine maneu-
vers he started a series of dives. Then
he felt the aircraft shudder for a sec-
ond and saw pieces of fabric rip off
the wing. He knew he had to act fast.
He unlocked the canopy, and, as he
was pushing himself up out of the
cockpit , a piece of something flew
back and hit him in the head, knock-
ing him clear of the aircraft and
knocking him out or stunning him
for a moment or two. He said it must
have been a piece of the cowling. He
said he didn't cut the engine switches
and didn ' t remember pulling the
chute 's rip cord. But when he came
to his senses he saw his chute was
open and as he glanced down he saw
the ship hit the ground and explode
in flames.
Ortman landed several miles from
the crash site, but was picked up and
brought to the scene later.He was
glad no one was hurt or killed. One
other fact I might mention here is
that a streamlined aileron counter-
weight weighing about 20 - 25
pounds had come loose and landed
within two or three feet of a child
who was playing in a backyard not
far from the crash site.
When I arrived at the crash the
plane was still burning. It was the
hottest fire I had ever seen. You
couldn't get closer to it than 70 or 80
feet, it was so hot. The fire engines
got there about as soon as I, and noth-
ing they could do would put the fire
out. They tried to contain it and save
some of the barn, but most of it was
burned and lost.
I was 17 years old when the acci-
dent happened and I was an active
model airplane builder. I had collected
quite a number of pieces of the 'Time
Flies," and one piece which I prized
very highly was a section of the left
wing leading edge from the wing tip
to a length of three or four feet long
back to the first spar, complete with
its section of leading edge sub ribs
with its thin plywood covering and
yellow doped polished fabric over that.
After showing off my prize collec-
tion of "Time Flies" for some weeks
I finally made a big deal with one of
the model airplane hobby shops in
Hartford, CT. For several dollars
worth of balsa wood and model air-
plane kits the owner proudly hung up
his new prized trophy in his hobby
shop with a sign telling it was from
the original "Time Flies."
I had always loved that aircraft. It
was a beautiful looking race plane
but not quite "beefy" enough for a
military aircraft. I wonder if I am the
only one left who may have witnessed
the death of the old "Time Flies" or if
anyone else would have any news
clippings of the event. I would like to
hear from anyone who has any infor-
mation whatever about it.
The two photos I've enclosed show
the "Time Flies" as she first appeared
as a race plane flown by Frank Hawks
and the later version as she had been
flown by Leigh Wade in the 1938
Cleveland Race, and later that same
year by Earl Ortman to its demise . ....
Courtesy Robert Forrest
VINTAGE AIRPLANE 7
By WALT KESSLER
the gulls that soar from the harbor."
The " island off of Grant Park" the
I
I
i
<.0
Q
110
70
t--- 601
o
1
,
9

_
NAS GLfNVIEW
653 " 80
GCA Of
142 14 340.2

<:
."
8 1
120 !
110 L
r
L
tickets say "ORD" and not so \ ething
more obvious like "CHI"? Many years
before the airplane was invented th.ere
was an 1840 village named @rchard
Place that stood on the site that is\now
O'Hare Field. ORD was the villae's
post office designation. Later, a smaller
airport also was on the site.
When Orchard Place was enlarged,
creat\ng O'Hare Field, it
Orchard Place and abutted
130 16
J 40
"Airports" byJohn W. Wood (1940)
NortherlyIsland(upperright) wasthesiteofaportionofthe1932"CenturyofProgress"exposition.In1948
theIslandwasdedicatedas NortherlyIslandAirport.ThenextyearItwasrenamed " MerrillC.MeigsField."
that same immediate vicinity.) In the sur-
rounding area, Ettie fields like Elmhurst,
Sky Haven, and Wilson would also disap-
pear as O'Hare quickly becam,e the
busiest airport in the ,world . .lu t/;le 19308
and ' 40s, forty small serv_ed ) he
Chicago area. ./ ;; 1
Back to Meigs, which was rebOnfre-
'" t
'--________........""---''---'--___--'''-IIa==-..... airportinChicago.
ish like its initial supporters hoped it
would, inste'ad .of dying on the vine for
lack of attention at the handso f those
charged to encourage its growth.
i t stfems doubly irdnic that just as tech-
nologyrgives 'USThe mer ns to erihance the
userutness of the airpo many times over
a :vent of the GPS
airport is used ' litical , with n '. /
real regard as to, its otentiaf. Perhaps' the
efforts of Meigs sUPP. rters botkln and
\ out of government: dj pn t e few
ye'lirs can b'elp underscore h iqu abil-
. Meigs has t city'in k'Variety
ofroes. - - ....
">.
If it has been a while since you
visited Meigs Field, perhaps an
upcoming event might be just the
reason you need to drop on by-
on May 16-Museum Campus
Day in Chicago, there will be a va-
riety ofspecial events at Meigs,
including a static airplane display.
You're welcome to fly or drive in.
The general public is invited. EAA's
Ford Trimotor will be there, and if
you have an interesting airplane
you'd be willing to place on dis- /
play that day, please contact Steve
Whitney, Friends ofMeigs Field,
847-470-9300 (W), 773-465-6396
(H), or E-mail: fromeigs@aol.com
The weather date is June 13.
-H. G. Frautschy
In 1935, plans were well
underway for a lakefront
VINTAGE AIRPLANE 9
GIPSY
JUNKET
by ANDREW KING
Ale 10739
It had been an uneventful flight so far.
Fifteen-hundred feet below was the cement
plant at Holly Hill , South Carolina. The
sun was setting in the west, the weather
was beautiful except for the persistent head
wind, and the engine was purring a steady
note. Twenty more miles across that eight
mile wide lake and we'd land in Manning
and get a ride to a hotel for the night.
Greg and I had started that morning
from a small airstrip north of Tampa,
Florida in Gene DeMarco's Gipsy powered
Stampe biplane, headed for its summer job
at the Old Rhinebeck Aerodrome in New
York. We had stopped at Kermit Weeks'
"Fantasy of Flight" Museum (l used to
work for Kermit so I was able to obtain
permission to land there) for breakfast and
a tour of the facilities with Paul, an old
friend and one of Kermit's chief mechan-
ics. After taking off from the longest and
widest grass strip I've ever been on, we
flew over Disney World and then stopped
to see Jim and Kevin Kimball at their shop
in Zellwood where several interesting air-
planes were coming together.
Then our trip began in earnest.
Greg had ridden with me in my
Taylorcraft to California a year
earlier so he was used to low and
slow, but this was his first trip in
an open cockpit airplane. There
were no instruments in the front
pit but he was a good navigator
so I let him fly sometimes and
he held his altitude pretty well.
There are a lot of swamps be-
tween Florida and Virginia and it
seemed like we flew over all of
them, but the Gipsy engine never
skipped a beat. Until that cement plant.
Bang, POW! Cough, cough, bang! Our
once trust engine was suddenly very un-
happy about something. We had just
passed some open fields so I made a 180
and headed back as the engine continued
coughing and banging, and we slowly de-
scended. Fuel was on, mixture was wired
rich, carb heat is automatic on a Gipsy, so
there wasn't much to check. I looked down
at the magneto switches, reached over and
shut off the left one, and suddenly the note
of the engine smoothed out somewhat and
I found that I could maintain level flight
with only an occasional bang from up
front.
The chart showed a small grass strip,
the Holly Hill Airport, a few miles to the
north, so I made another 180 and cau-
tiously opened the throttle a bit. Soon the
airport was in sight, then in gliding dis-
tance, so I pulled the power back and we
settled onto the grass runway at the
deserted airport.
Panoramic view of the two pilots over the clouds somewhere over Florida.
10 MARCH 1998
We looked under the cowling, found a
little oil on the left mag, took off the dis-
tributor cap and cleaned it up as best we
could, checked the points, and hopefully
started the engine again. Nothing doing;
our solution would not be that simple and
it was now almost dark. We tied the for-
lorn Stampe down and started walking. It
wasn't too far before we came to the local
country club where a bunch of guys had
just finished playing golf and were stand-
ing around their trucks smoking cigars and
shooting the breeze. They looked at us as if
we had just landed from Mars instead of
from Walterboro down the road, but even-
tually we convinced them we weren't
Yankee spies, so they gave us a ride into
town and then to a motel up by the interstate.
In the morning we met Albert Canaday,
who owned the body shop in Holly Hill
and, more importantly to us, owned a
hangar out at the airport where he kept his
Tri-Pacer. He drove us out to the strip,
opened his hangar, showed us where the
tools were, and told us he'd check back
from time to time to see if we needed any-
thing else. There was some southern
hospitality. After a while Lamar Day
stopped by; he also flew out of the airport
and worked at the cement plant that we
had almost visited the day before. Lamar
found whatever we couldn't find in Al-
bert's hangar and drove me into town to
get lunch for us.
It didn't take long to discover the prob-
lem. We initially assumed that it was an
ignition problem, since shutting off one
mag made things better (we also discovered
that the left mag switch was hooked up to
the right mag), but after finding nothing
obviously wrong with the ignition system,
we decided to look under the rocker box
covers. Here was a surprise! The rocker
arms on a Gipsy Major are supported on a
cast or forged pedestal that is bolted to the
cylinder with three bolts. On the rear cylin-
der, two of the three bolts had broken and
the third was just hanging on, so valve
clearances and timing had gone all to heck
with the resulting protests from the engine.
Oddly enough, shutting off the spark plug
closest to the valves had made the engine
run better, as if just the distance across the
cylinder was enough to make the other
(Left) The Stampe in front of the hangars at Kermit
Weeks' "Fantasy of Right" museum.
spark plug fire ok.
We discovered that half of the other
pedestal bolts were loose, so off came all
the baffles, rocker arms, rocker shafts,
push rods and the pedestals and we set to
work righting the wrongs. Fortunately the
broken bolts were the same size as Tri-Pacer
lift strut bolts and Albert happened to have
a few in the hangar, which he donated to
the cause. Lamar took the spark plugs off
to clean while Gregg and I kept going on
the rocker pedestals, and amazingly
enough by about 4:30 that afternoon we
had everything buttoned up again and were
ready for a test flight. All went well on a
five minute hop, so we looked over our
work, loaded our bags and said good-bye
to our new found friends.
The rest of the flight was somewhat an-
ticlimactic. We made it to Sanford, North
Carolina that night and stayed with fellow
antique airplane nuts Connie and Jimmy
Dean, and the next day, despite a migraine
headache on my part (Greg did a lot of the
flying that day), made it to our homes in
Virginia. A few days later, on Saturday
morning, we went the rest of the way, 300
miles, to Old Rhinebeck where the air-
plane starred in the afternoon air show
while Greg and I relaxed and enjoyed
the sights.
We even returned home in style - on
Monday morning Gene, glad that we hadn't
put his Stampe in a swamp, flew us back to
Virginia in his Howard DGA although he
sat in the back half the time and let us play
big airplane pilots in the front. I haven't
asked Greg if he wants to go on another
trip yet, but I suspect that he's crazy
enough to say yes. Time will tell. ....
Sharing the ramp at New Garden, Pennsylvania with a Corsair. Greg working on the engine while Lamar keeps a watchful eye. Holly Hili, South Carolina.
BudKilbey'sHeritage
AJourneyman
Restorer's Masterpiece
is Completed
by H.G. FRAUTSCHY
T
he Taperwing. You don't even need to say the name Waco in the same sentence for many an antiquer to
know immediately what you're talking about! That remarkable product ofthe Waco company is the
subject ofmuch affection from the pilots and admirers ofthe Waco line. One can only imagine the joy the
late George "Bud" Kilbey, Jr. (EAA 4114) must have felt in 1958 when he bought one for $250. Already an
aircraft restorer at a time when "restoring" an airplane just wasn't a very common occurrence, Bud not
only had a Taperwing, but a historical airplane as well. Its pedigree reads as follows:
Bud Collection
Bud Kllbey was given this photo of NCU211 taken on New Years Day, -
1931. It was to be lIown bome by Its new owner, Glenn W. Shereii (left) of
lansing, MI. The other two people are not ldentilled. When IIrst dellveJed, t.be-
Waco was a stralgtrtwlng, and featured a pair of Bend ....... .
and tires. The article has the details as to bow Bud was given lfi8 photo.
1 2 MARCH 1998
Manufactured in December of 1930,
Waco ATO SIN 3148 was sold to Glenn
W. Sheren of Lansing, MI. Glenn didn't
enjoy it for too long, for on New Year's
Day, 1931,itwas
banged up severely
enough to require
the replacement of
all four wings, the
center section and
repairs to the fuse-
lage, prop, engine
and landing gear.
Still, Sheren kept
flying the airplane
until April 20, 1935,
when he sold it
to the Michigan
Aeronautical Corp.
in Ypsilanti, MI.
The airplane then
came into the
ownership of the
Becker-Forner Fly-
ing Service of
Jackson, MI, who
sold it on October
21 , 1935 to the
Mackey Flying
Service of Find-
lay, OH. Up to that
point in time, the
biplane had been
registered as a
Commercial air-
plane, but Becker-Forner had made
changes to the airplane to get it ready
for the air circus circuit. The installation
of a 25 gallon smoke oil tank in the
front cockpit, plus the smoke system,
was done. A 250 hp Wright R-760 was
also installed, making the biplane, as at-
tested to in an affidavit by Francis
Archer, Waco's chief engineer, eligible
for certification as a Waco CSO. With
the new engine and smoke oil tank, the
Waco was now a single-place airplane
licensed in the Restricted category for
use in banner towing and sky writing.
In September of 1937, Mackey sold
the Taperwing to Michael Murphy. In
another affidavit to the Bureau of Air
Commerce, dated March 16, 1938,
Archer testified the biplane was eligible
for registration as a Waco ATO when a
set of "taperwings" was installed per
the factory specifications.
My favorite piece of paperwork that
came in a package of data collected by
Larry Harmacinski, (Thanks Larry!),
was a request from the Murphy Flying
Service for a new copy of the registration
certificate from the CAA. According to
the letter, Murphy lost the original dur-
ing inverted flight , when the certificate
fell out of its holder and disappeared
over the side!
Murphy's work and exploits with the
Taperwing and other airplanes could fill
a book. His airshow firsts alone are
Jim Koepnick
quite a list - the first to put a landing
gear on the top side of a plane so he
could land it upside down; the first to
make a car top "world's smallest air-
port" landing; the first to land and
takeoff from land on a float-equipped
plane- all of these exploits were just a
few of his antics. A frequent airshow
pilot at the National Air Races in Cleve-
land, Murphy was later a decorated
pilot in WW II- as a glider pilot! He
was instrumental in training troop car-
rier glider pilots for the Normandy
invasion, and was himself severely
injured in a pre-dawn D-Day glider
landing. During the rollout, the glider's
brakes failed to hold, and Murphy led
with his chin as the big Waco glider
crashed into trees at the edge of his
landing field. Murphy was the first ca-
sualty of that battle and was returned to
the U.S. It took him over six months of
hospitalization to regain his strength.
After his wartime service, his return to
civilian life continued to revolve around
aviation, where he earned several aero-
batic awards, including the Freddie
Lund Trophy, which he retired after
winning it three times. He was one of
the founding members of the Aerobatic
Club of America (ACA), the predeces-
sor of the current lAC, and held ACA
card number I.
By May 29, 1940, Murphy decided
to sell his Taperwing, now registered as
VINTAGE AIRPLANE 13
a 3-place Waco ATO, to Bruce Ray-
mond of Hammond, IN. Just before the
sale, so that it would be in compliance
with the requirements for a Commercial
certificate, Murphy Flying Service had
an overhauled Wright J-5 installed in
the airplane. In addition, the upper
wings and center section were recovered,
along with the fuselage and tail group.
The wings were taken by Murphy from
Waco Taperwing NC9577.
Raymond didn't get to fly it too long,
since he went into the RAF. He sent a
letter giving Power of Attorney to his
lawyer from his posting at RAF No. 45
(Atlantic Transport). In July 1944, the
Waco was sold to Flightways, Inc. of
Milwaukee, WI. By January of 1946, it
came into the possession of 1. O. Dock-
ery, Stuttgart , AR and then E. O.
Champion of Oxford, MI. Earl Stevens
of Buchanan, MI then bought the air-
plane June 12, 1946. In 1952, a certificate
of registration for the airplane was issued
to Lester Meiners and Ray L. Mull of
Benton Harbor, MI
Jim Koepnick
Jim Koepnick
By now, the Waco had been a pro-
ject for a number of years, and George
"Bud" Kilbey knew all about it. He paid
Meiners and Mull $250 for the airplane,
and hauled it home to South Bend, IN.
Thanks to Larry Harmacinski and
Bud's son Mark, we have some
glimpses of his life as he restored his
airplanes. As a young boy, Mark used
to accompany his dad to fly-ins as they
flew Bud's newly restored Fleet bi-
plane. Bud insisted that they arrive in
style, complete with white shirts and
black ties! When the Fleet's prop
stopped, Bud handed a can of metal pol-
ish to his young son and pointed to the
prop and short exhaust stacks. At least
half an hour was spent at each fly-in
cleaning up the Fleet. Mark reminisced
about those days saying he didn't mind
the polishing, but he really could have
done without the tie!
Mark's experiences with his dad didn't
lead him into aviation- his avocation
has turned to sailboat racing, from Laz-
ers all the way up to 70' racing boats in
the Great Lakes and the open ocean.
Still, he did grow up with an apprecia-
tion for the painstaking work done by his
dad on his other two projects, the Waco
and a Travel Air 2000 he was restoring.
The Travel Air project was sold to a cou-
ple of fellows in Battle Creek who were
capable of doing the project justice.
14 MARCH 1998
(Left) The rear pilot's cockpit of the Waco eTo, with Its one piece curved windshield and carved
wood control stick. The wrinkle finish panel is very original, with nothing added to spoil the
1930s look of the cockpit.
Arnold Greenwell
Art would be out of the office
all day and 'come back an-
other day' were the words of
the mechanic laying under the
Cub while he worked patching
some dope and cotton.
"Absent mindedly, the me-
chanic asked, 'Hey mister,
what do you want to see Art
about anyway?'
"Bud replied, 'Well, I need
some parts for my open cock-
pit Waco.'
"The mechanic says, 'I've
. worked on a few of those and
even had one myself. What's
your tail number?'
"As the mechanic dipped his
brush in a can ofdope, Bud said,
'One - one - two - one - one.'
(He never said 112 eleven, etc.)
"At this the dope brush
fell - plop - right into the
dope can and the man slid out
from underneath the Cub and
The Waco was another story, but to
do it right, let's start at the beginning.
To set the scene, let me quote from a
letter Larry Harmacinski wrote detailing
some of the time he spent with Bud Kil-
bey. Larry spent many hours helping
Bud with his projects. Bud made his
living as a very par-
ticular tool and die
man, but in one of na-
ture's cruel twists, he
came down with
arthritis in his hands
as he got older. Often,
Larry let his hands be
Bud's - Bud telling
the young man what
to do , and Larry
learning from the
journeyman crafts-
man. Here's what
Larry wrote concern-
ing Bud's early
research into the his-
tory of his Waco:
"After he purchased
NCI1211 in the late
'50s, Bud went to Art
Davis, of Waco fame,
who ran a service in
Lansing, MI. Bud
went in search of parts
and information. Upon
arrival , Bud found out
said' 11211?' 'I bought that airplane
brand new!'
"With that, Bud was led to a desk in
the office and out came the photo! The
man himself is Gl enn Sheren, pictured
as the daring young aviator in splendid
leather armor. He said the picture was
taken on New Year's day (1931) and
after the shot was taken, they all
climbed in and flew home to Lansing.
The two other people are not identified.
It's a rarity to see the low pressure tires
as nearly all ASO/ ATO models sported
the 30x5 Bendix wheels."
At the time Bud had brought his
Waco project home, he was just finish-
ing up a Knight Twister, and was well
along on the restoration of his Fleet II, a
restoration that would earn him a Grand
Champion trophy at the AAA fly-in at
Ottumwa in 1962.
Later on, Bud worked on his projects
in an unusual location- the Carnegie
Library in Mishawaka, IN. The move
was prompted by a shop fire, one away
from his home. In the fire, he lost the
wings to the Waco, but thankfully, the
fuselage of the Waco was at home in
the garage and was spared from the
flames . The Travel Air project barely
survived the fire.
One of the many municipal libraries
constructed decades earlier with a
grant from industrialist Andrew
Carnegie, it had fallen into disrepair
after a new library was built. The wide
open spaces made for a spacious work-
shop, and up until his death in 1992,
Bud worked on his Travel Air, Waco
Photos on this page courtesy Larry Harmacinski and Mark Kilbey.
(Above) Mark Kilbey, Bud' s son, poses with the CTO as It Is loaded
into a truck before Its final completion. The beautiful cotton fabric
work done by Bud had to be redone by Ted Davis, when It wouldn't
pass a punch test.
(Right) Noted restorer Ted Davis was honored to be chosen by Mark
Kllbey as the man to complete his father's Waco restoration. This shot
of Ted was taken just prior to the first test flight after restoration.
and his bicycle collection. He never
worked fast - fact, his son Mark esti-
mated that Bud had made some 40
different pieces of sheet metal for the
cowls and discarded each of them for an
imperfection that he alone could see. A
perfectionist, Bud insisted it always be
done right.
When he passed away in December of
1992, the Waco looked very close to be-
ing finished. Mark was confronted with
the question regarding the airplanes .
Since he wasn't interested in continuing
the restoration work himself, what should
he do? Just sell them all, as is, and let the
chips fall where they may? Knowing how
much the Waco had meant to his dad,
Mark decided to sell the Travel Air pro-
ject and have the Waco project finished in
tribute to his father.
The fuselage had been completely cov-
ered in cotton and doped, and a new set of
wings constructed. After his passing,
some work was done on the project by
John Nace. Then, Mark Kilbey asked
award winning restorer Ted Davis, in
Brodhead, WI, to finish the restoration.
One of the surprising and disappoint-
ing things that happened after Bud' s
passing were the results of a punch test
on the cotton Bud had used to cover the
fuselage. It didn' t pass! It had never
been in sunl ight or exposed to a harsh
environment, but it was well below the
standard set for Grade A cotton. In con-
trast, Bud' s Fleet was flying until 1995
with the 30+ year-old Irish linen he had
installed when he restored biplane.
Mark couldn ' t say enough about the
quality of work done by Ted in finishing
hi s dad's Waco. He also wanted to ac-
knowledge the work done on the Waco by
Scott Hertel and Brian Herreman, as well
as Larry Harmaci nski. The remarkable
restoration is a testimony to both genera-
tions of restorers - George "Bud" Kilbey,
Bud Kllbey was also restoring a Travel Alr 2000. You can
see the exterior of the Carnegie Ubrary in Mishawaka,
IN, which was used by Bud as a workshop during part
of the many years he worked on his projects.
16 MARCH 1 998
the persnickety machinist who never let
anything be "good enough" and Larry,
who learned at the side of the old master.
Then there's Ted Davis, who applied his
finishing skills to the Waco, completing it
in a way that would have made the old
master smile. For all of that old and new
work, Waco NC1121! was awarded the
Silver Age Champion Lindy trophy at
EAA Oshkosh '97. ...
(Left) The late George " Bud" Kllbey, South Bend
and Mishawaka, IN (EAA 4114) and his Fleet II
biplane, which won the AAA's Grand Champion
Antique award at their fI)'-in In 1962. Known as a
perfectionist, his wry sense of humor is evidenced
In the writing on the patch (below, right) after
someone had put their foot through the fabric of
the lower right wing.
THISOLDCUB
byDICKHILL
PhotosbyLeeAnnAbrams
expert welder, Dick Hili taxis by slowly In a light breeze with the little Continental A40 ticking over.
Here is the historyoftheJ-2Taylor
Cub,NC17854,including its mostre-
centadventureas aseaplane.
In 1967, my teen-aged son was
readyto beginflight lessons. Ibegan
searchingforagoodinstructionalair-
planefor himto learnin. Iknewthat
therewasagliderattheairportwhereI
hadpreviouslyflight instructed. The
gliderhadn'tflown in 15 yearsand
was in needoftotalrestoration. Imade
a trip to checkitout, buttheowner
wantedmore for itthanIhadplanned
tospend,so Iaskedaboutotherprojects.
HesaidthatI mightlikethe1-2
TaylorCub.It waspricedright,so I
surveyedthe situation.It wasatrue
basketcase.Infact, theenginewas lit-
erallyin somebushel basketsandthe
planewas in piles in ahangar. Some-
onehadstartedto recoveritandhad it
all laidoutonasawhorsewhenastorm
tookdownthe hangar. Thebeams had
fallenon the wingsandfuselage.One
had smashedthefuselage atthestabi-
lizerfittings, and anotherhad come
down on thefront attachpointfor the
wings. Thewings fared a bitbetter
withno brokenspars,justseveral
smashedribs.
IhauledtheCubhomeandstartedlook-
ingforguidanceandhelpwiththeproject.
Agoodfriend, thelateBillZelenski ,
wasoperatingan
aircraftrepairsta-
tion at thattime
at Lewis-Lock-
portAirport. He
steered me to an
Tom McNeilly,
whothen livednearby.Tomaccepted
the challengeandbeganthe repairsto
the fuselage.
Itooktheengineto BobandFrank
ThompsoninDayton,Ohio.Theywere
thecurrentContinental A-40 experts.
Anotherfriend intherepairbusiness,
NickKucki, had apairof700x4 inch
tires.Thereareonlyfourinstrumentson
a40horse Cub:oil temperature, oil
pressure,tachometerandaltimeter.The
originalswere in goodshape,aswere
theinstrumentpanelandtheseatframes.
Continuingmyresearch, Ivisited
theE-2 thatwas in theEAAMuseum
atHalesCorners,Wisconsin.I then
wentto WingsandWheelsat Santee,
SouthCarolinawheretherewas botha
J-2 andanE-2.Ifound thenamesand
addresses ofseveral TaylorCubown-
ersandbegancorrespondencewith
these folks, relationshipsthathave
lastedto thisday. As aresultofthis
search,we have beenableto helpwith
manyprojectsovertheyears,bothhere
athomeas well as in England, Aus-
traliaandCzechoslovakia.Pictures,
drawingsand notesin hand, Iwentto
workon theJ-2.
Timepassed,andonedaywhileI
was sprayingcoloronthefuselage,I
took afew momentsoutto watchas
Neil Armstrong made his historic
moonwalk.
Uponitscompletioninthe springof
1970,we loaded theplaneinto arental
van andmadea tripto theoldMay-
woodFieldin the suburbsofChicago.
Thereweerectedtheplaneforaphoto
display.MaywoodFieldis the field
whereLindberghhadpickedup his
mailbagsfor the tripsto St. Louis.The
airportwasclosedrightafterhisAt-
lanticcrossingandthiswasthefirst
planetovisitthe sitesince.
Thefield is nowthehomeofHeinz
hospital. To securepermissionforthe
event,wehadto promisecopiesofthe
photosfor the archivesoftheoriginal
Airmailbuilding,whichstillstands
alongFirstAvenue.Everso many
times Ihavemadethe approachto
Chicago'sO'Hareairportto landon
runway 32 left and have looked
downonthe site.
We disassembledthe Cuband
hauledit to the oldAuroraIndustrial
airport. Theairportwasownedby
the latePeteJuliuswhooffereda
hangarandtheairportforfmalprepa-
rations. Onemightnotknowthatthis
field hadbeenoperatedby the great
racepilotJohnnyLivingston. Sadly
it, too,has becomejustanotherin-
dustrial site.
The Taylor J.2 Is more than adequately floated by
a set of Edo 1070s. Aclimb prop was needed to
extract enough power from theContinental A40 to
get the Cub up speed so It could fly offthe water.
VINTAGE AIRPLANE 17
There was time to teach
my son to fly the Cub and
solo him on his 16th birthday.
I flew it to a few local events
and then to Oshkosh for the
first Convention of the cur-
rent series. (I say "current
series" because the show was
first started in Oshkosh and
then went to Rockford, lilinois
for many years before return-
ing to Oshkosh.)
During the J-2's first trip
to Oshkosh, we made several
stops to change pilots along
the way. I was teaching sev-
eral teenagers to fly in
the Cub and each wanted to
be part of the fl ight. The week of the
Convention one of the boys turned 16
and was ready for solo.
The morning of the scheduled solo
we took off early and flew north to
Brennand field . There we practiced
and prepared for the young man's solo.
Several "circuits and bumps" later he
The J-2 cockpit doesn't suffer from sensory overload,
unless a sunburn would qualify in that regard. You get
four instruments, three of them telling you something
about your engine (tachometer, oil temperature and
oil pressure) and one flight instrument-an altimeter.
The gas gage is the generally reliable cork and wire.
More often than not, when a set of floats is added to
what was a land plane, to counteract the additional
side area of the floats that is located forward of the
center of gravity (C.G_), more fin area is needed. It
can take ail sorts of configurations, including single
fins under the aft fuselage, or bolted to the horizontal
stabilizers, such as on the J-2.
18 MARCH 1998
was ready. After the usual lecture he
was on his way. Takeoffwent smoothly
and before we knew it he had flown
the pattern and was on final. Coming
in a bit too low, the wheels of the plane
entered the tall grass at the end of the
runway and it was pulled in. Thump,
thump and the Cub was on its back.
Well, there it was, the tail on the
runway and the plane balanced on
the bed of grass. The only thing that
touched the ground was the prop and
the rudder. We got some help and
turned the Cub over. Then we pulled
it to the tiedown area.
Back at the Convention, I located
a prop and repaired the rudder. The
next day the young man completed
his solo, rubber side down. As a foot-
note, he went on to become a captain
with a major airline and recently vis-
ited us. During the visit 1 was
privileged to give both his sons a
flight in the J-2, the same plane their
dad had learned to fly and had soloed.
That first year we made several
more local events before going to
Ottumwa for the Antique Airplane
Association fly-in. The J-2 and the
Fokker Eindekker were the only
planes at the show that were oper-
ated with a tail skid. For those who
are unfamiliar, the 40 horse Cubs are
operated without brakes, are single
ignition and seldom have a tail wheel.
After Ottumwa, we removed the
engine and took it back to Ohio for a
tear down inspection. The engine
was in perfect condition and showed
no wear.
During that year we found that an
E-2 Cub was in storage near the old
Chicagoland airport. I had flown E-2s
a couple of times and liked the idea
of owning one. We found the owner
and asked about the plane. With all of
the work that we had done on the J-2,
and with all the research we'd done,
the restoration of the E-2 was quite
easy. By this time there were more
teenagers, and now with the two planes
we had quite a group to take to Oshkosh.
Once again we made several stops
along the way. This time the boys
traded off with each other to fly the
E-2 and 1 flew the J-2 with those who
had not soloed.
Only one of the boys could go to
Blakesburg that year, so we just traded
planes when we stopped for fuel. 1972
was much the same, making the rounds
and sharing the planes . On the trip
home from Oshkosh, Jeannie and I
flew the J-2 and my son, Greg, flew
the E-2. When he landed for fuel he
found that the gas tank had sprung a
leak. Once again a minor repair re-
sulted in several driving trips to get the
plane home.
1973 began much the same, but both
planes were damaged in June at a
Burlington, Wisconsin regional fly-in.
Someone stepped through the elevator
of the 1-2 and the seat on the E-2 was
broken. These were just minor inconve-
niences compared to what was to come.
Only the J-2 went to Oshkosh that
year. My airline schedule took me away
for the fmal few days ofthe Convention.
One of the boys flew the J-2 home
with my young son, Glen, in the front
seat. They stopped for fuel at a private
strip and on departure the Cub went
down. They took off from behind a
row of trees and had to make an early
turn to avoid the usual line of new
homes at the end of the runway.
As they climbed away from the
-Continued on page 26-
t began almost 45 years ago when
Lt. Sam Pilgrim, USN, and naval
aviator and pioneer EAA member
[
(EAA 964) decided to build a homebuilt
airplane. He opted to build a Knight
Twister and incorporate some of his own
design changes. Sticking pretty close to
the plans for the fuselage, he designed and
built his own wings using an M-6 airfoil
and all Piper Cub parts. Using Cub rear
spars and building ribs from unassembled
Piper wings and cut down ailerons, he
powered the little biplane with a Conti-
nental C-85 and painted the airplane in a
Pitts color scheme.
After taking five years to build it, Sam
first flew the airplane in 1957. He flew the
little biplane around Pensacola, FL until
being transferred by the Navy, when he
had to sell it. The airplane made its way
through three more owners and 90 hours
total flight time until finally falling victim
to a landing mishap in New Jersey in 1960.
Over the next 35 years, three more owners
and 3,000 miles and being traded for an old
car, it ended up in a bam in Paradise, CA.
Now, after some 45 years and seven
owners, the once proud little biplane had
been reduced to something less than a bas-
ket case with nothing left forward of the
firewall - no instruments or wheels, and
the fabric was half tom off. The biplane was
again put up for sale in a local Sacra-
mento, CA paper. A friend of mine named
Chris Farinha saw the ad advertising a
Knight Twister, and assumed it was an orig-
inal with wood racing wings and possibly
easily converted into a competitive racer.
THEE-BIRD
RACER
by EARL R. ALLEN
EAA 399578
Chris called and asked me to fly to Par-
adise, CA with him and fellow race pilot
Ed Enefer to look at an airframe. We were
picked up at the airport by a guy driving
an old WW II Army Jeep and were driven
about 10 miles up into the mountains to
find somewhat of a collection of "old
stuff." We were escorted past piles of an-
tique bicycles and old cars to a barn with
a lean-to. Next to the lean-to under the
roof we saw what looked to be an air-
frame-possibly a distant cousin to a
Knight Twister but definitely not a
Twister. The fuselage looked Knight
Twister from the cockpit back, but for-
ward of that we could not tell. The wings
were fabric covered but had all metal ribs
and spars. After about 20 minutes the
owner produced a metal box of papers
and pictures including the original log-
books and papers dating back to 1952.
These included the original airworthiness
license and all subsequent papers right up
to its last flight in 1960.
My friend Chris told the owner he
would think about it and get back to him.
I also began to think about what looked
like an interesting winter project. Espe-
cially appealing to me was its round
fuselage. I just happened to have a mold
for a round cowling that was made for a
fuselage just like this one. Chris decided
to pass on the Pilgrim Twister,
so I called the guy who had
the airframe and made him an
offer. He accepted immedi-
ately. In a few days my wife
Karen and I were in my shop
looking at "our" new invest-
ment. I was doing my best
trying to explain what a great
winter project this was, had
how much potential the air-
plane had and that after I
finished it, I would sell it and
finally buy the carpets and
VINTAGE AIRPLANE 19
French doors I had been promising her.
Well, the project turned out a little
longer than estimated (about two years).
But Karen finally had gotten the long-
promised French doors and the carpet
is ordered.
Now a little about the "Earl E-Bird
Racer" (renamed from Pilgrim Special).
As stated above, the original airframe was
originally built by Lt. Sam Pilgrim, USN.
The project was started in 1952, and the
first flight was in 1957, powered with a
Continental C-85.
After some 35 years the Pilgrim Special
was reduced to little more than a hulk still
covered in its original cotton skin. The
first thing we did was strip the airframe
down to bare bones and clean her up. The
California climate had been good to her
and corrosion was non-existent. Once in-
side the airframe it became apparent that
in order to increase the horsepower and
adapt the round cowling, it was going to
be a major undertaking. The original gear
had already failed and the firewall area
would have to be modified. To accom-
plish this, the fuselage was cut off just
forward of the seat and a Pitts-type bungee
gear with the Cleveland brakes were
adapted. After new cabane struts, firewall
and motor mount and of course a new
round cowling, countless hours of labor
The E-Blrd on the start line at the Reno National Air Races. It placed
last In 1996 and 1997- but they had fun doing It!
and other modifications, the Earl E-Bird
was getting very close to being a born-
again biplane. As much as I would like to
keep the airplane ( I am one of the very
fortunate pilots with a wife who loves to
fly as much as I do) , a single-place air-
plane was out of the question. Even a
quick trip around the pattern with our 310
to dry it off after washing is met with
@#%$@!! ifI don't call her to see if she
would like to go for a ride. I'm not com-
plaining (actually, I am bragging!).
I ended up selling the E-Bird to my
good friend Don Krout (EAA 375947,
AIC 23858). Don actually purchased it a
couple months before completion. With
my help, the project took a little less time.
During these hours we made a deal to
have me fly the airplane at the 1996 Reno
Air Races. Don Krout had crewed for me
on the Legal Eagle #21 race team and also
for many years for the late Don Beck.
This was to be Don Krout's entry-level
biplane racer.
(Above) The cockpit of the E-Blrd racer.
(Below) The excellent graphics work on the E-
Bird was done by Jim Moser of Grass Valley, CA.
20 MARCH 1998
Don has a beautifully restored 1930
Model A Ford and also a 1927 Model T
Touring. Since the plane looked so much
like a Laird Solution, we decided to paint
it like a 1930's vintage racer, and even la-
bel it as the pace plane for the 1930
"Cleveland Air Races." (The 1930 races
were held in Chicago.) The Earl E-Bird
was to become a replica of a fictitious race
plane, pacing for a race that never was.
Construction continued and it was fi-
nally ready for the finishing touches. Jim
Moser of Grass Valley, CA was con-
tracted to paint the numbers, striping and
graphics. Moser's artistry is obvious and
really did put on the final touches! Jim
also did the graphics for the Unlimited
Sea Fury racer "Critical Mass".
The last thing to be installed in the air-
plane before going to Reno were beautiful
leather seat pads by Perone Leather of
New York-the ultimate fmal touch.
In August 1996, the Earl E-Bird was
finally ready to fly. Fortunately, all the
paperwork was up-to-date and with all
documentation complete, the Sacramemto
GADO issued a new Airworthiness Cer-
tificate. After transporting the airframe
and wings to Lincoln airport, assembly
took only two days, including rigging. Fi-
nally, Sunday came and with just a few
observers, including Don and Cindy
Krout, a few taxi tests were completed
and it was time to fly.
The aircraft is very short coupled and
is just a bit squirrely on take off but after a
short ground roll she leaped into the sky.
It was almost anti-climatic in handling-
it flew hands off. After a climb and trip
around the pattern, a normal full stall
landing was made, again, a bit squirrely.
After an hour of takeoffs, landings and air
work the aircraft was flown to Auburn 12
miles away where I home base and have a
hangar. Subsequently, the restrictions
were flown off and a Haigh tail wheel was
installed. It was time for the Earl E-Bird's
public debut.
On September 8 the Earl E-Bird was
flown to Reno. The next day after Tech
inspection we were granted the very first
qualifying slot. After three practice laps
the signal was given to the timers. We
were ready to qualify with the throttle
pushed forward as far as it would go. The
Earl E-Bird qualified at a whopping 121
mph- almost exactly 100 mph below the
top qualifier. But, we sure looked good!
To no one's surprise we would finish the
races in last place, but we got our names
in the books and had a really good time
doing it.
This also gives some validity to the
plane, since it's representative of an era
and has also appeared in the 1996 National
Championship Air Races it Reno. Be-
cause of its unique appearance in was a
real crowd pleaser and probably one of
the most photographed little racers there.
After the race the airplane was once again
flown back to Auburn and then subse-
quently down to Lincoln to be delivered
to its new owners, Don and Cyndy Krout.
Don plans to use the airplane just for
fun and to commute the short distance
from his home to where he owns a golf
store and works on his days offfrom flying
as a Captain on American West Airlines.
I spend my days off building another
biplane I will also sell. (This time Karen
wants a new car.) After that, I plan to build
a Stinson 108-2 modified enough to be a
homebuilt, and powered with a Chinese
9-cylinder radial. Kind of a mini-Detro iter,
but with a new production engine.
Sam Pilgrim is still very active in his
80s, having just completed an RV-6,
which he's using to teach his grandaughter
to fly. He lives in Savannah, GA.
The E-Bird also raced in the 1997 edi-
tion of the biplane race at Reno, and it
again placed - dead last! ....
Our December Mystery Plane was a
treat from John Underwood, Glendale,
CA. He was kind enough to send it
along with his answer to the September
1997 Mystery Plane, the 1927 Schmuck
Monarch. Correct answers were sent in
by Marty Eisenmann, Alta Lorna, CA
and Lennart Johnsson, Eldsberga, Swe-
den. Marty wrote:
The December Mystery Plane is the
West Coast WCK-2 Sportster, also
known as the Schmuck Brothers Sport-
ster. Reports state that this was Tony Le
Thanks to Roy Cagle, Prescott, AZ, we have
this month's Mystery Plane. Its name is fairly
well known, but few were built. Your answer
needs to be in to EAA HQ no later than April 20,
1998 so it can be included in the June issue of
Vintage Airplane.
~ l a n e
Vier's first test flight.
John Underwood does it once more!
Keep them coming,
Marty E.
Lennart wrote:
Oh, another Schmuck! This time
the Sportster.
I quote K.G. Ecklands Web Site Aero
Data Files: http://tcsn.net/adf
"S-3 Sportster 1928 = 2pOhwM; 90
hp Curtiss OX-5, later with 100 hp Kin-
ner K-5. Reg. no. 510."
It appears on the 1930-1932 regis-
ters with c1n 2 and an OX-5 engine.
First registered in 1929. Owned by the
Schmuck brothers until early 1931, when
it was sold to Keith Sims, Peoria, IL.
Sincerely,
Lennart Johnsson
In supplying the picture, John wrote,
in reference to their first effort, the
Monarch, " ... This was their venture
into manufacturing, and I think they
completed two. It was not a bad air-
plane, I guess, but the maker's name
by H.G. Frautschy
WestCoastWCK-2Sporster
did little to enhance sales prospects.
They tried again in 1930 with a rather
nice little parasoljob, the WCK-2 Sport-
ster, using a different name, West Coast
Aircraft Corporation. It came to griefin
the hands ofan aspiring test pilot called
Tony Le Vier. "
Thanks to the other folks who haz-
arded a guess: Frank Abar, Livonia,
MI and Nick Hurm, Spring Valley,
OH. Nick really worked at identifying
it, and gave it a good shot.
Keep up the good work, Nick!
Our thanks to the rest of the
Mystery Plane regulars for
their efforts.
TheOctober
MysteryPlane
hasbeensolved!
To fine out what itis,
pleasegoto theAntique
ClassicNewsonpage2.
VINTAGE AIRPLANE 21
byE.E. "Buck" Hilbert
EM #21 Ale #5
P.O. Box 424, Union, IL60180
Dear Buck,
Enclosed is a photo (below) that
showed up in our files recently. Of course,
there is no identification on the photo. We
don't know where or exactly when it was
taken, nor the gentlemen in the picture.
Can you help identify the model of
Jenny in the picture? Also, could you
hazard a guess as to the location and
time? You may be able to see things in
the picture that don't mean anything to
me. Any comments would be welcome.
David Smith
President, Manchester Historical Society
106 Hartford Rd.
Manchester, CT 06040
Hello David,
Thanksforthe voteofconfidencein
askingmeto tryto identifythescenewith
the "Canuck. " I'mreallynotthatwell
versedin these WWItrainers. Ididn'tget
intoairplanesuntil[ wasaboutfouryears
old, whenCharles Lindberghflewover
PaSSitto
Buel{
Rockford, IL onhistourofthe United
States.That wasthedaymyDad,arail-
roadsignalengineer,saysI tookaturn
fortheworse.Notonlydid[foreverforgo
railroadtrains, Ialso wentAirCorps in-
steadofNavywhen WWIIcamealong. He
andMotherwereconvinced[ wouldnever
beanythingexceptanairport "bum."
IhaveforwardedyourinquirytoH. G.
Frautschy, oureditorofEAA's Vintage
Airplane.If hehasn'tanyanswersfor
you, maybewewillbeabletopublish the
photoandyourletterin themagazine.
(Yep, that'swhatwe'redoing!- HGF)
Surely, with areadershipoftenthou-
sand, therewillbesomeoneoutthere
who willhaveaclue.
Beingsomewhatinvolvedwith ourlo-
calMcHenry CountyHistoricalSOCiety
herein Union, IL I knowhowvexing
thesepuzzlescan be. Thereis verylittle
aviationhistoryin evidencein thisarea.
We didhaveseveralbrothers, allWWI
pilotswho werethepioneersin thisarea,
andthereis virtuallynothingrecorded
asto theirdeedsortheiroperations. They
triedallkindsof things:startingair-
ports, instruction, barnstorming,
bootleggingandthereisnohardrecord
on them. Occasionallyonewillcome
acrossasentenceorastatementin refer-
enceto them, butit'simpossibletofind
anythingelse.
WellDavid, we'lltry,meanwhile,you
haveandgoodone, andit'sovertoyou!
ThoseforwardSloping
Windshields. . .
Dear Buck,
I saw your piece in Vintage Airplane
regarding raked forward windshields. The
enclosed page copy from Putnam's "Miles
Aircraft since 1925," by Don L. Brown
gives one good reason, as expressed by
the Miles Brothers in my native U.K.
Once they had learned to mold "Per-
spex" (Plexiglas) they switched to those
beautiful domed windshields seen on later
enclosed Miles types. Obviously, they
had figured out how to avoid distortions.
Warm Regards,
Jim Newman
Hobart, IN
Here's a quote from the page Jim sent:
"ThefirstproductionFalcon, G-ADBF,
wasjlownin January1935andhada
slightlywidercabin to accommodate
fourpeople. The windscreen wasofa
newform whichhadbeenusedoncertain
aircraftin the USA. Itslopedforwards
andwasfoundto addan extra 4 mph to
thetopspeedaswellasgivingalessdis-
tortedviewandeliminatingreflections
from insidethecabin."
Dear Buck,
I surely do enjoy your contribution
each month in the Vintage Airplane
Magazine.
It was interesting to note I am not the
only one wondering about the forward
sloping windshields of the '20s and '30s.
About the best explanation I have heard is
that in those days, the windshields did not
have the best optical qualities and since
all of these airplanes were tail draggers,
the windshield would be relatively verti-
cal when the plane was flared for a
landing and the windshield would have a
minimum ofdistortion for the view ahead.
this was especially helpful at night in the
rain. Whatever the reason, it apparently
didn't do as much good as some of the
designers thought so it soon discontinued.
22 MARCH 1998
Keepup thegoodwork,
DaleCrane
Basin,WY
EAA7823,AlC 25513
Hello Dale,
The theory I like was the one on the
added reflections and etc., and inverting
the glass put the pilot's face closer to the
windshield and helped eliminate or mini-
mized the reflections.
Whatever the reason, it sure didn't
last long. Knowing the astute engineering
minds ofthat day, I'm sure people like
Virginius Clark would have used them if
they were to any advantage. Clark was
one ofthe first Aeronautical Engineering
graduates ofMIT, designer ofthe entire
Fleet and Consolidated airplanes, the
Fleetster, and had a lot to do with Lock-
heed, Northrop, Douglas and was working
on the Hughes Flying Boat (aka Spruce
Goose) when he died.
Thanks for the letter Dale, and its
Over to you,
Buck
J-2 Cub
DearBuck,
IjustreceivedtheJanuaryissueof
VintageAirplaneandenjoyedthe article
ontheJ-2 Cub. IsawaJ-2 forthefirst
timeattheParkRidgeAirport,which
wasjustoutofChicago.AsIremember
it waspaintedsilverinsteadofyellow.
Thestripingwas thesameas shownin
themagazine. TheplaneIsawwasnew.
My question is: were the first J-2's
paintedsilverfromthefactory?
Thankyou,
BobEngels
Ronan,MT
EAA278307,AlC 12507
Dear Bob,
The J-2 was delivered in silver, and
the yellow color was an option back then
(so was the Bronze and opalescent green
we saw a couple ofmonths ago, the J-2
belonging to the Wagners!).
DearBuck,
I'mrestingherereadingmyJanuary
VintageAirplane. andyourarticleon
propping. Ijusthadanexperiencewhich
scaredthe heckoutofmewhichI'dlike
topasson.
I'vebeenflying for 32 yearsandcon-
sidermyselfaverycarefulpilot. Istarted
outwith helicoptersin Vietnamandnow
fly a767forUnited.
I flew myChampdownto a local
field andshutitdown. Afterabout 10
minutesI wentoutto
propit. Ipropfrom be-
hind,andIhaveanFAA
waivertofly withthe
dooroffforaerialpho-
tography. Ihaveinstalled
aparki ngbrakeand use
chocksandtie itdown.
One of H.G.'s favorite forward sloped windscreen airplanes has long been
Onthe first prop it
the 1934 Kinner Envoy. This picture is of SIN108. The Envoy, designed
by Max Harlow, Incorporated many of the racing world's t ricks, includ-
flipped backwardand
ing a thin, wire braced wing, wheel spats and streamlined fillets. It had
wasoutofposition.I
a 300 hp supercharged Kinner C7 engine.
shutthemagsoffand
wentaroundin front oftheplaneto posi-
tiontheprop.AsI moveditthoughit
roaredto life!
Iwasn'texpectingthis, as Iwasn' tre-
allyproppingthe airplane,justmoving
thepropwiththe magsOFF.Theengine
ranonlyforacoupleofsecondsandthen
shutdown.
Aftercheckingthe P-leadsand dis-
cussinghotspotsonthecylinders,etc., I
hadmylocalAItakemy51-year-old
magswitchapart.
TheBakelite,anoldplastic,hadrubbed
acrossthecontactsforhalfacenturyand
therewasjustenoughtostopthe switch
from grounding.Thevibrationofthe en-
ginerunninggroundedthemagsafter
severalseconds.
Iwonderhowmany50-year-oldmag
switchesarewaitingtocatchtheunsus-
pectingas we move thepropthrough
withthemagsOFF. Weneverinspect
the insideofthemagswitch. IfIhad lost
mybalance,Iwouldn'tbewritingthis!
Keepup thegoodwork!
JackO'Connor
Mt. Dora,FL
EAA323003, AlC 15139
Hello Jack,
You had an experience with your
Champ that prompted an AD note, or
maybe it was an AdviSOry Circular many
years ago. There were enough incidents
attributed to that switch and the tendency
to wipe the brass across the insulating
"Bakelite" to cause enough considera-
tion that the switch was condemned and
the AD specified that they were all to be
replaced with a newer model. There
seems to be a lack ofmemory about this
as there are quite a few ofthese switches
still out there.
There isanother thing about these
and even the replacement switches. Sort
ofa sneaky thing, but perhaps people
should be reminded about it. Good thing
you brought it up.
ANY time that switch is OUT ofany
detent, in other words between OFF and
LEFT and RIGHT and BOTH, you are
HOT! It isonly when the contacts are
firmly made that the position selected is
bona fide. Keep that in mind and you'll
understand why I use the shut down pro-
cedure that I do.
Whenever I shut down, even for just a
minute with one ofthese old A-65/75/85
Continentals with the "Strom baby "car-
buretor, I idle at about 1,000 rpm, tum the
switch OFF and as it spools down I OPEN
the throttle WiDE OPEN. This sucks all
the fuel out ofthe idle passages and be-
cause it isn't turning fast enough doesn 't
leave any residual filel in the bigjet either.
The other thing I didn't mention is
that when I'm ready to put it away for
the day, I usually shut the fuel offas I'm
running through that same shut down
procedure. Before I shut down I do a
Mag Check to be sure there won't be any
surprise the next time I come out to fly.
What prompted this procedure? A
couple ofincidents just like yours! Go
back more than 50 years to when I was a
line boy and one ofour female students
inadvertently taxied into a small swale
and did exactly the correct thing. She
shut the engine down and asked for help.
I went out there, helped her push the J-3
back up on level ground, and then pre-
pared to "prop" her. I called "Switch
OFF, " and she answered "OFF. " I
grabbed the prop nonchalantly and I
never got hit so fast and so often before
or after! She kept screaming "It's OFF,
it's OFF!" and it was OFF. That was my
first and last experience getting too close
and too familiar with a propeller.
Over the years, it's happened once to
my Kinner powered Ryan PT-22, and a
couple oftimes since, once at Oshkosh as
I propped the grand Champion Champ in
preparation for a photo shoot, but I've
been lucky in so far as I have always treated
the prop as ifthe switch were "ON. "
Jack, I thank you for sharing this with
the rest ofthe world. Hopefully, people
will read this and learn from it. You've
alerted them, now it 's Over to Them,
VINTAGE AIRPLANE 23
WHATOUR.MEMBERSARERESTORING
-----------------------------by NormPetersen
Australian Vintage Airplanes
From Paddington, NSW, Aus-
tralia, comes two photos sent in
by veteran EAAer, Alan Lewis
(EAA 1634, AIC 1286). The first
is a Ryan ST-3KR (PT-22) al l
done up in an early military paint
scheme and powered with a Kin-
ner 160 hp engine. Alan says it
was imported from the u.s. as all
Australian machines featured in-
line engines from the Dutch East
Indies (Ryan STM-2).
The other photo features an
Australian registered Klemm (YH-UUR) powered with a
Continental 0-200 of 100 hp instead of the original small
radial engine. (Many of the American Aeromarine-Klemm's
used an 85 hp LeBlond.) Blessings on you, Alan, for keep-
ing us infonned on the activities in far off Australia.
Gene Garvey's Luscombe 8AIF
(Right) In 1989, Gene Garvey (EAA 233164, AI C 13604) of
Floyds Knobs, IN, found this red & black '47 Luscombe 8AfF
dismantled and stored in a dry, heated garage. She has been the
recipient of extensive upgrading in the fonn of dual KY-97 radios,
transponder, Apollo 604 TCA Loran, custom Cessna seats and
interior, dual landing lights, wheelpants and a host of other goodies.
Gene has made seven trips to Oshkosh behind the Continental
C90-12F engine and is considering a Lycoming 150 in the
Luscombe - in case the "Starduster Fever" doesn' t get to him
first! Congratulations, Gene, on a sharp looking Luscombe.
Simon Moos' KZ II Trainer
(Left) From Denmark comes this photo of a very rare 1946
Kramme & Zeuthen KZ II Trainer, regi stered OY-FAK, SIN
115, in Denmark and carrying the military serial number of 107
on the side of the cowl. One of fifteen built for the Danish Air
Force in 1946, only two remain on flying status, OY-FAK and
OY -FA T. Power is a 145 hp DeHavi lland Gypsy Major X en-
gine pulling a fixed pitch propeller. Of rather robust construction
featuring a steel tube fuselage with wooden wings, the KZ II
Trainers were used for cadet training and basic aerobatics. OY-
F AK is the pride and joy of Simon Moos, longtime member of
the Danish KZ & Yeteranfly K1ubben from Sydals, Denmark.
The photo was sent in by Peer Sk0tt of Nordborg, Denmark.
24 MARCH 1998
Robert Peterson's Taylorcraft Model15A
A rare airplane is this 1953 Taylorcraft Model 15A,
N6644N, SIN 5-13044, that is the pride and joy of longtime
EAAer, Robert Peterson (EAA 63046, AlC 4049) of Mahaffey,
PA. Powered with a Continental 0-300 engine of 145 hp
pulling a fixed pitch metal prop, the four-place "Tourist" as it
was called, can cruise at about 110 and land at about 35 mph
with its large flaps and slotted leading edges. The empty
weight is 1365 Ibs. and the gross is 2200. Robert bought the
Model 15A from the original owner, Charles Bennett, in 1967
and has maintained it in perfect condition since. The total time
on the airplane is an unbelieveable 266. 15 hours! The current
FAA register lists 38 Taylorcraft Model 15A's. Robert, who
worked at Piper Aircraft in Lock Haven for quite a number of
years and helped build many, many Piper Cubs, is very knowl-
edgeable on airplanes and a fascinating person to visit
with- as I happily discovered at Sentimental Journey ' 97.
Golden Oldie from 1959
(Left) This photo of a 1941 Beech Staggerwing D-17 ,
NCI038M, SIN 1017, was taken in April, 1959, at Prescott, AZ,
by the owner at the time, Don Macor, now of Duluth, MN. That
is Don' s pretty wife, Marilyn, standing by the wing. Don bought
the D-17 in 1958 for $2,900 from an airline captain in Rochester,
MN. It was used for charter work and air rides during Fair Week
at Superior' s Bong Airport. In 1959, he and Marilyn flew it to
Ramona, CA, and return, using only maps and a whiskey com-
pass. Don eventually sold the D-17 to a couple of Northwest
Airlines pilots. Later, in 1988, the D-17 crashed with the loss of
the owner and his wife. The remains are presently registered to
Robert G. and Robert 1. Hayes of Palm City, FL.
Matt Szayna's Luscombe SA
(Right) Pictured by his all-metal 1948 Luscombe 8A,
N2083B, SIN 6510, is Matt Szayna (EAA 308776, AlC
27654), a professional engineer from North Wales, PA.
Matt reports the original paint scheme is done in bur-
gundy and white with matching interior and instrument
panel. The Luscombe is powered with a Continental A-65
and is equipped with two 12.5 gallon wing tanks, shoul-
der harnesses and swing-out windows. Matt reports the
Luscombe is a joy to fly and moves out smartly with its
metal McCauley prop. He would especially like to thank
his helpers, Joyce, Ada, Bob, and Mark, who helped a
great deal on the restoration of the Luscombe.
VINTAGE AIRPLANE 25
This Old Cub
-Continued/rom page 18-
trees, they encountered the down wash
from a quartering tail wind and the
plane staIled. A friend who witnessed
the accident said that the plane did not
pitch up in a stall, but merely stopped
climbing and fell to the ground. During
the hearing with the principal officer
of the DuPage GADO, we explained
the situation. We mentioned the wind
condition and the angles involved. The
fact that the pilot fl ew into a tail wind
condition caused the pLane to stall.
These planes operate between a stall
speed of 28 mph and a cruise speed of
45 to 47 mph. In the early climb, the
Cub was probably flying its heart out
at just over 30 mph. Take ten mph off
(for the wind) from the climb speed
and the Cub is in a deep stall. The
hearing officer said, "That could not be
the cause. He just stalled it and spun
in. Wind shear doesn 't affect small
planes near the ground, only big
planes." Where is a tape-recorder when
you really need one?
The personal damage from the acci-
dent was extensive. My son had a
bump on his head where he broke the
glass in the oil temperature gauge. The
boy who was flying from the rear seat
slammed forward and his head hit the
cluster where the instrument panel is
reinforced to the fuselage. He had a se-
vere concussion that necessitated
surgery. After several months of con-
valescence, he took his commercial
flight test and started flying as copilot
on a third level carrier. His career later
changed and he has been an engineer
for Douglas for almost 20 years.
Other things became important. The
remains of the J-2 were stored and the E-
2 was placed in the Airpower Museum at
Blakesburg, Iowa. In 1980 we decided
that the time was right to restore both
Cubs. We spaced the parts and pieces
out to begin the job. In May of 1980 the
fusel ages were sitting bare bones on the
ramp in front of our hangar. The Satur-
day before Oshkosh, both planes were
on the gear awaiting engines. On Sun-
day, a friend delivered the engines and
that evening, one was running.
Monday both Cubs were running
and we started installing windshields
and other items. Tuesday brought more
hookups and engine run-in time. On
Wednesday, Jeannie drove to pick up
the new props at the bus station (no
26 MARCH 1998
UPS service for us in those days).
Thursday, a soon to become dear
friend, Harold Middlebrook, arrived in
his E-2 Cub all the way from Penn Yan,
New York. He began the task ofremov-
ing each cylinder head hold down nut
because the engine mechanic had not
installed washers between the steel nuts
and the aluminum heads. If it weren't
for Harold, we're not sure that both
Cubs would have made it to Oshkosh.
After more run ups on Thursday,
Jeannie drove to O'Hare to pick up our
friend e. G. Taylor, the designer of the
Cubs. Friday, e.G.'s son Robert arrived
from Ohio with his E-2.
That same day I test flew both the
E-2 and the J-2. Later Alex Wittmore
arrived from Texas in his 40 hp pow-
ered Taylor-Young model A. Another
friend from Chicago, Mike Rodino,
showed up in his A-40 Taylor-Young.
Now there were six 40 horse engines
running at our place with the designer
e. G. Taylor in the middle of the group
giving council and advice.
Saturday we had thunderstorms and
heavy rain for most of the day. That
night we had a cookout for about 70
people. Robert Taylor had brought
some movies of e. G. that were taken
in the 1920s. Jim Hayes from Texas
brought a slide show of Mr. Taylor's
achievements and the evening was
capped off with a "This is Your Life,
Mr. Taylor" tribute.
Sunday, Jeannie made a pancake
breakfast for everyone and we all de-
parted for Oshkosh. From that time we
have kept the Cubs in sort of a private
oblivion here at our place. They have
not ventured very far. They're most of-
ten seen in sunrise and sunset flights,
where Jeannie takes a Cub and I take
the other to fly around together in our
immediate area.
1997 was to be different, though .
Last year a friend sold some of his air-
craft and parts. Due to this "liquidation,"
we became the owners of a set of
floats, EOO 1070 floats to be exact.
The floats were built in 1937, the same
year the J-2 was built . Talk about a
perfect combination. They are both 60
years old this year. But the Cub has
never been on float s and the floats
probably haven't been in the water
since the beginning of WW II.
Well, we raised the Cub and re-
moved the landing gear. Then we slid
the floats under the fuselage and low-
ered it in place. Everything fit. The
gear bolts slid into place and the cables
were all the proper length. Just a few
little details and the Cub would be
ready to slide in the water.
Another raise with the hoist and the
wheels were back on. The floats were
secured on a trailer for the ride to the
seaplane base at Oshkosh. When I took
off, my friend since grade school, Don
Wonders, drove up north with the floats.
Road conditions the way they are, I
beat him to Oshkosh by several hours
(a real accomplishment for the J-2; it
rarely beats anything anywhere). After
arrival at the Vette seaplane base, we
borrowed a hoist from Al Ziebell - he
is one of the originators of the seaplane
base - and then we proceeded to match
the plane to the floats. Soon the Cub
was slid into the water and was ready
for the trip to the dock for fuel.
Wind and water conditions were
right, so Al towed the Cub out into the
bay. I stepped out on the float to prop
the engine and quickly jumped inside.
After some water taxiing to get the
feel, I noticed Al had returned. He
could not see the water rudder and
wanted to make sure that it was re-
tracted before I took off. I answered
his signal and opened the throttle.
The results were less than impres-
sive. Instead of a staggering rush into
the air, we barely achieved moderate
water taxi speed. The engine did not
tum up enough rpm, so I played around
awhile, getting accustomed to the op-
eration and then returned to the dock.
We made a phone call to a friend
who removed the climb prop from our
E-2 back home and sent it up to
Oshkosh the next morning via Volk-
swagen. After the J-2's cruise prop
was removed and the E-2's climb prop
was installed and tracked, the Cub was
ready for another try.
They pushed it away from the dock
and I gave the prop a spin. After a gen-
tle cruising trip out into the bay, we
were ready.
As soon as I opened the throttle, I
felt that the Cub would fly. The tail
went right down and speed began to
build. After a few bounces over the
considerable chop, applying full right
aileron got the left float out of the wa-
ter and we were airborne.
The 40 horse Cub seaplane was air-
borne and she flew well. Okay. She
didn't climb like an empty 757, but she
got up and that was all we wanted. Af-
ter making several splashdowns, I
approached the far side of the bay near
the shelter of the trees and slid in for
the final landing. We planned to fly
again that evening but the wind came
up fiercely so we waited until morning.
There was no letup from the fierce
wind, so I decided to take the floats off
and start home.
Well, as it turned out, that was about
all that I did . Within 30 miles of
Oshkosh, the engine started to get hot,
the oil temperature began to rise, and
the oil pressure started down.
I reduced power and thought that I
could make it to Bob and Carol Baier's
strip near Brownsville. Well, that just
wasn't going to be. That time of the
year, Wisconsin is hayfield, cornfield,
hayfield, cornfield, etc., so you just
have to decide which hayfield to use. I
looked for one that had been raked and
one that was near to a house so that I
wouldn't have to walk too far.
The Giese farm had a hayfield that
was just right , so I coasted in and
switched off the engine as I flared for
the landing. The plane rolled up just
short of the cornfield so I hopped out
and walked to the bam.
I couldn't have found a better place.
Giese had taken some flying lessons
before being married and his wife had
worked during the EAA Conventions.
They rol1ed out the welcome mat and all
I had to do was contact Jeannie to arrange
for another engine. Don Wonders had
taken the floats home and was waiting
there for me.
Our Cessna Bobcat was sitting at the
Oshkosh airport, so as soon as the daily
air show was ended, I took off for
home. We loaded a spare engine in the
truck and were back in Oshkosh before
bedtime. We changed engines the next
morning. There were some glitches be-
cause the second engine had been
stored for several years. Jack Wojahn, a
friend and mechanic from Oshkosh,
came out to help. After some trouble-
shooting, the engine was running.
Shortly thereafter I took off and had
an uneventful flight home. Safe back in
its hangar, the J-2 awaits the develop-
ments of its next 60 years. ...
LIFE (on floats) BEGINSATFORTY (horsepower)
by Jeannie Hill, Ale 629
Having owned our 1933 E-2 and our 1937 J-2 Taylor Cubs for nearly 30 years, it's safe
to say they're more than just airplanes to us. They've become part of the family, often re-
ferred to as "the kids."
Maybe they've come to mean so much to us because we restored them together, side
by side, within the span of three short months and because their original designer, C. G.
Taylor, was with us on their inaugural flights. Maybe it's because the E-2 was my primary
instruction airplane and my partner during my fIrst solo flight.
Whatever the reason, the Cubs have always been a source of great pride and joy for us.
We remember their "birthdays" and even take time to celebrate their decade milestones
whenever possible. One year on the E-2's 40th we made a "cake" from an overturned alu-
minum bucket, painted it white and topped it off with 40 original spark plugs for the
candles. The Cubs' 50ths were both duly noted. But this year the J-2 did something really
special for its 60th birthday; it became a seaplane for the first time ever. (Talk about the
icing on the cake, no pun intended.)
When you own a couple of 40 horse Cubs, the first thing you come to realize is that you
aren't going to dazzle anyone with performance records. Though one ofthe most fun air-
planes to fly, the 40 hp Cub is simply not known for its speed and muscle. In short, it's not
going to get you anywhere fast. About the best it can do is just get you there- eventual1y.
In fact, when given the prudent choice, the 40 hp Cub wi11 gladly stay in the hangar and
take the day off whenever any of the following conditions exist:
1. ifthetemperatureexceeds85 degreesFahrenheit;
2. ifthereis abreezestrongenoughto rustleoakleaves; or
3. ifanypersonorpersonsexceeding180poundsattempts
to climbin andflyit.
Given its age and delicate nature, the 40 hp Cub also likes to refrain from strenuous
activities such as lengthy run ups and extended taxi. It also prefers to avoid long, compli-
cated aerial maneuvers like climbing and turning. In fact, during anything less than ideal
conditions, a climbing turn to a 40 hp Cub is considered an advanced aerobatic maneuver.
Ok. So the Cub is no powerhouse. Then why, you might ask, would anyone in his right
mind expect to alter the sleek, aerodynamic profile of this airplane by adding something
so cumbersome as a pair ofEDO 1070 floats?
Wel1, sidestepping the "in his right mind" issue, let's go on to the subject of adding the
floats. It's only fair to tell you that the Cubs have flown successfully on snow skis for
many years. Granted this is accomplished after much coaxing and pleading from the pilot,
and only after the above mentioned items 1-3 have been strongly complied with.
We had heard by the grapevine that the 40 hp Cubs did just fine on floats. Since our
experience in J-3s on floats had been such fun, we thought we'd like to try seaplane flying
with our Cub. We already had researched the pJoject and found pictures, stories and first-
hand accounts of the adventures of 40 hp Cubs on floats , so we knew it was possible.
Armed with this information, we set out to introduce NC17854 to a pair ofEDO 1750s.
It turned out it to be a match made in heaven. Both the J-2 and the floats we were lucky
enough to find turned 60 this past year-the Cub in March and the floats just a week be-
fore the EAA Convention. And what better time to introduce the J-2 to the joys of
seaplaning than its 60th birthday and during the Convention?
After all is said and done, I think it's safe to say you would have to search far and wide
to find a better looking float plane. In fact, there's no other way to describe the J-2 on
floats than to say that it's darn right cute. I even heard this adjective used by the more ma-
cho members of the group, and it was usually accompanied by that goofy look most
people give babies, puppies and little fuzzy ducks. The support of the folks at the seaplane
base was fantastic. Just about everyone there realized the importance and the significance
of putting that little 40 hp Cub on floats.
When the J-2 fmally got up enough guts to turn itself into a seaplane, the hootin' and hol-
\erin' from the crowd along the shoreline was something to behold. The J-2 had developed
quite a fan club during its stay at the seaplane base. Its supporters constantly treated it like
the little engine that could, even when it looked like it couldn't. Their loyalty was greatly
appreciated and we hope rewarded as the Cub left the water on its maiden sea voyage.
We' ll never forget that magical moment when all the effort and time paid off and that
little Cub broke water for the fITst time. It was a unique and unforgettable instant in time,
an instant that will remain etched into our memories forever. It may even have taken a
small place in aviation history. I know that it took a large place in our hearts.
Thanks to everyone who helped make it happen.
VINTAGE AIRPLANE 27
GordyAgen .............Palmira,WI
FredAustin ..........AguaDulce,CA
EarlR. Barringer......ChinoHills,CA
Keith E. Bartels.......Stockbridge,GA
SteveB. Bauman.......Las Vegas,NV
JeffBeecher .........GardenCity,GA
JackBiagini.............Granville, IL
Paul1. Boatright........Columbia,TN
MichaelL. Boze......WinonaLake,IN
RichardT. Brinkworth ...Elizabeth,CO
Alain H.Burchett ........Ashville,NC
Kirk Burmeister .........Honolulu, HI
DonBurmingham .........Duarte,CA
JamesCameron..........St. Paul,MN
IrvingW. Chappell .......Portland,CT
DonaldK. Collins........LiveOak,FL
JamesConfer..............Stow, OH
Ken Cook......... ...PineIsland,MN
JohnR. Cooper ... .. ..Tewksbury,MA
WilliamCourtright ........Portage, IN
Jimmy1. Davenport ....Hayesville,NC
SteveC. Dietz............Anoka, MN
Todd1. Donohue .....Massapequa,NY
Joe M. Dudley.............Allen,OK
John L. Eddy....HiltonHeadIsland,SC
GaryEdgecomb .........Keswick, V A
Melvin Erickson......PrairieFarm,WI
DavidC. Evans ..........Hilliard,OH
WilliamT. Forde.........Everett,W A
Donald E. Forton .......Columbus, MI
RaymondW. Franke. ...Walnutport,PA
MaynardKeith Franklin ....Goleta,CA
HarryGunther. ........Kingsclark,NY
BradleyG. Hart..........Franklin,PA
JayHeil ..............Brownton,MN
Robert H. Henson,Jr.........Byron,IL
DavidC.Hilpert...... .....Gilroy,CA
Marice S. Hodges ..........Jenks,OK
GaryA. Hoeft...........Hamburg, MI
DanN. Holden.......LosAlamos,NM
A. P. Hurst ..............Jackson,MI
Jerry Isbell .............Gahanna, OH
Soren K. Jakobsen ..Roskilde,Denmark
RogerA. Johnson...........Mesa,AZ
Vardell Karol..... ..........Ojai,CA
Larry Kopischke ......EagleRiver, AK
Harvey G.Krause. .. .... . .Tucson,AZ
JamesT. Kubik..........Baytown,TX
KellyLandrum...........Halifax,V A
MichaelLewis .......OregonCity,OR
SidD.Lloyd.............Cypress,TX
DavidH. March..........Lincoln,CA
HaroldG. McAvenia,Jr.
...................ChulaVista, CA
BarryMcCallan
..Whitehorse, YukonTerritory,Canada
JohnMcClain ..........Olympia,W A
Joel M.McGrath........Spokane,W A
DonaldMeloche.........EI Cajon,CA
DanMershon .........Springfield,OH
DanielL. Mitten.........HatField,PA
SydnorC. Newman,Jr...Farmville,VA
Paul Ogren .........SantaMonica,CA
Martin S. Ott...........Fairbanks,AK
MikeParley ............Saratoga,CA
SaraL. Parmenter... ..Cumberland,V A
MichaelParrish............Dallas,TX
JosephM.Perez........Forestville,CA
ThomasPettman .....Penhold,Alberta,
Canada
Tim Pinkerton..........Trotwood,OH
James Pippert..............Dysart,IA
StevenT.Rasmussen.....Bellevue,NE
ThomasReed........Dawsonville,GA
Neil 1. Rinearson .....FallsChurch,V A
BillRosenfelt.........WinterPark,FL
JoelL. Rutt.............PalmBay, FL
JenniferSantorelly
.............NewSmyrnaBeach,FL
Mira1. Slovak ........SantaPaula,CA
ScottP. Smith.. ... .. ....Jackson,WY
DavidR. Smith. ... ....Henderson,NV
John Stevens .....BerkeleyHeights,NJ
DennisC. Thornton.. ... ...Bremen,IN
PhilipTrill...............Denver,CO
John Upcraft ....... ...Mt. Vernon,IL
DonaldE. Wellman
...........Goderich,Ontario,Canada
MichaelE. Willcox....Knightstown,IN
GrantR.Wrathall,Jr........Aptos, CA
Katsuo Yamaguchi
............BuenosAires,Argentina
Kenneth A. Yetter,Jr.
.............PonteVedraBeach,FL
Fly-In Calendar
The following list of coming events is fur-
nished to our readers as a matter of
information only and does not constitute
approval, sponsorship, involvement, control
or direction ofany event (fly-in, seminars,
fly market, etc.) listed. Please send the
information to EAA, Aft: Golda Cox, P.O.
Box 3086, Oshkosh, WI 54903-3086. Infor-
mation should be received four months
prior to the event date.
MARCH 14-15- MANASSAS VA - AeroElectric Con-
nection Seminar. 316/685- 86J 7.
MARCH 21-22 - DENTON,TX- EAA Sport Air Work-
shop. 800/967-5746.
MARCH 22 - GREELEY,CO- EAA Ch. 720 Snow -
buster Fly-bvB 'Fast. 970/353-5807.
MARCH21 - HUNTSVILLE,AL - Moomown Airport.
EAA Chapter 190 Fly-In sausage, egg and pancake
Eat 'Em Up Breakfast. 205-852-978/.
MARCH28- RIVERSIDE,CA- 6th Annual Airshow-98.
Pancake Breakfast/Classic Car Show. 909/351-6113.
APRIL 4-5 - MINNEAPOLIS,MN - EAA SportAir
Workshop. 800/967-5746.
APRIL16-17- ST.AUGUSTINE, FL- Fifth East
Coast ILPA Gathering. Info: Hamilton Upchurch,
9041797-7557, FAX904/825-4862
APRIL 18 - HUNTSVILLE,AL- Moonto wn Airport.
EAA Chapter 190 Fly-In sausage, egg and pancake
Eat 'Em Up Breaf..fast. 205-852-9781.
APRIL19-25- LAKELAND, FL - 24thAnoualEAA
Fly-In& SportAviationConvention.941 /644-2431.
APRIL25 - LEVELLAND,TX- EAA Chapter 19 Fly-In
Breakfast. 8-10 a.m. Info: 8061794-5961.
APRIL25-26- SPRINGFIELD,IL- 5th Annual Charlie
Wells Memorial Fly-In B'jast. 217/483-320/'
APRIL28- HALF MOON BAY, CA - 8th Annual Pa-
cific Coast Dream Machines. to benifitthe Coastside
Adult Health Center. Info: 650/726-2328.
MAY1-3- ROANOKE RAPIDS,NC - Spring EAA Fly-
In sponsored by EAA A/C Chapter 3. Vintage videos,
barbeque, major speaker, awards in all categories.
EAAfellowship. Fax to Ray BOllom: 7571873-3059.
MAY1-3- CLEVELAND,OR-14th Annual Air Racing
History Symposium. 2161255-8100.
MAY3- DAYTON, OH - EAA Ch. 48 Fly-In B 'Fast.
Moraine Airpark. 9371878- 9832.
MAY 16- RUNTSVlLLE,AL- Moontown Ai/pori. EAA
Chapter 190 All Day Annual "Old Fashioned Fly-In."
Info:2051852-9781.
MAY16-17- HICKORY,NC - 6th annual Warbirds over
Hickory Fly-In. 9:30 a.m. - 5p.lII. Info: 7041437-0541.
MAY 16-17- MEMPIDS,TNEAA SportAir Workshop.
8001967-5746.
MAY 17- WARWICK,NY- Warwick Aerodrome (N72).
to a.m. -4 p.m. Food, trophies, Judging reg. closes at 2
p.m. Info: Harry Barker, 973/838-7485.
JUNE5-6- MERCED,CA- Annual Merced West Coast
Fly-In. 209/383-4632.
JUNE 5-6 - BARTLESVILLE,OK - Frank Phillips
Field - 12th Annual National Biplane Convention and
Exposition. Biplane Expo '98. Biplanes and NBA mem-
bers free - all others pay admission. Info:
9181622-8400 or 9181336-3976.
28 MARCH 1998
JUNE 12-14 - MATTOON, IL - LuscombeFly-In. Coles
CountyMemorialAirport(MTO) 217/234-7120.
JUNE 13-14 - FREDERICK, MD - EAA SportAir Work-
shop. 800/967-5746.
JUNE 13-14 - GAINESVILLE, TX - 36thAnnualTexas
AAA ChapterFly-in. Info: 940/668-4564. website:
http://www.coke.net/-airport
JUNE 14 - FULTON, NY - OswegoCountyAirporl(FlY)
EAA Chapter486 PancakeBreakfastfeaturingbi-
planes. AwardforBestBiplane. Info: Ken Graves
315/466-6928.
JUNE 18-21 - CREVE COEUR, MO - Creve Coeurair-
port.American Waco Club Fly-In. Info: Phi/Coulson:
616/624-6490orJerryBrown: 317/535-8882.
JUNE 20-21 - LACROSSE, WI - AirFest '98 two day
airshow.Info: 608/781-5271. CheckNOTAMSforfield
closure.
JUNE 20 - HUNTSVILLE, AL - MoontownAirport. EM
Chapter190Fly-Insal/sage,eggandpancakeEat 'Em
Up Breakfast. 205-852-9781.
JUNE 20 - COOPERSTOWN, NY (NY54) - EAA Ch.
1070Fly-In B'Fast.607/547-2526. Rain: 6/21.
JUNE 20 - LAGRANGE, OH - EAA Ch. 255 Fly-In
Breakfast. 440/355-6491.
JUNE 20-21- RUTLAND, VT- EAA Ch. 968 "Tai/dragger
Rendezvous"PancakeBJast. 802/492-3647.
JUNE 25-28 - MT. VERNON, OH - AnnualGatheringof
Wacos. 937/866- 6692.
JUNE 27-28 - DENVER, CO - EAA SportAir Workshop
(Covering/Composites). 800/967-5746.
JUNE 27-28 -PETERSBURG, VA (PDA) - VA State
EAA Fly-In. 804/358-4333.
JUNE 27-28 -LONGMONT, CO - 20th Annual Rocky
Monntain EAA Fly-In. 3031798-6086.
JUNE 28-JUL Y 3 - LAKELAND, FL - 30thAnnualIn-
ternationalCessna 170Assoc. convention. Info: Dale
orMartyFaux: 9411646-4588.
JULY 3-5 - CREVE COEUR, MO - CreveCoeurairport
(IHO). Great War Fly- In. Info: Don Parsons,
314/397-5719, PlsurFlyin@aol.comor Tim Adcock,
314/861-0183ADFEST@ool.com
JULY 8-12 -ARLINGTON, WA - Northwest EAA F1y-
In. 360/435-5857. Web site: www.nweaa.orglnweaal
JULY 11 - PUNTA GORDA, FL - EAA Ch. 565 BJast.
YEagles. 941/575-6360
JULY 11-12 - ATLANTA, GA - EMSportAirWorkshop.
800/967-5746.
JULY 12 - RENSSELAER, IN - EAA Ch. 828 Fly-In/
Drive-InLunch. 219/866-5587.
JULY 12 - NAPLES, FL - EMCh. 1067PancakeBreak-
fast. 941126/-5701.
JULY 13-16 - MIDDLETOWN, OU - Short Wing Piper
Club Convention Fly-In.513/398-2656.
JULY 18 - HUNTSVILLE, AL - MOOn/own Airport. EM
Chapter 190Fly-Insausage, eggandpancakeEat 'Em
Up Breakfast. 205-852-9781.
JULY 18 - COOPERSTOWN, NY (NY54) - EAA Ch.
1070Fly-In B'Fast. 607/547-2526.Rain: 7/19.
JULY 24-26 - MERRILL, WI - Hatz CB-l Anniversary
Reunion. 7/5/536-3197.
JULY29-Aug. 4- OSHKOSH, WI- 46th Annual
EAA Fly-InandSportAviation Convention.
Wittman RegionalAirport. ContactEAA,POBox
3086, Oshkosh, WI54903-3086,9201426-4800.
JUNE 14 - FULTON, NY - OswegoCountyAirport(FlY)
EMChapter486 PancakeBreakfastfeaturing vintage
aircraft, carsandmotorcycles. Awards. Info: Ken
Graves, 315/466-6928.
Sept. 12-13 - MARION, OH - Mid-Eastern EAA Fly-In
(MERFI). 513/849- 9455.
Oct. 8-11 - MESA, AZ - Copperstate EAA Fly-In.
5201228-5480.
Oct. 9-11- EVERGREEN, AL - Southeast EAA Fly-In.
3341765-9109.
ServicesDirecto!y
EnjoythemanybenefitsofBAAandthe
BAAAntique/ClassicDivision
EAAAviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone(920)426-4800 Fax(920)426-4873
WebSite:http://.eaa.organdhttp://www.flyin.org E-Mail:Vintage@eaa.org
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(8:00 AM -7:00 PM Monday-Friday CST)
Newirenew memberships: EAA, Divisions
(Antique/Classic, lAC, Warbirds), National
Association of Flight Instructors (NAFI)
Address changes
Merchandise sales
Gift memberships
Programs and Activities
Aircraft (General Questions) . .. . 920-426-4821
Auto Fuel STCs ......... .... . .. 920-426-4843
Build/restore information ...... 920-426-4821
Chapters: locating/organizing .. 920-426-4876
Education........ . ... ... .. .... 920-426-6815
EAA Air Academy
EAA Scholarships
EAA Young Eagles Camps
Flight Advisors information . . . . . 920-426-6522
Flight Instructor information ... 920-426-6801
Flying Start Program 920-426-6847
Library Services/Research ...... 920-426-4848
Medical Questions ............. 920-426-4821
Technical Counselors . ....... .. 920-426-4821
Young Eagles . . . .. . .. .. ........ 920-426-4831
Benefits
Aircraft Financing (Green Tree) .. 800-851-1367
AVEMCO . .. . .... . ............ 800-638-8440
AUA . ... .. ........ .. .... . .... 800-727 -3823
Editorial
Submitting article/photo; advertising infonnation
920-426-4825 FAX 920-426-4828
EAAAviation Foundation
Artifact Donations ............. 920-426-4877
Financial Support ............. 800-236-1025
MEMBERSHIPINFORMATION
EAA
Membership in the Experimental Aircraft Associ-
ation, Inc. is $40 for one year, including 12
issues of SPORTAVIATION.Family member-
ship is available for an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add$16 for
ForeignPostage.)
ANTIQUE/CLASSIC
Current EAA members may join the Antique/
Classic Division and receive VINTAGEAIR-
PLANEmagazine for an additional $27 per year.
EAA Membership, VINTAGEAIRPLANEmag-
azine and one year membership in the EAA
Antique/Classic Division is available for $37 per
year (SPORTAVIATIONmagazine not included).
(Add$7 forForeignPostage.)
lAC
Current EAA members may join the International
Aerobatic Club, Inc. Division and receive SPORT
AEROBATICSmagazine for an additional $40
per year.
EAA Membership, SPORTAEROBATICSmaga-
zine and one year membership in the lAC
Division is available for $50 per year (SPORT
AVIATIONmagazine not included). (Add$10for
ForeignPostage.)
WARBIRDS
Current EAA members may join the EAA War-
birds of America Division and receive WARBIRDS
magazine for an additional $30 per year.
EAA Membership, WARBIRDS magazine and
one year membership in the Warbirds Division is
available for $40 per year (SPORTAEROBATICS
magazine not included). (Add$7 forForeign
Postage.)
EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazine for an additional
$20 per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $30 per year (SPORT
AVIATIONmagazine not included).(Add $8 for
ForeignPostage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
United States dollars. Add required Foreign
Postage amount for each membership.
Oct. 9-11 - WILMINGTON, DE - East Coast EAA
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Fly-In. 302/738-8883.
VINTAGE AIRPLANE 29
VintageAirplaneSafety
- Continuedfrompage5-
limitationsand live bythem. So I'mnot
advocatingpushingyourselfbeyondyour
owndefined limits. However, withsome
crosswind practice,you canexpandyour
limitationsand safelyparticipateinmany
morefun fly-in eventsthroughoutthepan-
cakeseason.
Aswell as beingasportaviationenthu-
siast(tail wheel airplanes)Iam also a
CertifiedFlightInstructor. Whensomeone
gives methe "it'stoowindy"excuse,Iof-
ferto spendsometime in the cockpitwith
them to practicecross windtakeoffsand
landings. Most takeme up on the offer. In
fact ,on manyoccasions, withoutexceed-
ingeithermy orthe airplane'slimitations,
I'vesuggestedan hourofpatterndual on
days windyenoughthey questionmy san-
ity. Myresponse has always been, "What
ifyou decideto fly somewhereand the
wind picksup. Don'tyou wantto feel
comfortableand confidentenough to
make the return trip and landingat home
withouthavingthose butterfliesin the pit
ofyourstomachall thewayhome?"
TAKEOFFSANDLANDING
The most recentdataavailableindi-
cates that nearly 60 percent of the
single-enginefixed gearaircraftincidents
and accidentsoccurduringeithertake-off
or landing.Thatshouldbejustification
enoughfor spendingsometime inthetraf-
fic pattern honing your take-offand
landingskills. Let'sall make avow in
1998to notbecomepartofthatstatistic.
GROUNDTHOSEBUTTERFLIES
All too oftenIfind enthusiasticsport
aviationpilots sufferingthe butterflysyn-
drome for the entireflying day. From
take-offuntil reaching theirdestination,
they'reanxiousaboutmakingthe destina-
tion landing.Throughoutthe pancake
breakfastthey'reworriedaboutthetake-off
and return flight. Once in the airthey're
anxiousabout makingthe cross wind
landingupon returningto theirhome air-
port. Mostall ofthi sanxiousnesscouldbe
eased, ifnot eliminated,by gettingout
andgettingsomepracticeinyourairplane.
Life is too shortto notenjoyevery VFR
dayto its fullest!Seeyou atthenextpan-
cake breakfast! ...
30 MARCH 1998
VINTAGETRADER
Somethingto buy,
sellortrade?
An inexpensiveadin the Vintage Tradermaybejusttheanswerto
obtainingthatelusivepart ..50perword,$8.00minimumcharge. Send
youradandpaymentto: VintageTrader,EAAAviation Center, P.O.
Box 3086, Oshkosh, WI54903-3086,orfaxyouradandyourcredit
cardnumberto 920/426-4828.Adsmustbereceivedbythe20th ofthe
monthforinsertion in theissuethesecondmonthfollowing (e.g.,
October20thfortheDecemberissue.)
MISCELLANEOUS
BABBITT BEARING SERVICE -rod bearings, main bearings, camshaft bearings, master rods,
valves. Call us Toll Free 1/800/233-6934. e-mail ramremfg@aol.com http://members.aol.com/ ram-
remfg/home/sales.html VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA
99202. (1440)
1948 C195 3845TT -275 hp, 244 hrs. , Cleveland wheels/brakes, heavy gear, new panel , interior,
fresh prop, Loran, ADF, Nav/Com, Mod/C encoder, ELT, excellent condition, always hangared,
many extras. $76,000. 403/282-6253. (1479)
FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying
and entertainment titles. Call for a free catalog. EAA, 1-800-843-3612.
National Aircraft Finance Company. We finance most types of aircraft including experimentals.
No aircraft age limit. Call 1-800-999-3712, Fax 941-646-1671 . Emai l-nafco@airloans.com
Homepage http://www.airshow.neVnafco
ANTIQUEICLASSIC- Fabric Covering, Inspections, Repair, Maintenance, Restorations, Wood Work
& Sheet Metal. Call Todd Clamp, A&P-IA, Newberry, SC Ph. 803/321-9046, Fax 803/321-0404.
AIRWORTHINESS CERTIFICATES -Standard, Restricted, Experimental, Export Approvals. Call
Todd Clamp, FAA-DAR, Newberry, SC, Ph. 803/321-9046, Fax 803/321-0404.
New vi deo- Hand Propping! $24.95 plus $3 S&H. FREE BROCHURE & CATALOG! 800/296-1147.
Visa/MC/check. Larry Bartlett Aviat ion Videos, P.O. Box 1197, Stevens Field, Pagosa Springs,
CO 81147.
ACCU-SPRAY HVLP-New-in-box 3-stage Turbine outfit. Latest model. Cost $1,000+. Sell for
$600. 515/623-5495.
IT IS TAX TIME -If you can use a tax deduction for donating your aircraft collection to an aircraft
museum, Museum Displays, Inc., a 501 (c)3 corporation, will provide you with the paperwork you
need for a deduction of the cost or val ue of your ' Aviation Research Material , ' Autographed
Material, 'Photographic Collections, 'General Aviation aircraft or Warbirds, current annuals or barn-
yard relics, 'Antique Restorations or Homebuilts, either completed or in process, ' Magazines,
advertisements, books, engines, propellers, instruments, pamphlets, and other memorabilia. Call
8001748-9308, Fax 800/531-3090.
RESTORATION CRAFTSMEN -A&P, I-A, over 35 years experience. Tube, fabric, sheet metal ,
custom wood wings our specialty. Reasonable shop rate. Phone for information. Avondale
Airmotive, 740/453-6889, 740/455-9900.
WANTED CURTISS JENNY CANUCK PARTS -Stabilizer, elevators, fuselage controls, tai l post
fittings; also instruments. Anything for the Canuck, what have you. 740/ 453-6889
lQQO
how easy it is to
cover an airplane
with Poly-Fiber,
and how much
fun it can be. It
includes our entire
catalog of tools,
products, and other
goodies, too. All you
need to make it happen
is our new manual ...
and a drea m.
OrderYours!Just $10.00!
Plus Shipping& HandHng
808-362-3490

E-mail: inCo@polyfiber_colD
FAX: 909-684-0518
THE NEW
CITATION HVlP
COMBO SYSTEM
WAS A BIG HIT AT
OSHKOSH!!
If you happened to stop by the Antique/Classic
Builders Workshop at the convention you
probably saw our new respirator/paint sprayer
system at work. Many of you stopped by the
Fastech booth to get a closer look at this
unique system.
Because of the
tremendous
interest in the
product we
have decided
to extend the
show price for
a limited time.
If you didn't get a chance to see it, the CITATION
system combines a fresh air respirator and
HVLP paint sprayer in one cabinet to offer the
utmost in safety, convenience and spraying
technology at a very competitive price!
Total system priced at just $799.00
(for alimited time only)
CALL FASTECH CORPORATION AT 18004622471
Fly high with a
quality Classic interior
Complete interior assemblies for do-it-yourself installation.
Custom quality at economical prices.
Cushion upholstery sets
Wall panel sets
Headliners
Carpet sets
Baggage compartment sets
Firewall covers
Seat slings
Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
INC.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
i...::
: I
I VIS4 I
VINTAGE AIRPLANE 31
JULV 4.
Spiral-Botmd
ClassroolD.
Our new manual isn't
just a reference - it's a
covering course in a
book. It's the clearest,
most thorough, and
most fun-to-read
step-by-step
book of its
kind. It will
guide you all
the way
through the entire
Poly-Fiber process in
plain easy language
and with a delightful
sense of humor.
It' ll
show
you
just
Aircraft Coatings
-
Ray & Judy
Marion IN
Coordinate Annual
Fly-In - Cruise-In
Pancake Breakfast
Members EM
Chapter 304
AUAis
approved.
To become an
EAA Antique &
Classic Division
Member call
8008433612
"We appreciate AUA's understanding of
the special needs of Antique and Classic
owners and their insurance programs,
specifically, no hand propping exclusions
and lower liability in hull premiums."
- Ray & Judy Johnson
The best is affordable.
Give AUA a call-it's FREE!
800-727-3823
Fly with the pros .. .fly with AUA Inc.
U ~ Exclusive EAA
Antique & Classic Division
Insurance Program
Lower liability and hull premiums
MeClical payments included
Fleet discounts for multiple aircraft
carrying all risk coverages
No hand-propping exclusion
No age penalty
N component parts endorsements
Discounts for claim-free renewals
carrying all risk coverages
Remember,
We're Better Together!
AVIAnON UNUMITED AGENCY
The EAA4ntiquejClassic
DivisionNeedsYourHelp!
SharetheExcitementof EMs
Antique/ClassicDivisionwithaFriend
Ifyoulovetheairplanesofyesteryear,chancesare
youknowotherpeoplewholovethemtoo.Help
theAntique/ClassicDivisiongrowbyrecruiting
newmembers.
TheEAAAntique/ClassicDivisionisaperson's
bestresourceforinformationandstoriesabout
Antique,ClassicandContemporaryaircraftand
thepeoplewhoflythem.
As amember,youalreadyknowwhatbeingan
Antique/Classicmemberisallabout,ordoyou?
Asamember,youreceive:
12color-filledissuesof VINTAGE AIRPlANE, the
officialmagazineoftheAntique/Classic
Division.
Theexclusive"membersonly" Antique/Classic
aircraftinsuranceprogramadministeredby
AUA,Inc.
DuringEAAOSHKOSH,educationalwork-
shopsandseminarsofferedbyfellowmem-
berswhoareexpertsintheirfield.
Theopportunitytonetworkwithothermem-
berswithsimilarintereststhroughthevarious
TypeClubsintheAntique/Classiccommunity.
RecruitNewMembersandWinSomeGreatAwards*
Recruitjustonenewmemberandreceiveastylish
collector'scapfeaturingtheAntique/Classic
Divisionlogo.
Recruittwonewmembers - inadditiontothe
cap,getanAlCjacketpatchandafreevideotape.
Signupthreenewmembersandyou'llalso
receiveaFREEoneyear AlC Divisionmember-
shiprenewal.
CAU1.-800-843-3612, BE SURE TO MENTION CODE
1 . ~ r r 1 . WHEN YOU CAU TO RECEIVE YOU AWARD.
NEW MEMBER
CAMPAIGN
HELP YOUR DIVISION GROW!
*NEW MEMBERSHIP APPLICATIONS ONLY-MEMBERS CANNOT SPONSOR THEMSELVES. SPONSORSHIP RECRUITMENT ALSO VALID FOR
RENEWALS WHO HAVE NOT BEEN CURRENT MEMBERS FOR 2 (TWO) CONSECUTIVE YEARS.
1

!