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EDITORIALSTAFF
Publisher
Tom Poberezny
October1995 Vol.23,No.10
CONTENTS
2 Straight& Level/
Espie"Butch"Joyce
3 AlCNewslH.G.Frautschy
4 Aeromail
5 NationalWacoClubFly-in!
RayBradly
7 MysteryPlane/H.G.Frautschy
9 TheDownwindTurn/
DickHill
10 Antiques/ClassicsatOshkosh!
H.G.Frautschy
17 SeaplanesatOshkosh!
NormPetersen
20 OrloMaxfield'sFunk!
H.G.Frautschy
Page 10
24 WhatOurMembers
AreRestoring/
NormPetersen
26 PassittoBuck!
E.E."Buck"Hilbert
28 WelcomeNewMembers
29 Calendar
Page 17
30 VintageTrader
PageS
Vice-President
Marketing&Cammunications
DickMatt
Editor-in-Chief
JackCox
Editar
HenryG.Frautschy
ManagingEditor
GoldaCax
ArtDirector
MikeDrucks
AssistantArtDirector
SaraA.Otto
ComputerGraphicSpecialists
OliviaL. Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION, INC.
OFFICERS
President VicePresident
Espie' Butch'Joyce ArthurMorgan
P.O.Box35584 Germontown,WI
Greensboro,NC27425
910/393-D344
Secretary Treasurer
SteveNesse E.E. ' Buck'Hilbert
2009HighlondAve. P.O.Box424
AlbertLeo.MN5tlYJ7 Union.IL60180
507/373--1674 815/923-4591
DIRECTORS
JohnBerendt RobertC.' Bob"Brauer
7645EchoPointRd. 9345S. Hoyne
ConnonFoils.MN55009 Chicogo.IL60620
507/263-2414 312/779-2105
GeneChase JohnS. Copeland
2159CarffonRd. 28-3WtlliomsburgCt.
Oshkosh.WI 54904 Shrewsbury.MA01545
414/231-5002 508/842-7867
PhUCouison
28415SpringbrookDr.
Lawton,M149065 Hartford,Wl5:W27
616/624-<>490 414/673-5885
CharlesHonIs SlanGomoi
7215East46thSI. 104290thLane.NE
Tulsa.OK 74145 Mir1neq:JoIis.MN55434
918/622-a400 612/784-1172
DaleA.Gust<non .Iecn1ie!iii
7724ShadyHill Dr. P.O.Box328
Indianapolis.IN46278 Harvord,IL60033
317/293-4430 615/943-7205
RobefIlickteig RobefID.' Bob'Lumtey
1708BayOaksDr. 1265South124thSt.
AlbertLea.MN5tlYJ7 Brookfiekl.WI53005
507/373--2922 414/782-2633
GeneManis GeorgeYork
115CSteveCourt.R.R. 2 161 SIobodoAv.
Roonoke.lX76262 MansfiekI.OH44906
817/491-9110 419/529-4378
S.H."Wes'Schmid
2359LefeberAvenue
Wauwatosa.WI53213
414/771- 1545
DIRECTOREMERITUS
S,J,Willman
1904-1995
ADVISORS
JoeDickey JimmyRollison
55OakeyAv. 640AlamoDr.
Lawrenceburg.IN47025 Vacaville.CA95688
812/537-9354 707/45HJ411
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E.MacGregorDr.
Madison.WI53717 NewHoven.IN46774
608/833-1291 219/493-4724
FRONTCOVER...OrtoMoxfieldhasownedthissameFunkB-85Csince 1958. n
wasrecently restored andwontheReseNe GrandChampionClassic -Undy'
awardatEMOSHKOSH ' 95. EMphotobyJimKoepnick.shotwithanEOS-lN
equippedwith a 70-200 mmlens. 1/250secatf9 on KodokLumiere 100 film.
Cessna210photoplone flownbyBruceMoore.
BACK COVER ...During EMOSHKOSH ' 95. wehadtwoofthe fiveregistered
Johnson Rocket 185's on the groundsand in the air. EAA volunteer
photogropherPhil Highcaughlthetwoofthemtogether. Intheforegroundis
Roy Foxworthy' sRocket.SIN 9. ondin thebockgroundis OrvalFairbaim'sSIN
11. Shot with anEOS-l equippedwith a 80-200mmlens. 1/250secatf9 on
KodakLumiere 100film. Cessna210photoplaneflownbyBruceMoore.
Copyright @ 1995 bytheEAAAntique/ClassicDivisionInc.Allrightsreserved.
VINTAGEAIRPlANE OSSN 009H>943) is published and owned exclusively by the EMAntique/Classic Division, Inc.ofthe Experimental
AiraaftAssociation and is publishedmonthlyat EMAviation Center, 3000 Poberezny Rd.,P.O. Box 3086, Oshkosh, Woscoosin 54903-3086.
Second Class Postage paid at Oshkosh, WlSCOflSin 54901 and at additional mailing offices.The membership rate for EMAntique/Classic
Division,Inc.is$27.00forcurrentEMmembersfor12monthperiodofwhich$15.00isforthepublicationofVINTAGEAIRPLANE. Membe<ship
isopeotoallwhoareinterestedinaviation.
POSTMASTER: Send address changesto EMAntique/Classic Division,Inc.,P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPlANEtoforeignandAPOaddressesviasurfacemail.
ADVERnSlNG- Antique/Classic Division doesnotguaranteeorendorseanyproductoffered through the advertising. We inviteconstructive
criticismandwefcomeanyreportofinferiormerchandiseobtainedthroughOIJ'advertisingsothatCOITectivemeasurescanbetaken.
EDITORIALPOUCY:Readersareencouragedto storiesand photographs. Policyapinionsexpressedinarticlesaresolelythoseofthe
authols. foraccuracyinreportingrestsenfirelywiththecontributor.Norenumerationismade.
Materialshouldbesentto: VINTAGEAIRPlANE,P.O. Box3086,Oshkosh,WI 54903-3086. Phone414/426-4800.
The words EM,ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EM,EMINTERNATIONAL
CONVENTION,EMANnQUE/CLASSlC DIVISION, INTERNATIONALAEROBATIC CLUB,WARBIRDS OF AMERICA are registered
trademarks. THE EMSKYSHOPPE and logosoftheEMAVlAnoN FOUNDAnON and EMULTRAUGHTCONVENTION aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictly
STRAIGHT & LEVEL
byEspie"Butch"Joyce
Many of you who attend EAA
OSHKOSH may recall that we lost
our grass runway a couple of years
ago when a new paved taxiway was
constructed, cutting our old grass run-
way in half. Since that time, we have
been looking for a new site for those
Antique/Classic airplane pilots who
prefer to operate off of grass. I re-
ceived a phone call from A/C Direc-
tor Gene Chase the other day related
to our efforts in this regard. With all
of the changes that have occurred on
the airport, it had been difficult to
find a site. It seems each time we
think that we have found one, it does
not work out. Be assured there is no
political reason for this, but that an
airport operation such as Oshkosh
can become very complex. We will
continue to pursue this grass runway
for the future, and will keep you
posted on our progress.
Gene then proceeded to tell me
that H.G. wanted to speak to me, and
looking at the calendar, I knew what
he was looking for. It was once again
time for me to submit my Straight &
Level column. That was about four
days ago, and I have been racking my
brain during that time trying to figure
out what I was going to talk to you
about this month. I was under the
weather the first couple of days so I
did not get too serious, but Sunday
was " getting on the ball time," as
Monday I was going to have to do
some writing.
There are two ways to get in the
"writing about vintage aviation"
mood: go to a fly-in or read a number
of aviation publications. Well, there
were a number of fly-ins around that
weekend, but it rained all from Friday
to Sunday. I don't know about you
guys, but I usually do my best reading
and thinking in a room that is about 8
x 10 with a door that you can close to
keep out the skunks, one that sur-
rounds you with tile and good light-
ing. However, it's hard to stay in a
room this small for a weekend. What
really jumped out to me this past
weekend is this: Have you ever stood
back and looked at how many publi-
cations are printed that are of total
aviation interest? If you take all of
the "classified, for sale" papers, the
regional "news type" papers, all of
the state DOT aviation division pa-
pers/newsletters, type club newslet-
ters, insurance company newsletters,
federal government newsletters, na-
tionally known magazines and the
membership magazines (of which
your VINTAGE AIRPLANE is one
{and one of the best)) you can see
that a lot of people are involved and
interested. I think the only other
business having this much coverage is
the computer industry!
Based on what I see in this moun-
tain of paper, interest in aviation is
alive and strong. For your informa-
tion, in 1994 there were 17 manufac-
turers in the United States producing
(certified) piston powered airplanes.
These 17 offered 51 different models
from which to choose. There are five
U.S. specialty companies that make
agricultural planes and sailplanes. I
think it's safe to say there are also
eight foreign companies offering good
products. These figures do not take
into consideration the turbine, jet,
airline or helicopter markets. Out of
all of this, your Antique, Classic and
Contemporary aircraft are some of
the most desirable to own, and there
are individuals looking to own one
every day. We have a bright future
ahead of us.
One of the side benefits of review-
ing all of this reading material is that I
ran across an ad for a company called
ESSCO, 426 W.Turkeyfoot Lake,
Akron, OH 44319, (216/644-7724);
they call themselves "The manual
people ." I got a list of the manuals
they offer and it was a very complete
inventory indeed. They offer all types
of pUblications; for example, engines -
Kinner, Lambert, LeRhone, Warner,
etc.; flight manuals for all kinds of air-
craft, and other items you would have
thought to be lost. Some of you may
have already known about this com-
pany, but for those of you who don't,
here's your chance to update or fill
out your maintenance manual library.
This issue of VINTAGE AIR-
PLANE is your EAA Oshkosh ' 95 re-
view issue; we hope you enjoy it this
month. We would love to have some
technical articles submitted from the
membership; we also welcome any
other items of interest. You do not
have to be a polished writer; the staff
(H.G.) can help to work it over and
make you sound like the next Ernie
Gann!
The Antique/Classic Division is
proud of each of its members and we
want you to stay with us. Ask a friend
to join so they can be part of us. Let's
all pull in the same direction for the
good of aviation. Remember that we
are better together. Join us and have
it all! ...
2 OCTOBER 1995
WAGAERO SOLD
Aviation retailer and services company
Wag Aero has been sold, along with the
overhaul and repair facilities that are part
of its corporate structure, Aero Fabrica-
tors and Whirlwind Propeller shop. Bill
Read and Mary Myers, a husband and
wife team involved in the banking busi-
ness in the Milwaukee area have bought
the compan ies from Bobbie and Dick
Wagner. Mary Read will serve as the
Wag Aero Group's president, and wi ll be
assisted by her husband, a licensed pilot.
Dick and Bobbie will have more time
to devote to the Wagner Foundation
which operates orphanages in the Phillip-
ines and Bolivia, and provides food and
medical suppli es for the needy in under-
developed countries.
OURCONDOLENCESTO
THE FAMILIESOF.
Belford "B.D." Maule, age 83, Moul-
trie, GA. The designer and builder of the
Maule series of aircraft, B.D. was a long
time EAAer and a member of the OX-5
Cl ub, as well as an honoree of both the
Michigan and Georgia Halls of Fame. He
careful stewardship of hi s small , family
run aircraft manufacturing business en-
abl ed Maule, Inc. to weather the difficult
times that caused the decline of small air-
plane manufacturing in the U.S.
James A. Damron, age 55, Columbus,
MT. A United Airlines pilot and Army
hel icopter pilot in Vietnam, James was
also a very active Antique/Classic pilot.
He fl ew hi s 1949 Piper PA-18 Super Cub
non-stop across the United States in 1991.
He was an eloquent writer, able to clearly
put hi s A/C experi ences down on paper.
Readers of Vint age Airplane may recall
his story detailing his trip to give an entire
school an airpl ane ride in his article "Air-
K!ds - The Dream Still Lives" pub-
lished ID the December, 1994 issue. His
efforts to give kids the experi ence he so
enjoyed can stand as a fitting memorial to
his passion for life and flight.
James A Rollison, Sr. Vacaville, CA.
Father of Antique/Classic advisor Jimmy
Rollison, James Sf. was a active and tal-
ented enthusiast of vint age airplanes.
The family Cessna 195 is one of the most
outstanding examples of the Cessna busi-
nessliner, and its brilliance is due in large
part to the extraordinary effort he put
into the restoration of the airplane.
compiled by H.C. Frautschy
SELF CERTIFICATIONMEDICALRULE NPRMPUBLISHED
During EAA OSHKOSH '95 FAA Administrator David Hinson announced the
FAA would publish an NPRM allowing medical self-certification for recreational
pilots and removing the 50 mile limitation placed on the Recreational pilot's certifi-
cate. That NPRM has now been printed in the Federal Register.
The significant points of the proposal are:
- The proposed rule will aIJ ow for the self certification of medical condition for
those exercising the privileges of the recreationaJ pilots License.
The proposal will remove the 50 mile restriction from the current recreational
pilots License.
- Current private pilots can exercise the privileges of a recreational license without
performing any retesting, notification, or any other contact with the FAA or a CFI.
Private pilots 7xpired medicals could fly as a recreational pilot by making a
statement of medical fitness and obtaining a Flight Review.
-The public has until December 11 to respond to the proposed rule.
-Any may o.bt.ain a.copy of.thi s NPRM by submitting a request to the Fed-
eral AViatIOn AdmllllstratJOn, Office of Public Affairs, Attention: Public Inquire
Center, APA-220, 800 Independence Av. SW, Washington, DC 20591 or by caHing
202/267-3484. Requests should be identified by the NPRM number (Notice No. 95-
11) or docket no. (Docket No. 25910).
may be delivered or mailed in triplicate to: Federal
AVlatlOn Admimstratton, Office of Chief Counsel, Attention: Rules Docket (AGC-
Dock.et 25910, 800 Independence Av. SW, Washington, DC 20591. For further
fiZ::matlOn contact : John Lynch, Certification Branch, AFS-840, phone 202/267-
of you should write the FAA in support of this NPRM. You can send
copies of your letter to both your congressmen and representatives, asking for their
support. In your own words, you may wish to point out how this revised rule would:
-reduce the cost of processing third class medicals for the FAA
-reduce the cost of sport aviation for the public
-reduce the regulatory burden of sport aviation
In your letter you should also mention that the proposal will not have an adverse
on the safety of sport aviation, and now it will help revitalize the depressed
mdustry of sport aviation.
In you response, make it clear that you are only responding to the portion of the
rule that deals with recreational pilots. There are many other provi-
m. the proposed rule that deal with other subjects, and it must be clear to those
revlewmg the comments that you are responding only to the recreational pilot
changes.
Ifyou wish to comment on the other portions of the NPRM not outlined here
obtain a copy and read the NPRM carefully. '
The rule not who are not medically fit to fly to do so.
lfa current medical conditIon dIsqualifies a pilot from holding a medical certificate,
the not allow .to circumvent medical requirements by self
With self comes the responsibility to ground our-
selves If we are not medlcaJly fit. Ifwe don' t accept this responsibility in a mature
manner, the FAA wiH reimpose its will in this matter.
In addition to medical self certification, the removal of the 50 mile limit on the
pilots certificate should make this level of pilot certification more at-
tractIve.
. Many spor.t are flown within the recreational pilot guidelines,
With the 50 t;nile lIout a notable exception. The recreational pilot certificate
alJows the pIlot to fly fIXed gear, single engine aircraft that is certified for no more
and has an engine of no more than 180 hp. The recreational
pllot IS further limited to day VFR flight in airspace not requiring communication
with ATC and can carry only one passenger.
i\dditional information on EAA's stance on this issue is contained in article
startmg on page 18 of the October issue of Sport Aviation.
VINTAGEAIRPLANE3
I should have followed my hunch. Oh well,
you can't win 'em all.
Many thanks for writing and keeping me
on my toes!
Kindest Regards,
Norm Petersen
MAIL
JUPITER WINGSPAN
Dear Mr. Frautschy,
BUCKAROO VS. THE MENTOR
DearH.G,
Loved the July issue of Vintage Air-
plane. The more Gee Bees the better!
I did pick up one little discrepancy in
Mr. Petersen's article on the Buckeroo.
The fly off was between the T-35
Buckeroo and the Beechcraft T -34,
which was not jet engined. The jet
Cessna T-37 came much later.
I find it very interesting that the T-
35 lost the competition even though all
the pilots rated it above the T-34. The
Air Force picked the Beechcraft be-
cause the Buckeroo was a taildragger
and they only had tri-gear airplanes in
their future.
See, Stinson pilots do read the arti-
cles and not just look at the pictures.
Keep up the fine work.
Gene DeRuelle
Studio City, CA
NORM SLIPS ON A FLOAT
Hello Norm,
I was surprised and a bit amused
that a caption slipped by the 01' float
pro. Please peruse page 22 of the Au-
gust issue of Vintage Airplane and note
the Stearman C3B. A great aeroplane
and superb performer on wheels or
floats, the C3B pictured is on a an early
set of C-2525 EDO's, although it was
usually flown and certified on P-3300
floats. Besides no bumper on the scowl
type bows, the dead giveaway lies in the
overdeck spreader bar, found only on
the EDO H,I,L,M,C and E floats. Also,
the C models first used on the Waco 9
are significantly shorter at 16'0", while
the P-3300 are an imposing 18'4".
With the volume of work you folks
do, I am very pleased and astounded at
how very few errors appear in the EAA
works.
All good wishes,
Larry Harmacinski
Elkhart, IN
4 OCTOBER 1995
Dear Larry,
It's getting harder and harder to sneak
one by the readership! So far, you are the
only one to catch the P-3300 error. Con-
gratulations!
I had checked the Group Two approval 2-
124 and noted the C3B was approved on P-
3300. The photo had the words EDO
Deluxe Floats on it which should have put
me wise. In addition, my first impression if
the photo was, "Gee, those floats look small."
I do not know if I reported it wrong
or if it was a typographical error, but the
Jamison Jupiter wingspan is 29 feet, not
19 feet as printed (June 1995, page 26). I
continue to enjoy your fine pUblication.
Sincerely,
Earl F. Stahl
Yorktown, V A
It was a typo, Earl. Our apologies, and
once again, thanks for sharing the Jupiter
photos with us.
- H.G. Frautschy
UNDERWOOD NOTES
Hi,H.G.!
Re the Carrier Pigeon: It is worth mentioning, I think, that the great Art Smith
met his end in the original article. He was service testing it on the night mail 12
February '26 in weather and hit a tree near Bryan, OR. This resulted in AI
Menasco going, reluctantly, in to the aircraft engine business. AI inherited Smith's
warehouse full of 240 hp Salmsons, which subsequently became Menasco-Salmsons
after conversion to air-cooling. Looks like Lindbergh in the middle picture, page 6.
(See photo above. - HGF)
Re Doc Roy's letter: Yes, Estes owned a Laird LC-DE Speedwing Jr., which
was a sister ship to the "Solution." It was so small that it made its 145 hp Warner
Super Scarab look big.
Cheers!
John Underwood
Glendale, CA
1995 National
WACO CLUB
REUNION AND FLY-IN
by Ray Brandly
President, National Waco Club
(Above) Jack Goodnight's Waco ZVN-8 is still looking good
after it's restoration a few years ago. Jack is from Kan-
napolis, NC.
(Right) Bob and Doug Leavens were international arrivals
from Toronto, Canada with their Waco GXE.
Wacos from New York, New j ersey,
Pennsyl vania, North Carolina and Canada winged
their way back to Mount Vernon, Ohio to join Wacos
from Michigan, Indiana and Ohio for the 36th Annual
Waco Reunion. Some of the finest and most colorful Wacos
flying today touched down on beautiful Wyncoop airport.
many persons from far and near enjoyed their first ride in a
Waco. The delicious annual awards banquet on Saturday
evening was again a very enjoyable success. Many have
already made plans to attend the 37th annual
National Waco Reunion june 27 - 30, 7996
at Mount Vernon, Ohio.
(Above) Sunburst color schemes are often attractive on
curvaceous biplanes, and Fred Schmukler's UPF-7 looks
great with it's red and white colors.
VINTAGE AIRPLANE 5
(Below) Mike Brown's UPF-7 from
Dayton, Ohio and Joe Maguire's
UPF-7 from Canton, Ohio.
(Left) Bill Bohannan's Waco YKS-6 (left)
and Jack Race's UPF-7 got lots of atten-
tion on the flight line at Wynkoop airport.
(Below) A very smart looking UBF-2 from
Ringoes, NJ. It belongs to John Bussard.
(Below) Three different Wacos high-
light the ability of the Waco craftsmen
to build outstanding biplanes. From
left to right they are: Joe Maguire's
UPF-7 from Canton, OH, Tony Mro-
zowsky's ASO and the newly restored
Waco CRG of Pete Heins of Dayton,
OH.
6 OCTOBER 1995
by H.G. Frautschy
This month's Mystery Plane is one of the
many pre-war military hopefuls. The answer will
be published in the January 1996 edition of Vin-
tage Airplane. Answers for that issue of Vintage
must be received no later than August 25, 1995.
The July Mystery Plane elicited a number of
responses, including this one from Frank
Goebel of Joliet, IL. He writes:
"I would like to take a crack at identifying the
Mystery Plane in the July issue of Vintage Air-
plane. The plane is the Argonaut 'Pirate' H-24. It
was powered with the 4 cylinder inverted Menasco
The Argonaut Pirate as built by the Buffalo,
(Tonawanda) NY company during the mid-1930's.
This is the model H-24, in what was to be the pro-
duction configuration. A close comparison be-
tween the photos on this page and the next page
will show some slight differences. You can also
see that the right aileron was not installed for this
publicity picture and the shot on page 8.
C-4 engine rated at 125 hp. Type certificate was issued 8-24-
37. It was manufactured by Argonaut Aircraft Inc. at N.
Tonowanda, NY. Hope I guessed correctly!"
First ha nd recollections are always interesting, and
Earl Van Gorder, of Tonawanda, NY was a young lad
who haunted the Argonaut shops during the mid-1930's.
Here's what he wrote:
"... About the old Argonaut Pirate. I sure appreciate the
photo copies you sent. They really bring back memories, es-
pecially the old hangar. The shops, where I worked, were in-
side the hangar. The hangar and the field were originally a
test field for Consolidated, when they had their factory in
Buffalo at 2050 Elmwood Av., which later became the first
home for Bell Aircraft when Consolidated moved all opera-
tions to the west coast. I used to ride my bike out there and
watch the old Fleets and Fleetsters fly. The test field was in
Tonanwanda, which was my home then, too.
The photos are particularly interesting since, as you said,
VINTAGE AIRPLANE 7
________________________________
Pirate
Research sources: Earl Van
~ ______________________________
the hull appears to be silver with a trim
stripe. This was not the final color of the
aircraft, as ] remember it. I also think I
know why the silver in the photos . . The
entire aircraft was doped silver before the
final color coats. I also think] remember
why this photo (the shot used in the July
issue) came about. Publicity was hard to
get for "unknowns" in those days and
when an opportunity presented itself for
some free advertising, they would do a
hurried assembly job and roll the old bird
out for photos. My guess would be that
the trim stripes were applied with tape to
give a more finished look. You will note
that it also appears that the right aileron
is not installed.
"The final colors of the Pirate were
medium blue hull (fuselage) with in-
ternational orange wings and tail sur-
faces. The engine cowling and struts
were also blue. (This corresponds with
the color scheme as described in a fac-
tory brochure - the medium blue was
called "Argonaut Blue" - HGF)
"Advertising specs also referred to it
as a '3-place' aircraft which was not en-
tirely true. There was a little jump seat a .
bit to the rear of the two front seats and a
passenger there (no more than a young
child could be carried) pu t his feet be-
tween the two main seats. I never saw it
fly with more than two people. Actually,
the jump seat area was best used for a bit
of luggage, or whatever.
"] had one ride in the old bird when it
was flown by Dick Benson, who was offi-
cial test pilot. That was a reward for and
entire two day's work breaking in the re-
tract system which was totally manual ..
Argonaut H-24
Gorder, Josep h Juptner,
U. S. Civil Aircraft, Vol. III
ComparethesetwoshotsoftheArg-
onautH-24Pirate. Thechangein
ruddershapeisthemostnoticeable-
Thetopoftherudder andfinismore
roundedinthelowerphoto,andthe
lowerporti onhasa moreflattened
curve. ApparentlythePiratewas
foundtobelackinginverticalstabi -
lizer/rudderarea,soafixwasmade.
(Below,right) Thisistheonlyphoto-
graphofthecockpitofthePi rate
we' vebeenabletocomeupwi t h.
Thesmallj umpseatmountedbe-
tweenthetwocockpitseatsisvisible,
asisthecenterinstrumentpanel
flankedbytheroundcontrolwheels.
. really only a bicycle chain and a couple
of sprockets which you used to wind it up
and down by hand. I spent two days do-
ing that winding in the hangar, while it
was up on blocks. At first it was mighty
stiff and I had keep cranking it up and
down and adding lube until it got to the
point of fairly easy operability. I sure de-
veloped some arm muscles in those two
days . Retraction was very basic - with
the gear mounted at the strut top, it just
swiveled up 180
0
until it was under the
wing.
"Of course, you must realize that I
might be slightly inaccurate on some
points - after all , ] was 16 years old at the
time, and I'm 74 now!
(Continued on page 27)
.
.
a:
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~
.:i'
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-, 8
'5
8OCTOBER1995
c
THE
DOWNWIND
TURN
by Richard C. Hill
ATP - CFI
Thedownwind turnduringalanding
approach presentsa numberofchal-
lengesto theaviator. Asan illustration,
we'll useEAA'sPioneerAirportas an
example.
WhenoperatingtheplanesatPio-
neerAirport ,pilotsaremostoftenfaced
with unfavorablewinds. Therunwayis
laidout northwest-southeast.Cross-
windsflowovertheEAAAirAdven-
turemuseumcomplex from thesouth-
westandoverthetreesand hangars
from thenort hand east. Ineithercase,
when thegustsroll overthoseobjects
andacrosstherunway, theycreatea
majorproblemfor thelandingaircraft.
Ifthewind is notalmostparallelto the
runway, thepilotisforced to makea
complicatedturn tothefinal approach.
is covered. Thiscausesadive toward
the touchdownzone. Anyincreasein
airspeedcausesalonglandingflare and
the planetouchesdown aftermuch of
the runwayhaspassed.
Thepilotcananticipatethisandpre-
parehimselfbyestablishingtheproper
approachspeedearly. In ordertodo
this,altit ude mustbeadjustedaccord-
inglyearlyintheapproachseque nce.
Theturn ont o the baselegshould be
madea bitlowerthannormal and final
approachspeedshould beestabl ished
when theturnis completed.
Thecurrentphilosophyconcerning
landingapproachesisone thatestab-
lishesa3.5 degreeglideslope,with an
airspeedof1.3overstall . Thiscombina-
tion alongwith astabilized powerset-
tinggivestheoptimumcom-
The pilotcan...preparehimselfbyestablishing
fortable ride.
Dueto thevery restrictive
theproperapproachspeedearly. In orderto
parametersatPioneer,we are
do this, altitudemustbeadjustedaccordingly notblessedwith thistype of
approach. Inordertomake
earlyin theapproachsequence. The turnonto
ourapproacheswe must use a
thebaselegshouldbemadeabitlowerthan
steeperglidepath. Ifnot pre-
normalandfinalapproachspeedshouldbe
pared,thisincreasedrateof
descentwiU producehigherap-
establishedwhen theturn is completed.
proachspeeds.
The mostseverecondition is the
southeastlandingwithasouthwestwind
component. Thisgives us thedown-
wind turn from BasetoFinal. Dueto
therestrictivelocat ionofPioneerAir-
port,theFinalapproachlegisextremely
shortanddemanding. Landings from
thenorthareconstrainedbyashort(1/4
mil e) final approach,in ordertokeep
clearofWittmanfi eld trafficonrunway
9-27.
OntheBaselegofthispatternwith
theabove mentioned windcondition,
the pilot is faced with a n increased
groundspeedanda tightturntoFinal.
Withthe high groundspeed due toa
tailwind,insufficientaltitudeis lost
whiletheshortdistanceovertheground
ThePioneertrafficpattern
does notexceed500 feetonthedown-
wind leg. Pilotsmustbepreparedto
startsheddingthisaltitude as theyenter
thebaseleg. Theymustalsobeatthe
properspeedbythistime,ortheywill
constantlybetoofast due to thetail-
windcompone ntwhen turningfinal.
Rememberalso,thetailwind shortens
theamountoftimeavai lable for de-
scentonbaseleg.
Ifthe pilotdoesnotestabli sh the
properaltitudeearly,he mustforce the
pl anedown. Aspreviouslynoted,this
increasesthespeed,which in turnin-
creasesthe necessary bankin the turn
tofinal. Then,with the turncompleted
andapproachingthe touchdownspot,
thetailwind has di sappeared. This
changesthepilot'sperception(related
togroundspeed)andtocomplicatemat-
ters,he then finds himselfwrestling
with agustycrosswind on theroll-out
from theturn.
Approachingthetouchdownspot,he
will haveanexcessofairspeedandas
he movesintotheshelterofthemu-
seumbuilding,hewill entera protected
areaandencountera"nowind"condi-
tion,ora turbulentarea,dependingon
thewindvelocity. Now theplanehasto
floatdown therunway, bleedingoffall
ofthatspeedbeforehe can land. At
aboutthissameplace,therunwaystarts
agentl edownwardslope atthefarend
oftherunway.
What'sthepointofall this? Beon
speed,andbeata properaltit ude as
youenterthe Baseleg. Bepreparedto
landon thetouchdownspot. Ifyouare
fast, ifyouarepassingthe optimum
spotfor thetouchdown,makeawheel
landingand then reducethespeedwith
thebrakes. Ifthisis notpracticable,es-
tablishagoaroundandbesetupprop-
erlyfor thenextapproach.
Spendsometimeonyourhomefield
practicingshort field landings. (Itdoes
almostnogoodfor onetodothisprac-
tice in a nosewheel plane.) Doabunch
ofwheellandings. Establishaprogram
whereyou duplicate thispatternand
demandperfectionofyourtechniques.
Donotallowyourspeedstovaryonap-
proaches. Donotpermityourselfthe
luxuryofmakingsloppyapproaches
with high speedsoverthefence. Un-
derstandinghowa tailwindwill affect
theground trackofyourapproachwiU
helpyouanticipatethepotential hazard
ofasteepbasetofinal turn,andplanan
approachthatwill putyouatthe right
altitudeandairspeedas you roU outon
final. Onlywith practicecanyoube-
comeattunedtothevisualcuesthatwill
allowyoutoaccuratelyjudge whatis
happeningduringyourlandings,so be
suretogetoutthereandpractice! ...
VINTAGEAIRPLANE9
Antique/Classic Excitement at
OSHKOSH '95
by H.G. Frautschy
If the sights and sounds of older airplanes gets your blood racing, then
EAA OSHKOSH '95 was the right place to be this summer.
An outstanding number (170) of Antiques graced the field along with
684 Classics and 236 Contemporary airplanes. It seemed that no matter
what you were looking for, you could see it on the grounds of
the Convention. Come take a look . ..
(Above) Dean Richardson, (center, in the
red shirt) is an antique/classic advisor as
well as a Classic judge. Dean and his
wife Wendy also serve as the hosts for
the Antique/Classic Past Grand Champi-
ons breakfast. Bill Turner entertained
the attendees with stories of the building
and flying of the various racer replicas
he has been involved with over the years.
(Left) The Antique/Classic Division's An-
tique Grand Champion is the biplane in
the foreground, a 1937 Bucker Jung-
meister restored for E.T. "Woody" Wood-
ward of Franklin, TN by Joe Fleeman of
Lawrence, TN. Joe is flying the Jung-
meister, while Woody is flying the Bucker
Jungmann he recently restored. Look
for an article on these two biplanes in
the November issue of Vintage Airplane.
(Below) Robert Ragozzino, Norman, OK
hopes to become the first to fly solo
around the world. "The Spirit of Okla-
homa" is the name of the project and
450 hp Stearman you see on the fuse-
lage. Equipped with modern avionics
and a belly auxiliary tank that boosts the
range of the Stearman to over 1000
miles, the flight should prove to be quite
a challenge for both pilot and airplane.
The current record for an open cockpit
circumnavigation of the globe stands at
175 days, set by the Army Douglas World
Cruiser flyers in 1924. For more informa-
tion on the flight, you can contact Robert
at 405/360-0736.
10 OCTOBER 1995
(Right) In the WW II Military Trainer/Liaison category,
here is the winner of the Outstanding trophy, John
Vorndran, Stoughton, WI and his 1940 Stearman PT-17.
(Below) Darrell Miller of Ann Arbor, MI brought his
modified Curtiss-Wright Travel Air 12Q to the Conven-
tion this year. It looks a bit different than it did in 1931
though - the fuselage has been metalized. Originally
powered by a Wright Gipsy engine of 90 hp, it's now
powered by a Lycoming 0-320.
(Above right) Your 1995 Antique Judges were: (back row,left to right) Chief judge
Dale Gustafson, Faye Gustafson, Mike Shaver, Don Coleman, "Ace" Cannon, Xen
Motsinger, Ken Morris, Bill Johnson and Dave Anderson. In the front row are (left to
right) Steve Dawson, John Pipkin, Dave Morrow, Dave Clark, Gene Morris and Bob
Kitslaar.
(Above) Alan Buckner's Immaculate Waco QDC was picked as the Antique Reserve
Grand Champion.
VINTAGE AIRPLANE 11
(Above) Wacos as far as the eye can see! The American
Waco Club spent over a year organizing a mass fly-in to
the EAA Convention, and the results were amazing - 30
Wacos arrived together, and another 14 were also on the
field, for a total of 44 biplanes. Congratulations to presi-
dent Phil Coulson and the American Waco Club.
(Right) The pick of the Closed Cockpit Monoplanes was
this pretty '38 Fairchild F-24K, belonging to Warner and
Wendy Griesbeck, Aldergrove, B.C., Canada.
(Above) Winner of the Outstanding Open
Cockpit Monoplane, this is Gene Chase's 1933
Davis D-1-W.
(Above left) Steve Pitcairn's Waco CUC was
one of the 44 Wacos on the airport, and was
picked as the Bronze Age (1933-1944) Out-
standing Closed Cockpit biplane.
(Left) Another airplane in the WW II Military
Trainer/Liaison category, this 1942 Interstate
L-6 belongs to Clay Smith of Athens, Al. It
was presented with the Runner-up trophy.
12 OCTOBER 1995
(Left) Simple is sometimes the best - Marion Burton
of Little Rock, AR can subscribe to that philosophy
while flying his Piper PA-17 Vagabond, picked as the
Best In Class winner in the Piper classification.
(Below) Orlo Maxfield's son John poses with the Re-
serve Grand Champion Lindy presented to his father
for the restoration of his Funk B-SSC. Orlo is only the
second owner of the airplane, the first being the Funk
Manufacturing Co! See the story beginning on page
20 for more on this sleeper of a classic.
(Above) The Luscombe TSF Observer is one of the
more unusual looking classic airplanes and comes with
33 sq. ft. of plexiglass and four opening windows. Dur-
ing EAA Oshkosh we had these four TS's (there's only
ten to twelve flying!) in one spot, along with their own-
ers. Form left to right are: Irwin Reeb, David and Ray
Fulwiler, John Neely, James and Alan Bendelius.
(Right) Ray Johnson's Aeronca 11AC Chief is back in
the skies after a rebuild with the help of his friends in
EAA Chapter 304 in Jackson, MI. It's the Class II (0-80)
hp Champion.
VINTAGE AIRPLANE 13
195's seem to bring out the best in many restorer/owners.
This is the 195 belonging to John Preiss, College Station, TX.
A high scoring Classic, it was the 1994 Reserve Grand Cham-
pion - Classic.
Mike Horn's Piper J-3 took home the Best In Class trophy.
Mike's from North Little Rock, AR.
The Best In Class winner in the Cessna 170/180 category is
this Cessna 180 belonging to Alan Drain and Steve Kleiner,
Bozeman, MT. Norm Petersen happened upon the airplane
during a visit in the west during this past spring.
(Above) The 1995 Classic judging corps-
From left to right, starting with the back row
we have: Karen Stephenson, Clyde Bourgeois,
Joan Steinberger, Jerry Gippner, John Swan-
der, Chairman George York, Frank Bass, John
Womack, Paul Stephenson and Frank Moyna-
han. In the front row, Left to right: Jean
LeMay, Kate Tiffany, Shy Smith, Larry Keitel
and Kevin Pratt. The hat in front? Oh, that's
Dean Richardson!
(Left) Registered to Airknockers, Inc. of
Wadsworth, IL, this is the Best In Class -
Aeronca Champ winner, a model 7BCM.
14 OCTOBER 1995
(Left) Leroy and Pat Geisert of Medford,
NJ have been coming to the EAA Con-
vention for the past eighteen years in
the same Cessna 180, a 1953 model.
(Below left) Mooney Mites are always of
interest, and Ted Teach' s Mite had lots
of folks looking at it, based on the worn
down grass around it. It was the winner
of the Limited Production trophy.
(Below) Our Class III (151 and up) award
winner for 1995, this is James Sayers
very pretty Cessna 195. James is from
Edison,OH.
(Left) Photographer Jim Koepnick
caught this beautiful shot of an original
Globe Swift belonging to Duane Gold-
ing of Marion, TX.
(Below) The Antique Classic Workshop
tent has grown in popularity year after
year, and features var ious aspects of
antique/classic aircraft repairs and
construction. AlC Workshop Chairman
George Meade (right) works on cover-
ing a rudder with the Poly-Fiber
process, while Co-Chairman Rich Fis-
chler works on an aileron.
t

, L-________________________________
E
VINTAGE AIRPLANE 15
The Grand Champion Con-
temporary, a Cessna 150 built
in 1958 and restored by Craig
Roberts of Aurora, OR. This
isn't just anyone-fifty, it's the
first production 150 off the
line at Wichita.
'"
:i
(Right and below) "Bonanzas to Oshkosh" is the remarkable
mass fly-in organized by members of the American Bonanza
Society. After their late afternoon arrival (when the first arrivals
were touching down in Oshkosh, the last were coming up on
the lIIinois/wisconsin border north of Rockford, IL!) the partici-
pants all got together for this big group shot.
(Above) Larry Van Dam of Riverside, CA was the
winner of the Contemporary Class III (231 hp and
up) award with his 1957 Beechcraft Bonanza.
(Above right) This year's Contemporary Judging
crew consisted of (left to right) Art Anderson, Den-
nis Agin, Tim Greene, Becky Greene, Rick Duck-
worth and Co-Chairman Dan and Dick Knutson.
(Right) The Best Bellanca trophy in the Contem-
porary class is this bright example flown to the the
convention by owner Drew Peterson, Yelm, WA.
16 OCTOBER 1995
'95 Seaplane Fly-In
A Record Turnout Creates an Even Bigger Splash
with this year's Convention Attendees
by Norm Petersen
Thecamaraderieoftheseaplanecrowd
was at an all-time high thisyearas thenum-
berofseaplanesswelledto126 in attendance
for the EAAOshkosh'95SeaplaneFly-In.
Theoldmarkof115seaplaneswassetbackin
1992. In additiontothelargenumberand
widevarietyofseaplanetypes,the"bestkept
secretofOshkosh" ,namely, thesereneand
peacefulVetteSeaplaneBase,hassomehow
becomeknowntothemultitudes.
It haslongbeensuspectedthatmanypilots
and"wish-to-be" pilotshavealatentinterest
inflyingoffthewater. Apparentlytheoppor-
tunitytovisittheVetteSeaplane Basewas
thetrigger,becausetheycamein drovesthis
year. Fromone"SeaplaneBaseShuttle
Bus" atthestartoftheconvention,itwas
necessarytoexpandtofourbusesonthebusy
weekendto handle thehuge trafficflow.
Nearly16,000excitedfolks rodethe buses
andtheexpandedSeaplaneBaseparkinglot
(Top) This aerial photo of the Vette Seaplane Base by Mike Steineke shows 81
seaplanes in the anchorage and along the shore plus the newly enlarged parking
(180cars)wasfull tothebrimonseveraloc-
area next to the woods.
casionsandoverflowingonSaturday.
Althoughthereweremanyactivitiesfor
(Above) From way out in Quebec, Canada, comes this beautiful Piper PA-18 Su-
theseaplanefolks, thehighlightoftheweek-
per Cub, registered C-FKTW, mounted on a set of Edo 89-2000 floats and flown
endwastheSaturdayNightBratwurstand
by Gary Milot. The beautiful condition of this airplane earned it the Best Fabric
WatermelonFeed,a"bash"thatwasliterally
Floatplane Award at Oshkosh '95.
VINTAGE AIRPLANE 17
(Above) Taxiing away from the dock amid
the looks of many watchi ng people is
Aeronca Chief S-65-CA, N34401 , SIN C-
14261, mounted on a set of matching Edo
60- 1320 floats. This pretty antique was
flown in by Alan Gray of Lake Anne, MI.
oversubscribed. With the huge crowd
waiting in anticipation, the "Polka Pi-
lots" from St. James, MN, cut loose with
their lively music played by Bob Ander-
son (accordion), Ken Stradtman (guitar)
and Norm Petersen (accordion) with
some really fine help from Mike Kolb
(drums & button box) and Roger Go-
moll (tuba).
The normal one hour serving time
stretched to over two hours - when the
food finally ran out with a few folks still
waiting - and the band was almost out of
gas! The evening program included a
fine talk and slide show on the joys of
fly-in fishing at Jack Mark' s Wilderness
North Camps out of Armstrong, On-
tario, Canada. The lure of such places
is enough to turn any red-blooded f1oat-
18 OCTOBER 1995
plane pilot into heading north at dawn
tomorrow.
Normal capacity of the Vette Seaplane
Base is approximately 75 moorings, how-
ever, this year, as the stream of float-
planes kept arriving, the crews were busy
setting out new mooring buoys as fast as
they could put them together and place
them in the water. (The volunteers in this
exercise were absolutely "above and be-
yond" the normal call of duty and an ex-
treme debt of gratitude is owed to this
valiant bunch of workers.) When t he
shouting was over, some 86 buoys were in
use and several f10atplanes were placed
along the precious shoreline where park-
ing was at a premium. Every airplane had
been properly taken care of when the sun
slipped beneath the western sky and the
overworked volunteers breathed a collec-
tive sigh of relief. The Vette Seaplane
Base was literally stuffed with seaplanes.
Over in the nearby Base camping
grounds some eighty camp sites were full
and the campers enjoyed a new surprise
this year - genuine showers! Sure, they
were portable showers brought in to work
from a newly drilled well, but the treat
was appreciated and brought smiles to the
faces of the campers.
The seaplane judges had their work
cut out for them this year as the quality of
workmanship in the restorations was con-
siderably above previous years efforts.
Chairman Ric Henkel and his busy crew
totaled the scores and came up with a
(Left) Pulling in close for the camera is AI
Nordgren' s Grumman Widgeon, N69058,
which ran off with all the marbles when it
garnered the Grand Champion Seaplane
"Lindy" trophy at EAA Oshkosh '95.
(Below) Winner of the Best Amphi bi an
Award plus the Antique Champion Trans-
port " Lindy" was this immaculate Grum-
man G-21 Goose, N121GL, flown by Jerry
and Betsye Holmes of Chattanooga, TN.
Notice how photographer Jim Koepnick,
has carefully caught both engines with
one prop blade pointing down as Jerry
power s up for takeoff with some right
rudder to compensate for torque.
Grand Champion Seaplane Award for AI
Nordgren, Troutdale, OR, and his immac-
ulate Grumman G-44 Widgeon, N69058,
SIN 1291. The complete story on this
1944 amphibian and its total restoration
was related in the August 1995, issue of
VINTAGE AIRPLANE.
After running off with the "Best Am-
phibian Award " at Sun ' n Fun '95, AI
brought the pretty seaplane to Oshkosh
for the "really big shew" and proceeded
to garner the "Lindy" award for Grand
Champion Seaplane at Oshkosh '95. AI
reports the extra weight of the trophy
didn't slow the airplane one bit on the
way home.
The award for the "Best Amphibian"
at Oshkosh ' 95 was taken home by Jerry
and Betsye Holmes of Chattanooga, TN,
with their magnificent Grumman Goose,
N121GL, SIN B-49. In addition, the
Holmes ' earned a Champion "Lindy"
award in the antique transport category
with their pretty Grumman. This color-
ful twin-engine machine ran off with the
Grand Champion Seaplane Award at Sun
'n Fun '95, so you can well imagine the
caliber of the restoration. Although a few
Grumman "Geese" have been converted
to turbine engines, this particular exam-
ple is still powered with a pair of ex-
tremely clean Pratt & Whitney R-985 en-
gines of 450 hp.
Built in 1944, the G-21 Goose served
in the U. S. Navy before going to Hon-
duras. From there it returned to the U. S.
and Dean Franklin owned it for nearly
twenty years. Chuck Greenhill of
Kenosha, WI, spent considerable time
and money on the old girl, bringing it up
to a highly presentable condition when it
was sold to the Holmes' in 1994 - just fifty
years after it was built!
Since then, it had been continually up-
graded with a new super-soundproofed
interior, new instrument panels (including
the co-pilot) and all new avionics. The in-
stallation of Beech King Air seats really
added class to the passenger compart-
ment. These are mounted on special rails
for easy removal if cargo is being carried.
Jerry reports the Goose will indicate
130 kts at cruise, burning about 45 gph,
while hauling a very respectable load.
Normal gross weight is 9200 lbs. and the
maximum number of people on board can
be eight. Jerry earned his multi-engine
seaplane rating in the Goose although he
had been single-engine seaplane rated for
a number of years. He and his lovely
wife, Betsye, fly the Goose between Chat-
tanooga, TN, and Ft. Lauderdale, FL on a
regular basis with 1995 marking their first
trip to Oshkosh. Believe me when I say,
"They hauled home the hardware!" Con-
gratulations to a fine couple on a splendid
airplane.
The Best Metal Floatplane award was
garnered by a sharp looking 1954 Cessna
180, N20KK, SIN 31022, mounted on (an
unusual) set of Edo 2425 floats and flown
by veteran pilot , Karl Kerscher (EAA
223108) of Land '0 Lakes , WI. The
Cessna was purchased in 1989 in Toma-
hawk, WI, with only 1650 hours total time
on the airframe and 250 hours on its Con-
tinental 0-4701 engine of 230 hp.
A new interior was first on the agenda
followed by a new instrument panel with
all the desired avionics. The entire air-
plane was painted with Imron and the
new "N" number of N20KK (which Karl
had reserved for a number of years) was
painted on the sides of the fuselage. In
addition, the 2425 floats , which are con-
sidered by many to be a bit small for the
180, were sent up to float guru, Wiley
Hautala, in Ely, Minnesota, for overhaul
and new bottoms. When they were fin-
ished up with a new coat of Edo silver
paint, things were starting to look pretty
good.
Although the engine was low time, it
needed help in the form of chrome jugs
and 4-ring pistons to bring it up to top
shelf quality. When everything was fin-
ished, the 180 was assembled and a really
useful, lightweight, Cessna was at hand.
Karl reports the airplane will get out of
the water very quickly and haul up to four
people if the fuel load isn't too large.
Actual useful load is about 900 lbs. at
2750 gross. Normal cruise is 125 to 130
mph at 65% power setting which uses
about 12.5 gph.
Karl's latest addition is a set of Landes
wheel/skis for the 180 so we can expect to
see the pretty bird at the Wisconsin
skiplane fly-ins also.
Congratulations to Karl Kerscher, his
wife, Chris and two sons, David and
Christopher, who are all pilots and had a
hand in bringing the Cessna up to cham-
pionship caliber. You have to admit it is
one very pretty classic airplane - even on
floats.
There were no less than 35 floatplanes
from Canada this year along with a sub-
stantial contingent of Canadian folks who
just seem to brighten up each day at the
seaplane base. They are totally unafraid
of hard work when it comes to volunteer-
ing and their appreciation for water flying
is endless. And to top it off, their sense of
humor is outstanding, which makes every
task a bit easier. One of these active sea-
plane pilots is Gary Milot (EAA 379877)
of Ste. Ane du Lac, Quebec, who flew in
with his very nice Piper PA-18 Super
Cub, C-FKTW, mounted on a set of Edo
89-2000 floats. The Super Cub was totally
restored over a two year period by Gary
and his friend, Pierre Lambert. New
longerons were welded in along with new
fittings and the entire airplane was cov-
ered in Ceconite and Randolph dope (13
coats). Other amenities included new
sealed wing struts, Booster wingtips and
six STC's. Featuring a white and dark
blue paint scheme set off by silver floats,
the Super Cub drew many attentive looks
from the crowds and especially the judges.
The fabric work on the airplane was quite
outstanding and when added to the deluxe
interior, scored very well. A near perfect
set of floats, complete with dual water
rudders, aided the cause and when the
totals were added up, Gary Milot's pretty
Piper Super Cub had earned the Best
Fabric Seaplane Award at Oshkosh ' 95.
Congratulations, Gary, and we look for-
ward to your return for another seaplane
fly-in in Oshkosh.
The large and fascinated crowds, the
lagoon and creek full of seaplanes and the
numerous improvements to the base all
contributed to one of the finest and safest
Oshkosh Splash-Ins in history. Every one
of the many hard working volunteers, who
put forth a maximum effort when it was
needed, should hold your head high in
recognition of a job well done. The four
seaplane awards thi s year were won by
two antiques, one classic and one contem-
porary airplane - a clean sweep for the
Antique/Classic group! ...
(Above) Very pretty Aeronca Champ on
Edo 1400 floats from Canada is regis-
tered CF-PRC and was flown to Oshkosh
by Dave Coburn (EAA 492339) of Brae-
side, Ontario.
(Right) The Best Metal Floatplane Award
at Oshkosh '95 was garnered by this 1954
Cessna 180, N20KK, mounted on a set of
Edo 2425 floats and flown by Karl Ker-
scher of Land '0 Lakes, Wisconsin. You
can readily see the much admired flat
tops on the 2425's.
VINTAGE AIRPLANE 19
John O. Maxfield, Orlo Maxfield's
son. He grew up with his
father's Funk, and received his first
official flying lessons in it.
20 OCTOBER 1995
Orlo Maxfield has been around the fly-
ing business for a long time, plenty long
enough to know aeronautical "hooey"
when he sees it. Like the rest of life, he's
seen the promises made versus promise
kept ledger, and knows the balance does
not always swing to the positive side.
But when he first flew a Funk in 1942,
he found a set of promises that were being
kept. Here was an airplane that seemed
to be able to live up to its billing, and was
able to serve his aeronautical needs in
every way. How satisfied has he been
with the Funk airplane? Well, except for
a period of time while he was in the U.S.
Army Air Corps serving as a crew chief on
a C-47, and a time when he simply didn't
fly, he's almost always had a Funk to fly.
Orlo's first Funk, SIN 29, was one of
the earliest airplanes built by the twin
brothers Funk in Akron, OH. Powered
by the water-cooled inline four-cylinder
powerplant derived from the Ford model
B engine, which was designated the Funk
Model B in deference to the extensive
changes made by the brothers to the basic
engine, Orlo's Funk was flown by him un-
til he entered the service.
The Akron Aircraft Company had
been busy making airplanes since produc-
tion started in 1939. As originally built,
the engine required a bit more mainte-
nance than a "regular" aero engine. Sales
began to slack off a bit. The Funk broth-
ers decided to equip the airplane with a 75
hp Lycoming GO-145 engine. But times
were still tough in 1939, and when a slow-
down in production flow caused a cash
crunch, a single debtor who was owed
twenty-eight dollars filed suit, forcing the
Akron Aircraft Co. into bankruptcy.
By mid-summer 1941, the Funks had
been able to hook up with the Jensen
brothers of Coffeyville, TX, who were
able to purchase the defunct company.
Production resumed again, once more
with the Lycoming engine.
The coming World War would put an
(Above) The Funk brothers paid atten-
tion to little details when designing their
airplane, including fairings for the
aileron actuating rods. In many of these
photos you can also see how the landing
gear was faired using an extension of
the boot cowl.
(Far right) The low profile of the GPS an-
tenna is evident in this view, along with
the broadband comm antenna and a ro-
tating beacon.
abrupt end to the small airplane manufac-
turing business, and the Funks again had
to scramble to finish work for the Funk
Aircraft Company to do. They were able
to procure a commitment to produce un-
der contract wing center sections for the
Beech AT-lO. After the war, production
was again resumed, this time with the
Continental C-85-12 engine. For $3,695
you could flyaway with your new Funk in
1946, but as the bottom fell out of the pri-
vate plane market, the brothers found
themselves scrambling again for a line of
work. Fortunately, Joe Funk (who was 30
minutes older than his twin brother) had
been working on a geared power take-off
for a Ford farm tractor, and when the last
airplane rolled down the Coffeyville pro-
duction line in April of 1948, they never
produced another airplane on a produc-
tion line basis. (One more Funk, SIN 439,
was built from leftover parts, according to
G. Dale Beach, author of "It's a Funk," a
book detailing the life and times of
Howard and Joe Funk. It was published
by Sunshine House.)
After Orlo sold his first Funk he didn't
fly for another 15 years, until he took a
ride with a friend in a Cessna 170 on a
pretty Sunday morning. The doughnuts
were good, and the ride rekindled his
love for aviation. He started looking for
a '51 Cessna when he ran across a '47
Funk B-85C at Detroit Metropolitan air-
port. Owned by a fellow Ford employee,
he rented the airplane for a time and
tried to buy it. It needed fabric and an
engine overhaul. Orlo and the owner
dickered over the course of a year and
never could come to an agreement on a
price. But the tug of the Funk of Orlo
was strong, and when he heard that the
Funk brothers had one last airplane to
sell, he sent them a note. The word came
back that a deposit had been made by
someone else, but then, just in the nick of
time, the Funks told Orlo that the man
had backed out of the commitment. The
(Left) The cockpit of the Funk is another
indication of the Funk brothers' ingenu-
ity. Sunken floor boards and a slanted
sub-panel add to the legroom for the pi-
lot and passenger. Orlo has added a
short radio stack consisting of a Ben-
dix/King KLX 175 GPS/Comm, and a
transponder. The interior upholstery is
not new to this restoration - even though
it looks new, it was actually made for
Orlo in the early 1960's!
Funk was his! It was SIN 438, a B-85C.
They wanted $2,250. He said $2,000 and a
deal was struck for $2,200. Since he was
on heavy overtime at the Ford plant, it
was a bit of time before he could take a
few days off and fly his "new" airplane
home, in October of 1958.
He flew his treasure for as long as he
could, going to the EAA Convention dur-
ing the 1960's in Rockford, IL, but the day
came when the bills for putting seven chil-
dren through college came due, and the
fabric ran out, and well, I'm sure many of
us can fill out the next line.
Orlo put the airplane in storage in his
garage in the late 1970' s, looking forward
to the day when he could get it going
again. There was no serious thought given
to selling the airplane, and finally, in the
early 1990's, Orlo could see his way to get-
ting the project fired up.
Stripping the airframe didn't reveal
anything unusual. When he first bought
the airplane in 1958, a lot of wheat kernels
VINTAGE AIRPLANE 21
NI
q
S,
I
were found in the belly. Itapparently had
been flown into a lot of fields with tall
grass and wheat, no big surprise consider-
ing where it was based! But after so many
years of servicing his airplane, he knew it
pretty well , and had kept on top of its up-
keep. None of the triangular fuselage
frame showed any rust , and nothing
needed to be cut out and replaced. The
wood in the fuselage was not too bad, ex-
cept for the lower stringers, which needed
replacing.
The cockpit of the Funk B-85 was well
ahead of its time for a light two-place air-
22OCTOBER1995
TheFunkdesignedtailwheelhasa
handyfeaturethatallowsthetailwheelto
bedisconnectedfromtherudder,allowing
easygroundhandlingwithouthavingto
fusswithaspring-loadeddetentina
full-swiveltailwheel. It'sshowninthe
disconnectedmode.
plane, according to Orlo. Since the air-
plane is powered with the Continental C-
85-12 engine, there's electrical power to
run a starter and other electrics. The air-
plane came equipped with a backlit instru-
ment panel, along with a dome cabin light.
Sunken floorboards added to the comfort
level of the pilot and passenger by increas-
ing the footroom. Other details outside of
the airplane also added to the total of
thoughtful features.
On the leading edge of the stabilizers,
mounted close to the fuselage, are han-
dles for moving the airplane. Their place-
ment on the stabilizer instead of the
lower longeron on the fuselage means
that a pilot doesn't have to stoop as low
to maneuver the airplane into the hangar
or a parking spot. The tail wheel design is
also unique to the airplane. A hydrauli-
cally dampened steerable tailwheel is
used, with a novel disconnect feature that
allows the tailwheel to swivel during
ground handling. Simply pull a spring
loaded pin installed in a U-bracket on the
rudder that captures a welded steel yoke
mounted on the tailwheel , and you can
shove the airplane in any direction.
When re-engaged, the tailwheel was
steerable by the rudder.
Instead of a separate trim tab cap-
tured on the elevator to effect longitudi-
nal trim, the Funk features a second set
of cables that run to the elevator horns.
The cable is spring loaded and moved
with a crank and pulley in the cockpit
overhead. Cranking the cable around
the pulley would move the entire eleva-
tor, resulting in less drag when setting
the trim.
The instrument panel in Orlo' s air-
plane is original, and has nothing added.
Some Funks have had a radio added
above the panel, since the fuel tank pre-
cludes installing it in the panel. Some re-
storers have gone to the trouble of re-
working the tank and cutting down the
fuel capacity so a radio could be installed,
but Orlo's installation of a Bendix/King
KLX 175 GPS/Comm and a transponder
is neatly placed between the pilot's legs,
and a pair of headsets and push-to-talk
switches completes the avionics. The
first installation in this configuration by
Orlo was way back in the 1960's, and had
a King KX 150B. Since Orlo and his son
John like to fly in the Detroit area, both
new radios are a must, since the Funk
came factory equipped with an electrical
system.
An eye catching part of the interior in-
stallation is the seat upholstery. Amaz-
ingly, what you see when you first look in-
side is not new - it's the fabric used in the
1964 Ford Crestliner. One of his friends
worked in the prototype shop at Ford and
ran a small upholstery shop out of his
garage as a sideline. After buying his
Funk and flying it for a few years, Orlo
had him make up a new interior for his
airplane, and it's been with the airplane
ever since, and hardly shows any wear at
all. It was simply cleaned up and re-in-
stalled during restoration.
Thoughout the restoration, Orlo's son
John and his grandson Scott both worked
on the project. For John, restoring an air-
plane that he literally grew up with was a
fun experience. He was featured at the
age of nine in the Detroit News when he
took his first official flying lesson in the
Maxfield family Funk . The Funk was
even used by the family for a Christmas
card, complete with a wreath on the pitot
tube.
Jim Weymouth of Westland, MI was
picked by Orlo to help finish up the pro-
ject, working primarily on the fuselage.
Bruce Panszl , Onsted, MI, a past War-
birds Gold Wrench award winner did
much of the work in the wings and tail sur-
faces. The covering is Stits (now Poly-
Fiber) and all of the fabric is finished with
Aerothane, but the metal parts are fin-
ished in Dupont Imron. A very good color
match was made between the two differ-
ent paints, and the Maxfields hope that
the colors age gracefully together.
The original wheel pants were retained,
and since Orlo really didn't want to mod-
ify the pants to accommodate a Cleveland
wheel conversion, so he carefully re-
worked the original Goodyear brakes, and
he is satisfied they are reliable and quiet.
To help prevent the problem of a jammed
or loose disc, he had a new set of slightly
oversize clips made to secure the brake
discs in place. By making sure the disc
stays in place, few problems are encoun-
tered.
By 1993, Orlo and his Funk were
ready to fly together again. A trip from
Michigan to EAA OSHKOSH '95 was
made along with a companion Cessna
195. The Maxfield family Funk gave
them a wonderful surprise - it was se-
lected as the Reserve Grand Champion
Classic. With over 200 of the approxi-
mately 343 Funks built still flying, Orlo
Maxfield's Funk can proudly serve as a
reminder of how a couple of tenacious
twin boys from Akron, OH were able to
create and produce a durable and safe to
fly light airplane, one that endures today
as a useful private airplane, just as it was
designed over 50 years ago. ..
VINTAGE AIRPLANE 23
WHATOURMEMBERSARERESTORING
-------------------------------- byNormPetersen
Wisconsin winters while Peter flew the pretty
two-placer all over the Midwest. In 1991 , he
moved the family to Brooksville, FL, flying the
1300 mile trip without difficulty. Since then, the
Luscombe has been repainted and the engine ma-
jored. The wind driven generator, which worked
well for many years, has given up the ghost, so a
new system is being considered. Peter has en-
joyed over 550 hours of flying in the airplane and
often takes the family dog, Katy, along as co-pilot.
After 40 years as a music teacher, Peter is now a
CFI at Aerotel in Brooksville and enjoying every
moment.
Peter Ayer's Luscombe SA
These photos of Luscombe 8A, NC77859, SIN 3586, were
set in by owner Peter Ayers (EAA 443647, A/C 21191) of
Brooksvill e, FL. Built in August , 1946, the Luscombe was
one month old when Peter took his very first flight lesson in a
1-3 Cub at San Antonio, TX. On August 24, 1977, the pur-
chase of the Luscombe was completed and Peter flew it from
Sioux Falls, SO, to his home in West Bend, WI, in 4-1/2 hours
flying time. For thirteen years, the Luscombe braved the
24OCTOBER 1995
David & Laura Reeve's Seabee Project
This interesting photo of a Republic
Seabee project, N6102K, SIN 285, was sent in
by David Reeve (seated on the gear) (EAA
489411) of Lawrenceburg, IN. He and hi s
wife, Laura, purchased the project in May
1994. The fuselage was stored in a yard near
Lake Washington (see photo), the engine in
a hangar in Arlington, WA, and the remain-
ing components (wings, tail, prop, floats,
etc.) in an apartment in downtown Seattle,
WA!
Built in 1947, this Seabee saw service in
Alaska , Texas, the Pacific Northwest and
British Columbia. Itwas disassembled in
1982 for conversion to a Super Seabee, how-
ever, the owner had to abandon the project
for health reasons and thankfully stored the
project under cover until the Reeves pur-
chased it in 1994.
It is bei ng tota ll y restored by WE
Aerotech in Shelton, W A. Mods will include
a Lycoming IGO-480 engine of 295 hp, ex-
tended wings, heater, new instrument panel ,
Cleveland brakes, heated pi tot, keel replace-
ment and more. Most are Simufl ight STC's.
The toughest job, accordi ng to David, is
deciding on a paint scheme. They hope to be
airborne in t he fa ll of 1996 and have
promised to send a photo of the completed
project.
Navion from Argentina
Thisphotoofa1946RyanNavion, Ar-
gentine registeredLV-RXT,SIN 4058-D,
wassentin byowner,VitusBraig(EAA
500699) ofTrevlin,Argentina. Vitusre-
portstheNavionwas restoredin 1991 and
sportsa ContinentalE-185-3engineof
225 hp. TheNavion appearsto bepretty
muchstockand hasan aux. fuel tankaft
oftherearseat. Noticethe beautiful
snowcovered mountainsin theback-
groundofthepicture. Argentinais home
toAntiquelClassicChapter12,theonly
countryoutsideofthe U.S.tohave its
ownAIC chapter.
JamesAlston's Luscombe BAlE
ThisveryprettyphotoofLuscombe,NC2223K,SIN 4950,
wassentin by ownerJamesAlstonofPlymouth,Mass.
Jamesreportsthesharplookingairplanewasrestoredovera
periodofsix (long)yearsand requiredapproximately1281
hoursofdiligentlabor. Itwascompletedin August1994. Af-
terlongconsideration,Jimdecided toconverttheLuscombe
8Atothe8Econfigurationwith theinstallationoftwo12.5
gallonwingtanksinsteadofthe14gallonfuselage tankandup
front, amajoredC85Continentalenginereplaced theoldC-
65. Nice toseethe8Edeckwindowsinstalledalongwiththe
woodenSensenichprop. Jameswanted to add his thanksto
DavidThissel and thecrewatNortheastAircraftMainte-
nancefor assistingintherebuildoftheprettySilvaire.
ton ontheleftstick. Aux.wingtanksincreasethe
usablefuel to48gallonsforamax.five-hourrange.
A bubblecanopyandanelectrictrimsystem,all
designedbyJackNagle,have beenadded. Homer
reportsthe aircraftis an absolutedelighttofly and
cruisesat148ktsat25-squarewith itspseudomili-
tarypaintschemeandshark'smouthnose. ...
Homer Ellis'fancy Globe Swift
Thisphotoofa modified1946GlobeSwift,N78104,SIN
2104,wassentin byHomerEllis(EAA53688,AIC 21270)
ofFt. Smith,AR. Hereportstheairplanewastotallyre-
builtattheSwiftWorks, Athens,TN, byVaughn Arm-
strongduringtheperiodofNovember1993 through May
1994. Thenew powerplantis a210 hp Continental10-360
pullingaconstant-speedcontrollableprop. Othermodsin-
cludecontrolsticks,new instrumentpanelwith a King-
BendixKLX135 Comm-GPS,newupholsteryandCessna
150seats. Asmokegeneratoris operatedby acontrolbut-
Working on aproject of your own? Send your photos
along with ashort story on your airplane to:
Attn: H.G. Frautschy
EAAHeadquarters
P.O. Box3086
Oshkosh,VVI54903-3086
VINTAGEAIRPLANE25
how to maintain it. This includes STCs
which are alterations to the original
type certificate. There are also refer-
ences that it must be in condition for
safe operation.
Jump to Part 91.401 which states
that U. S. registered aircraft must be
maintained within and out of the U. S.,
and 91.403 then places the responsibil-
PASSd
~ U C K ity for maintaining the aircraft directly
onto the owner or operator, includ-
ing compliance with Airworthi-
ness Directives (ADs).
Part 43. Now we get into the Main-
by Buck Hilbert
tenance, Preventive Maintenance, Re-
EAA #21
building and Alteration.
Ale #5
43.1 Applicable to ALL certified
P.O. Box 424
Union, IL 60180
As most of you are aware, 01 '
" Bucky" is part of the Aviation Rules
Advisory Committee (ARAC) a
group tasked to rewrite the parts of
the FARs that pertain to owner/oper-
ator (read pilot) maintenance respon-
sibilities.
This has been a real educational
experience for me. As Nick Rezich
used to say, " Believe you me, you
can't BUY experience like this! "
I've been around these "wind wag-
ons" all my life and I've learned more
about the ways and whys in the past
several months than I ever realized
were important.
Do You Understand
The Rules of Aviation?
Here's the Unofficial
Condensed Version!
First off, who's responsible? All
us have certain aircraft maintenance
responsibilities. It 's a cooperative ef-
fort on the part of all of us, manufac-
turer, owner, pilot, mechanic, techni-
cian, operator and repair stations.
We all have a hand in it! The first
thing, and probably the most impor-
tant thing, is to get into the regula-
tions and find out what they are a ll
about. It gets a little complicated be-
cause there are portions of FAR's 1,
21,39,43,65,91 and 145, and even
25, that dovetail and compliment one
anot her.
FAR 1 is defi nitions. They iden-
tify words like person, operation,
maintenance and preventive mainte-
nance. They don' t point any fingers;
they just spell out what the words
mean.
26 OCTOBER 1995
Part 21 gets into Certification of
Aircraft, accessories, components and
parts, if you please.
Part 39 deals with Airworthiness
Directives. These are VERY impor-
tant because they directly affect the
ai rworthiness of your ai rplane, its en-
gine and its accessories.
Part 43 now is the hands on wrench-
ing, knuckle busting or whatever you
want to call maintenance, rebuilding
and alteration. It tell s the what and
why and who needs to be certified and
spells out his territory. This one also
has Appendix" A" which spells out
what the pilot/owner can do to his ma-
chine. There are also references to
the owner/pilot working on his ma-
chine under supervision. Also in the
many paragraphs of 43 are guidelines
for Repair Stations, 100 hour and an-
nual inspections, large air carrier and
commercial operator maintenance.
Part 65, on the other hand, covers
the privileges and limitations of the
mechanic or technician. It's pretty
specific on what he can and cannot do.
Part 91, now, is for the owner/oper-
ator/pilot and gets into aircraft record
keeping, responsibilities for the air-
worthiness of the airplane, and gener-
ally lays it a ll out as to how those
records are to be kept and transferred
with the airplane if it 's sold or trans-
ferred to another category, ie., Re-
stricted or Experimental.
Part 145 comes into play with Re-
pair Stations, their certification, In-
spectors, Technicians and all thei r as-
sociated paperwork.
Should I get into specifics ? Or
should I let you go out and get copies
of the FARs and try to interpret them?
Tell you what, I'll hit some of the high
spots.
Let's start with a definition of air-
worthiness. Part 21 defines what a
Type Certificate is, how to get it and
aircraft except EXPERIMENTAL
aircraft that have been issued any
other kind of certificate.
43.3 notes the persons authorized
and the work they are authorized to
perform. It also refers to Appendix
"A" and its preventive maintenance
items.
43.3(b) & (c) refers to certified me-
chanics and repairmen and what
specifically they can do. FAR 65
comes in here to specify what their
privileges and limitations are.
43.3( d) covers persons working un-
der the supervision of a certified me-
chanic or repairman. (You get to do
your own except that 100 hour and an-
nual inspections must be performed by
authorized persons!)
43.3(e), (f) concerns Repair Sta-
tions , Air Carrier and Commercial
Operators.
43.3(g). Pilot may perform preven-
tive maintenance on aircraft owned or
operated by him, not used in air taxi
service.
43.15(c)(1) is a check list covering
the annual and/or 100 hour inspections
and refers to Appendix "D."
43.16 says you do the inspection or
maintenance in accordance with the
Manufacturers Maintenance Manual.
FAR 91.403(c) then designates that
"airworthiness limitations" must be
compiled with. The two references
are tied together.
43.13 (a) and (b) states you must
use FAA acceptable methods, tech-
niques and practices, use the proper
tools and any special test equipment
or equivalent as recommended by the
manufacturer, a nd that all of the
above is to be in an acceptable man-
ner to the FAA with materials of such
quality that the condition of the air-
craft is equal to its original or prop-
erly altered (read STCs and ADs)
condition. A word of caution here:
don't EVER use the words equal to
or BEITER in a log entry. BEITER
is a RED FLAG and an automatic
down because if you make it BET-
TER , you must have altered it in
some way from standard or what it was.
Now we go to Part 91 , Sub Part E
which pertains to applicability, responsi-
ble persons, programs, record keeping
and transfer of those records, operation
after maintenance, rebuilding or alter-
ation, and how to do the inspections.
There is a ton of information in this part,
but basically all we can do is what is in
Appendix "A," or what we do under the
DIRECT supervision of an A&P if we
are not licensed and are the owner or
operator.
91.9 tells us we must comply with the
operations limitations, and then 91.9(b)
tells you where they come from, either
the manufacturer, the Aircraft Flight
Manual, approved markings, placards or
any combination of all of these.
And now we come to the AC system
or Advisory Circulars.
The FAA issues Advisory Circulars
to inform the aviation public in a sys-
tematic way of nonregulatory material
of interest. Read it again! NONREGU-
LATORY unless incorporated into a
regulation by reference. The contents
are NOT binding on the public unless
they incorporate a regulation. Hey, I al-
ready like them! They are GUIDE-
LINES and spell out what we can and
should do. They are in plain English
and are sort of official FAA policy.
That pretty well covers what we have
to know as pilots and owners to stay le-
gal. There is a lot of other meat in these
regulations and I could go on all day
with whereas and "whyfores," but what
I ' d like to tell you about is the current
thinking of your ARAC Committee and
what we are proposing to the FAA
through the entire committee.
The committee is comprised of repre-
sentatives from just about every facet of
aviation: the parts manufacturers, avion-
ics manufacturers, aircraft manufactur-
ers, DOT and FAA people from the
United States and Canada, the Interna-
tional Association of Machinists, the
Professional Aviation Maintenance As-
sociation, the alphabet groups (EAA,
AOPA, GAMA, NPA, etc.), as well as
the public. Hey! They all have some-
thing at stake here, work ethics, rules,
professional standards and, believe it or
not, an underlying "LOVE" of aviation.
The general consensus of your repre-
sentatives, me and Charlie Schuck, is
this: the regulations have stood the test
of time. They were first written and ac-
cepted back in 1938. Since that time
they have been massaged, altered and
made to fit as change took place. Char-
lie and I can find very little actually
WRONG about them.
The people who went to school or
learned their trades as "on the job
trainees," even the military and the peo-
ple working with them on a daily basis,
have used these same rules as the norm
since their inception. To kick them out
and start with a clean slate would be
mayhem. Charlie and I don' t see a need
to change just for the sake of change.
We feel it's in YOUR best interest to
keep what we have. We' re suggesting
some changes in definitions and lan-
guage clarifications, including the sug-
gestions we've gotten from our members
at the listening sessions: elimination and
replacement of Appendix "A" with an
Advisory Circular covering the same
subject in a looser, more easily revised,
format.
We've kicked this around, rewritten
our rewrites, and come full circle to the
realization that this recommendation is
in the best interest of the pilot/owner.
Comments, please! Over to you for
now,
seen in the photos and drawings in Peanut scale model plan and three-
this issue, had a pair of inverted Vee view of the Elias EC-1 Air Taxi, as
struts with jury struts and a more well as a model plan of the Blohm &
rounded set of tail surfaces. The en- Voss P-204 Fighter/Dive bomber.
gine was mounted higher above the Also included are drawings of the
fuselage on a set of struts, enabling 1946 Piper Skycycle, 5 different vari-
the Menasco to swing a two-blade ants of the 1-16, the 1913 Sopwith
Mystery
Airplane
prop in air that was a bit less dis- Tabloid, RWD-15 Euro-Tourer, and
turbed than on the H-20's installa- an in-depth article on building 1196
tion. (!) scale hardwood solid models.
(Continued from page8)
Weighing in with a chunky empty There are 29 editions of "Air-
weight of 1600 lbs., and a gross of Wars," with the first 6 sold out. Each
"As I recall, when Argonaut went
2250 lbs., the Argonaut Pirate had "AirWars" costs $6, plus 1.85 for
'belly-up: everything was sold to White
200 square feet of wing to lift off the shipping. "AeroPlans" has 6 editions
Aircraft (somewhere in New England)
ground on 125 hp. Most likely, the published so far, with No.7 on the
where it was again reproduced as the
term "sprightly" would not come to way. Each is priced at 10.95, plus $2
'White Gull.' They too went under and
mind when describing the perfor- shipping. For more information, in-
as far as I know, the design concept con-
mance of the Pirate, but its basic form cluding full descriptions of each edi-
tinued to be sold to various firms ."
may have inspired a few amphibious tion, send a self addressed, stamped
Designed by Howard Heindell,
aircraft designers throughout the business size envelope to AERO-
the Pirate was of all wood construc-
years. PLANS, 8931 Kittyhawk Av., Los
tion, including the plywood covered
The three-views published with Angeles, CA 90045. Tell them you
fuselage which was finished off with a
this month's answer are courtesy An- read about it here in Vintage Air-
covering of doped fabric. The first
drew C. Anson, publisher of the plane. Our thanks to A.C. Anson for
version of the Pirate was the H-20.
"AeroPlans" series of books and his kind permission to reproduce the
There were a number of differences
"AirWars," a journal covering the Pirate three-view.
between the first and second models -
military and civilian aircraft of avia- More information regarding the
the first had a really ugly box, (look-
tion's golden age. Each issue of " Air- Argonaut Pirate can be fouJ)d in
ing much like the crate the engine
Wars" is filled with articles and plans Joseph Juptner' s U.S. Civil Aircraft,
was shipped in!) mounted directly
(both model and historical) covering Vol. 7, page 170.
atop the fuselage, in which was
this time period. "AeroPlans" is sim- Other answers were received from
mount ed a Menasco C-4 swinging a
ilar, with a stronger emphasis on pro- Lynn Towns, Brooklyn, MI; M. H.
short four-bladed prop. Upper and
viding documentation and plans to "Marty" Eisenmann, Alta Lorna, CA;
lower wing bracing wires were used,
the modeler. For example, the issue Richard Byron, Orchard Park, NY;
along with squared off, wire braced
that contains the Argonaut Pirate Charley M. Hayes, New Lenox, IL
tail surfaces. The later model H-24,
plans and three-view also features a and Ralph Nortell, Spokane, WA.
VINTAGE AIRPLANE 27
NewMembers
Phil D. Aaker Stoddard,WI
Mary H. Abel Holmen,WI
OoiAkio Normal ,IL
PeterAllegretti LakeGeneva,WI
RichardT. Anderson Medford,MN
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JamesH.Bailey Elkton,SO
Michael E. Bakalars LaCrosse,WI
Joye Baker Denver,CO
JamesW. Bannerman DaytonaBeach,FL
LawrenceBartell Waukesha,WI
PeterBennedsen Felding,Denmark
ChristopherA. Bennick Rochester,MN
JohnB. Berens WebsterCity,IA
M. Bevan Drumcondra,S. Ireland
Wayne Beyer Chandler,AZ
MichaelS. Bohlander San Mateo,CA
Michael D. Brasfield Memphis,TN
GordonW. Breuer Seattle,WA
GregoryP. Bryham
Manurewa,Auckland,NewZealand
Daniel Burch Maplewood,MN
Del W. Burnett Versailles,OH
Robert E. Bush Maryville,MO
MatthewP. Bushman Palatine,IL
SheltonCason Chatanooga,TN
JeffCoeur Whitefish Bay,WI
RonaldE.Company Bolivar,OH
MichaelCooper Dixon,CA
Virgil E.Coryell Lexington,NE
GeneF. Credell Kennebunk,ME
DennisA. Crenshaw Columbus,OH
AndreCrucifix Laverriere,France
JimDanehy Libertyville,IL
WalterDavis Hanover,MD
JosephO.Delage,Jr. Pelham,AL
John R. Denlinger Pasorobles,CA
Ross F. Duncan Auckland,NewZealand
William M. Dyrstad Elgin, IL
Masaru Eguchi Chicago,IL
DennyG. Elimon Mahomet,IL
Stephen H. Erickson EauClaire,WI
Carl G. Estler Katy,TX
Joseph V. Farina Amsterdam,NY
LyntonJamesForster Brooklands,Australia
A. Paul Fries BuffaloGrove,IL
Patrick H. Geyer Metamora,MI
JamesGiltzow Pinehurst,NC
GeorgeG.Glenn Westford,MA
ShelbyGoodman Splendora,TX
GregoryT Gorecki FortWashington,MD
RichardA. Grant Manchester,NH
Bud Gray Visalia,CA
Carroll F. Gray
AlbertL. Grell
Jack H. Hamilton
Ralph E. Hammond
RussHammond
PhilipW. Harbaugh
ThomasH. Harris
GaryD. Hart
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Mark Holbein
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BartHunt
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MarkG. Karl
MarkO.Kearns
ClayO.Keen
David P. Kelley
GradyP. Kiehn
WesleyE. Knettle,Jr.
TannerD. Knox
Ronald E. Knudsen
VictorS. Kokx
Warren H. Krause
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Michael Lardino
WayneE. Lasek
ThomasM. Leaver
WilliamF. Leslie
JamesF. Loop
LosAngeles,CA
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Sam A. Lyons Kennesaw,GA
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GaryE. Maricle SunCity,AZ
LeeMaxson Chandler,AZ
DavidL. McCarty Bend,OR
CharlesMcLeod Ocala,FL
Paul L. Mercandetti Centerville,MA
AlbertMerschdorf EastTroy,WI
WilliamP. Miller Tallahassee,FL
JeffreyS. Mitchell Farmington,ME
SterlingMocke Doorenpoort,SouthAfrica
ChristopherMonday Lakewood,CA
DwayneL. Mood Portland,OR
FrederickMullins SinkingSpring,PA
PatrickM.Murphy Round Rock,TX
DouglasA. Nealey Barrington,IL
LeonardE.Nelson Potter,NE
DouglasM. Nichols LaGrange,OH
ArthurE. O'Connor Bristow,OK
KeithO'Dell North Wilkesboro,NC
CarolOsborne SantaClara,CA
Richard B. Parker CostaMesa,CA
JohnC. Parsons San Antonio, TX
FredW. Patterson1Il Mill Valley,CA
W. H. Pelcher Innesdale,SouthAfrica
DavidPetersen Marrietta,GA
A. M. Pharris San Diego,CA
RobertL. Phelps Williamsburg,VA
GaryProctor WJordan, UT
E. E. Psaroudakis WestminsterPark,Ireland
RobertL. Ray Indianapolis, IN
Scott Riggs Rochester,NY
BruceD. Riter Los Altos,CA
RogerD. Ritter Austin,TX
Jay Rodgers Flowermound,TX
Clint Rodningen GrandForks,NO
William M. Roecker Kirkland,IL
RogerLori Roghrud Portage,WI
SteveL. Runge Hampshire,IL
G.GeraldSchiera Lockport ,IL
GregoryM. Schildberg Casey, IA
JamesDeanSchrock Corvallis,OR
RaymondA.Sheridan Harrisburg,OH
CharlesSiekman Appleton,WI
PeterJ.Silfven Dearborn,MI
Michael E.Skinner Lakeville,MN
CharlesG.SmithMD Anchorage,KY
DavidS. Smith Seal Beach,CA
LarryD. Smith Sandyville,WV
William B. Smith LongBeach,CA
BradleyC. Smitheram EI Paso, IL
TimO.Snow Woodlands,TX
DouglasSockwell Lewisville,TX
John A. Spalding NewCarrollton,MD
FredStewart Palatine,IL
VernardL. Stoops SantaCruz,CA
ChristopherDanielSullivan
WestJordan,UT
JamesM. Sweet Eagan,MN
DavidG.Sword La Luz,NM
RonaldE.Tarrson Chicago,IL
William M. Taylor Corvallis,OR
LawrenceL. Thurow Monticello, IL
JohnW. Tomlinson Freehold,NJ
TomTravis Dallas,TX
ArchieJ.Turnbull Durango,CO
GerardTurrel-Moutin Saint Lucien,France
Masayoshi Umino Torrance,CA
Brian Uncles SaltSpringIsland,Canada
JamesVasco Kirkwood,PA
EdVeach BlueSprings,MO
DanVolin Barrington Hills,IL
ToddR. Wahl BuffaloGrove,IL
DavidW. Walter Hartland,WI
CharlesL. Walthall Laurel,MD
Tom B. Washburn Bedford,TX
Michael D.Waymire Kalamazoo,MI
Trevor1. White
Newmarket,Auckland,New Zealand
DonaldE. Wilcox Cincinnati ,OH
William E. Wilder Fairhope,AL
Alan Williams BossierCity,LA
ErnieWorthley Chaska,MN
Michael D. Wray Chicago,IL
Raymond Yoakum Alexandria,LA
JohnL. Zimmer StPetersburg,FL
28 OCTOBER 1995
AERO TEe LABORATORIES,
TEl: 201-825-1400
FAX: 201-825-1962
A EROPLANE
....tAL.... L.A "Se=-p--:-t=9th;-;&:-::1=Ot;-h:'
OshkoshWI
Two hands-ondays oftheoryand practice. Oct21st&22nd:
IntroductoryCourse- $149.Excellent Tulsa OK
overviewof designs,materials, & basicskills.
IntermediateCourses- $199each. Nov11th&12th:
Fabric Covering: Coveran actualwing. Griffin GA
Composite Bastes: Fabricateareal part. Reservations& Information
Sheet Metal Assembleatypical piece.
Welding: Learn how to handleatorch. 800-831-2949
;;gY
Fly-In
Calendar
----------
Thefollowillg list of comillg events isfumished to our readers as a matter of illformatioll ollly alld does 1I0t cOllstitute approval, SPOII-
sorship, illvolvemellt, cOlltrol or directioll of allY evelll (jIy-ill, semillars, fly market, etc.) listed. Please selld the illformatioll to EAA,
All: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Illformatioll should be receivedfour mOlllhs prior to the evellt date.
OCT. 12-15 - Phoenix, AZ - Williams
Gateway airport. Luscombe Foundation
Southwest gathering. For info, call the
LuscombeFoundationat602/917-0969.
OCT. 12-15 - MESA, AZ - 24th Annual
Copperstate Regional Fly-In. Call 800/283-
6372 for info pack, orifyou wish to commer-
ciallyexhibit ,call5201747-1413.
OCT. 14- OSHKOSH, WI - EAA Chapter
252SteveWittman Memorial Fly-In. 414/426-
3481.
OCT. 14-15 - SUSSEX, NJ - Quad-Chapter
Fly-In, Flylflea-market sponsored by AIC
Chapter7, EAA Chapters 238, 73 and 891.
For info, call Herb Daniel , 2011875-9359 or
PaulStyger(Sussexairport)2011702-9719.
OCT. 20-22 - KERRVILLE,TX - Southwest
RegionalFly-In. 915/651-7882.
OCTOBER21-22- TULSA,OK- Alexander
AeroplaneCo.Builders'Workshops. Forinfo
call1-800/231-2949.
OCT.27-29 - TUCON, AZ- FlyingTreasure
Hunt. 520/889-9411.
NOV.4-5 - LAKELAND, FL- Wings 'n
Things'95. 813/251 -1820.
NOVEMBER4-5- DAYTONABEACH,FL
- DaytonaSkyfest ,featuringtheUSAFThun-
derbirds,ShockwaveJetTruckthe largestdis-
playofcurrent militaryaircraft in the south-
east. Thiswill alsobe thelastperformance of
theEaglesAerobaticteam- afterthis,they' re
retired! Forinfo, call 1-800/854-1234
NOVEMBER4-5 - TULSA,OK- Alexander
AeroplaneCo. Builders' Workshops. Forinfo
call 1-800/231-2949.
NOVEMBER4-5 - FULLERTON,CA- Air-
craftSpruce AvionicsSeminar. Forinfocall
1-800/824-1930.
NOVEMBER11-12- Griffin,GA- Alexan-
derAeroplaneCo. Builders'Workshops. For
infocall 1-800/231-2949.
FEBRUARY10,1996- MERRITTISLAND,
FL- Merritt Islandairport. AviationDay'96,
sponsoredbyAlphaEtaRho,Sigma Alpha
chapter,FloridaInstituteofTechnology. Air-
craftridesand tourswith F.1.T. ' sNIFApreci-
sion flight team,the Falcons,aswell as land-
ing and bomb drop compe titions. Ca ll
407/242-4949 for moreinfo.
APRIL14-20- LAKELAND,FL- 22nd An-
nualSun'nFunEAAFly-InandConvention.
813/644-2431.
AUGUST1-7- OSHKOSH,WI - 44th An-
nual EAAFly-InandSportAviation Conven-
tion. Wittman Regional Airport. Contact
John Burton,EAA,P.O.Box3086,Oshkosh,
WI 54903-3086. 414/426-4800.
Statement of Ownership.
A': Management and
== Circulation
(ReQUlftNby39 u.s.c. 3685/
VINTAGE AIRPLANE 9/25/95
12 times per yell!:" $27.00
EAA, P.O. Box )086, Oshkosh, WI 54903-3086
EA.A. P.O. Box )086, Oshkosh, WI 54903-3086
Thomas P. Poberezny, EM, P.O. Box ]086, Os hkosh, WI 5490)-)086
Uenry G. Frautschy, EM, P.O. Box 3086, Oshkosh. WI 5490)-)086
Golda G. Cox, EA.A, P.O. Box 3086, Oshkosh, WI 5490]-3086
I .
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Icerlify l hat t he SlalemenlS made by c ' / _,_
a bove are corrK I and compllele
.

PS f...... 3526.J-,l'Nt
VINTAGEAIRPLANE29
MEMBERSHIP
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AIRCRAFT
1939STINSONSR-10(Reliant)-10434
n ,598 SMOH, 265 SPOH, KX175B
Trans, KI208OBS, KT-76AXponder, ELT.
Call John Hopkinson, 403/637-2250,FAX
403/637-2153. (10-2)
1938Aeronca Chief- Serial KCA47,
N21075, completely restored, new prop,
windshield, headliner, tires,gastank and
Stits Poly-Fiber. $10,000. Phone
310/375-1000or310/375-3902. (10-1)
MISCELLANEOUS
Plans - Ragwing Replicas - Ultralight
legal Pietenpol , Pitts, Heath, Church
Midwing. Plans $70. Brochure $3. 312
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etc.! Catalog/News $4.00, $6.00 for-
eign. Vern Clements, 308 Palo Alto,
Caldwell, 1083605,208/459-7608. (9-3)
SUPER CUB PA-18 FUSELAGES -
New manufacture, STC- PMA-d, 4130
chromoly tubing throughout, also com-
plete fuselage repair. ROCKY MOUN-
TAINAIRFRAMEINC.(J.Soares,Pres.),
7093 Dry Creek Road, Belgrade,
Montana 59718, 406/388-6069, FAX
406/388-0170. Repair station No.
QK5R148N.
Wright J6-7A forward exhaust system
- Ineed pairof22x10x4 Goodyeartires.
Ralph Graham, 612/452-3629. (10-2)
(NEW) This&ThatAbouttheErcoupe,
$14.00. Fly-About Adventures & the
Ercoupe,$17.95. Both books,$25.00.
Fly- About, P .O. Box 51144, Denton,
Texas76206. (ufn)
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Wheel Pants - The most accurate
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classics available. 100% satisfaction
guaranteed. Available in primer grey
gelcoat. Harbor Products, Co., 2930
Crenshaw Blvd., Suite 164, Torrance,
CA 90501, phone 310/880-1712 or
FAX310/874-5934.(ufn)
Curtiss JN4-D Memorabilia - You
can now own memorabilia from the
famous Curtiss "Jenny," as seen on
"TREASURES FROM THE PAST." We
have T-shirts , posters, postcards,
videos, pins, airmail cachets, etc. We
also have R/C documentation exclu-
sive to this historic aircraft . Sale of
these items supports operating
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for the aviation public. We appreciate
your help. Send SASE to Virginia
Aviation, P.O. Box 3365, Warrenton,
VA22186.(ufn)
WANTED
Wanted- PairofGoodyear22x1Ox4
tiresorclosesizetofitmyhubs. Ralph
Graham,612/452-3629. (10-2)
30OCTOBER1995
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