.

PattIPoberezny
Tom Poberezny
DickMatt
JackCox
H.C. Frautschy
GoldaCox
MikeDrucks
Sara Hansen
OliviaPhillips
JenniferLarsen
Norm Petersen
MaryJones
.jimKoepnick
CarlSchuppel
MikeSteineke
Donna Bushman ,
Isabelle Wiske
Dennis Parks
GeorseHardie
., EAA ANTIQUE/CLASSIC DIVISION
John Berendt BobBrauer GeneChase philCoulson
GeorgeDaubner Joe Dickey Stan Gomoll CharlesHarris
E.E. "Buck"Hilbert JeannieHill ButchJoyce BobLum/er
ArtMorgan GeneMorris Steve Nesse GeoffRobinson
JimmyRollison WesSchmid Steve Wittman GeorgeYork
December1994 Vol.22,No.12
CONTENTS
2 AlCNews/Compiledby
H.G.Frautschy
4 TypeClubNotes/
NormPetersen
6 FromtheArchives/
DennisParks
8 EngineStorage/BillClaxon
10 MembersProjects/NormPetersen
13 TheTexacoWaco/H.G. Frautschy
17 GrandChampionContemporary
BeechcraftD18SINormPetersen
21 AirportKids
TheDreamStillLives/
JamesDamron
23 MysteryAirplane/
GeorgeHardie
24 CubsUnitelNormPetersen
26 PassittoBuck!
E.E."Buck"Hilbert
29 WelcomeNewMembers
29 Calendar
30 VintageTrader
Page 10
Page 17
Page24
FRONTCOVER...NC17470is registeredasa WacoZPF-6. andwas
oneoftheprettiestairplanesontheantiqueflightlineatEAASun
'nFun '94. EAA photobyJim Koepnick. Shotwitha CanonEOS-l
equipped with an 80-200mm /f2.8 lens. 1/60 at fl8on Kodak
EktachromeLumiere 100film. Cessna 210 photoplanepilotedby
BruceMoore.
BACKCOVER ...LeeMaples.ofBelle.MOflies his 1960Beechcraft
Super G18S. It was selected as the Grand Champion
ContemporaryairplaneofEAA OSHKOSH '94. EAA photobyJim
Koepnick. Shot with a CanonEOS-l equippedwith an 80-200mm
/f2.8 lens. 1/250atf8 on Kodak Ektachrome Lumiere 100 film.
Cessna210photoplanepilotedbyBruceMoore.
Copyright 1994 bytheEAAAntique/ClassicDivisionInc.Allrightsreserved.
VINTAGEAIRPlANE 0091-6943) is published and owned exclusively by the EMAntique/Classic Division, Inc. ofthe Experimental
Aircraft Associationand is publishedmonthlyatEMAviation Center, 3000 Poberezny Rd., P.O. Box 3086,Oshkosh, WISOOIlSin 54903-3086.
Second Class Postage paid at Oshkosh, WlSCOIlSin 54901 and at additional mailing offices. The mernbel$hip rate for EMAntique/Classic
DIvision,lnc.is$20.00forCt.mII1IEMmembersfor12monthperiodofwi1ich$12.00isforthepublicationofVINTAGEAIRPlANE. Membership
isopentoaM whoareinterestedinaviation.
POSTMASTER: Sendaddresschanges to EMAntiqueICIassic DIvision,Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN ANDAPO
ADDRESSES- PIeeseallowatleasttwomonthsfordeliveryofVINTAGEAIRPlANEtoforeignandAPOaddressesviasurfacemail.
ADVERTISING- AntiquelClassic Division doesnotguaranteeorendorseany productoffered through theadvertising. We inviteconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothetcom!CIivemeasurescanbetaken.
EDITORIALPOUCY:Readersareencouragedto storiesandphotographs. Policyopinionse>q:>rassed inarticlesaresolelythoseofthe
authors. foraccuracyinreportingrestsentirelywiththecontributor.Norenumeratlonismade.
Materialshouldbesentto:Editor,VINTAGEAIRPlANE,P.O.Box3086,Oshkosh,WI54903-3086. Phone4141426-4800.
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logosofEM,EAA INTERNATIONAL
CONVENTION, EAA ANTIQUE/CLASSIC DMSION, INTERNATIONALAEROBATIC CLUB, WARBIRDS OF AMERICA are registered
trademarks.THEEAASKYSHOPPE and logosoftheEAAAVIATION FOUNDATIONandEAAUL11IALIGHTCONVEHT1ON aretrademarks
oftheaboveassociationsandtheirusebyanypersonotherthentheaboveassociationisstrictlyprohibited.
EDITORIALSTAFF
Publisher
TomPoberezny
VIce-President,
MarketingandCommunications
DickMatt
Editor-In-Chlef
JackCox
Editor
HenryG,Fraufschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
SaraHansen
OliviaL. Phillip JenniferLarsen
Advertising
Mary Jones
AssociateEditor
NormPetersen
FeatureWriters
GeorgeHardie,Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION,INC.
OFFICERS
President Vice-Presldenl
Espie' Butch'Joyce ArthurMorgan
P.O.Box 1001 W211 NII863HilHopDr.
Madison.NC27025 Gemnantown,WI 53022
910/573-3843 414/628-2724
SecretOlY Treasurer
SteveNessa E.E.' Buck'Hilbert
2009HighlandAve. P.O. Box424
AlbertLea,MN5tnJ7 Union.IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerendt RobedC."Bob"Brauer
7645EchoPointRd. 9345S. Hoyne
ConnonFalls.MN55009 Chlcag<:>,IL60620
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
2159CarltonRd.
28-3WiIIlomsbur8Cl.
Oshkosh,WI54904 Shrewsbury,MA 1545
414/23Hi002 508/842-7867
PhUCouison
28415SpringbrookDr.
=rou:
Lawton,M149065 Hartford,WI53027
616/624-6490 414/673-5885
CharlesHanis stanGomol
7215East46thSt. 104290IhLone,NE
Tulsa,Of( 74145 MInneapolIs,MN55434
918/622-8400 612/784-1172
DaleA.GuIIaI'1on JecmleHII
7724ShadyHIll Dr. P.O.Box328
indianapolis,IN46278 HorvOId,IL60033
317/293-4430 815/943-7205
RobedD."Bob"lumIey
1265South1241hSt.

AlbertLea.MN5tnJ7 Brookflek:f,W153005
507/373-2922 414/782-2633
GeneMonls GeaveYork
115CSteveCourt,R.R.2 181 SIo6odoAv.
Roanoke,lX76262 Mcr.sfieId,OH44906
817/491-9110 419/529-4378
S.H. -WH"Schmid
2359LefeberAvenue
Wauwatosa,WI53213
414/771-1545
DIRECTOREMERITUS
5.J_ WIHman
7200S.E. 85thLone
Ocala,FL32672
904/245-7768
ADVISORS
JoeDIckey JimmyRollIson
55OakeyAv. 640AlamoDr.
Lawrenceburg,IN47025 Vacaville.CA95688
812/537-9354 707/451-0411
DeanRIchardson GeoffRobIson
6701 ColonyDr. 1521 E. MacGregorDr.
Madison,WI53717 NewHoven,IN46774
608/833-1291 219/493-4724
VINTAGEAIRPLANE 1
compiled by H.G. Frautschy
out in their airplanes, and this list helps
connect the pilots with the instructors. If
you are a tailwheel instructor, and you'd
like to be added to this list , contact the
EAA Information Services Office, P.O.
Box 3086, Oshkosh, WI 54903-3086 or
call 414/426-4821.
Finally, I'd like to take this opportu-
nity to wish you all a safe and happy holi-
day season.
Espie "Butch" Joyce
President
EAA Antique/ Classic Division
PARKS COLLEGE AEROSPACE
INSTITUTE CAMP
If you have a student entering grades
10-12 in the fall of 1995, and they're inter-
ested in aviation, you may wish to look
into the summer camp program being of-
fered by Parks College of St. Louis Uni-
versity. To be held the week of July 7-14,
1995, the camp should an eye-opener for
teenagers looking into aviation as a ca-
reer or as an avocation. For more infor-
mation, contact Paul McLaughlin in the
Parks College external programs office,
618/337-7575, ext. 292 or 364.
CLIFF ROBERTSON WORK
EXPERIENCE PROGRAM
Two youngsters, 16 or 17 years of age,
will join a young CFI as the 1995 partici-
pants in the Cliff Robertson Work Expe-
rience Program at the EAA Aviation
Center in Oshkosh, WI. This unique pro-
gram, initiated in 1993, is sponsored by
EAA'er James Ray's Ray Foundation,
with the hope of returning the concept of
the "Airport Kid" to today's aviation en-
vironment.
Application materials are available
from the Education Office, EAA A via-
tion Foundation, P.O. Box 3065,
Oshkosh, WI 54903-3065 or by phone at
414/426-4888 and must be returned no
later than April 1, 1995.
EAA AIR ACADEMY '95
The EAA Air Academy for youth age
15-17 will be presented from July 15-31,
1995. Expanded activities have opened
the program for an increased number of
participants. Applications will be consid-
ered in the order received. Interested
youth, parents, members and Chapters
are urged to secure further information
about the twelfth annual Air Academy by
A SHORT NOTE FROM
THE DIVISION PRESIDENT
Since I am not writing my regular col-
umn "Straight and Level" this month,
I've asked for this opportunity to notify
you about the following item.
During the 1994 Fall A/C Board of Di-
rector ' s meeting, the issue of our dues
structure was brought up and discussed.
The facts concerning our current financial
position were presented, along with esti-
mates of our future needs. After much
discussion and review, it was decided by a
vote that the dues for the Division be in-
creased to $27 per year.
We have tried to hold the line during
the past years, perhaps longer than was
prudent, but costs have eaten away at any
slight cushion we had in our budget dur-
ing the past. Paper costs alone are pre-
dicted to climb nearly 18 percent during
1995. The Postal Service has also notified
us of an increase in postage, the first of
which will take place on January 1, 1995.
We certainly understand that any dues in-
crease can be a hardship, and we all fer-
vently hope that you will understand the
reasons behind the action - to maintain
and expand the programs and services of-
fered to EAA Antique/Classic members,
it is imperative that we keep a close eye
on the bottom line, and not allow our fi-
nancial position to deteriorate.
Along that line, for the past couple of
years the EAA has been keeping a list of
flight instructors who offer instruction in
tailwheel equipped aircraft. We occa-
sionally get calls from members looking
for instructors to help get them checked
NORTHROP FLYING WING IS AIRBORNE
File this under the heading "Airplanes I never expected to see back in the
air." Jack Northrop's spectacular N9M-B is restored and flying. Its first post-
restoration flight was November 11. Don Lykins, Chairman of the Board was
the pilot. He will continue to fly the N9M as it is put through an extensive
flight test program to "revalidate the genius of Jack Northrop's original con-
cept. "
Saved from the scrap man by Planes of Fame museum founder Ed Mal-
oney, the airplane is the last example of the developmental aircraft built dur-
ing the Northrop Flying Wing program of the late 1940s. The N9M series of
airplanes, built to be 113 the size of the B-35 and B49 Flying Wings, were built
of wood (the wing outer panels) and steel tube (the wing center section, in-
cluding the engine mounts), and had wingspans of 60 feet. They were pow-
ered by a pair of supercharged 300 hp Franklin XO-540-7 engines, each dri-
ving a Hamilton Standard constant speed prop though a fluid coupled
driveshaft. If you needed to bailout of an N9M, both drives hafts were
equipped with brakes so the pusher props could be stopped. Many other in-
teresting aerodynamic concepts were used by Jack Northrop in the N9M, in-
cluding split ailerons (for yaw control) and automatic slots.
Restoration of the #4 N9M was begun 12 years ago by Planes of Fame mu-
seum volunteers, and proved to be an arduous task - entire sections of the
structure had simply rotted away, and required extensive woodworking skills
on the part of the volunteers to reproduce the parts.
After the Flying Wing has completed the flight test program, it will be re-
tired to the Planes of Fame Museum in Chino, CA and will be flown on spe-
cialoccasions. For more information, contact the museum at 909/596-3722.
2 DECEMBER 1994
DEMPSTERSCROSSTHEATLANTIC
Bob and Diane Dempster of Vashon Island, W A have the Spring. The Super Cub sits in England waiting for them
crossed the Atlantic Ocean in their Piper PA-18 Super to return. In the photo above, Bob and Diane are shown in
Cub, the first leg of the ' round the world trip they've their exposure suits, part of the survival gear required by
planned. They are now wintering back in the U.S., waiting law to be carried or worn during the North Atlantic cross-
until the weather breaks over the European continent in ing. We wish them the best of luck!
contacting the EAA Education office,
EAA Aviation Foundation, P.O. Box
3065, Oshkosh , WI 54903-3065 or by
phone at 414/426-4888.
TYPECLUBNOTES
For those of you interested in the Stin-
son, the National Stinson Club is a good
bunch to get to know. During our annual
listing of Type Clubs, we've missed a
change in dues for the club over the past
couple of years. The listing should read:
National Stinson Club
c/o Jonesy Paul
14418 Skinner Rd.
Cypress, TX 77429
Newsletter: Quarterly
Dues: $15.00 per year
AlC HALLOFFAME
The Antique/Classic Division in-
ducted charter member and long term
treasurer, E.E. "Buck" Hilbert and direc-
tor and long term member George York
into the division's newly founded Hall of
Fame in the fall of 1993.
Further inductions are planned in the
fall of 1995 and the division is presently
accepting nominations for potential in-
ductees.
If you wish to nominate a deserving
individual into this most select group,
please communicate your recommenda-
and background to Nominations Chair-
man and A/C Board member Charles
Harris , P.O. Box 470350, Tul sa, OK
74147-0350.
VICKERSVIMYREPLICA
REACHESAUSTRALIA
As mentioned before in VINTAGE
AIRPLANE, a Vickers Vi my replica
was built in the San Francisco area to
commemorate the successful long dis-
tance flights made by that big biplane in
1919. We're happy to report that the
airplane, built and piloted by Australian
Lang Kidby and American Peter McMil-
lian has reproduced the epic flight from
London to Darwin of the Smith broth-
ers, Ross and Keith, who first flew a
Vimy from England to Australia 75
years ago.
Fully documented by the National
Geographic Society, the flight departed
the Farnborough air show near London
on September 11, and arrived in Darwin
on October 22. Powered by a pair of
454 Chevy engines equipped with gear
reduction units and large 4-bladed props,
the Vimy flew the 11,000 mile journey
with few problems by all accounts, save
one - an engine failure over Sumatra.
Fortunately, a forced landing was made
with minor damage to the airplane, and
after a replacement engine was shipped
from Australia and a new gearbox sent
out incident. Our congratulations to
Lang and Peter, and we look forward to
seeing further coverage in the National
Geographic Society'S magazine and tele-
vision shows.
SOCIETYOFAIRRACING
HISTORIANS
If you're an air racing enthusiast, get
out your calendars - the 11th Annual Air
Racing Symposium will be held May 6-7,
1995 in Cleveland, OH. Sponsored by
the Society of Air Racing Historians, the
event will be held at the Holiday Inn -
Airport at 4181 W. 150th St., Brook Park,
only two miles away from the site of the
1929-1949 Cleveland National Air Races.
Illustrated talks will cover many as-
pects of air racing history, from the 1930s
"Golden Age of Air Racing" through the
modern era of the Reno Air Races.
For more information, contact Tony
Ambrose, Symposium Chairman, 7161
Burridge Av., Mentor, OH 44060, phone
216/255-8100.
CORRECTIONSDEPT.
Dave Talley, A/C 6900, of O' Fallon,
IL called to let us know that in the No-
vember issue on page 22 we had incor-
rectly captioned Mark and Elaine Har-
ter's Waco as a YKS-6 when it should
have been labeled as a YKS-7.
*' tions with the candidate's credentials from England, the flight continued with-
Thanks Dave!
VINTAGE AIRPLANE 3
Notes
Fromthe CessnaPilots Association
magazi ne, JohnFrank,Editor:
ThirteenWays toIncrease
PistonEngineLife
written by John Schwaner
Sacramento Sky Ranch
6622 Freeport Blvd.
Sacramento, CA 95822
1. Fly regularly. If youparkyourair-
planeoutside yearafteryearwithoutfly-
ing, theengine won' t last. Corrosionru-
ins the cylinder wa ll s, ca mshaft a nd
camshaftfoll owers. Runningtheengine
onthegroundwithoutfl yingtheairpl ane
doesn'thelp. Ground runningintroduces
waterinto theoilwhichcorrodes internal
engine parts. Carbondioxideand water
are by-productsofcombustion. Theoi l
needs towarm up to atleastthe boiling
pointofwatertovaporize moisture from
theoil. If theengine' sgoingtositall win-
ter,letitsitwithcl eanoil insteadofold,
acidicoil. Change the oil in the fall in-
steadofthespring.
2. Keeptheengineclean. Makesure
theairfi lteris in goodconditi on. It 's al-
wayspreferabletofilterdirtoutofthein-
takeairinsteadoffilteringitoutoftheoil
withtheoil filter. Youmightconsiderin-
stallingtheBrackettFoamfilter. Replace
this fi lterateachoi lchange. Makesure
thealternatedoorisn' tsuckingopen. As
thealternateairdoorbushings wear,they
allowthedoortosuckopenall owingun-
filt ered dirt yairint otheengine. Some
air pl a nes have thi sdoor down by the
nosewheelwhereitcanreall ysuckup lots
ofdir t. Checkfordirtin the inducti on
sys te m. Next time the air filt e r is
changed,reachupintotheinducti onsys-
temand wipeyourhand across theintake
surface. Isitgritty? If it is, thendirtis
gettingpast the filter. Here'sone way
dirtgetspasttheairfilter. Youparkyour
airpl ane in adust yenvironment. Dust
settlesonthewings,windshield and in the
enginecompartmentnext tothealternate
airdoor. Duringrun-upyoucheckcarbu-
retorheatas partofyourprefli ghtcheck-
list. Now,all thatdi rtthatsettled nextto
thealternateairdoorgetssuckedintothe
engine. Monit or theoil ' scl eanliness .
Have the oil analyzed usinga spectro-
graphicoi lanalysisservice. Dirtconsists
oftinygrainsofsandcalledsili ca. Silica
4 DECEMBER 1994
by Norm Petersen
isacompoundofsi liconedioxide. When
analyzed itshows up as theelementsili-
con. Keepsiliconbelow10 parts permil-
li on (ppm)for50houroil changes. In-
stallanengine oil fi lter. Oil fi ltersstop
thedi rt thatsomehowgetspasttheairfil -
ter.
3. Usethecorrectoil grade. Consult
theairpl ane manualfor thecorrectgrade
ofoil for theseason. Stay with thelighter
gradeofoil. Manypeople use100weight
(100/SAE50)oil all year. Hundredweight
oil is too thi ck to lubri cateproperl yin
cold weather. Cold,thickoil causespi s-
tonscuff ingandcamshaft and foll ower
damage. Multigradeoil makesagoodall-
season oil. Rega rdl ess ofth e season,
multigradeisthepropergradeofoil.
4. Manageenginetemperature. The
engineiscooledwith airand fuel. During
takeoff and climbthere is insuff ici ent
coolingairand a ri ch mi xture coolsthe
engine. Duringcruise there isgreaterair
fl owthroughthecowland youcantrade
air coolingforfuelcoolingand leanout
the mixture. Mixture,cowlfl apsand ai r-
speedshould beadjusted toget a maxi-
mumcruisecylinderhead temperatureof
400F (425F forturbochargedengines).
If cylinder head temperaturesarehot ,
the n ri che n th e mi xture, increaseair
speedoropenthecowlflaps. Don' tlean
the e ngine based solely on the EGT
gauge . The primaryconsiderati onsfo r
leaningtheengine are: detonati onresis-
tance,cylinderheadand oi ltemperature
andenginesmoothness. The EGTgauge
doesn' tmonitoranyoftheseconditi ons.
Below75% powerleantheengine atany
altitudeas longas thecylinderheadtem-
peratureis400Forbelowand theengine
isr unningsmooth. If the temperatures
a re hi gh orthe e ngine is ro ugh, the n
ri chen the mixture. Rapidengine tem-
pe rature changescan be preve nt ed by
smoothly applyingengine power. During
descent , startthe engine temperature
down before beforeyoustarttheairplane
down . Reduce the power or lower the
nose- bytr ynotto do bothsimult ane-
ously. Once the temperaturestartsdown
youcanthenincreasethe rate fo engine
coolingwithoutworry.
5. Make sureengine baffles are
functioning. Theengine baffl eseparates
the upperportionoftheenginefromthe
lower. Engine bafflingcreatesa high
pressurezonethatforcescoolingairdown
throughtheengine' scoolingfins. If the
bafflingisn ' tsea li ng,t heengineisn't
cooled. Leakingbaffli ngmay notshow
up o n the cyli nder head te mpera t ue
gauge. The temperaturegauge measures
cylinderheadtemperaturefromonepoint
ont hecylinder. Defective baffli ngcan
cause unevencyl indertemperature. The
cylindertemperatuegaugedoesn'tshow
temperaturedi ffere ncesthatmightoccur
in thecylinder. This uneventemperature
createsstressesthatcrackanddistort the
cylinder. Engine baffl ing ca n be in-
spected by looki ng through the engine
cowlingwit ha flas hli ght. The baffl ing
should sealtightagainst the uppercowl-
ing. Lookfor anybaffl ingthatmight be
bentbackwards.
6. Keep ignition system in good
working order. Turbocharged engines
flyingathighaltitudeplace highdemands
upon theigni tionsystem. Finewirespark
plugs, properlymaintainedmagnetosand
wiring harness areessentialto prevent
crossfireand engine damage. Repairor
over ha ul magnetos( des pite makeor
model)every500hours. Repl acefrayed
ignit ion leads. Testres ult sshow that
cl eanplugs savemoneybyreducingfuel
consumption andcombusti onchamber
deposits.
7. Idleattheproperenginespeed.
Theengine'scylinderwall s, camshaftand
ot herpartsarespl as hlubricated. With
cold viscousoi l,splash may notoccurif
the idl espeed is toolow. Idle acold en-
gi neat1000rpm to providesufficientoil
spl ash.
8. Preservetheengine. Both Ly-
comingand Continent alhaveexcell e nt
Service Bull et inswi th det ail ed instruc-
tionsonenginepreservation. Enginesre-
moved from regul arservice should be
preservedaccordingto theseinstructions.
As a minimum,spr ay WD-40intothe
cylinders throughthe spark plugbosses
andinsta ll de hydrator plugs int o th e
s pa rk plug bosses. E ngi nes re moved
from the aircraftcan be fi ll ed with oil ,
turned upside-down,andfilledagain.
9. Inspectfor exhaustleaks. Ex-
haustleakscanoccuratthecylinderex-
haustport. Leakingexhaustgaserodes
the aluminum on t he cylinder exhaust
port. Sealingthe exhaustportbecomes
impossi bl e oncethe porthas e r oded.
Oncetheporthaserodedit is necessary
toremovethecylinderandmill down the
portto form anothersealingsurface. If
theerosionextendsdownintothecylin-
derfins, thecylindermustbereplacedor
theportrebuiltbywelding. Inspectfor
burntcylinderpaintorlightcoloredde-
positsaroundtheexhaustport. Fixany
leaksnomatterhowminor. Exhaustgas
leakingontothecylindercoolingfins can
elevatecylinderheadtemperaturesand
causedamage. Leakingexhaustgasonto
thesparkplugcanelevateit'stempera-
ture high enoughtocausepreignitionand
severeenginedamage.
10. Make throttle movements
smoothly. Enginetemperatureswill rise
andfall moreevenlyandsmoothlywith
smoothpowermovements. Thecounter-
weightsused onsixcylinderenginesare
notcapableoffollowingextremelyrapid
throttlemovements.
11.Picka smoothenginerpm. Dur-
ingcruiseyou haveseveralrpmand man-
ifoldsettingsfor anygivenhorsepower
(assumingconstantspeedpropeller).
Usuallythereis aspotwithin thenormal
rpm range where the engine runs
smoother. Makesmall changesin engine
rpmwhile feeling theengine. Pickthe
rpmwheretheengineis smoothest. This
setting should be within the recom-
mendedpowerenvelopeas depictedin
theairframeorengineoperatorsmanual.
12. Useconservativepowerset-
tings. If youoperateatthehighendof
the performance envelope on tur-
bochargedengines,you aretradingper-
formance forlongevity. Manyfleet op-
eratorshavefound thattheenginecanbe
madeto lastlongerbyoperatingwith
moreconservativepowersettings.
13. Do preventivemaintenance. In-
vestin regularoil andfilterchanges. Buy
goodqualitymaintenanceandrepairs.
Fromthe"BeechEagle"oftheTwin
BeechAssociation,
Enrico Bottieri, president:
Thereis "linoil"orlinseedoil protect-
ingyourTWINBEECH. It doesitsjob
outofsightandoutofmind. It is onthe
insideofall thesteeltubingin theSPAR
structureand andotherpartsofourair-
planes. It is onlyputthereonce,when
theairplanewasbuilt,overfifty years
ago! Inmostcasesitis still doingitsjob.
Whenwe haveourairplanesx-rayedwe
arelookingforcracksandthebig"C"
(Cancer)- in thiscase, rust. We arecon-
cernedwith theoutsideofthetubing. If
thereis rustherewe canseeit andevalu-
ateit. However,much moreimportantis
theinsideofthetubeand we arereally
lookingfor rusthereontheinsidefor it is
thisrust thatcanlead toveryserious
problems. Thex-raytechnician knows
aboutthisandcan find the rustifitis
there. Atpresent,we x-rayourairplanes
every1500hours. Thatmaybeyearson
someairplanes.
Is there a problem? Yes, we have
identifiedwhereitis. Yes ,we cando
somethingaboutit. Yes,longevitybrings
with it wisdom and knowledge, thisis
whatI havelearnedsofar. Youwill not
seethiswrittendownanywhereelse. Re-
memberlinseedoil becauseit is impor-
tant. I have known aboutitallmylife,
you may behearingaboutit for thefirst
time.
Therehavebeena veryfew casesof
interiorrustfoundonsome(Beechcraft)
"H" model airplanesandevenrarercases
onafew othermodels. Thisis interesting
becausethe"H"modelswerethelastair-
planesbuilt. Wehaveneverfound ade-
finitive answerforthiscause,onespecu-
lationis thattheprotectiveoilwas left
out. GiventhequalityofBeechproducts
Ifind thishardtobelieve. Anotherspec-
ulationis thatthesmallsealingdrive
screwswereinadvertentlyleftout. A
thirdand lastpossibilityis thatthese
samescrewsworkedtheirwayoutor
were blownoutbymaintenancethatmay
havebeenimproper. We haveheardre-
portsofothersremovingthedrivescrews
andapplyingairpressureto theinsideof
the tubes, in some cases looking for
cracks,and in othercasestoapplyafresh
coatof"linseedoil" tothetubes.
Onsmalltubebuiltaircraft,from the
J-3 Cubandup, theindustrypracticeis to
drill abouta1/8" holein thetubeatcon-
venientlocations,fill thetubewithheated
linseedoil ,rotatingtheairframeas you
aredoing thisso thattheoilwill coatthe
insideofthe tubes. This may take24
hoursormore. Thelastprocedureis to
drainoutanyexcessoil ,this is doneto
saveweightand moreimportantlytoal-
lowfor anyfuturerepairs. Weldingis al-
mostimpossibleifthereis anyoil orfor-
eign matter present. The final and
perhapsmostimportantstepis tomake
thetubingAIRTIGHT. Thisis doneby
installingasmallspiralstemdrivescrew
thatlooksalittlelikea rivet. Theseare
poundedintoplace.
Whatis causingtherust? Thedrive
screwsarenotin placeandatmospheric
airis gettingintothetubes,causingrust.
Thatlittle,small,approximately1/8"hole
iscausingtheBIG"C"- cancerousrust!
Canwe rotatean airplaneas largeasa
TWINBEECH? No,butyoucanlayit
upon itssideand usingalittleingenuity
youcancoattheinsideofthetubes. I
would rateremovingas muchofthepro-
tectiveoilas alowerpriority. Doit ifyou
can- the heatedoil will flow quickerand
doa betterjobofmovingaroundinside
thetubes. Thebestway to applytheoil
is by puttingavacuumsourceatoneend
ofthetube,yes,atthatlittle1/8"holeand
applyingtheoil attheotherend. Is it
worthdoing? Whatdoyouthink? Fifty
years is a longtime. I doitanytimeI
makerepairstoasteeltubestructure.
If youaredoingarestoration,havethe
airframex-rayed first, havethe technician
evaluatetheairframefor signsofruston
theinsideofthetubes. Usethisinforma-
tion asa basisfor furtherprotectivecor-
rosioncontrol. Iwill doa littleresearch
onfindingotherproductswithalongpro-
tectivelife. Perhapsthereis a newer
productthatwill meetourneeds. I have
usedBoiledLinseedOilforyearsandit
hasalwaysworkedforme.
FromTHE FUNK FLYER
edited by Ruth Ebey:
GerryLewisBuysFunk Parts
From AI McCLish
Backin October,1992,DaleBeach
mentioned in a lettertoTHEFUNK
FLYER thathe hadbeentalkingtoAI
McClish,thesonofthe formerholderof
theFunkTypeCertificate,whostated
thathisdadkeptenoughpartstobuild
himselfaFunk,andhe(AI)wouldlike to
sellthemandsomeothermiscellaneous
partsand tools. Aftermanymonthsof
tryingtogettogetherwe finallymeton
September25,1993,athisfather'sshopin
Sharon,PA.
If you havedreamedofwalkinginto
theFunkfactory, thisis aboutas closeas
youwill everget: centerstageis afactory
roll-aroundjig;anoriginalpairofFunk
wheelpantshangfrom theraftersnextto
threeorfourwingspars;rollingaroundin
themiddleofthefloor next toa rowof
cardboardboxesfull ofFunkpartswasa
propreductiongearfor theLycoming
GO-145Funkengine. Thefirst itemre-
moved from oneofthetopcardboard
boxeswasaplug-inlandinglight,andthe
listgoesonandon.
Afterlookingata newsetofwings
andmorepartsin anotherbuilding,we
agreedona pricefor itall. Planswere
madetomovepartstoDelawareafterthe
first oftheyear,butas with thebestlaid
plans,itwasnotuntilJune15 thatI ar-
rived backinSharonwith a17-footU-
Haultruckandafriend to helploadand
drive.
Mr. McClish hadalreadyarrivedfrom
his homein Ohioand had theshopopen.
Withthetemperaturein theupper90's,
AI'ssisterJane'ssupplyoficed teaand
sodashelpedtomaketheloadingmove
alongverywell,and wewereontheroad
backtoDelawareby midafternoon.
Afterafew daysrestIwill trytogeta
roughinventoryandan ideaofwhatwill
be forsaleand have itwith meatthe
FunkReunionJuly22-23 in Coffeyville.
Ed. Note: Persons interested in Funk
parts should contact Gerald Lewis (EAA
476230, Ale 23200) at Route #4, Box 105-
L, Do . er, DE 19901 or call him at 302-
674-5350. ...
VINTAGE AIRPLANE 5
FROMTHEARCHIVES ...
j
.'
will
CENTURYAMPHIBIOUS
FLYINGBOAT
by Dennis Parks
Lanks to Roy Hampson of Brighton, CO we
have received some interesting clippings about a
very large, unknown , flying boat being con-
structed in Chicago about 1930. The clippings
were from a company newsletter from the Celotex
Insulation Company, and from the Chicago Tri-
bune.
There is some confusion as to the designation
of the aircraft. One picture caption has the craft
built by a J. H . Wendt, a former German war
flyer. Another caption has the aircraft built by
the Century Aircraft Corporation. One clipping
from the Tribune has the plane listed as 16 seat
trimotored amphibian called the "Sea Devil." It
was reported that the craft was being constructed
in a garage at 56 East 21st.
According to the account the construction of
the ship was completed except for the mounting
of the three engines. The first test flight was ex-
pected within the month. If the tests were suc-
cessful, ten others were to be constructed. The
first craft was a metal covered wood structure.
The others to be constructed were to be of all
metal construction.
6 DECEMBER 1994
ItVorkmcu attac"ill[J ctlnter willg sulion Oil fhe H-/JssclIgc.r Cell/ury (Ill-me/oJ olllphibutll
'which 'will )Jwke ils lest flights tllis mOllt/1 ill Flon'aG. 1'IIe cabiu is insulated -:tJilll Cdoltx-.
looking toward pilols' ro ot Dnlllo7t'cr right tmL'ard'rrar of room.\' cabin. Tire rriliug is
. frcalc,1 [ciot ex. The builders .telcclcd Celotc.r to tfuzlle llil! cabill ; : ~ ~ m ~ r alld
I
The main landing gear was fitted to short stub sponsons.
The engines were listed as three Pratt & Whitney Wasps to
be mounted above the surface of the wing. Four-bladed
wooden propellers were to be used on the first craft with
steel ones later.
The Celotex article listed the aircraft as being con-
structed by the Century Aircraft Company with Manuel
Cooper as president and H. J. Bluestone as treasurer. J.H.
Wendt was listed as designer of the aircraft and Chief Engi-
neer. The plane was described as having a wingspan of 72-
112 feet and a length of 43 feet. Power was to come from
three 325 horsepower Hispano engines located on the lead-
ing edge of the wing.
The empty weight was given as 7,200 lbs about the same
as a Ford 5-AT-B Trimotor. Fully loaded the weight was
listed as 13,000 lbs, again, about the same as the Ford. The
range was given as 1,400 miles . It was reported that the
company was preparing to start work on a similar plane
with seats for 24 passengers, two pilots and a mechanic.
Any further information about this large project would
be appreciated. The Celotex article said that the plane was
receiving wide notice throughout the United States but I
have not been able to locate any information other than
that provided by Mr. Hampson. ....
fo",le." passenger now ",Ot"iJIg
a- 9n1'fol id.o of Ih. N. of Ih. shill. Tit, lOUl'''' l.ft
and wing. Ollly 0,.. af th, Iluu t1Wlcws is ill
Oft, olr.ooy instOU.rl. l..otwr righl .shtn.tJs
jlDor 10 in.Jfdot. against cold aNd retitle.
sp.cial f1r0ClSS. Th, company "tous to USt CeloteI'
FORMER GERMAN PILOT BUILDS 'tRIfdOTORED AMPHIBIAN IN CHICAGO.
J. II. Wendt at work on the Sea Devil, which, when completed, will carry fourteen passe'
and two ai his at S6 East 21 t street.
VINTAGE AIRPLANE 7
ENGINE
STORAGE
byBill Claxon
(EAA325719,AlC17837)
It is generally known that when the air-
craft engine is not run for long periods of
time, the idle time has a detrimental effect
on the engine. In fact, long periods of
idleness vastly reduces TBO. Cylinder
wall corrosion is one of the problems .
Teledyne Continental states that the new
or newly overhauled engine is extremely
prone to this corrosion until it has about
50 hours of running time. Not only do the
cylinders corrode, so do the rest of the in-
ternal parts. Continental states that the
best way to care for and preserve the en-
gine is to fly once a week. Lycoming also
goes along with this. However, as winter
approaches we tend to leave the airplanes
for long periods of time; therefore engine
preservation methods may be in order.
If the airplane is not used for a month
or so, simply pull the prop through six or
so times each week and leave the prop 45
degrees to 90 degrees from the original
position. Fly the airplane to have the en-
gine reach full operating temperatures to
burn out the moisture and contaminates.
DO NOT turn the prop backwards as
this runs the oil pump backwards. This
pumps the oil out of the oil galleries and
results in a longer time for the internal
parts to become lubricated on engine start
up. Sometimes they are turned backwards
to prevent firing if a P-lead is open which
would allow the engine to fire. Do ob-
serve some safety rules and this should
not become a problem.
Verify that the mag switch is "OFF"
Throttle position "CLOSED"
Mixture control "IDLE CUTOFF"
Set brakes and chock wheels
Leave aircraft in tiedowns
Have cabin door unlatched
DO NOT stand in propeller arc
You should fly your airplane at least
once every 30 days.
If you do not fly much in the winter,
longer term preservation techniques may
be in order. These simple and inexpensive
procedures may pay large dividends come
spring.
Start with cylinder preservation. Re-
move the top spark plugs and spray at-
omized MIL-46002 Grade 1 preservative
oil through the spark plug hole with the
8 DECEMBER 1994
cylinder at bottom center. Repeat this
for each cyli nder. Then stop the crank-
shaft with no cylinder at top center. Re-
spray each cylinder to thoroughly coat all
cyli nder surfaces by moving the spr ay
nozzle from top to bottom. Then replace
the spark plugs.
Continental says to spray two ounces
of the preservative oil into the oil filler
tube to preserve the interior parts. How-
ever, with the kidney oi l tanks many use,
I wonder how much preservative oi l will
get to the internal parts. With the en-
gi nes that have the oi l fi ll er in the case,
this seems more plausible.
Seal all engine openings such as the
exhaust, breather, carb intake, etc. with
suit able plugs, moisture proof tapes, or
whatever is applicable. Wads of paper
st uffed in the openings can be effective.
(Since paper will absorb moisture, you
may wish to co er the paper wad with
plastic wrap. - HGF) Pl ace red streamers
at all places where plugs are installed and
on the propeller. You may want to place
a placard on the prop to tell people the
engi ne is preserved and do not turn the
propeller.
When its time to bring the engine back
to life and start a new flying season, re-
move all the seals and streamers. Take
out the bottom plugs and turn the pro-
peller several revolutions to clear out the
excess preservative oil. Rei nstall the
spark plugs and use normal starting pro-
cedures. Observe the safety precautions
again when turning the prop by hand.
These si mple procedures should go a
long way to dispel some of the ravages of
winter disuse of airplanes. There are fur-
ther steps that can be taken to enhance
this preservation, especiall y those air-
pl anes that will be put away for most of
the winter.
From Continental, drai n the oil and
install MIL-C-6529 Type II oil. Run the
engine until normal operating tempera-
tures are reached. Better still, fly the air-
plane for 30 minutes and allow the en-
gine to cool to room temperature.
Spray the cylinders with the preserva-
tive oil as stated earlier. Then replace
the spark plugs with MS27215-2 dehydra-
tor plugs. Be sure the dehydrator plugs
are blue; the pink ones are already satu-
rated with moisture and will not absorb
the engine's moisture. Protect and sup-
port the spark plug leads with AN4060
protectors. Also place a bag of desiccant
in each opening prior to sealing as stated
earlier. Again, it is good practice to place
streamers on each plugged opening and
the propeller and add the sign not to turn
the propeller.
To return the aircraft to service, re-
move all plugs and desiccant bags from
all openings. Remove the bottom spark
plugs and rotate the propeller several
revolutions to remove the excess preserv-
ative oil. Remove the dehydrator plugs
and install all spark plugs. Then turn the
engi ne by hand to be positive there is no
oi l in the cylinders to cause liquid lock.
Reinstall the spark plug leads.
Continental says to drain the preserv-
ative oil and replace it with the recom-
mended lubricating oil. The next para-
graph has a warning:
When returning the aircraft to ser-
vice, do not use the corrosion preserva-
tive oil referenced in paragraph 5-4. a.l
more than 25 hours. (From Continental
manuals.)
I would take this to mean that the
preservative oil is safe to use for this
length of time. The advantage of thi s is
that you could take the airpl ane out of
storage without changing the oi l. Then to
put the engine back into storage, all you
need to do is replace the desiccants and
respray the cylinders.
As I said, I do not understand the
spraying of the preservative into the oil
fi ll er neck of the Continental engines to
do more than to preserve the oil tank, but
the Continental manuals say to do this. I
SAfETY RULES
* Verify that mag switch is "OFF"
* Throttle position "CLOSED"
* Mixture control "IDLE CUTOFF"
* Set brakes and chock wheels
* Leave aircraft in tiedowns
* Have cabin door unlatched
* DO NOT stand in propeller arc.
phoned Continental service technici ans
and call ed their attention to thi s state-
ment in the manuals. They said this was
not a correct procedure. The technician
said to remove the crankcase breather
and to remove the breather fitting that
screws into the crankcase. Then use a
sprayer that can reach into the crankcase
to spray the preservative oil into the top
side of the crankcase. They suggested to
use a long sprayer that can be rotated to
be sure to spray all parts of the upper
case. This doesn' t look the easiest to me,
but whatever coverage obtained will help.
(Since / knew my engine would be in
storage for an extended period, and
planned on 0 erhauling the magnetos, I
remo ed one and sprayed the preser ati e
oil past the magneto dri e gears into the
crankcase. - HGF)
Textron Lycoming Service Letters
take a slightly different approach. They
say to use one part of concentrated MIL-
C-6529C Type I added to three part s
MIL-C-6082C (Grade 1100) mineral air-
craft engine oil to replace the lubricating
oil. Follow the manufacturers instruc-
tions when mixing the oils. Operate the
engine until operating temperatures are
attai ned. Immediately drain the preserv-
ative oil for engine storage. It may be
saved for fut ure use. These oils are not
for lubrication, only for corrosion pre-
venti on. However, the engine does not
need to be flushed when the sump is re-
fi lled wi th lubricating oil.
Remove the spark plugs and spray the
cylinders with MIL-L-6529C Type I
preservative oil. The oil is to be heated to
200 degrees Fahrenheit to 220 degrees
Fahrenheit and sprayed while turning the
engine five revoluti ons with the starter.
Then spray each cylinder after the engine
has stopped and do not turn the propeller.
Foll ow the preservative oil with the
sealing, desiccants and dehydrator plugs.
MIL-L-46002,
Grade 1 oi l is avai lable from:
NOX RUST YCI-105
Daubert Chemical Company
4700 S. Central Avenue
Chicago, Illinois
TECTYL 859A
Ashland Oil, Inc.
1401 Winchester Avenue
Ashland, Kentucky
MIL-C-6529 Type II may be formu-
lated by mixing one part of preservative
oil to four parts of new lubricating oil of
the recommended grade. These are:
ESSO RUST-BAN 628 or COSMOLINE
No. 1223, as well as some of the equiva-
lents.
I was unable to find these preservative
oils or the dehydrator plugs listed in any
of the many catalogs normally available
to the general aviation public. (/ buy
mine from parts endors at the larger fly-
ins, like EAA OSHKOSH or Sun 'n Fun.
- HGF) I am contacting Lycoming and
Continental to find sources for these
product s. As for the moisture proof
tapes, the building and department stores
now have waterproof duct tape which
should work well for sealing the open-
ings. Lycoming lists the dehydrator plugs
as Avco PIN 40238. When the desiccants
and dehydrator plugs are saturated with
moisture, they can be rejuvenated by
warming them until the color is once
again blue. This removes the moi sture
they have absorbed.
The engine manufacturers recom-
mend these preservative measures, so if
we do these things we may save the en-
gines from the ravages of winter or other
storage. It would be a good idea to pre-
serve the engine when the airplane is
down for extensive rebuild or repairs.
Inasmuch as both makes of engines re-
quire essentially the same corrosion pre-
vention, it would seem that either system
would work for either make of engine.
Use your preference. ..
VINTAGE AIRPLANE 9
WHATOUR.MEMBERSARERESTORING
----------------------------byNormPetersen
RobertFunk'sPiperJ-5C,
CubCruiser
These photos of Piper J-5C, N66512,
SIN 5-1426, were taken in Alaska by vet-
eran aviation photographer Roy Cagle
(EAA 15401, A/C 1691) now of Prescott,
AZ. The Cub Cruiser is owned by
Robert Funk of Douglas, Alaska, and
appears to be pretty much original, right
down to the 8:00 X 4 wheels, tires and
brakes. The engine is listed as the origi-
nal Lycoming 0-235 of 100 hp. Other
items that give Robert's J-5C the origi-
nallook are the "flat " propeller spinner
and the Grimes navigation lights on the
wings and top of the rudder. A some-
what rare airplane, there are only 25 J-
5C Cub Cruisers remaining on the FAA
register. This 1942 airplane gave rise to
the postwar Piper PA-12 Super Cruiser.
AustralianWacoEGC-8,
VH-CGF,SIN5051
These photos of the only Waco EGC-
8 to ever reach the Australian civilian air-
craft register were sent in by owner, Clif-
ford Douglas (EAA 452879) , Elanora
Gold Coast, Queensland, Australia . A
fascinating history of the airplane was in-
cluded with the pictures.
Purchased new from the Waco factory
in mid-1938 by G. B. S. Falkiner of Had-
don Rig, New South Wales, the big Waco
Custom Cabin, registered YH-AAF, was
used to fly between the owners' many
far-flung properties in Australia. This
went on for 22 years, until 1960, when the
owner died. In 1962, Country Air Ser-
vices Pty. Ltd., of Rockhampton, Qld.
10 DECEMBER 1994
purchased the Waco from Falkiner's es-
tate, restored the big Waco and installed
a new 300 hp Jacobs engine to replace the
old Wright R-760-E2 of 320 hp. Re-
turned to service, the Waco hauled peo-
ple and cargo until 1967, when it was sold
to Laurie Clark of Darwin, Northern Ter-
ritory. On May 15, 1973, the Waco was
groundlooped while landing at a Terri-
tory airstrip and was damaged. Clifford
Douglas bought the slightly bent Waco
for his small museum and commenced a
rebuild. The results are what you see in
the photos - along with the new registra-
tion of YH-CGF. Painted in a dark green
and cream paint scheme, the Waco is in-
deed a fine looking example of the quite
rare EGC-8 (there are just seven exam-
ples remaining on the U . S. register) .
Note the so-called "seaplane lip" on the
aft edge of the engine cowling, unusual
for an airplane that to the best of our
knowledge, has never been on floats.
Russ &KathleenNewhouse'sTravelAir4000
Pictured in front of their Travel Air 4000, N9943,
SIN 1127, are Russ and Kathleen Newhouse (EAA
460891, A/C 22529) of Brighton, MI, who run a
company called "Vintage Air Tours" which special-
izes in taking people on a nostalgic trip back in time
- complete with the wind in the face! The Travel
Air is a working airplane and does a fine job of
hauling two passengers at a time from many of the
grass strips in the area. Russ, who is an airline pilot
by trade, loves to crank up the old '29 biplane and
haul passengers. In addition to the Travel Air, the
Newhouse's also have a Stearman, N1702B, SIN 75-
5903, which is used for passenger rides and Stear-
man checkout flights. It is finished off in a colorful
U. S. Marines color scheme.
HubertLoewenhardt'sAeronca
7ACChamp
This neat photo of Aeronca Champ,
NC84690, SIN 7AC-3402, was sent in by
owner Hubert Lowenhardt (EAA
411982, A /C 19167) of Stonington, CT.
Totally restored to original condition
over a five year period, the Champ fea-
tures a factory-new paint scheme,
wooden prop and original style wheel
covers with Aeronca stamped in them.
(Hugh makes an exact replica of the
wheel covers, among other items - if
you have a need for a pair, contact him
at 7 AC Restoration Specialties, RR 2,
Box 147B, Stonington, CT 06378.) Hu-
bert credits much of the super detailing
to Bill Pancake and the fatherlson team
of Harold and Bob Armstrong - three
of the world's recognized experts in
Aeronca rebuilding. He says he will
be forever grateful to these fine people,
not only for how well the airplane
turned out, but also for all he learned
from the experience. Hubert is
presently engrossed in the total restora-
tion of a 1935 Fairchild C8C project
which he fully intends to finish with the
same degree of workmanship as the
Champ. We can only add, "Hang in
there, Hubert, because we will be anx-
ious to see the Fairchild when fin-
ished!"
GaryJackson's"C" model
Beech Bonanza
This sharp looking 1951 Beechcraft
Bonanza, N630D, SIN D-2892, is the
pride and joy of Gary Jackson (EAA
326005) of Simms, Texas. Gary reports
the "C" model Bonanza is highly de-
sired because it is light in weight, a
good short field performer and very
stingy on fuel consumption with its
Continental E-185-11 engine producing
cruise speeds of 135 to 145 kts. at a con-
sumption of 9.6 gallons per hour. Sev-
eral mods have been incorporated in
Gary's Bonanza such as wingtip fuel
tanks (six hour range), a Beryl D'Shan-
non one-piece, 3/8 inch, sloped wind-
shield, new instrument panel with all
the goodies along with late model seats
and Cleveland wheels and brakes.
N630D features the original Beech elec-
tric propeller which is rather quiet, both
in the plane and on the ground. (It
seems unusual to not see a prop vernier
control on the instrument panel!)
Gary's Bonanza is indeed a pretty air-
plane for being 43 years of age. Long
live the marque!
11
WHATOUR.MEMBERSARERESTORING
Above- The150Luscombewith
matchingBaumannfloatsrestson
theshorelinein frontoftheLake-
wood LodgeatCable,WI. Note
smallstepforrefueling thewing
tanks.
Right - Lycomi ng 150 engine
(withfull electri cs) is installedper
STC.
Below- Luscombewith brand
newfloatsattached is rolled out
on a specialdollyusedfortakeoff
from ahard-surfacedrunway.
Pete Larson's Luscombe SF on
Baumaun Floats
This pretty Luscombe 8F,
N2149B, SIN 6576, was purchased
in 1991 from John Lamont of Three
Lakes, WI, by Pete Larson (EAA
372833) of Sheboygan, WI. It fea-
tured a Continental C90-8 engine
and was mounted on a set of Edo
1320 floats. Pete flew the airplane
about 90 hours before deciding to
upgrade. He bought a 150 Ly-
coming from Dick Waters and
coverted the Luscombe to the "big
horsepower." He then mounted
the Luscombe on a new set of Bau-
mann 1420 floats (Mfg. by "Bud"
Baumann in So. St. Paul, MN, 612-
455-8374) and invited the FAA In-
spector to check the installation
over. After considerable testing
and many conferences, the appro-
priate Form 337 was signed off and
Pete was off and flying with the
very first Luscombe on Baumann
floats!
Using a 72 X 53 prop, the 150-
powered Luscombe gets off the wa-
ter very quickly at gross weight
(1420 Ibs.) and cruises at 115 mph
on 7.5 gph. Fuel capacity is the nor-
mal 25 gallons, so he has approxi-
matelya three hour range. Pete is
quite excited with the airplane and
has given over 75 Young Eagle
flights to date. ...
12 DECEMBER 1994
TEXACO
The reincarnation of
one of the Golden Age
ofAviation's jewels.
(Far right) Bob Tullius, Winchester,
VA, owner of the Texaco Waco.
(Right) Dick Trice, former Eastern Air-
lines pilot and lucky pilot of NC17470.
by H.G. Frautschy
VINTAGE AIRPLANE 13
The cockpit of the ZPF-6 is thoroughly modem, with a complete set
of radios, including a Loran, transponder, nav-comm and ADF. The
front cockpit can be left open, or it can be capped with an alu-
minum " manhole cover." With the cover in place, the Waco looks
decidedly racy.
The Texaco Waco was one of a series of Waco airplanes owned
and used by the New York based petroleum company. Others in-
cluded a Waco ule and a UBF-2.
T.
.1.
e Texas Oil Company (Texaco) was
early and enthusiastic supporter
of aviation in the 1930s - they touted their
products in ads placed in the aviation
journals of the day, and they didn' t just
talk a good game. Texaco used aircraft to
conduct business, including a breathtak-
ing Waco UEC purchased in 1933 and
used by the New York company to fly ex-
ecutives around their distributor network,
and to make sales calls. One of the pretti-
est airplanes flown by the company was
the Waco ZPF-6, SI N 4383 completed
February 27 , 1937. Delivered first to
Hangar Six in San Antonio, TX, it was
later transferred to the Texas Co. A racy
biplane with a cockpit enclosure built
over the aft (pilot's) pit, the ZPF-6 was
used by the Texas Company for promo-
tion and transportation. It was flown by
the company as late as 1941, including
1939 while piloted by Bill Turso, who is
now the Texaco Aviation products dis-
tributor at Miami Airport. Now in his
eighties, Bill had flown the airplane, and
14 DECEMBER 1994
he would later be part of the effort to put
another Texaco Waco back in the skies in
the 1990's.
Sold by the Texas Co . in 1941 to
Hawthorne Aviation of Charleston, SC,
the ai rplane later went through a few
owners, including Walt Weber, who flew
the original NC17470 from 1960 until sell-
ing it in 1964 to the late George Arents of
Miami, FL. In the late 1960's, George
flew the ZPF-6 to Denver, CO to attend a
high altitude sailplane meet, and t hen
later on to the Reno National Air Races,
apparently intending to race the biplane.
It never raced. Later, George sent a
friend to Reno to fly the F-6 back to Mi-
ami . Sadly, George would call Ray
Brandly, president of the National Waco
Club with bad news. It seems the friend
dropped his sunglasses into the fuselage
while flying cross-country. He decided to
land at a military airbase so he could re-
trieve his sunglasses, and in the landing,
he lost control of the airplane during the
landing. The airplane violently ground
looped and was totally destroyed in the
subsequent fire . Fortunately, the pilot
survived.
The remains of the airplane then
passed through a couple of hands until it
came to Arnold Nieman of Ocala, FL,
who was asked in 1980 by Mike Keatty if
it could be rebuilt. Arnold decided that if
an airplane like the old Texaco Waco
were to be flown again, a UPF-7 fuselage
would have to be used to form the basis
of the building up of the new ZPF-6.
Since the F-6 used the narrow landing
gear, a narrow gear from a YKS-7 cabin
biplane was obtained, and various other
Waco components were used to build up
the new NC17470. Gid Townsend, the
owner of Shady International Airport in
Ocala "AI'd" the project, and by the early
1980' s the airplane was flying. In 1989,
Mike decided to sell the pretty biplane.
Phil Dacy of Harvard, IL bought the
Waco and brought it up to Illinois.
Enter Bill Turso. The pilot who had
flown the Texaco Waco ZPF-6 in 1939
heard about the airplane and traded his
" Bl ack Gold" Stearman to Phil for the
airplane. Flown to Florida, the cockpit of
the bipl ane was completely redone with a
modern panel, and a brand new engine
was installed - a 275 hp Jacobs now was in
the cowl, replacing the original 285 J a-
cobs.
The Texaco Waco was an airpl ane that
got under everybody's skin - it seemed
that whoever saw it couldn't get it out of
the ir mind. Bob Tullius of Winchester,
V A was one of those pilots. When he saw
the biplane, he wanted to buy it , and sai d
so to Bill Turso. But Bill was not in a sell-
ing mood, and had not yet had hi s fill of
the Waco. Then a major change for
everybody who lived in southern Florida
blew in . ..
When the aftermath of Hurricane An-
drew was assessed, one of the casualties
listed was the Texaco Waco. The hangar
at Tamiami that Bill had used to house
the Waco was heavily damaged, and the
roof fe ll in on the biplane, wreaking havoc
upon the airframe. Bill thought the air-
pl ane should be totaled, and the insur-
ance company obliged . As the insure r
went through the paperwork on the air-
plane, th e y noticed the name of Gid
16 DECEMBER 1994
Townsend in the logbook, and since he
was " up the road a piece," they called him
in Ocala to come and get the biplane and
haul it to Ocala for storage. (As you can
imagine, storage space was at a bit of a
premium after the storm! ) When the in-
surance company asked for bids on the
airplane project, Bob Tullius asked Gid
how much he thought Gid's company,
"Gidair, Inc." would need to fix the air-
plane, and then submitted his bid. His
was the winning offer! Bob was very ex-
cited, and when Gid had finished the air-
plane, he got even more excited - it was
even better than before. The vinyl inte-
rior was repl aced with a genuine leat her
upholstery, and the airplane was finished
with dope. Bob' s praise for the airpl ane
was nothing short of passionate:
"When I saw it, I was absolutely dumb-
founded. The reason I was interested in it
was that I thought it was the most beauti-
ful biplane I had ever see. Wacos some-
how had their esthetics in the right place.
The Stearmans were too long a nd too
short and too hi gh, but Waco had it all
put together. And with a canopy over the
back, and a tonneau cover over the front
cover (cockpit) , it just looks as racy as
you could imagine for a 1936 airplane.
Jim Koepnick +
When I saw what Gid did to it and the re-
pairlrestoration of it from the wreckage, I
was awe struck! "
Bob's fri end Dick Trice of Fort Mey-
ers, FL a former pilot for Eastern Air-
lines, has the honor of flying the Texaco
Waco for him on occasion a nd he is
equally as enthusiastic about the airplane.
As the pilot of th e a irplane when Bill
Turso owned it , he was familiar with the
airplane and was asked by Bob to test fly
the Waco after its rebuild. He reported it
was fl awl ess, and after a few minor ri g-
ging changes, he brought the airplane up
to Virginia . In February, he flew up to
Virginia to bring the Waco back down to
Florida - a chilly trip for part of the way,
since it has no cabi n heat - but it spent the
spring in Florida where we caught up with
Bob and Dick at Sun ' n Fun '94. Dick
was kind e nough to fly the ai rplane for
our cameras, and later, they learned the
Waco had been selected as the Antique -
Contemporary Age (1933-1945) award
winner.
My thanks to Ray Brandly, president of
the National Waco Club, who provided the
historical backgrou nd on the Number 25
WacoZPF-6. ...
VINTAGE AIRPLANE 17
Lee Maples, owner of N9918R and a
veteran pilot of many years.
18 DECEMBER 1994
A extremely lowtime airplane, this
Super G18S was built on August 4, 1960,
and spent its first twelve years as a corpo-
rate airplane in Ohio. Lee Maples has
owned the big twin for 22 years and the
total time on the airframe (as of Oshkosh
' 94) is 2960.7 hours! (Of these hours, Lee
has flown approximately 500 hours since
acquiring the aircraft.)
The pedigree of the Super G18S is
quite remarkable in that nearly 8,000 ex-
amples of the Twin Beech were built over
a huge timespan of thirty years, beginning
with the first mating of the Pratt & Whit-
ney R-985 engines in the B-18-S model in
1939 and ending with the Super H-18
model in 1969. (The initial Beech 18's had
Wright and Jacobs engines in 1937 and
1938.) Beechcraft built a total of 154
model G18S between 1959 and 1963 of
which 81 are presently listed on the U.S.
register and numerous others are in ser-
vice throughout the world.
Part of the reason for the Model 18's
acceptance by pilots and owners alike is
the NACA 23000 series airfoil employed
in the wing (the same airfoil is used on
the DC-3 and Taylorcraft) coupled with
the bulletproof reliability of a pair of 450
hp Pratt & Whitney R-985 engines.
Lee Maples has owned four Beech 18' s
over the years, but N9918R is his pet -
and the condition of the airplane really
shows it.
Although the pretty twin is in original
condition, it took some work to bring it up
to that point. The two engines, which are
so squeaky clean you could eat off the in-
side of the cowlings, were rebuilt by Henry
Thompson in Tulsa, OK, which is now run
by Henry' s son, Sam Thompson. The R-
985' s have about 185 hours since major,
yet they remain spotless. The two Hartzell
propellers were overhauled (to comply
with an AD) just 14 hours back and are
impeccable.
Just two years ago, Lee took the Twin
Beech to Midland, Texas and had AMI re-
extra 400 Ibs. of thrust, which in turn al-
lowed a higher gross weight of 10,200 Ibs.
However, when they were fired, the pilot
could neither throttle them back nor turn
them off and besides, the thought of one
of the bottles accidentally going off at
night in the hangar meant the loss of both
the airplane and the hangar - not a com-
forting situation! Lee removed the JATO
units and associated wiring.
A look inside this beautiful airplane is
enough to make a connoisseur of fine ma-
chinery really whistle. The plush carpet-
ing, the solid leather seats (five in the
cabin), the two folding mahogany confer-
ence tables, the long windows, the 66-inch
cabin height and a host of individual
amenities for each passenger makes for a
pampered feeling all its own. In short,
even after 34 years, the interior exudes a
feeling of richness and class.
Aft of the main cabin is the bathroom
with its fancy mirror (for the ladies) and
behind that is a large baggage compart-
ment with a maximum capacity of 300 Ibs.
Moving up to the cockpit and sitting in
the pilot's chair, one soon realizes the re-
ally excellent visibility from that position.
The impressive instrument panel is high-
lighted by the RCA Radar scope in the
middle that works perfectly after 34 years.
The original dual radio installation fea-
tures 360 channel VHF radios plus ADF,
transponder and all the other goodies that
work perfectly. The original Lear L-2 au-
topilot works like a charm according to
Lee. Two prominent buttons on the panel
are for feathering the props, the instant
the button is pushed. (This can be a criti-
+ cal item at certain airspeeds.)
On top of the panel is a unique roll-up
8' checklist done by Master Equipment
' Corp. , Cheyenne, WY, which has been do-
, ing its job since the airplane was new.
Other items include dual altimeters, dual
alternators on the engines and dual circuit
paint the entire airplane in its original 1960 The "G" model is rated at 9700 Ibs . breaker panels in the cockpit, anti-ice con-
paint scheme. The only difference was gross, however, when it left the factory in trols, dual taxi and landing lights and no
that it was done in urethane paint which Wichita, KS, in 1960, it was equipped with less than three directional gyros. The
continues to shine regardless of exposure. a pair of JATO (Jet Assisted Take Off) flaps and landing gear are electrically op-
The judges were obviously impressed. bottles that, when fired , could produce an erated with a manual back-up. The three
VINTAGE AIRPLANE 19
control surfaces, ailerons, rudders and
elevators, all have individual trim con-
trols for fine tuning in flight.
Unique to the Twin Beech are dual
windshield wipers that actually work
and cabin speakers in the cockpit and
main cabin. (An option according to
the 1960 factory brochure was a wheel-
well speaker.) Another item is an oil
by-pass system on each engine that al-
lows the engine and oil to warm up
faster on a cold morning start-up. A
handy safety item controllable from the
cockpit is a locking tailwheel that is
used during takeoffs and landings.
The fuel system consists of left and
right main tanks at 76 gallons each, left
and right aux. tanks at 23 gallons each
and outboard wing tanks at 60 gallons
each - for a total of 318 gallons. At a
normal cruise of 45 gph, the fuel is suffi-
cient for over six hours with reserve.
Lee says the big twin is fairly quiet at
cruise and trues out from 180 to 200
mph.
To keep the twin looking neat as a
pin , Lee keeps it in a heated hangar
where it can be washed and cleaned on
a regular basis. One thing that really
helps an older airplane such as the
GI8S, is the fact that the entire air-
frame , piece by piece, was internally
Jim Koepnicl< +
painted with zinc chromate primer when
it was built. This one item is "worth all
the tea in china" for long term preserva-
tion according to Lee. The only air-
frame AD so far has been the main
wingspar which has the Aerospace En-
gineering Spar Modification installed.
It has given no problems to date. Lee is
fortunate to have all the logbooks on
the airplane and engines going back to
the date of manufacture.
Lee Maples spent three years in the
Army Air Corps in WW II as a gunner
and didn ' t fly an airplane until 1952
when he went up in an Aeronca Champ.
He continued on for hi s Commerci al
and CFI ratings and spent many years
fl ying DC-3 in:aerial surveys, Grumman
TBM "tankers" on forest fire patrol and
then three years in a FedEx DC-3. He
has over 18,000 hours in his logbook to
date, however, the big smile on his face
when he cranks up N9918R shows where
hi s heart is. He thinks the world of hi s
beautiful Twin Beech and when some-
one comes up to inquire if it is for sale,
the answer is always the same - "Sorry,
no deal !"
Besides, the beauti ful Grand Cham-
pion " Lindy" on hi s awa rd shelf looks
very ni ce and next year, he will be able
to park in the specia l " Pas t G ra nd
Champi ons" paddock at EAA Oshkosh
' 95 - right in the front row!
Congratul ations to Lee Maples and
hi s magni fice nt Beech G18S - and a
This interior photo of the cockpit details the unusual condition of the original panel
hearty "Thank You" to Marion and Fay
complete with radar and 360 ch. radio. Gregory for urging him on. *
20 DECEMBER 1994
AIRPORT
KIDS
The Dream Still Lives
by James A. Damron
(Ale 12289)
So I'm in my Corben Baby Ace
scootin' out across the prairie about
200 feet high heading for Sand Springs,
Montana. It's late August, pure hot
and dusty and getting on toward noon.
I'm thirsty, and could use some dinner
too. I was taking a day off, traveling
around the south central part of the
state distributing handbills advertising
our " Antique Parade of Flight" which
was coming up in Columbus, Montana
in September. This annual small town
fly-in features antique airplanes on dis-
play in the air and on the ground, and is
advertised as a " low and slow" event
with family fun for all. There is food,
camping and free airplane rides. Since
we hardly build airplanes in this coun-
try anymore, it seems like most every-
body who flies does so in an antique of
one kind or another.
Our fly-in is sponsored by the
Columbus Barnstormers, a loosely or-
ganized community conscious organi-
zation of local pilots who fly for sport
and enjoy fund raising with airplanes.
During the fly-in we give free airplane
rides to all takers, while elsewhere on
the field a different local charity every
year takes donations. This year it was
the county library construction fund
that benefited from our festivities.
Columbus is a small town and while we
don't make a big deal out of the flying
we managed to make $2500 for our li-
brary fund this year. We run a very
well organized and safe fly-in so we
don't get too excited about liability.
We only have two lawyers in town and
they're partners.
Anyway, I'm heading for Sand
Springs mostly because it's kind of out
of the way up between Mosby and Jor-
dan, and I figure those folks don' t get
visited often or invited to much. There
is a modest little grass airport there
which was run by Old Joe Dutton be-
fore he died. Joe operated a spraying
business there with Super Cubs and
was loved by everyone for his loyalty to
the community. Since he left us, avia-
tion has kind of been on the back
burner in Sand Springs.
Because I had never been to Sand
Springs, I was looking real hard for the
airport and having a tough time even
finding the town. Sand Springs has a
general store, a trailer and a one room
schoolhouse. There are no other build-
ings close by; the Post Office is in the
general store. I finally identified it
mostly because there is nothing else
around for miles in either direction.
The airport was right where it should
be, just north of the store and in along
the drainage which gives a little green
to the area. As I swung around the
Sand Springs Store I sized up the neigh-
VINTA E IRP
I
borhood. There were two gas pumps
out in front of the store, some metal
chairs facing the pumps and a couple of
kids running for the airport. A shaggy
old dog was trotting along behind the
two boys.
Looking closer at the airfield I no-
ticed that a sort of taxiway had been
mowed in the hayfield from the south
end of the runway down to the fence
behind the store. It was plenty wide for
a Baby Ace and close enough to
straight for me to line-up and land on
it. I bent the little red and white hot
rod around on the left wing and laid
out for a turning approach over the
wires and down into the dry field.
Crossing over the wires I chopped the
power and dumped the nose down to
get on the ground early. With the short
stacks of the Continental A-80 snap-
ping and popping I flared and touched
down on all three wheels just past the
fence. I rolled only a couple of hun-
dred feet and jabbed the left brake. As
I turned sharply in the narrow cut
through the alfalfa and taxied back to
the store I could see the two boys stand-
ing by the fence.
I cut the switch and pulled off my
red helmet and goggles. I was wearing
my matching red "Stillwater Express"
flight suit with the white stripe down
the side that day. (Earlier in the year I
had flown my Super Cub 90 from coast
to coast nonstop and wore the red suit
mostly when delivering slide presenta-
tions about that adventure to schools
and pilot groups around the state.) I
climbed down out of the little airplane
and walked over to the two boys, age
nine, and said hello. The taller of the
two stood looking up at me wide eyed
with his arms hanging straight down
and said, "Wow! "
I stuck out my hand and introduced
myself, and the kid, whose arms were a
full three inches longer than his unbut-
toned shirt sleeves, shook hands and
said, "I'm Chase Murray. "
I asked if there was food in the gen-
eral store and Chase said, "Yeah sure,
you bet , good food, and they have so-
das too. "
I picked up a couple of handbills and
the three of us crossed the barbed wire
fence heading across the gravel parking
lot to the front of the store. The old
yellow dog followed along behind.
I explained that I was visiting local
airports to distribute handbills adver-
tising the Columbus Parade of Flight
and gave each of the boys a copy.
Chase said, "We went flying with Joe
Dutton once. He used to run the air-
port but be died."
In the general store I bought a Coke
and a sandwich from the lady who man-
aged the store. She also ran the Post
Office and was happy to put up one of
22 DECEMBER 1994
my flyers on the wall. The boys and I
sat out front on the metal chairs in the
bright sun while I ate my lunch. The
old dog was watching my food. Chase
continued to look over my red and
white flight suit and finally said, "That
sure is a nice suit mister."
"Thank you," I said.
"I sure wish you could come home
with me," Chase said.
It was obvious by this time that not
much happens on a summer day in
Sand Springs. I was flattered that
Chase was so impressed. Clearly, he
not only considered the arrival of the
bright red and white airplane and its pi-
lot a major event, but was perhaps con-
cerned that no one would believe him
when he described all of this excite-
ment to his folks. I asked him where he
lived and Chase said,
" Over that way," as he pointed,
1// climbed down out of
the little airplane and
walked over to the two
boys, age nine, and said
hello. The taller of the
two stood looking up at
me wide eyed with his
arms hanging straight
down and said, 'Wow!'"
then, "We have horses" he added with
enthusiastic sincerity.
As I was finishing up the last of my
lunch the old dog began to move closer
and closer to my food. I pulled away
slightly and looked over at Chase. He
took one look at the dog and then back
at me and said very seriously,
"He's not my dog. He's a stray that
just walked in one day. His name's
Ruff."
Chase was letting me know that he
wasn' t responsible for this rude animal.
I guess that if it was his dog he' d have
had better manners. We visited a while
longer and soon I said I had to leave.
Chase was clearly disappointed and
said so.
We got up and walked out to the
airplane. It was early afternoon. The
sun stood high in the sky and it was
hot. Near the airplane I turned, shook
hands with the two boys and said good-
bye. Just as I was about to walk away I
remembered the business cards I car-
ried in my flight suit and took out a
couple and gave them to my hosts .
Since Chase was so disappointed to see
me leave, I said I ' d be back some day
for sure.
Chase held old Ruff back while I
hand propped the Baby Ace into life
and climbed aboard. As I began the
ritual of shoulder harness, seat belt and
helmet , I noticed Chase waving one
arm and with a frown on his face.
pulled the engine rpm back down to a
slow idle, leaned out toward him and
noticed that he was holding my busi-
ness card in one hand and pointing to it
with the other hand.
" Is this your phone number?" he
said in a stern voice.
Yes it is, I said.
"I'll give you a call," he said, and
with a very businesslike nod, put the
card into his shirt pocket.
I sat there for just a moment and
just shook my head; nine years old?
Really, this kid ought to be the Mayor,
I thought.
I turned the airplane away from the
boys, and after a quick run up, blasted
out of the hayfield in a cloud of dust.
Climbing slowly in a long, low left turn I
lined up for a low pass before leaving.
As I flew down the runway and waved a
gloved hand, the boys were both still
standing at the fence Chase was holding
the dog and waving with his free hand.
I thought about Chase Murray all the
way back. When I got home I called the
general store to see if the Sand Springs
School would be interested in our slide
show of the nonstop coast to coast flight.
Yes, the lady was sure the teacher would
be interested, but she advised that the
school only had three students: the two
boys I had met and a girl.
A couple of months later Mary, my
finance who is also a pilot, and my good
friend Larry Larson and I flew to Sand
Springs and did one of our best presen-
tations. After the slide show at the one
room school, Larry, who had flown up
in his Piper Super Cruiser, and I in my
Super Cub 90 (the Stillwater Express)
took everyone for an airplane ride. We
had quite a crowd as it turned out, be-
cause the Sand Springs teacher had in-
vited the teacher and students from the
school at "Big Dry," the next town up
the road. There are two students in the
Big Dry school so with both teachers
and one parent we had over a half
dozen folks to take flying.
By mid afternoon they had all flown
twice, at least. As for Chase Murray,
he is now one more airport kid who
will dream about aviation for a long
time to come. ...
ysteryPane
TM-5, produced in 1930 by Michigan Air-
craft Co. in Detroit. According to 'Weekly
list of licenses July 12, 1930,' it was
equipped with a Dayton Bear engine."
Even Dennis Parks, EAA Librarian,
with the extensive resources of the
Boeing Aeronautical Library's Collec-
tion was unable to find any references
to this airplane. Is there anyone out
there who may supply more informa-
tion?
SendyourMysteryPlane
responsesto:
VintageAirplane- MysteryPlane
P.O. Box3086
Oshkosh,WI 54903-3086
by GeorgeHardie
iS one may not be the airplane it
seems to be. Maybe someone can
clear up the mystery. The photo is
from the EAA collection. Answers
will be published in the March, 1995
issue of VINTAGE AIRPLANE.
Deadline for that issue is January 25,
1995.
The September Mystery Plane
seems to have stumped the experts.
Only two replies were received, one
from Charley Hayes , now of New
Lenox, IL and Lennart Jonson, Eld-
berga, Sweden. He writes:
"The September Mystery Plan e is a
n
AircraftCo.TM-5
VINTAGEAIRPLANE23
L
Outside of a breezy
northwest wind, the bright
sunny weather of Saturday,
September 17, 1994,
was a godsend for the
first ever Piper Cub Fly-In at
BAA's Pioneer Airport,
located just behind BAA Head-
quarters in Oshkosh, WI.
Cubs
Unite
Although not an official EAA fly-in,
the idea was hatched in the fertile mind of
Bob Lumley (EAA 106377, A/C 6560) and
some of his cohorts as they diligently la-
bored away on museum aircraft in the
"Ai rcraft Factory" - EAA's volunteer air-
craft rebuilding headquarters. The word
about the Cub Fly-In was spread princi-
pally by word of mouth and many phone
calls. Because Pioneer Airport is under
the direct control of the FAA Control
Tower at Wittman Field, all Cub Fly-In in-
quiries were directed to Bob Lumley for
uniform instructions on coming to the fly-
in. The main idea was to have each air-
plane land at Wittman Field so the pilot
could have a short briefing on the idiosyn-
crasies of the Pioneer Airport pattern be-
fore making the short flight to the Pioneer
grass runway.
The system worked very well as the pi-
lots respected the 500 foot maximum AGL
during the entire pattern, the lefthand pat-
tern used when the wind is northwest and
always fly around (and behind) the large
Manufacturer's Market Place across High-
way 41 (since re-named Horizon Outlet
Stores) without interfering with Wittman's
Runway 9-27. It 's a bit of a delicate pat-
tern , but once the Cub drive rs learned
their routes, it was no problem.
A total of 24 Cubs flew in for the gath-
ering including 1-3's, 1-4's, several 1-5's,
PA-12 Super Cruisers, PA-18 Super Cubs
and even an L-4 in wartime dress.
A most delicious lunch was served in
the Ryan Hangar by Dorothy Chase, Linda
Lumley and Loretta Petersen. A large
24 DECEMBER 1994
supply of picnic tables had been moved
into the hangar by George Blechel and his
crew for people to enjoy their meal while
busily engaged in 73-mile-per-hour hangar
talk! (For the uninitiated , that's a 1-3
Cub's cruising speed!) In spite of the huge
amount of talk, nobody, but nobody, went
home hungry.
Following the fine lunch, a short "Wel-
come" speech was made by this author
along with a lively discussion on the "care
and feeding" of Cubs. The ingenuity of
"Cub Drivers" never fails to produce some
clever ideas about solving this or that
problem and often gives rise to a joke or
two!
A jovial contest for the best 1-3, oldest
1-3, oldest pilot, youngest pilot and longest
distance flown to Pioneer produced some
happy winners. Norm Shuff (EAA 33992,
A/C 2623) took "Best Cub" and "Oldest
Pilot"(age 68), while lim Stark (EAA
19037, A/C 2623) ran off with the "Oldest
1-3" award with his 19391-3 Cub (by one
week, yet!). Seventeen-year-old 10el
Gehring of Rubicon , WI, won the
"Youngest Pilot" award while Ernie Black-
burn (EAA 379425, A/C 18668) took
"Longest Distance" award with his long
(upwind) flight from the Norwegian heart
of Wisconsin - Stoughton.
All winners received a free ride in
EAA's Ford Trimotor captained by
George Daubner and co-piloted by Norm
Shuff - for winning both Best Cub and
oldest pilot! All agreed the Ford's 80 mph
cruising made the Cub drivers feel right at
home.
Text and photos by Norm Petersen
A covey of ten Cubs then made the
"Winneconne" flight in "trail formation,"
which tested the pilots' ability to cruise at
the same speed as the airplane ahead. As
the group came south along the shore of
Lake Winnebago, three participants broke
off to the east to attend the New Holstein,
WI, all day airport celebration while the
remainder returned to Pioneer.
The last Cub to arrive in the afternoon
was Dr. Tony Buechler of Waukesha, WI ,
who flew his immaculate Piper L-4 to Pio-
neer Airport. Equipped with a Continen-
tal C90-8 engine and newly installed vor-
tex generators, Tony made several fly-bys
approximately two feet above the grass at
just above walking speed! It was quite an
amazing demonstration by a pilot who
normally flies a P-51 Mustang.
Keep your ears tuned for news of the
next "type" fly-in at Pioneer Airport. The
Cub Fly-In worked so well and was en-
joyed by so many that others are sure to
follow. A special thanks goes out to the
cooks for the fine meal they served, the
hard-working line personel who helped
with the parking and especially the kind
people in the Oshkosh Control Tower,
who went out of their way to help the "Cub
Drivers" learn the unique facets of Pio-
neer Airport's pattern.
* * * *
Special Note: The Third Annual Pio-
neer Skiplane Fly-In is set for Saturday,
January 21,1995 with an alternate bad
weathe r day on Sunday, January 22nd.
Hot coffee and chili for all! ...
Left - No less than 20 Cubs are
visible (plus the camera Cub) in
this photo taken during a fly-by.
Note the Ford Trimotor and EAA
helicopter at the right side of the
photo.
Right - One of the Fly-In cooks
and J-3 backseat navigator,
Loretta Petersen, left, with Hart-
ford's famous J-3 instructor, Steve
Krog, on the right.
Below - Judged the "Best J-3" at
the fly-in was this 1946 J-3,
N87771, SIN 15429, flown in by
longtime EAAers, Norm and Betty
Shuff of Waukesha, Wisconsin.
Tony Buechler poses in the late after-
noon sun with his beautiful Piper L-4
prior to making some genuine "slow
flights" along Pioneer's runway with
the newly installed vortex generators
on the wing leading edge.
Below - Is there anything prettier
than a line of six yellow J-3 Cubs with
a yellow J-4 and a red and cream J-5
thrown in for good measure? This
photo was taken by the "Red Barn"
before the group, led by Capt. Vern
Anderson and his J-5, flew over to
Pioneer.

I.
,jJ'" ')
. c."
r .) .;
..
PASS

BUCK
by Buck Hilbert EAA #21 Ale #5 P.O. Box 424 Union, IL 60180
Sorryittookmeso longtogetback tion. Theinstrumentshopis goingto
toyou. Noexcuse,justup tomy ears letmeknowifitis repairable. Those
in L-4. Thanksa bunchforsending men atKeystonearegoodpeopleto
theboxofparts. ThealtimeterI need dealwith.
is a 0-10,000feet andKeystonesaid I tradedforsomebrakeparts,but
my airspeedwas serviceable. Ifound did keeptwoofyourpuckstohavea
an altimeter,butit is in roughcondi- goodset. Thepix areextrasandwill
giveyouanideaforwhatI amdoing.
Boy,itsslowgoing. I'vegotall thein-
sidepartsarepaintedO.D.andhave
install edthefloorboards-rudderand
brakepedals-ruddercables-seats-gas
tankandworkingonthe trimsystem.
Ifound a mapcasethatmountsunder
theobserver' sdeskandthe2special
beltsthatareusedas backsupportfor
therearseat. Alsofounda1942South
EnglandRAFaeronauticalchart. It is
printedonalinenbacking.
I amstilllookingfor a BC-659ra-
dioandantennareelandantennafair-
lead. AnyideaswhereI canfind the
radio? Whatcoloris thefire extin-
guisheranditsbracket? Whattypeof
first aid kit was used. I know it
mountedin thepocketonthebackof
thefrontseat.
Thanksfor theofferoftheparts.
.I'llKeepin touch.
Regards,
BobbyHopkins
412TrippeAv.
Easton,MD21601
A neat project always seems to be slow
going, but that's why it looks so nice
when you are done. Keep at it Bobby!
(Left) Here's what we' re
looking forward t o.
A nice looking L-4.
(Lower left) Here Bobby is
fitting the boot cowl and fuel
tank - he does nice work, eh?
(Below) Trimming the
floorboards for a perfect fit
takes time, but what the
heck - you have to look at
them each time you cli mb in
the airplane, right?
26 DECEMBER 1994
Dear Buck,
Would you give some tho ught to
writing an article sometime in the fu-
ture in the VINTAGE AIRPLANE
publicati on on the subj ect of properly
pickling or preserving your engine for
long term storage?
I've noti ced some of the a ircr a ft
parked in the Pioneer Hangars at the
Oshkosh Museum are tagged st ating,
" Do not move prope ll e r ; prese rve d
engine."
I have a 1953 Cess na 170B I keep
hangared; changed the oil on it before I
stopped flying it about two years ago.
It 's in the Denver, Colorado area, thus
in a semi-arid climate.
I go to the hangar and turn over the
prop four or five revolutions every so
often; I'm not sure if that' s good or bad
for the engine.
I do wish t o properl y preserve the
engine for long-time storage.
I hope to activate the aircraft in the
future, but that 's a few years down the
road.
H ow much d o yo u feel I s ho uld
look into the e ngine prior to fli ght ,
since it 's sat for ove r two yea rs with
no preservation?
I reali ze you' re res tri cted in some
opinions due t o our liti gious socie t y
this day and age and will take that int o
consideration in any article printed or
reply; perhaps a di scl aime r foot note
would suffice.
Sincerely,
B. H. Hoy, AIC #15350
Hi, Bobby!
You r letter is most appreciated and
H.G. told me at the last meeting that an
article is forthcoming in this issue of VIN-
TAGE! How about that? We almost an-
ticipated your needs.
The Denver area is "kind" to airplanes,
for sure. If they have spent all their time
in the area, corrosion and dry rot are cer-
tain ly at a minimum. All you have to
worry about is sunburn of the paint, Plex-
iglas and tires. I seem to recall some cases
of sandblasting, too, from the high winds.
You aren't having any of those problems,
though, being in a hangar.
Personally, I have opinions as to how to
treat my engines. I store them every win-
ter because I don't like fighting the ele-
ments. I keep the Champ on skis so I can
terrorize the neighbors, but basically all
the others just sit.
A lot depends on how much "time" is
on the engine. If it's a new overhaul with
not much time, maybe less than fifty
hours, then preservation is a "must" cause
all the metal surfaces haven't had time to
be thoroughl y impregnated with the oil
balls and there are still "unvarnished" ar-
Dear Buck,
I have an engine and prop that
need some answers. Can you iden-
tify thi s mount and th e type of
plane it was from?
The e ngine is a Lycoming 0 -
145-B2, 65 hp at 2550 RPM. The
engine is SIN 1453. The prop is a
Sense nich model 70LY34, SIN
7897. This engine looks and feels
to be in very nice condition. There
are no logs . The party I bought
this from had bought it shortly af-
ter WW II to use in a snowcar or
snow sled, but did not do so.
He had run it and the n stored it
in a barn for 40+ years.
This would be a good engine for
a restoration or a homebuilt.
Thanks,
Arthur H. Ryan, 31770 Junc-
tion, Farmington Hills, MI 48336
OK all you old engine nuts out there - what does Art have here? The engine
has 4 studs to attach the cowl at the fro nt, set in a square pattern 5 inches apart
around the crankshaft hub. Taylorcraft or what-have-you?
eas that require attention. How you ac-
complish the process is a good point for ar-
gumen t.
The oLd-t imers say that all externaL
parts shouLd be sprayed with a preserva-
tive or anti-rust compound. The oil pan
shouLd be removed if possible and all inter-
nal parts should be sprayed with the same
stuff, also taking care to include the prop
shaft, propeller hub, etc., and to remove
the spark plugs and spray the interior of
each cylinder as weLL.
Rotate the engine so as to coat the cylin-
der walls as compLetely as possible, and
then tag the prop against rotation because
the oil rings will wipe the walls clean.
Where do you get the anti-rust spray?
I'm getting mine from the auto parts deaLer
and it's called "Fog," an anti-rust prod-
uct, expensive as all get out. I haven't a
clue as to who the manufacturer is. I do
have a manufacturer down in Nashville,
Tennessee that specializes in all kinds of
anti-rust and preservative Lubricants.
Give them a call and Let me know what
they say; Kana Laboratories, 615/833-
4101.
Hey, it's over to you, Bob. Of course
I'm sure curious as to why you're Laying
up your "B"!
Buck
Dear Buck,
Was going through some papers the
ot her day and ran across your picture.
Thought you would like it so I'm send-
ing it to you.
A ugust VINTAGE AIRPLANE
shows you in front of a Fleet. What are
t hose tubes down by the wheels? If
you are busy, do not both to answer.
Sincerely,
Lloyd Gross
Hi there!
I thank you for the picture. It must
have been taken when I was still a young-
ster.
I have enclosed a later one taken before
OSHKOSH and perhaps showing the
tubes you asked about. If they are, in fact,
the ones sticking up out of the Landing
gear Vees, they are the shock struts.
Very much like the oleos on the Champ
and Chief, they have a very long travel
and take all the bounce out of the Land-
ings. This particuLar Fleet is the ModeL
lOF, SeriaL Number 263; it is the proto-
type ModellO Export Fighter. This one
went to Nicaragua. There was a whole
series of them subsequen tLy shipped to
Brazil, Argentina, Chile, Mexico, etc.
where they served as front line fighters
until WW 11. Then the lend/Lease pro-
grams came in and the United States sent
them an assortment of trainers as rein-
forcements and repLacements.
You don't see the shocks on the Champ
and the Chief because they are built into
the Vee and faired in. But beLieve me,
these are just about the same.
Thanks again for the picture. Keep
them letters coming. Over to you, Lloyd
and Jane.
VINTAGE AIRPLANE 27
NewMembers
Joseph P. Noto Palo Alto, CA
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Muehjheim, Ruhr, Germany
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Fly-In
----------
.
The following list of coming events is furnished to our readers as a malter of information
only and does not constitute approval, sponsorship, involvement, control or direction of
any event (fly-in, seminars, fly market, etc.) listed Please send the information to EAA,
Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be
receivedfour months prior to the event date.
JAN. 1, 1995 - WARSAW, IN - 3rd An-
nual HANGer OVER PARTY and Fly-In.
lla.m. to 2p.m. 5 star restaurant quality
road kill hot dogs, chips, coffee and hot co-
coa. Indiana's biggest winter fly-in. For
info call Larry Lamp, 219/453-4364.
JAN. 14 - PUNTA GORDA, FL - EAA
Chapter 565 Fly-In Breakfast. 813/575-
6360.
JAN. 15 - WAUSAU, WI - WAPA Ski
Fly-In. 715/842-7814.
FEB. 18 - MINNEAPOLIS, MN - 1995
Minnesota Sport Aviation Conference.
Call 612/296-8202 for further information.
FEB. 25-26 - RIVERSIDE, CA - EAA
Chapter 1 Open House. 909/686-1318.
MARCH 3-5 - CASA GRANDE, AZ -
37th Annual Cactus Fly-In. 602/641 -7467
APRIL 9 - 15 - LAKELAND, FL - Sun
'n Fun ' 95. 813/644-243l.
JULY 27 - AUGUST 2 - OSHKOSH,
WI - 43rd Annual EAA Fly-In and Sport
Aviation Convention. Wittman Regional
Airport. Contact John Burton, EAA, P.O.
Box 3086, Oshkosh, WI 54903-3086,
414/426-4800.
28 DECEMBER 1994
MOVING?
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IN YOUR IMMEDIATE FUTURE?
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Sendyourchangeofaddress(includemembershipnumber)
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SUPERCUBPA-18FUSELAGES- Newmanufacture,STC-PMA-
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Old RhinebeckAerodrome- Cole PalenMemorial- Foundation
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Check or Money order to: Airborne Adventures Inc., 6229
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WheelPants- Themostaccuratereplicawheelpantsforantique
and classics available on the market today. 100% satisfaction
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VIDEOS- TAILDRAGGERSAND FARMSTRIPS. PiperJ-3and
J ~ CUBdisplaytailwheelflyingandshortfieldlandingtechniques.
$19.95. A TIGER'S TALE. Fascinating story of the Tiger Moth
biplanefeaturingChristopherReeveflyingwiththeexclusive"Tiger"
Club in England.$19.95.THEGEE BEEAIRPLANES.Documen-
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FLY-IN. Outstanding antique and classic video featuring Stear-
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CURTISSJENNYMEMORABILIA- You can nowown memora-
bilia from the famous "JENNY" which hasstarred in TREASURES
FROMTHEPAST,aswellastheEAAvideos,YOUNGEAGLESand
ITSGOTT ABEAJENNY.Wehaveposters,postcard,pins,T-shirts,
airmailcachets, etc.Wealsohave RIC documentationexclusiveto
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GEE BEE Racers - Model plans used for Benjamin's R-2. Ten
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Rare PropellerHub- 15spline, 2-3/8 inch 10, 3-3/4-inch 00,8
hole,6-5/8 inchdia.boltpattern,6-inchprop.708/985-9074. (2-4)
ACCAYearbooks-1935,$185.1925- $125.-1927- $165. -
1944- $85. -1951- $55.1953- $45.- Rare 1939"Aerosphere"
withhugeenginesection,$385.SetBrimmandBoggessengineand
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Aldrich,AirportPOB-9,BigOakflat,CA95305,209/962-6121. (12-1)
WANTED:
Wanted - PHY-LAX fire extinguisher and/or information, parts,
literature, on the PHY-LAX automatic fire extinguisher system for
airplanes,circa1929.NeededforCommand-Airerestorationproject.
TomBrownB716CTP,Unity,WI54488,phone715/223-4444. (12-2)
Wanted- CopyofPhil Schneck'sdrawingsNo.51-Lthru56-Lfor
conversion on Lawrence, 5 cylinder, radial APU engine. Call 1-
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Fly-InPatches-PastEAAFly-InConventionpatchesstillavailable.
Some quantities limited. Call fordetails. Mugs, patches, hats, pro-
grams, 1-800-843-3612.
30DECEMBER1994
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
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Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
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Whenit goesondisplayagain, theSpruceGoose
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VINTAGE AIRPLANE 31
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