Vintage Airplane - Dec 1998

EAA Staff Paul Poberezny Tom Poberezny

Jack Cox Golda Cox

HG Frautschy John Underwood

Beth Blanck Pierre Kotze

Olivia Phillip Nancy Hanson Isabelle Wiske

Jim Koepnick Ken Lichtenberg LeeAnn Abrams Mark Schaible

EAA Antique Classic Division

Espie Butch Joyce George Daubner

Steve Nesse Charles Harris John Berendt Phil Coulson

Joe Dickey Dale Gustafson

Bob Lickteig Dean Richardson

Wes Schmid Gene Morris Bob Brauer

John Copeland Stan Gomoll Jeannie Hill Bob Lumley

Geoff Robison Gene Chase

EE Buck Hilbert George York Steve Krog

Alan Schakelton Roger Gomoll David Bennett

December 1998 Vol 26 No 12

CONTENTS 2 Twas the Night as the NightPhyllis Moses

3 AlC News

4 Stearman Magic Lauran Paine Jr

6 Plane Weathervane Bob Whittier

10 Round Engines Randy Sohn

12 Greg Heckmans PT-22 Greg Heckman amp H G Frautschy

17 Tom Trainor s Aeronca K Bob Pauley HG Frautschy amp Tom Trainor

21 Type Club Notes H G Frautschy

25 Mystery PlaneHG Frautschy

26 Pass it to BuckIBuck Hilbert

29 Welcome New Members

30 Membership I nformation Classified Ads

32 Antique Classic Mercbandise

EDITORIAL STAFF

Publisher Tom Poberezny

Editor-in-Chief Jack Cox

Editor Henry G Frautsc hy

Managing Editor Golda Cox

Contributing Editor John Underwood

Computer Graphic Specialists Beth Blanck Olivia L Phillip

Pierre Katze

Photography Stalt Jim Koepnick LeeAnn Abrams Ken Lichtenberg Mark Schaible

AdvertisingEditorial Assistant Isabelle Wiske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

Presldent Vice-President Espie Butch Joyce George Daubner

PO Box 35584 2448 Lough Lone Greensboro NC 27425 Horttord WI 53027

910393()344 414673-5885 Secretory Treasurer

Steve Nesse Charles Harris 2009 Highland Ave 7215 East 46 St

Albert Lea MN 5fIXJ7 Tulsa OK 74145 507373-1674 918622-8400

DIRECTORS John Berendt Gene Morris

7645 Echo Point Rd 5936 Steve Court Cannon Falls MN 55009 Roanoke TX 76262

507263-2414 817491-9110

Phil Coulson Robert C Bob Brauer 28415 Springbrook Dr 9345 S Hoyne

Lawton MI 49065 ChicaWmiddotIL60620 616624-6490 312 79-2105

Joe Dickey John S Copeland 55 Oakey Av 1 A Deacon Street

Lawrenceburg IN 47025 NOrthborOu~h MA 01532 812537middot9354 5083 3-4775

Dole A Gustalson Stan Gomoll 7724 Shady Hill Dr 1042 90th Lane NE

Indianapolis IN 46278 Minneapol~ MN 55434 317293-4430 612784-1172

Robert UCktelg Jeannie Hill 1708 Boy Oaks r PO Box 328

Albert Lea MN 5fIXJ7 Harvord IL 60033 507373-2922 815943-7205

Dean Richardson Robert D Bob Lumley 6701 Colony Dr 1265 South 124 St

Madison WI 53717 Brookfield WI 53005 608833-1291 414782middot2633

SH Wes Schmid Geoff Robison 2359 Lefeber Avenue 1521 E MacGregor Dr Wauwatosa WI 53213 New Haven IN 46774

414771-1545 219493-4724

DIRECTORS EMERITUS Gene Chose EE Buck Hilberf

2159 Carnon Rd PO Box 424 Oshkosh WI 54904 Union IL 60 180

920231 -5002 815923-4591

George York 181 SlobodaAv

Mansfield OH 44906 419529-4378

ADVISORS Steve Krog Roger Gomoll

1002 Heather Ln 321 -12 S Broadway Harttord WI 53027 Apt 3

414966-7627 Rochester MN 55904 507288-2810

Alan Shackleton David Benne PO Box 656 403 Tonner Ct

Sugar Grove IL 60554Q656 Roseville CA 95678 630-466-4193 916-782-7025

Page 4

Page 17

FRONT COVER The Grand Champion Antique of EAA AirVenture Oshkosh 98 is this outstan ding Ryan PT-22 restored by G reg Heckman of Dixon IL EAA photo by Ken Lichtenberg shot wi th a Canon EOS 1 n equipped with an 80shy

bull bull 200mm lens EAA Cessna 210 plane fiown by EAAs Direc tor of Flight Operations bull Joe Schumacher

BACK COVER Section Leaders is the name of this painting started by the late William Warren and completed by his twin brother Frank Willi am had sketched the aircraft and laid out the painting on illustrat ion board before he

6 A passed away The Grumman F3F-2s belong to VMF-2 the Marine squadron=1 based at San Diego in 1940 The acrylic painting was selected as a recipient of ~

- an Honorable Mention - ribbon during the 1998 Sport Avia~on Art Competition

Copyright copy 1998 by the EM AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091middot6943) is published and owned exclusively by the EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh WISConsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic DiviSion Inc is $2700 for current EM members for 12 month period of which $1800 is for the publication of VINTAGE AiRPlANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken EDITORIAl POUCY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsbility for accuracy in reporting rests entirely wtth the contributor No renumeration is made Material should be sent to Edttor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 9201426-4800

The words EM ULTRALIGHT FLY WITH THE RRST TEAM SPORT AVIATION FOR THE LOVE OF FLYING and the logos of EM EAA INTERNATIONAL CONVENTION EAA AiNTIQUECLASSlC DMSlON INTERNATIONAL AiEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION EAA ULTRALfGHT CONVENTION and EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited

Phyllis Moses

II=~~ nlUicltme and out on the ramp was stirring not even a Champ

The alraaft were fastened to tiedowns with care In hopes come morning they aU would be there

The fuel frucb Were nestled all snug in their spo1s While peak gusts from two-zero reached 39 knots

And I at the fuel desk now finally caught uP Had just settled comfortably down on my butt When over the radio there arose such a dafter

I tumed up the scanner to see what was the matter

a A voice clearly heard over static and snow Asked for clearance to land at the airport below

He barked out his transmission so lively and quiCk I could have swom that the call sign he used was St Nick

Away to the window I flew like a flash SUre that it was only Horizons late Dash

then he called his position and there cOUld be no denial This is St N~as One and Im tuming on final

When what to JflY wondering eyes should appear

A RU)an sleigh and eight Rotax reindeer

He flew the approach OI glideslopes he came As he passed all fixes he called them by name ~ow Rengo Now ToIgagt Now T~ni and Bocun On Comet On Cupid What pills was he takin

Those last couple of fixes left controllers confused They ~alled down to the office to give me the news the message tHey left was bath u and dour

When5anta lands could he please call the tower

He landed like silk wI1h the sled runners sparking

Then I heard Exit at ChartieHdhd Taxi to parking H

SO up to 1tie offices the coursers they flew With loud airplane noise and st Nicholas too

He stepped out of the sleigh but before he could talk bull I had run out to him with my best set ofchocks

He was dressed all in fur which was covered witt1 frost And his beard was all blackened from reindeer exhaust His breath smelled like peppermint gone sUghtly stale

Iuld he smoked on a pipe but he didnt inhale

He had a broad face and his armpits were smelly And his boots were as black as a cropdusters belly

He was chubby and plump a right jolly old tool Andhe kindly informed me that he needed some fuel

A wink of his eye and a twist of hi~toes Led me to know he was desperate to powder his nose

I spoke not a word but went straight to my work And I filled up the sI~h but I spilled like a jerk

He came out of the restroom with a sigh of relief And then picked up a phone for a flight service brief

And I thought as he silentfy scribed in his log That with Rudolph he could land in eighth-mile and fog

Next he completed his preflight from the front to the rear Then he put on his headset and I heard him yell Clear

And laying a finger on his push-talk He called up the tower for his clearance and squawk

Straight out on two-zeroH the tower called forth ttAnd watch for a Cessna straight in from the North

But I heard him exclaim ere he dimbed in the night Happy Christmas to all I have traffic in sight

project aircraft as Short Wing Pipers are being sought AC NEWS Luncheons will include EAA staff by the SWPC (Short Wing Piper Club)

presentations describing highlights of Believing that networking is a valuable compiled by HG Frautschy EAA programs and activities Four twoshy tool for many things the SWPC is asking

EAA OFFERS HANDS-ON BUILDING EXPERIENCE

Adults who want to discover and deshyvelop aviation building and restoration skills are invited to receive hands-on experience from some of aviations best artisans during the EAA Wright School of Building and Restoration sessions There are two sess ions scheduled Jan 25-29 and Feb 1 5 1999

The Wright School sessions formerly known as the EAA Adult Air Academy will be held at the EAA Aviation Center in Oshkosh with residence at the Air Acadshyemy Lodge Participants can explore the basic skills of aviation or concentrate on one or more airplane building and restorashytion topics during the first one-week session Fabric covering will be the emshyphasis during the second week program

The Wright School of Building and Restoration sessions offer much more than a classroom experience said EAA A viashytion Foundation President Tom Poberezny It is an opportunity to share common inshyterests with fellow aviation enthusiasts Those who participate learn about the technologies and techniques of building and restoring airplanes More importantly the unique learning environment of the EAA Aviation Center creates experiences and friendships that last a Lifetime

Chuck Larsen the Foundation s Execshyutive Director of Education explained that classroom and workshop activities are inshycluded for all participants in the program

There is a wide range of activities that can be as detailed as the individual particshyipant wants Larsen said That includes techniques such as welding fabric covershying woodworking sheet metal work and composites We offer participants an opshyportunity to learn under the watchful eyes of experienced instructors

The first session will emphasize basic aircraft maintenance building and restoration skills Air Academy staff will share methods and skills required to sucshycessfully build restore and maintain aircraft It also follows the Aircraft Builders Conference presented by Alexander Sportair Workshops on Jan 23-24 1999

During the Feb 1-5 session particishypants will specialize in fabric covering with a Wag-Aero Sport Trainer used as a

hour workshop sessions each day include a complete overview of basic aircraft building skills

In addition to the workshops particishypants will have opportunities to explore the EAA Air Adventure Museum and EAA Aviation Center as well as become familiar with many of the aircraft and reshysources available here Larsen said The camaraderie developed between particishypants and staff will surely be the basis for many lasting friendships

Registration for the EAA Wright School sessions are $800 per person per week Registration includes accommodashytions (double occupancy) and meals plus all instructional materials and supplies

The EAA Aviation Foundations Air Academy programs also offer resident aviation sessions for young people and a variety of internships for aviation students and professionals For more information on any of the Air Academy programs call toll free 888-EAA-EAA9 (888-322-3229) or 920-426-6815 You may also write to the EAA Aviation Foundation Education Office P O Box 3065 Oshkosh WI 54903-3065 or contact EAAs World Wide Web site at wwweaaorg You may also e-mail the Education Office directly at educationeaaorg

THE CARNAUBA EXPEDITION After a short delay near the start of

their trip (a mag was changed on one enshygine after it acted up) Sam Johnson and his two sons Curt and Fisk are in Brazil flying the Sikorsky S-38 replica The airshyplane has been performing flawlessly and the crew are continually impressed with the aircrafts capabilities and handling characteristics In an update posted Noshyvember 13 the trio detailed their visit to the Ford Plantation a 25 million acre reshymote outpost started by automaker Henry Ford in 1928 The plantation was used for rubber production until just after WW-II Its located 100 miles up the Tapajos River from the village Santarem Brazil You can keep up with the expedition by logging online at wwwscjcarnaubacom

SHORT WING PIPERS From the SWPC we have this note

They don t make em like they used to Fact is they don t make them at all

Piper Vagabonds Clippers Pacers TrishyPacers and Colts commonly referred to

for anyone who knows of a forgotten abandoned out-of-Iicense hidden-in-ashygarage behind-a-hangar etc short wing aircraft and or parts to let them know of their whereabouts

As the years go by the aging fleet beshycomes smaller and smaller Many times part of that fleet isjust out of the loop It is the intent of the SWPC to keep the present aircraft flying and to get the othshyers that are in hiding back into the air Even if you are not sure whether it is in fact a short winger or parts of one let them know They will check out the lead Contact them via e-mail at SWPCpbm com or by sending a letter to Adolph R Svec 19009 River Road Marengo IL 60152-8500

Check out the SWPC home page at httpwwwshortwingcom

The SWPC is a not-for-profit organishyzation for short wing pilots owners and enthusiasts which has nearly 3000 memshybers in 22 countries Annual dues are $30 US Canada $30 (US) and foreign $40 (US) which includes six issues of the Short Wing Piper News (160 pages each) Membership information can be obtained from Bob and Eleanor Mills 220 Main Halstead KS 67056 or e-mail at swpnsouthwindnet

BENNIE ESTES Geo Hindall called to inform us of the

untimely passing of Bennie Estes of Sarashysota FL Known worldwide in the antique automotive field Bennie was also well known to many aircraft restorers for his instrument panel refinishing talents Woodgrain by Estes as his company was first known was able to exactly dushyplicate the woodgrain on metal process used in many aircraft and automobiles in the 1930-1950 time frame Bennies work done in modern materials was far more durable than the old lacquer and enamel based systems of the past and were indistinguishable from the originals Bennie had recently been partnering with Brad Hindallin the process but we unshyderstand that Brad will not be continuing the business under his name If we hear of anyone who will be picking up where Bennie left off well advise you here in the pages of Vintage Airplane Our conshydolences to Bennies family and many friends He had a talent that will not be easily replaced

VINTAGE AIRPLANE 3

What is it about a Steannan What is about them that brings out the very best in people Because

that is exactly what they do Time and again Over and over

Being around a Stearman and around people who hang around Steannans it ofshyten strikes me that this is how life used to be Like when my father-in-law rented the same building for his business for 15 years from the same man for the same amount on a - handshake Like when I asked my father-in-law if he locked the door to the fannhouse when they went to town No he answered might be some neighbor needin somethin

In this day and age one can easily get a distorted view of life what with the print and electronic media bombarding

4 DECEMBER 1998

you every hour of the day with death deshyspair violence fire greed and molestations Good grief If life was reshyally like that everywhere we would have self-destructed as a species a long time ago Dang it Theres a lot of fine people out there doing a lot of fine things and a I know right where to go to find them out to the hangar

I can go out there rain or shine and open the doors where Rosebud (thats the name of our Steannan) can be seen by passers-by and soon the visitors come Pretensions are left at the door Always Knowingly or unknowingly I dont know why it happens - it just does No loudshymouths No jerks No gold chains Just people kind hopeful and polite around the Stearman icon Perhaps its the big

barrel-chested round engine Or the two wings Or the long tall legs Or the image of the head in the wind Or the history Like I said I dont know Why Actually I guess I really dont care why I just know that people who come into the hangar are good people And I know I like that a lot

It started way back when my partner John Currie and 1 first found our Stearshyman found it in a hangar where it had been for the past seven years unflown with a O-time 300 horse Lycoming sitshyting on an engine stand back by the tail We offered the owner a down payment the same day we first saw the airplane (Actually we couldnt even see it very well it had an inch or so of dust all over it) The owner didnt want to sell put both his hands up palms out and took two

steps backward when we offered him a check on the spot His wife did want to sell however and she won Id feel bad except that I know if we hadnt bought it it would still be sitting there unflown The original owner just had too many proshyjects Rosebud was our only project

My partner and I arent wealthy nor are we very bright - which makes us perfect airplane owners I went home and told my wife

Uh John and I bought an airplane toshyday

She was reading a book as I spoke Her head never moved but her eyebrows did Her eyes then came up to met her eyeshybrows as she gazed at me and asked You did what

With a little less confidence than I thought I mustered the first time I mumshybled Bought an old airplane She went back to her book as she said Sometimes you gotta do what you gotta do Dang As MY eyebrows arched I thought to myself No wonder Ive loved that woman so for the past 27 years

So it was off to the bank to mortgage the house

Purpose of the loan Mr Paine With the excited tone of a person

about to have a dream become a reality I stated To buy a 1942 airplane thats in pieces and hasnt flown in seven years

All the banker could muster was Oh I reckon passion is just a word in a

David Gays PT-17 Stearman

dictionary to a lot of bankers its not a word they actually use At any rate good credit and the prospect of interest being paid overcame the bankers better judgshyment and I got the loan

Ive digressed somewhat but from those inauspicious beginnings the good people came the sheet metal worker across the way who made a beautiful shyand I do mean beautiful - stainless steel battery box

What do we owe ya To which he says Aw nuthin

Maybe a ride someday The guy who welded the heat shield What do we owe ya He asks Whats it for We say An old 1942 Stearman bishy

plane No charge he says And when we first started the Lyshy

coming the left mag wouldnt ground This guy comes out of the gathered crowd and says Hey I believe I got one of them Off to his basement we go and amongst the magnificent clutter he does We put the new mag on and it grounds like its supposed to

What do we owe ya Nuthin he replies Just hearing

the sound of that 01 girl is good enough for me

See what I mean Real People Roseshybuds friends

And how about this one This guy T

dont know calls me from Louisiana He has film of our airplane that he found in Colorado Rosebuds never been in Colorado I call my partner He had flown Rosebud to an air show in Eushygene Oregon where several people had taken pictures From there the picture taker leaves for Colorado and goes hikshying and accidentally drops the film on a trail The guy from Louisiana is in Colshyorado and finds the film and has it developed He sees the pictures ofRoseshybud looks up the tail number calls me and says Nice airplane Then he sends me copies of the pictures

Stearman magic Like I said Good people They get

short shrift in the media decency doesn t sell But theyre out there at the hangar where the Stearman is I get a lot of satisshyfaction in knowing that this scene is played out every day all across America in different hangars with different airshyplanes There is a lot that s right with America and good part of it can be found in small town hangars

Lauran Paine Jr has also published a collection ofover 600 aviation quotashytions in his book IfAirplanes Could Talk subtitled The pilots book of wit and wisdom You can order it from Cascade Publishing PO Box 4598 Salem OR 97302 The cost is $795 inshycluding shipping

Your Favorite Plane in Weathervane Form

By BOB

Although todays weathermen rely on satellites and computers for their forecasts old fashioned Mleathervanes still appeal to everyone Their

quick and visible reaction to shifting breezes and often very artistic design make them attract and hold attention

Thus it is that even today hardware and garden supshyply stores carry them in stock Their designs tend toward animals and boats But if youre an aviation fan or just want something different in the way of an attenshytion-catching weathervane then why not make your own in the form of a model airplane

It could be of your own favorite plane or of some aircraft of historic interest If you create a nicely made and accurate reproduction of some real airplane the reshysulting weathervane can prove to be a strong conversation piece and its value may increase with the passage of time

It s not hard for the average woodworker to make such a model Its mostly a matter of knowing how plus reasonable care in workmanship Start the project by getting accurate plans of the plane that appeals to you Visit a hobby shop and look over kits for small rubbershypowered flying scale models put out by such firms as Comet Guillow and Herr Engineering Plans for many rare and interesting aircraft can also be purchased by mail from vendors whose ads appear in model aircraft

WHITTIER

publications Send $100 to Cleveland Model Airplane Co John J Cox PO Box 55962 Cleveland OH 46205-0962 for their plans list For $3 00 Golden Age Reproductions Box 1685 Andover MA 01810 will send you an catalog illustrating plans for well over a hundred scale models The two volume set of Paul Matts Scale Airplane Drawings published by Avishyaiton Heritage and available from Hannans Runway at 530-873-6421 has 123 of Paul Matts drawings ofvarishyous aircraft Each volume costs $2495 plus shipping and handling Vern Clements has drawn arguably the best Gee Bee scale drawings ever produced along with other aircraft of that era You can get a catalognewsletshyter from Vern by sending him $400 to 308 Palo Alto Caldwell ID 83605

From such plans you can make cardboard outline templates for the wing and tail surfaces and side and top outline patterns of the fuselage Its then a simple matter to rough out the blanks on table and band saws and bring them to final shape with common woodshyworking tools

Most of these flying scale models are to a scale of one-half to three-quarters of an inch to the foot This reshysults in wing spans of between fifteen and thirty inches ideal for weathervanes The older planes with flat-sided fuselages and untapered wings are generally easier to

6 DECEMBER 1998

build for weathervane purposes than are later types with rounded fuselages and tashypered wings However if your favorite plane falls in the latter category dont be discouraged A little ingenuity comshybined with some work with a drawknife and plane ought to do the job without any real trouble

All airplanes have a natural tendency to weathercock or point their noses into the wind Its well to remember that this effect varies from one design to the other In addishytion to vertical tail surface area wing dihedral affects this tendency Dihedral is the upward-angling of the right and left wings when seen from ahead When an airshyplane yaws the bottom of the wing that is ahead presents a more positive angle to the wind than is the case for the opposite wing so increased wind pressure there works toshygether with the vertical tail to realign the plane with the wind Thus a World War I Fokker Triplane with no dihedral and a tiny tail might make a sluggish weathervane

whereas a 1948 Stinson Station Wagon with generous dihedral and rather large vershytical tail will weathercock excellently You can apply this information to any design under consideration and decide on its suitshyability for a weathervane If the type of your choice does have a rather small vertishycal tail you could enlarge it somewhat and this departure from true scale will hardly be noticeable from the ground

Dont hesitate to select an interesting antique airplane having an exposed radial engine on its nose The cylinders may readshyily be formed from short lengths of threaded rod epoxy glued into sockets bored in the nose of the fuselage block Remember that a weathervane is usually far enough from the eyes so that tiny details will not show up But if you wish to cylinder rocker arm covers can be simulated with bits of metal brazed to the tops of the cylinders or bits of wood affixed to them with epoxy Metal wooden and plastic rings copper tubing and brazing rod lend themselves to duplishy

cating exhaust pipes and other details Old toys and model shops are sources

of realistic wheels The latter places also sell brass tubing in streamline cross secshytion in two sizes that are ideal for wing struts Wooden and plastic propellers for glow-plug engines are proportioned like real airplane props and many sizes are available A wooden one will last a long time with a slight modification Fit a short length of brass tubing in the shaft hole and brass washers on the front and back faces of the hub and affix with epoxy to form a bushing Use a round headed brass wood screw as an axle and dab with a trace of white grease

Various woods are suitable for the fuseshylage and wing Try to combine durability with lightness Redwood is good but tends to crack along the annual rings when used in thin sections such as wings A layer of fiberglass on the topside of the wing can hold it against splitting Some varieties of pine are possibilities Philippine mahogany

VINTAGE AIRPLANE 7

works easily and resists weather well but is a little heavy On one hand your model must be light enough to swing easily to breezes On the other hand it must be heavy enough not to literally fly off the pivot in windstorms A light model might require a retaining ring and finger arrangeshyment on its pivot The trailing edges of real airplane wings are sharp but on your model leave them about an eighth of an inch thick and round off this bluntness is not visible from the ground and will resist warping and splitting better

Study the layout of your chosen airplane to decide the most logical way to make and assemble the parts A few planes such as Lindberghs Spirit ofSt Louis have no dishy

hedral in the wing so a simple one-piece wing is feasible More often there must be one or two breaks at the center for the dishyhedral From the top side saw down into the wing to leave only a thin hinge of wood at the bottom Fill the saw kerf with epoxy glue and block up the wing tips unshytil it has set hard This makes a strong joint

It can be troublesome to make the lower wing of a biplane in two halves and then try to attach them to the fuselage acshycurately and strongly It is better to make two cuts in the top surface where the wing joins the fuselage put in the diheshydral as above and attach the resulting one-piece wing to a matching arch rasped

into the fuselage botshytom The top wing must be quite strongly atshytached to withstand high winds After inshystalling the lower wing jig the fuselage rigidly in position on a bench and make a jig to supshyport the top wing in proper position This greatly facilitates mainshytaining accurate alignment and fitting and installing the struts It is well to run the upshyper and lower ends of the struts through holes

The basic materials for an airplane weathervane model airplane bored in the wings for plans (in this case the Aeronca Champion plans from a Guillows the purpose securing balsa wood free-flight model) cardboard templates made from the plans wooden blanks for the wing and fuselage aluminum tail surfaces shaped on a bandsaw and brass wing struts proshypeller and wheels from a model airplane store Dark color of the tail surfaces is from the machinists layout dye applied to alushyminum to facilitate seeing scribe lines

Lightening holes can be bored into the aft fuselage and filled with shallow dowel plugs

8 DECEMBER 1998

them with epoxy In the case of some low-wing monoshy

planes it will be necessary to make the wing in one central and two outer panels If you are dubious about the ability of an epoxy joint to hold the latter well you can dowel them on or lower the wing onto a revolving circular saw to make inshyverted V-shaped grooves into which matching hardwood splines can be glued to reinforce the joints Polyester auto body putty serves very well for making wing-root and other fillets

The tail surfaces can easily be made of sheet aluminum preferably about oneshysixteenth of an inch thick to resist warping and bending A metal cutting band saw makes fast work of shaping them after which edges can be filed round Sand bright coat with zinc chromate primer and then paint The vertical tail surface will probably need a slot in it so it will slip into the aft end of the fuselage around the horizontal tail surface Affix both with epoxy glue in the saw slots you will make in the fuselage to take the two secshytions A penny soldered into the slot of a brass wood screw makes a simple yet reshyalistic tailwheel

Simple vee-strut landing gears are easy to make of one piece of aluminum sawn to shape and then bent as needed and affixed to the bottom of the fuselage Axles may be of welding rod and the wheels can be epoxied in place since they need not revolve The elaborate landing gear struts found on some older airplanes

FUSELAGErshy

BALL BEARING OR GLASS MARBLE

EPOXY I

BRASS OR COPPER TUBE

NYLON BUSHING

PIPE TYPICAL PIVOTS

HARD BALL OR BEARING PUSHED IN END OF BORED HOLE

SUPPORT ROD

TUBE EPOXIED IN PLACE

1

Lc

STEEL SUPPORT ROD GROUND TO A POINT

NYLON OR ALUMINUM BUSHING BORED FOR

LOOSE Frr OVER SUPPORT ROD

Choose a design well adapted to weathervane purposes The Fokker Triplane left with a very small tail will weathershyvane sluggishly But the Stinson Station Wagon right will respond readily to slight breezes thanks to its large vertical tail The resistance of the Triplanes three wings might also impair weathervaning

are readily made of brass rod and tubing Make individual pieces long enough so they can be pressed into holes dri lled about half an inch into the fuselage wood Affix with epoxy at metal-to-wood juncshytions and with solder at metal-to-metal connections File the ends of wing struts to suitable angles to lay flat against the wood and affix with epoxy glue fillets

Good balance is vital to achieve a reshysponsive weathervane Make sure the left and right wings have the same shape and thickness especially out near the tips for appreciable dissimilarity will cause more wind drag on one side than on the other to the detriment of indicating accuracy

As your model lacks the weight of a real airplane s engine in the nose it will probably be tail heavy This increases pivot friction Bore holes of decreasing size in the bottom of the fuselage from the middle aft to lighten the tail end of it and plug with thin sections of dowel or marine deck plugs glued in

Invert the model over grass or a cushshyion Estimate its approximate balancing point Using two or three turns install a small screw eye on the bottom Tie a string to it and lift the model Move the eye back and forth as necessary to find the point at which the model balances horizontally The pivot goes here It should not be much more than halfway back from the wings leading edge othershywise the weathervaning action may be sluggish It may be necessary to bore a hole into the nose insert a lead slug into it and cover with a wooden plug to achieve good balance

Make the upright and the cardinal dishyrection indicators as your fancy dictates Your local library may have a book or two on weathervanes from which ideas can be gleaned Hardware and garden supply stores often sell weathervanes Get the catalogs and write to the weathervane makers to see if you can buy uprights and

cardinals without the vane member Wind and Weath er a catalog out of Mendocino CA 1-8001922-9463 adshyvertises in their catalog that they will accomodate custom requests

An accompanying sketch shows three possible ways of making pivots The pivot must be let into the bottom of the fuselage accurately lest your model fly in nose or tail down attitude or with a list to one side Place a firm cushion on a drill press table have a helper hold the model down on it firmly sight at the model from ahead and the side to make sure it is level and then bore down into the fuselage

When installing the upright on your roof take care to provide a rugged base that will withstand substantial wind pressure Take care to get the upright perfectly vertical otherwise the model will want to come to rest pointing away from the low side

It pays to take time to do a good paint job Durability and appearance both depend on it Two coats of primer and two of exterior enamel will result in a long-lasting and handsome finish Marine deck enamel porch enamel and trim enamel are types of paint formulated to retain flexibility and gloss as the wood comes and goes with the weather and changes of humidity A loshycal sign painter can help you with registration numbers and decorative stripes if you LEAO BALANCE

WEIGHTjwish to go into such detail As soon as word gets ~~i~

OR EPOXY PUTTY OVER SCREWS

-

TAILWHEEL middot PENNY SOlDERED IN WOOD SCREW SLOT

oO)LL--_iG~=i= EIlwooo around town about the very

SCR Pi~ ~~~UNEDBRASSrealistic airplane weathershy

_1118 middot SHEET ALUMINUM

vane atop your garage BRASS BUSHING amp WASHERS EPOXIEDTO _ BRAZJNG ROD AXlE HUBTOTAKEWEAR v-people from miles around

WOOD SCREWS __ HOBBY SHOP MOOEl AIRPLANE WHEELS OR WOOOWORKEAOS WOOD WHEELSwill drive by to get a look at

it or offer a substantial TYPICAL ASSEMBLY DETAILS

price for it

VINTAGE AIRPLANE 9

Suspending the weathervane from a screw eye will help determine the correct placement for the pivot

Youll be the envy of the nighborhood or the airport when you take a few hours and build a Curtiss Robin or similar airplane as a weathershyvane for your home or hangar you can clearly see the tube type of pivot used on the Robin

ROUND ENGINES By Randy Sohn EAA 2054

Randy Sohn one ofthe most experienced round-enginepilots within the EAA family has written this piece highlighting the fact that some knowledge that used to be common to every pilot especially those trained before and during WW-II has now become less well known Our thanks to him for sharing his long term experience with operating radial engines

After many decades of radial engine operations there is still confusion that exshyists regarding hydraulic lock on round engines I guess what prompts this article is the questions asked after a Warbird opshyerators meeting Apparently these questions were what several people were afraid to ask in a meeting of a hundred or more people For more years than I care to remember weve talked about this probshylem all over the country (or world for that matter) and we are still seeing HIGH buck damage to the engines of our asshysorted aeronautical vehicles For our antique engine friends the same thing goes - a bent rod can be very expensive

Jim Frusz and I discussed this the day preceding the conference and agreed we would re-tackle the subject during the maintenance portion of the first day When Jim got to this part we were intershyrupted and never really got into it as we intended The next day we did have some discussion and that is where I could see evidence of what happens when pilots with flat engine andor turbine engine backgrounds start operating radials Us upon further reflection and consideration of the above statement I believe Ill modshyify it and say that Ive seen mistreatment of these machines by people whose expeshyrience goes back (w-a-a-y back) to WW-II So what to do Maybe if I include what follows would help to prevent some exshypensive engine damage and possibly injury to someone This is certainly not rocket science information I seem to reshymember most of it from way back in cadet instructor or test pilot school Its probably available in some old musty USAF manshyual that a pack rat saved somewhere It was common knowledge when jets were new and props were conventional But back then tail wheels were conventional and nuzzles were not Right Things

10 DECEMBER 1998

change I guess What follows represents my experishy

ences along with those of friends and associates over many years Experiences of others may cause them to have differshying perceptions of some points I hope the reader views this as a form of hangar flyshying and will feel free to share hisher comments or questions And keep in mind Imjust an instructor pilot not a proshyfessional writer

First we should probably take a look at why this happens Then later well discuss how to deal with it Whenever a radial engine remains shutdown for even a short period of time the possishybility exists where oil is draining into the lower cylinders

Obviously the longer the period at rest the greater the possibility that the amount of oil will exceed the combustion chamber volume available at the limit of the pisshytons travel also referred to as Top Dead Center (TDC) Upon subsequent rotation (in a forward direction) as the piston apshyproaches TDC of the compression stroke both valves will be closed The aforemenshytioned oil (liquid) is incompressible and will stop the piston motion [fthe crank continues to rotate somethin s gotta give In many years of association with Jack Sandberg at his engine shop we saw two manifestations of this Heads were loosened or blown right off the cylinder barrel and more likely bent or broken connecting rods (see Figure I) Before you ever get to the point of flying the thing a good look at the engine on preflight can tell you all sorts of things if you are acquainted with the particular aircraft you are about to fly A very close look at the area of the cylinder hold-down studs may reveal either a broken stud or evishydence of oil seepage The same holds

true in looking for evidence of leakage at the cylinder barrelhead interface area A loosened spark plug insert also is a tellshytale sign of damage

A total lock (one which stops crankshyshaft rotation) while starting is going to result in serious damage to the engine Bad as this seems given my druthers I d much prefer this happened than what Ill describe next This would be the case of a partial lockup that wasnt detected (or perish the thought was disregarded and considered not particularly important) at the time The piston meets extreme resisshytance but isnt completely stopped

Then the engine jerks slightly hesitates and completes the start as succeeding cylinders fire The concerned connecting rod can have a varying amount of bend which will allow the engine to run What we have here is the equivalent of a time bomb just waiting to fail and the only question is when It would probably take a very mechanically-oriented pilot attuned to that particular aircraft to detect the slight difference in sight sound or feel beshytween a normally operating engine and this one And even if detected the prob-

FIGURE 1 BENT OR FRACTURED ROD

o

lem might be blamed on some other meshychanical reason Howard Pardue and Doc Christigau come to mind immediately as examples of the above situation in flying the same aircraft often which few of us can say the same The failure will very likely take place under conditions of high power and stress such as a takeoff or goshyaround just when youd least like to deal with it So if youre going to have it hapshypen hope it bends enough to make it obvious Then you wont ever get to the second situation If you do have it happen STOP Don t fly it and don t let your buddy fly it

Now what have we learned over the years about how to prevent the situation In the fifties we had about 160 B-25s at Lubbock In the sixties we operated about 35 DC-3s (Wrights) and about the same number of Convairs on the airline Everyshyone was aware of the possibility and the simple procedure of always rotating six blades with the starter on these engines prior to prime and ignition sufficed As an aside on the C-97 we always counted 16 blades first But this was touted as also beshying for lubrication on the R-4360 At any rate we were taught from the earliest T-6 days and in turn taught our students what we were looking for while starting Pracshytices vary somewhat among different pilots Its been fairly commonly accepted that if an engine has been shutdown for 30 minutes or so check for lock However during the process of writing this I talked to two pilots who had experienced it after only 10 minutes A word to the wise

Pulling the blades through by hand is one way ofdetecting hydraulicing What we are looking for here is a feel of sharp or sudden resistance (unlike the buildup of normal compression) to continue forward rotation of the prop Right here we should mention a very common problem of unshytrained help from the crowd whose assistance (they only want to help) can cost you the owner big bucks You need to know what hydraulicing feels like and make sure only you or someone who also knows is involved in pulling the prop through Dont make a gorilla race out of the process The best description I can think of is just leisurely walk it through while looking (feeling is really a better word) for a problem

We need to talk also about the number of people Ive always taught one person on a R-670 through 1340 Two people on an 1820 through 2800 Three people on a 3350 or corncob If you think more just get a calculator and figure out the foot

pounds transmitted to the connecting rod by that many guys really laying into a 13 foot or so propeller (lever) Jack Sandberg could quote you the figure off the top of his head (along with just about anything else) I cant but r do know he didnt want any engines he built and guaranteed to be pulled through by hand He figured hed rather rely on the starter clutch than untrained help in preventing damage Ive done it both ways and both have their pros and cons While on the subject I just reshymembered something else On a four engine aircraft dont let people pull through I and 2 or 3 and 4 simultashyneously One engine blade will be descending as the other ones are being pushed by guys with their heads down This got us a petty severe scalp gash on the B-29 a few years back

Ifyoure going to do it with the starter I think it should be done one blade at a time This never lets enough momentum build up so as to have to rely on the starter clutch First mesh the starter and then intermittently energize the starter bumping it through blade by blade while being alert for any blade jerking to a stop or stalling

You can figure out for yourself the number of blades using manpower or the starter For instance a 169 reduction on a B-25 says just over three blades will rotate the power section through a complete power cycle Im probably conservative but I usually bump an engine through about six blades and then go to continuous starter rpm for another s ix or so My thought on this last part is that if any oil is residing in the intake pipe I might (see discussion later) suck it into the cylinder at that point while still relying on the starter clutch to prevent damage During all the aforementioned Ive been acting as a meshychanic After this process I stop everything put on my helmet harness whatever to function as a pilot and start the engine

NOW the important part Lets say you detect a lock Pull a spark plug and drain it Just hope and pray no one found it ahead of you and out of your sight and knowledge turned the prop backwards This is the equivalent of inshyserting a time bomb in your engine As Jim Fausz said Where DO it GO The answer is the piston pushes it into the intake pipe where it wa its like a snake in the grass to be sucked out as the engine starts (Figure 2) Then were right back to the somethins gotta give situation Once someone rotates it backshy

ward I dont know of any way to get it out of the intake pipe except to suck it out An engine shop foreman with years of experishyence put it in these words Dont rotate it backwards or let anyone else do so Some feel that a taildragger probably accentuates this problem due to the installation angle IfI knew it had been done Id pull a spark plug out of all the lower cylinders disconshynect the other plugs on these cylinders start the engine and clean up the mess afshyterwards Itll blap and snort while blowing oil all over everything but thats the object isnt it Ive only been around once while this was done You dont need to run it more than several seconds to clear it Too much trouble you say Well okay Its your engine and you can easily calcushylate the cost of pulling the cowling and plugs vs the cost of an overhaul You might even get lucky John Lane at Airshypower Unlimited (208324-3650) can tell you of so me failures he s seen and reshypaired For those who really want to deal with the above problem professionally he is developing an improved blowout plug (rather than the country boy approach we used) to deal with the above problem The original (but now hard to obtain) version of this plug dates back many years It temshyporarily replaces one spark plug with a check valve which allows the cylinder to create suction on the intake but lets the oil blowout on compression Honest di sshyagreement exists over the need to start the engine Some people feel that just rotating it through with one plug out at cranking speed will do the trick and they could be right However I reall y question if enough suction is going to be created at cranking speed since viscosity of the oil also enters into this whole equation On the B-29 a Tech Order requires heating the intake pipes when dealing with this

- Continued on page 28shy


o OIL FORCED BY PISTON INTO INTAKE PIPE THROUGH OPEN

t-~=--d INTAKE VALVE

VINTAGE AIRPLANE 11

EAAAirVenture 98 Grand Champion Antique

Greg Heckmans

KEN UCHTENBERG

by Greg Heckman and HG Frautschy

aeg Heckman (EAA 232210

Ale 22582) is a stickler for etail and his quiet unasshy

suming manner underscores his willingness to get the job

done right One look at his book of phoshytos from the restoration of his Ryan PT-22 shows you just how hard he was willing to work to achieve his goal of restoring a beautiful aircraft one that would tum heads as people walked by

Greg put a similar amount of work in writing an article on the restoration of his PT-22 so witllOutfurther ado heres Greg Heckman

The Ryan PT-22 is a derivative of the Sport Trainer Model 3 (ST-3) series of aircraft The first prototype SIN 1000 was built on October 9 1940 The second prototype model ST -3KR (Kinshyner R series of engines) SIN 1001 was issued civilian ATC No 749 on

12 DECEMBER 1998

February 161942 The PT-22 aircraft which was the Army designation was developed directly from the civilian model ST-3KR No civilian models were ever produced all were built for the Army Navy or the Allies Ryan built a total of 1250 ST-3KR series airshycraft These include the PT-21 NR-1 PT -22 and PT -22A

The PT -21 was the first Army desigshynation for the ST -3KR Early PT -21 s were equipped with the Kinner R-444-3 engine of 132 hp They had fairings over the landing gear legs and the aileron counterbalance weights were under the wing Most of these aircraft were later converted to the PT -22 configuration 99 PT-21 aircraft were built

The Ryan NR-l was the Navy counshyterpart of the PT -21 The only difference was a lockable tail wheel and the paint trim Ryan produced 100 NR-l aircraft

for the Navy The PT-22 Recruit was the most

common version Ryan produced 1023 of this model They were equipped with a Kinner R-540-1 (R-55) engine of 160 hp They were very similar to the PT-22 and NR-l airplanes except there no gear fairings the aileron counterbalshyance weights were on top of the wing and the engine was the R-SS

250 of these aircraft were field conshyverted to Kinner R-S40-3 (R-56) engines of 160 hp and were known as PT -22C models The R-S6 engine was thought to be more reliable since it was equipped with pressure lubricated rockers The R-SS rockers had to be lushybricated manuaBy

Ryan also developed a model for floats known as the PT -22A 25 oC these were manuCactured They were to be sold to the Neatherlands and painted

with Dutch markings but the order fell through and all the aircraft were sold to the Army There was no PT-22B model

During the early parts ofWW-II these Ryan aircraft trained approximately 14000 pilots for the Army and Navy They were excellent trainers as they were well built and durable The landing gear is notably strong and was able to take considerable abuse from trainees

To make the Ryan less forgiving and fly more like a fighter the wings were swept back a little more than four degrees This gave the airplane a tendancy to stall and spin or even snap roll unexpectedly during a steep slow turn These charactershyistics also made the aircraft an excellent trainer and prepared cadets for the more sophisticated airplanes they would soon be flying

Most PT-22 aircraft were released from the military and sold surplus in 1945 Sevshyeral hundred of these were purchased by civilians and licensed by the CAA Today there are approximately 100 licensed PTs flying

Ryan PT-22 SIN 185941-20650 PT-22 SIN 1859 was manufactured on

February 5 1942 at Lindbergh Field in San Diego CA It was accepted by the Army on March 18 1942 and arrived at Sequoia Field in Visalia CA on March 23 1942 Visalia was a civilian school contracted by the Army for primary training and used the PT-22

Some of the aircrafts history is unshyknown The Army historical record card shows that it had 5781 hours on it as the end of November 1942 Between that date and 1944 the Army Air Corps no longer recorded the time on this document On February 22 1944 it was released surplus to the Reconstruction Finance Corporation It was then ferried to the CAA surplus park at Wickenburg AZ by the San Bernardino AAF 4126 Air Base Squadron 554 Air Base Flight

The civilian life of this aircraft is also a mystery It was issued the registration of NC53171 but has been off the civilian airshycraft registration list since 1946 It appears that its civilian life was a very short period of time When an attempt was made to unshycover records with the FAA it was discovered that the records of the aircraft were destroyed by a fire in the 1970s

The Restoration of PT-22 SIN 1859

SIN 1859 was purchased from Kent McMakin of Rockton IL on September 18 1992 I didnt start the restoration unshy

til March of 1994 It was a mostly comshyplete airframe but did not include an engine propeller and it was missing seats some cowling pieces instruments miscellaneous fair ings and many small components While it was on its landing gear most of the components had been stripped from it Most control surfaces were damaged to some extent requiring repairs One wing had suffered extensive damage having a cracked main spar and many damaged ribs The other wing had been rebuilt and was reportedly ready for some cover after some assembly It sti ll needed a thorough inspection Overall the aircraft and parts were in pretty poor condition

From the start of the restoration process it was decided that the PT-22 would be reshyturned to very original condition Only a few modern alternatives would be used such as the paint and polyester Dacron covshyering versus the Grade A cotton Countless hours were spent researching other aircraft books AAF history etc in order to restore the aircraft as close to original as possible Many smaller and more noticeable details show this such as

bull AN 455 brazier head rivets were used throughout

bull Hardware with Type-l cadmium platshying

bull Decals made from original Ryan drawshyings and printed on water transfer film

bull Original color and graphics layout bull Aluminum spot welding bull Accessories such as the baggage comshy

partment flap jack cover and cockpit coamings made from original patterns using original materials

bull Ryan approval stamps made and used throughout

bull All instruments have original markshyings

bull All slotted head screws used bull Original AN 737 hose clamps and

other surplus WW-II hardware used bull All new surplus FS series Dzus fastenshy

ers used bull The prop was made by Sensenich

brothers to original specifications inshycluding the color and decals

Most of the initial restoration process consisted of detailing all the small composhynents Each piece was stripped chemically or by blasting cleaned inspected and reshypaired if necessary and if required refinished This process is best done at the beginning ofa complete project like this instead of toward the end Doing this deshytail work early avoids having to rush at the end and doing sloppy work In addition this kind of work requires minimal exshy

pense initially During this process each piece was researched as to how it should be finished ie primer paint natural finshyish what type of hardware was used in its assembly and any final markings ifreshyquired

The control surfaces were also comshypleted and covered early in the process The rudder required the most repairs needshying a new trailing edge fairing and several lower ribs All control surfaces were covshyered with Poly-Fiber P-l 03 and finished through silver Ryan used screws to attach the fabric which made the covering process go very quickly

It was debated long and hard on what to do with the aluminum skin on the fuseshylage While the skin was airworthy this restored PT-22 was going to have a polshyished natural aluminum finish and the slight surface corrosion would have made it difficult to achieve a nice finish There were also several patches from its milishytary days that were unattractive Because of these reasons it was decided to re-skin the entire fuselage of the airplane Six 4x 12 sheets of 032 2024-T3 aluminum with a protective plastic covering were purchased

The first step in the re-skinning process was to separate the tail cone from the cockshypit section The great thing about the whole re-skinning process was that the old skin could be used as a pattern since it is all made from flat-wrap sheets with no comshypound curves

The tail section was re-skinned first It is made up of three sheets Each sheet was removed and replaced with the new one at a time Doing it this way kept all the bulkheads in alignment and avoided reshyrigging 332 diameter AN 455 brazier head rivets were used throughout (they match the production rivets unlike the modern-day AN 470 rivet which has a higher head)

The cockpit section was next It conshysists of two side sheets and a bell y skin The belly skin was left off during the enshytire assembly of the aircraft This made standing up in the cockpit and working much easier Again all the rivets used were brazier head Most were 18 diameshyter but several No5 and No 6 rivets were used Overall about five months and 200 hours were spent re-skinning the enshytire fuselage

The worst part of this whole process was painting the interior Ryan originally used green zinc chromate For durability though green epoxy primer was used Afshyter experimenting with flattening agents an exact match was made to the original zinc

VINTAGE AIRPLANE 13

(above) Sitting on the ground at New Holstein WI across Lake Winnebago from Oshkosh the PT-22 is ready for another training mission

(inset) Greg Heckman Dixon IL

(left) The aft cockpit of the PT-22 home for many a Cadet who wanted military wings Greg even managed to find a FyrshyFiter fire extinguisher at the Fly-Market at EAA AirVenture to help fill out the cockpits details

There were no logs with the engine so the total time is unknown but the nose case is marked with one military overhaul on 1-5shy44 at 60 I hours It is believed that this is probably close to the actual time since an AD on the master rod that come out in 1946 was never complied with therefore it was probably never used on a civilian

chromate The tail cone as expected was aircraft Most all parts of the engine were the most difficult to paint rt was sprayed also within new tolerances upon inspecshystanding vertical and it was very tight tion The only major work that had to be quarters inside

done was the master rod AD This was sent out to Al Ball at Antique Aero Engines and new knuckle pins were installed complying with the AD Other minor work included new valve guides and a valve grind

The pistons were also modified for a new oil ring

The Kinner oil ring is notorious for allowing a lot of blow-by due to its poor design The R-55 has a 5 bore the same as the Contishynental 0-470 Since this oil ring is a much better design the pisshytons were machined to accept these rings This has been comshymon practice for years in the Kinner engines The pistons and pisshyton pins were also balanced to within 1 gram of each other This really has a big

impact on smooth operation of the Kinner engine The Bendix mags and Holley 419 carburetor were also overhauled at this time

The next task was to get the fuselage on the gear in order to hang the engine and install all the interior components Before this could be accomplished the stub wings had to be re-skinned This was also accomplished with 032 2024-T3 aluminum The interior of the stub wings was also painted with the flat finish epoxy primer and the exterior was sprayed with orangeyellow Aerothane The fuselage was now able to be set on the gear and

After the cockpit section was sprayed on the inside it came time to mate it with the tail cone In order to accomplish this the front edge of the tail cone had to be crimped to allow it to fit into the cockpit section This was done with a rotary crimp machine and when mated together both pieces fit perfectly much to my reshylief Before riveting these two halves together the entire fuselage had to be rigged and aligned

In June of 1995 an R-55 engine was found in Wisconsin It was completely disshyassembled which made inspection of the parts easy It was mostly complete and apshypeared to be in very good condition A price was agreed upon and brought home

The fuselage cockshypit section and tail cone while strucshyturally okay needshyed to be re-skinned if the airplane was to be restored to its original polshyished aluminum finish The oxidized surface of the skin would not polish out acceptably

14 DECEMBER 1998

The baggage compartment is neatly detailed and like the rest of the fuseshylage the door skin was removed and replaced using alushyminum spot welding

angle iron was used to temporarily support the gear until the wings and brace wires would be installed A new firewall was fabricated from stainless steel and riveted in place and finally in September of 1995 the engine was instalIed

Many of the interior components were installed next such as the controls instruments brake lines and instrument lines All of the control rods and bellcranks had to be fabricated from scratch For these as well as many of the other parts that had to be made Ryan factory drawings had to be obshytained from the Smithsonian National Air amp Space museum This proved to be an invaluable reshysource for these components which are difficult if not impossible to obtain and had to be fabricated

Most of 1997 was spent redoshying the wings A closer inspection of the wing thought to be nearly ready for covshyering revealed a few small cracks and delamination in the spar Since a new spar had to be made for the other wing it

was decided to replace both at the same time Sitka spruce was purchased and new spars fabricated The Ryan wing uses wood for the front and rear spars aluminum ribs and steel draganti-drag brace wires All these metal components

Marty Heckman shows off his dads handiwork on the completed tail cone which like the cockpit section has been completely re-skinned

The forward pit of the PT-22 was the office of the flight instructor who could keep an eye on the student using the large rear-view mirror mounted on the right side of the glareshield By the way the dark area in front of the cockpits is not black but a very dark green known as bronze green

were stripped and epoxy primed Poly-Fiber P-103 was used to cover the

wings and it was fmished with Poly-Tone for an authentic-looking finish Minimal amounts of silver and color were applied No attempt was made to hide the tapes or the weave of the fabric since this would not have been normal practice when the aircraft was produced National insignias and US Army graphics were laid out by hand according to the Ryan drawings AlI the other control surfaces were then painted with the same process The paintshying was completed in October 1997

The remainder of 1997 an early 1998 was spent finishing all the small details and assembly This included installing the gas tank exhaust control cables and riveting on the belly skin A considerable amount of time was spent on the cowling The cowling consists of five nose pieces and four accessory pieces All five nose pieces and two of the accessory pieces came with the aircraft The five nose pieces were damshyaged but were able to be smoothed out with an English Wheel Thank goodness

VINTAGE AIRPLANE 15

The rugged knee-link landing gear of the PT series was meant to take the punshyishment of many Army Air Corps and Navy student pilots

they were salvageable since Ryan cowling is very difficult to find and if you have anything even bad pieces finding someshything better is almost impossible The two accessory pieces (top and bottom) were also usable after a lot of smoothing with a hammer and dolly and an English Wheel The two side pieces were made from scratch with the English Wheel

On April 23 1998 the aircraft was moved to the airport hangar for final asshysem bl y The wings were installed and rigged and was accomplished using an electronic level which read to within 1 deshygree The final rigging was checked with a water level from wing tip to wing tip and both water lines lined up exactly

It was then time to try the engine for the first time After servicing the spark plugs and putting in oil and gas the engine

PT-22 In fact Ryan even has drawings to show how to accomplish this The aircraft also had to be signed off with a 100 hour inspection prior to the FAA performing a conformity inspection and issuing the airshyworthiness certificate The FAA arrived on May 5 1998 and after about two hours of inspection the inspector blessed the Ryan with its first airworthiness certificate after about 52 years

The next day was scheduled to be the big one - the first flight Mike Wilson a noted PT-22 and warbird pishylot who incidentally trained in these aircraft during WW-II came from Cedar Rapids IA for the test flight Afshyter carefully checking things over for a good portion of the day and fixing a brake problem the PT was taxi tested

Everything looked good and Mike came back and said Put the cowling on shes ready to fly At exactly 430 pm the wheels left the ground Mike flew around for about a half an hour pershyforming various maneuvers and landings He came back and reported that the aircraft performed flawlessly I then crawled in for a few landings and a checkout Everything went fine and I spent the next day flying solo and giving a few rides after I felt comfortable

The remainder of the time prior to Oshkosh which was to be its big debut was spent doing some final paint work and much cleaning and detail The majority of the graphics on the Ryan PT-22 were origishynally water transfer decals Drawings of these from the Smithsonian were obtained and artwork was made These decals were then silk-screened onto the water transfer

film Ryan also used rubber approval stamps on different components and asshysemblies These were also accurately reproduced and used throughout

A special thanks to the members of the National Ryan Club my friends from the Dixon IL area and all of my family including Cindy my wife and my two children Marty and Melanie Last but not least thanks to Mike Wilson The unselfish help of all of these peopl e is truly appreciated

Greg mentioned he found help in some ofthe most unlikely places such as th e baggage compartment The lacing clips on thefabric compartment lookedjust like shoe lacing clips so he went down to the local shoe repair place and inquired about the clips Sure enough they were the same type and the fellow behind the counter at Modern Shoe Shop there in Dixon came up with some new ones and even lent Greg the tool so he could properly crimp the clips in place

Gregs attention detail which earned him and the Ryan the Grand Champion Antique Lindy trophy at EAA AirVenture 98 could be viewed as an extension ofhis professional life A mechanical engineer Greg is the head ofproduct development at Ray nor Doors in Dixon Prior to the Ryan he had done work restoring North American T-28s and he restored a Cessna 140 which he sold to restore the PT-22 He says he can t get enough ofrestoring old aircraft and wouldn t mind doing it fitI time for a living some day With workshymanship like that shown on the PT-22 its a pretty safe bet he d do velJ well it that line ofwork

started on May 18 1998 after two flips The Kinner R-540-1 (R-55) engine of 160 hp dominates this view of the PT-22 and is topped off of the prop (There is no starter or e1ec- with a newly built Sensenich propeller which duplicates the Sensenich prop originally installed

trical system) The engine ran perfectly LEE ANN ABRAMS

and finally ran out of gas after about 45 minutes After putting in more gas the engine would not refire and it couldnt be restarted It was discovered that the accelerator pump was not working therefore the engine could not be primed since there is no separate priming sysshytem The carburetor was removed disassembled and the stuck accelerator pump repaired The next start and run went perfectly

The aircraft was then fully assemshybled for weight and balance computations It was necessary to add 16 Ibs of lead to the tail in order to balance the airplane This is normal for the R-55 engine installation in the

16 DECEMBER 1998

Tom Trainors

By Bob Pauley HG Frautschy and Tom Trainor

Today the Aeronca Corporation no longer bui lds airplanes but many of that companys early

products are still active and flying all over the world One of the most inshyformed experts on Aeronca airplanes and without a doubt Mr Aeronca in the Detroit Michigan area is Tom Trainor who was one of the original members ofEAA Chapter 13 Tom restored and test flew an Aeronca K but his interest in Aeronca products goes back to the early 1950s when he owned a C-3 model

The history of the Aeronca Corshyporation goes back over 40 years when they brought out their first airshyplane Aeronca was formed in November 1928 and was incorposhy

rated under the laws of the state of Ohio as the Aeronautical Corporashytion of America hence the name Aeronca Their approach was to build and market a true light airshyplane that was a direct descendant of the 1925 Roche Monop lane deshysigned by Jean A Roche a senior aeronautica l engineer in the US Army Air Corps in Dayton Ohio Roche so ld his refined 1925 des ign to the new company and production wa s started in 1929 on the singleshyplace C-2 series

The two-place C-3 series was later added to the C-2 line and both types were the mainstay of the Aeronca line until 1936 when the two-place low-wing L-3 model was

introduced Powered with either a LeBlond 85 or the Warner 90 this design was so ld in large numbers and a few are still around

The C-3 stayed in production unshytil 1937 when the K model was introduced with the same 2-cylinder 36 hp Aeronca engine that powered the C-3 series This powerplant later was the 50 hp version A total of 357 Aeronca Ks were built

Demand for more comfort range and instruments led to the famous Chief series which first appeared in 1938 powered by the 50 hp Contishynental Lycoming or Franklin series of engines A number of endurance flights sparked sales for the Chief and it was and stil l is a common

VINTAGE AIRPLANE 17

BOB PAULEY

sight at many airports With the adshyvent of the CPTP program the Aeronca plant stated turning out the Defender series for use in that proshygram They were sold to the U S Army as the 0-58 later being redesshyignated the L-3 series and served well in different theaters of the war During WW-II Aeronca also built the Fairchild PT-23 and the Nordyn Norseman under license

Aeronca entered the postwar market with an improved Chief of all new design and the new Chamshypion model both of which were

18 DECEMBER 1998

very popular and stayed in producshytion for about five years Also developed and sold to the US Army was the L-16 series of liaison aircraft many of which served durshying the Korean War Later they did valuable work with the Civil Air Patrol

Aeronca also developed the Arshyrow a low-wing retractable landing gear two-place airplane that never went into production Another model was the Chum a licensed version of the Ercoupe with Aeronca improvements which appeared

about the time of the 1948 lightshyplane slump and never saw production Aeronca cracked the four-place market with the Sedan which proved to be popular and is most noted as a good float plane In the 1950s Aeronca turned to proshyducing parts for military aircraft as a sub-contractor and sold rights to the Champion series to Champion Aircraft Company of Osceola Wisshyconsin The modern day Decathlon built by the American Champion Company of Rochester WI can trace its lineage all the way back

to the Aeronca Cshy2 built so many years ago

Tom Trainor s interest in Aeronca products developed after he had been flying for a number of years Tom was raised in Olivet Michigan and went to Western Michishygan University in Kalamazoo where he majored in edushycation but took elective courses in aviation mechanshyics He belonged to the college flying club the Sky Broncos and learned to fly with the club in a 1939 Aeronca Chief After graduation Tom moved to Lakeshyview Michigan where he taught school One day at Newaygo Airshyport Tom saw an Aeronca C-3 owned by Dick Black and immedishyately acquired the urge to own one himself He eventually bought a Cshy3 Razorback model in 1953 from a man in Saginaw At that time Tom was working in the General Moshytors Styling Department and lived in Royal Oak so he kept his C-3 at Big Beaver Airport He flew the airplane for about a year and during that time experienced an engine failure that forced him to land at the LePere Airport In his search for parts to rebuild the engine and to get the airplane back into the air Tom was led to a Mr Houseman of Wayland Michigan who had bought out the complete Aeronca engine inventory from the factory in 1946 Instead of buying a few parts Tom bought the entire inventory that Houseman owned including over 20 engines a large supply of new parts and six Aeronca Model Ks Later o~ rom obtained the rights to the Approved Type Certificate (ATC) for that engine and thus became the official owner of the Aeronca engine business Tom was then able to rebuild the engine for his C-3 and continued to fly and enjoy the airplane Then in 1955 he sold it to the late Keith Hopkinson from Goderich Ontario

About the same period that Tom was flying his C-3 he attended some of the very first meetings at the old Warren Airport that eventually resulted in the formation of our EAA Chapter When the charter was received

(top) Shown in March of 1975 the K performs well in the cold later winter air on a pair of Federal skis

Tom Trainor (left) Mr Aeronca K and a man with tons of knowledge about the design and its engine the Aeronca 113

making Chapter 13 an official chapter Tom became a member and remained in our chapter until the formation of Chapter 194 in 1964 which he joined because they meet closer to his home He has remained an active EAA member since those early formashytive days and holds EAA number 1379

Having sold the C-3 Tom was without an airshyplane so he decided to

rebuild one of the six Aeronca Ks he had acquired with the engine deal Tom selected one at random which turned out to be the very last Aeronca K built SIN Kshy357 This K had been built in April 1939 on special order one full year after production had stopped on the K in favor of the Chief Tom started his restoration in 1961 by completely stripping the airframe to the bare tubing and starting from that point on It was completely rebuilt from the sandblasted tubing up The wing spars and most of the wing hardware were original but one spare in each wing had to be spliced and all of the wing ribs were newly made plus a new leading edge During the rebuilding process Tom added several factory-op-

VINTAGE AIRPLANE 19

tional items to his K such as a door on the left side and a 5 gallon auxiliary fuel tank located behind the seats

The Aeronca K has a wing span of 36 a length of 20 7 and an empty weight of 645 pounds Powshyerplant is an Aeronca E-113CD two-cylinder air cooled engine putting out 42 hp at 2540 rpm Fuel consumption is a mere 3 gallons per hour Performance figures listed for the K give a top speed of 90 mph a

20 DECEMBER 1998

cruising speed of 80 and a rate of climb of 450 fpm The K stalls at 35 and has a glide ratio of 10 1

Tom Trainors Aeronca K beaushytifully restored in its original gleaming Loening yellow with black trim and carrying FAA regisshytration N-22338 was flown by him for the first time from OaklandshyOrion Airport (Allen Airport) on July 20 1969 He later sold it and the rest of his Aeronca inventory to Andy Anderson of Missouri

After retIrIng from the product planning and develshyopment staff in the engineering department of Chrysler Corporation Toms phone rang one day in 1987 with a call from a man who offered to sell him the same K he had restored so many years before Toms son Todd thought buying it back was a great idea so the two started on the restoration toshygether When it came time to re-register it with the FAA Tom was surprised to learn that he was still the regisshytered owner as far as the FAA was concerned - none of the previous four owners had bothered to register it with the FAA

With Todd in college at the time Tom got to work on the framework and did a ground up restoration again this time replacing or repairshying the wood ribs and fuselage wood fairing strucshyture Todd was able to help when he could and was able to accompany his dad to Ohio in 1994

After restoring the K it won the Grand Champion Antique award at the 7th Nashytional Aeronca Association Convention June 121994 in Middletown Ohio Tom enshyjoyed the K for a number of years and then he made a trade with the EAA Aviation Foundation In return for an unflyable Aeronca K the Foundation owned Tom doshynated his restored K which can now be seen at EAAs Pioneer Airport Hes now been hard at work restoring

this K Tom is also quite active on the

world wide web He and his son Todd administer a web site at httpaeroncacom Included at aeroncacom is the most complete list available of Aeronca K airshycraft and their owners as well as notes on their current condition and plenty of other Aeronca inforshymation on their early aircraft and the Aeronca 113 engine

Type Club

NOTES by HG Frautschy

Compiled from various type club publications ampnewsletters

MOTH TIE RODS REVISITED

In the article entitled Moth Tie Rods published in the September 1998 issue of Vintage Airplane there is an introductory paragraph which deals with the suspension of aeroshybatic flight in the UK for DH Moth biplanes and links it with an accident in Australia Weve been informed by both the US and UK Moth clubs that the Australian accident and the curshyrent technical issue concerning the tie rods are unrelated incidents and no link is to be made between the two incidents In fact the tie rods became a concern only after a routine inspecshytion of a Moth turned up a sheared tie rod at its location with the spar atshytachment fitting The Au stralian aircraft crash is still being investishygated but preliminary investigation points to a different structural failure mode related to the particular airshycrafts maintenance history

In the current issue of Moth Mishynor the News update from the deHavilland Moth Club of the UK the following item was published with regard to TNS 32 which deals with the issue of the aerobatic limitashytions

The deHavilland Moth Club s Technical Support Group is continushying to work closely with British Aerospace MBU Chadderton on isshy

sue 2 ofTNS 32 the document which will lift the current limitat ions imshyposed on intentional spinning and aerobatics Some aspects of what was believed to have been the final draft of the document approved by deHMC subject to a number of clarifying amendments appears to have been rethought by British Aerospace and become subject for further discussion within the MBU at Chadderton Alshythough a final decision is thought to be imminent notification may be reshyceived too late for inclusion with this distribution

Members of the Technical Supshyport Group have worked long and hard in an effort to wring out the best and most appropriate solutions to the problem and will continue to monishytor the situation on behalf of all owner-members

Once again wed like to stress that the current aerobatic limitations in efshyfect in the UK and the inspection of fuselage tie rods are unrelated to the accident in Australia

From Michael Maniatis the Chairman of the DH Moth Club (US) we have this recent letter

As a follow up to the previous arshyticle on Moth Tie Rods there have been some addition developments

The crash of the Australian Tiger Moth mentioned was not caused by tie rod failure The accident is still

under investigation but the restricshytion on aerobatics has been lifted in Australia The restriction on aerobatshyics is still in effect in England because faulty tie rods have been discovered in at least one aircraft there In the USA a special Airworthiness Inforshymation Bulletin was issued (No ACE-938-39) in July 1998 which recommends not requires ownersoperators ofDH-82A and DH83 Moth airplanes replace the latshyeral tie rods and inspect the span joint fittings as detailed in item I of the Accomplishment Instructions of British Aerospace Technical News sheet No 29)

Copies ofTNS 29 can be obtained by writing British Aerospace the Moth Club of England or Moth Club in the USA Also this information has been made available to EAA Inshyformation Services

Heres the text of the FAAs SAIB INTRODUCTION

Th e purpose of this Special Airshyworthin ess Information Bulle tin (SAlB) is to inform regis tered ownshyersoperators ofdeHavilland DH 82A and DH 83 Moth aircraft ofa failure ofthe aft lateral fuselage tie rod

BACKGROUND British Aerospace r eports that

during routine maintenance on a DH 82 aircraft it was discovered the aft lateralfilselage tie rod had sheared

VINTAGE AIRPLANE 21

at the spar attachment fitting The failure was found to be the result of fatigue cracking at the threaded root of the rod Th e same insp ection found the forward lateral tie rod had been distorted Th e distorted tie rod had been fabricatedfrom material of an incorrect specification which had a lower ten s ile strength and may have contributed to the failure ofthe aft tie rod

RECOMMENDATION The FAA is recommending but

not requiring that ownersoperators ofdeHavilland DH 82A and DH 83 Moth airplan es replace the lateral tie rods and insp ect the spar joint fittings as detailed by Item I of the A ccomplis hm ent Instru ctions of British Aerospace Technical News Sheet CT (Moth) No 29 Item 2 of th e Accomplishm ent In s truc tions provides the insp ection procedure that should be followed during an annual inspection or after a heavy landing

Copies of Technical News Sh eet CT (Moth) No 29 Issu e 1 can be obtained from British Aerospace Military Aircraft and A eros trucshytures Ltd Chadderton Site Greengate Middleton Manchester M24 ISA England

For furth er information contact Roger P Chudy FAA Small Airshyplane Directorate ACE-112 1201 Walnut Ste 900 Kansas City MO 64106 telephone 816426-6934 Fax 816426-2169

FROM THE CESSNA 170 NEWSLETTER FLYPAPER

Question Id like to know the pros and cons of using 100 LL vs auto fuel in an 0-300 Continental I know there is a cost and also valve guides are not gummed up and stickshying What about power engine life plug life oil breakdown Im sure you can add many more areas of consideration

Eugene Briggs Colorado Answer The 0-300 does not like

a steady diet of 100LL It has way too much lead for this old of an enshygine It s hard on valves valve

22 DECEMBER 1998

guides and when there is an excess of this much lead it gets into the oil and causes the valves to stick I have found a good solution that works for me and my 0-300 in 26 Delta 100LL had four times the amount of lead as the old 80-87 aviation fuel so I mix one gallon of 100LL with 3 gallons of unleaded regular car gas and this gives you the same lead content as the old 80-87 By doing this the mixture has enough lead for lubrication but not too much to cause the valve sticking and oil contshyamination Also the octane rating would be higher than the 80-87 but lower than 100LL therefore better for your engine I now have 1900+ hours on my 0-300 since overhaul and have not had any problems whatsoever Plug life is excellent The other recommendation is to have a filter on your engine and change the oil at 25 hour intervals The cylinder head temp will be about 15shy25 degF cooler with auto fuel than 100LL In the winter you will probashybly want to use more 100LL as it will start easier especially when you dont preheat

Bob Coats Missouri Question We own a 51 170A

We have trouble with gas not flowshying evenly from tank to tank We run it with the valve in the BOTH posishytion but the gas depletes from the right tank quite rapidly leaving the left tank at 34 when the right tank reads 114 We have replaced both gas caps (both vented) and replaced the air vent breather pipe that comes out of the left tank We have not monkeyed around with the valve yet What can we do

Don Lang Washington Answer Assuming that all lines

are free from obstructions and the fuel valve is working properly (this is a very simple valve and theres not much to go wrong with it howshyever there are some seals in it) you may want to look at the rigging of the aircraft If it is flying in a slight skid it causes fuel to flow from one tank or the other depending on which way its skidding Sounds to

me like you may be flying with a slight left skid It doesnt take much to allow one tank to drain faster than the other One other possibility without knowing all the details is the tank actually draining faster or do you possibly have a malfunctionshying fuel floatindicator

Ed Booth Kansas

FROM THE EASTERN CESSNA 190195 ASSOCIATION NEWSLETTER

ENGINE OIL Roger Currier called from Maine about the last newsletter where Tom Engers told about the [experience he was having with] the Phillips 25-60 oil Roger had used it in all his airplanes (3 195s two on floats a Beaver a Cessna 180 and others) for over 10 years He likes it better than the straight grade oils and even breaks his overhauls in on it right from the start He does disagree however on the less oil on start When cold the viscosity is less than 40 or 50 weight and tends to run down the valve guides on Nos 4 and 5 cylinshyders more than with single viscosity oils He generally stops his engine with a piston down in the head on Nos 4 and 5 so that the cylinder does not fill with oil bit still someshytimes has to remove a spark plug His average consumption is about a quart an hour A little less on long hops and a little more on his short 112 hour sight seeing flights

Cliff Crabs th e editor of th e newsletter had similar comments of disagreement on this point from Dave Cole and several others saying they s ee more oil down the valve guides with the multi viscosity oils So ifyour valve guides are work multi-viscosity oil may not be a great idea unless you have the drain valves on the No4 and 5 inlets

FROM THE 170 NEWS PUBshyLISHED BY THE INTERNATIONAL CESSNA 170 ASSOC

FUELING SAFETY By Joseph Neff Many pilot s refuel their own

planes without realizing the signifishy

cant fire risk from static electricity buildup that culminates in a spark discharge that ignites the gasoline vashypors This fire risk applies to any fueling operation of aircraft portable fuel cans autos lawn mowers or moshytorcycles unless grounding precautions are taken

As early as 600 BC the Greeks knew that amber rubbed with wool acquired a charge which they called elektron meaning amber Today we know that a charge is imparted to any solid material by rubbing it with anshyother material Thus an airplane or auto becomes charged during its moshytion through the air in much the same way a comb is electrified by passing through dry hair Intimate contact is all that is needed to give rise to an electric charge Rubbing merely serves to bring many points in conshytact Grounding discharges the electrical charge

Fueling safety related to static electricity spark discharge is achieved at auto service stations beshycause of special grounded pumps fuel tanks and hoses The fuel hose has ground wires embedded in the hose This same safety can be achieved on aircraft refueling from a mobile truck or stationary fuel island if both the aircraft and the fuel truck are grounded How often does this occur Fire code compliance assures safety when fueling cars or commershycial aircraft but fire safety is frequently ignored by general aviashytion owneroperators

Gasoline is an electrically insulatshying fluid that will absorb a surface static charge from the fluid motion through a plastic or metal funnel This is the same static electricity and spark discharge that occurs when we shuffle our feet over a carpet and give someone a loving spark Beshycause the gasoline during aircraft refueling is both electrically insulatshying and flowing rapidly the inserted electrical static charge remains until it is discharged to ground The power is only a few hundredths of a watt but the potential can be a thousand volts When sufficient charge potenshytial exists between the flowing gasoline and ground the discharge

can create a 2000deg F spark The spark discharge incident is random and cannot be predicted The variables of static electricity generation includes liquid properties impurities humidshyity temperature fuel flow rate and the amount of fluidair turbulence during the refueling None of this can be predicted The variables of static electricity generation includes liquid properties impurities humidity temshyperature fuel flow rate and the amount of fluidair turbulence during the refueling

Again none of this can be preshydicted hence the randomness of aircraft refueling and de-fueling fires The precaution that can be taken is to ground the components involved in fueling or de-fueling - the aircraft fuel tank the funnel and the fuel container - to prevent formation of the charge potential and a spark disshycharge A spark cannot occur when the components of the fueling system are grounded With the 1980s STC authorization to refuel our own airshycraft with autogas it is now a common practice to use plastic fuel containers and funnels to transfer the fuel to our aircraft Plastics are insushylators (nonconductors) and can increase static electricity generation and fire hazard because they are difshyficult to ground

Gasoline with its high vapor presshysure is designed to easily mix with air in a carburetor to support comshybustion and power our various vehicles This ease of vaporization makes gasoline dangerous as the vashypor above the liquid fuel is flarnnlable at ambient temperatures as low as shy45 degF We call this temperature at which a material will produce a flamshymable vapor the flash point For kerosene this flash point is between 95-145deg F for petroleum based hyshydraulic fluids it is 195deg Jet A fuel is between 105-140deg and for engine oil it is 437degF

The vapors from these various flammable fuels will bum if an ignishytion source of adequate temperature is available That can be an electrical or static spark a hot surface such as an exhaust manifold or resistance heat from a short circuit or a loose

electrical connection A vgas has an ignition temperature of 825-960deg deshypending on its refining process The range for kerosene is 400-480deg for hydraulic fluid it is 437deg for Jet A it is 435-480deg and for engine oil it is 440-480deg

In theory an exactly correct mixshyture of fuel vapor and oxygen would be called a stoichiometric mixture and it would result in a complete and perfect reaction There would be no smoke by-products For gasoline the perfect mixture is about 15 lbs of air per pound of fuel Surrounding this perfect mixture is a range of upper and lower flammability limits Above the upper limit the mixture is too rich to bum Below the lower limit it is too lean to bum When an aircraft is refueled some areas of the vapor above the fuel tank will be too rich to burn and some will be too lean but somewhere in the vicinity of the fuel container the fuel funnel and the space where we are observing the reshyfueling event the mixture will be just right for combustion should a static spark randomly discharge We are only human and cant predict when that will occur but we do know it does occur as evidence by the multishyple occasions yearly

The initial fire from gasoline ignishytion is called deflagation or one step down from an explosion Hence there is little change to escape human bum damage The subsonic gaseous combustion results in intense heat and light and possibly a low level shock wave This initial fireball is followed by less intense burning of the vapors from boiling of the liquid gasoline

A spark from a static electric disshycharge or from an electrical short circuit is about 2000degF more than enough temperature to ignite the vashypors between the fuel container the funnel and the aircraft fuel tank Fire is essentially an oxidation reaction For fire to occur four conditions must exist - there must be combustible materials there must be an oxidizer (air) ignition is needed at a temperashyture exceeding the ignition temperature of the vapor and enough heat must continue to sustain the re-

VINTAGE AIRPLANE 23

action Gasoline with its high vapor pressure is an excellent fire material because it vaporizes at a low tempershyature and is easy to ignite Those of you who have used gasoline to start a fire know how rapidly the gasoline vapor fireball progresses The air surrounding the liquid and vapor fuel is more than sufficient to proshyvide the oxygen The discharge of a static electricity spark generated by the flowing ga soline is more than adequate to ignite the fuel vapors Once ignited the fire will continue until all of the gasoline is consumed or the fire is inhibited with a fire exshytinguishing agent such as halon or carbon dioxide in powder or gaseous form which acts to displace the oxyshygen in the air It is the vapor of the gasoline that is burning and not the remaining liquid bulk The fire heat keeps the fire burning by vaporizing the remaining liquid fuel Even fibershyglass epoxies plastics and rubber will bum at 200-500degF as the matershyial is vaporized from an adjoining fire or heat source

What can we do to improve fire safety during aircraft fueling and deshyfueling the National Fire Protection Standard for Aircraft fuel Servicing NFPA407 provides some excellent guidelines The preferred choice is to use metal cans and metal funnels as they are easier to ground This apshyplies to fueling the containers from a service station gasoline pump or when pouring fuel from the containshyers to the aircraft fuel tank First of all well need to make a Y shaped grounding cable Splice in about a 4 length of stranded electrical cable to the middle of an 8 length of cab le with alligator clips at the three ends Lamp cord is adequate for this Y grounding cable - keep it as short as possible A separate 12 long ground cable with alligator clips at each end is needed to connect the aircraft metal frame to a good ground

If the fuel can and nozzle are metal attach one end of the Y cashyble to the funnel one end to the aircraft metal structure and one end to the fuel can If the aircraft is comshyposite or wooden then the

24 DECEMBER 1998

connection will need to be direct to the fuel tank For added safety also ground the metal aircraft to the tiedown metal fixture in the ground not to the loose tied own ring For filling a metal fuel can attach one end of the Y cable to the service station fuel nozzle one end to the fuel can and one end of the Y cashyble to the funnel if used The bond has to be intimately maintained durshying the fueling process to ensure a continuous grounding that prevents the formation of an electrical charge When the service station fueling of the portable cans is complete stop the flow withdraw the nozzle and put it away withdraw the funnel cap the portable fuel can and disshyconnect the Y cable from the funnel then from the nozzle and then the can Similarly when airshycraft fueling is complete close the aircraft fuel cap before disconnectshying the ground straps

The grounding gets more difficult with plastic fuel cans and funnels since they are insulators or non-conshyductive Stuff metal screening inside the plastic containers and separate funnel if used The metal screening should be connected to a static ground that comes out through the filler neck It should be possible to place the a lligator c lip of the Y ground connection on the wire conshynection from the metal screening

Its good practice to have a fire extinguisher handy when refueling an aircraft Also never have an open flame near an aircraft The flammashyble vapors from an aircraft fuel system leak or from a refueling opshyeration can migrate multiple feet from the aircraft

MUD DAUBER CONTROL By Gary Coll ins These wasps like to build nests of

mud inside airplanes After spending several hours cleaning mud out of my left elevator I was determined to prevent them from getting inside the plane I mentioned the problem to the owner of the strip where I keep my plane He told a story of a time he carefully collected the mud from

the inside of a Cub as the fabric was removed in preparation for recovershying The mud weighed 17 Ibs Could this be one of the reasons the planes gain weight with time

The wasps enter planes primarily through lightning holes and control openings I closed the lightning holes on the elevator horns and rudder with aluminum tape But there are certain areas you cannot tape shut

I cut a No Pest Strip into eight small strips and attached 12 red ribshybons to them with safety wire These strips are stored in the plane in a plastic bag while flying and inshystalled in the following locations when parked

I Left cabin air source opening 2 Right cabin air source opening 3 Left wing in flap actuation rod

opening 4 Right wing in flap actuation rod

opening 5 Right elevator in trim actuator

opening 6 Left elevator in trim actuator

opemng 7 Rear fuselage in elevator conshy

trol rod opening 8 Upper rudder hinge opening Bend the safety wire so the strip is

inside the plane and the ribbon is outside The active ingredient in the No Pest Strip diffuses into the adjashycent area and keeps the wasps out I did not find a mud dauber nest in the plane last summer using this system My plane is kept in an open hangar in southern Ohio where it gets some wind protection You might have to experiment with the ribbon length and how to better anchor the safety wire if you park outside Its imporshytant to use the ribbons to remind yourself to remove the strips before you fly

I have since found a new mud dauber nest in the outboard end of the left flap I may need to cover the lightning holes in the flaps or place a No Pest Strip in that location It is a battle worth fighting since the mud is not only heavy it holds moisture and promotes corrosion of the alushyminum structure

Thanks to Dave Keen of Fort Myers FL we can keepFJecember Mystery Plane the big airplane Mystery Plane string running He says the shot was taken by his father in Miami FL To be included in the March issue of Vintage Airplane your answer needs to in to the Vintage Airplane office no later than January 28 1998

Our September Mystery Plane was not too difficult for a number of you Larry Knechtel Seattle W A sent in this response

The September 1998 Mystery Plane is the Keystone Patrician built in 1928 by the Keystone Aircraft Corporation of Bristol PA

At the time it was built the Patrician was the largest transport in the United States It was also the most efficient safest fastest and most comfortable yet it didnt sell Like so many other good airshyplanes ofthat era it was done in by the Great Depression

Design ofthe Patrician began in early 1928 The final 18 passenger product achieved a top speed of151 mph and a cruise speed of130 mph Powered by Wright Cyclone engines of575 hp each the Patrician represented the current state ofthe art

The first flight took place on 8 Novemshyber 1928 with Kenneth H Fraser as pilot and Lt Edwin McReynolds ofthe Army Air Corps as copilot Later testflights were made by Clarence Chamberlain and George Halderman Only afew minor changes were indicated and the Patrician Model K-78 was pronounced a huge sucshycess Keystone officials planned to host

Keystone K-78 Patrician

an elaborate christenshyby HC Frautschy

ing ceremony early in December for bankers and aviation leaders Charles Lindbergh had accepted an invitation to come to Bristol andfly the K-78 during the cereshymonies Allfestivities were canceled when the plane caught fire and was deshystroyed the day before the big event was to take place

At the time ofthe fire Keystone had three more planes under construction One ofthese along with the remains from the fire were used to produce another prototype This airplane was given the same registration number as the original airplane which has led to some confusion about the total number ofPatricians built The records show three but actually four were built andflown Thefirst airplane was designated as the Model 78 the No 2 airplane (the rebuilt prototype) was the Model 78-B Thefirst production Patrishycian was the Model 78-C and the No4 airplane was the Model 78-D

The No2 airplane was finished quickly and after afew successful test flights it began a transcontinental tour to demonstrate its performance and reliabilshyity to aviation officials and to the public

The pilot for th is tour was Capt St Clair Street Chief ofthe Flight Test Branch of the Army who was on special leave to make the trip

The Patrician set a new worlds payload record on 16 March 1929 in Los Angeles by carrying a total of

36 people to an altitude of10200 feet in just 25 minutes The previous record of 34 people was held by a German Dornier fly ing boat

Charles Lindberghflew the K-78-B to Oakland as part ofthis tour He was very impressed and as a result an order was placed by TA T for the No 4 airplane Economic conditions turned sour and the airplane was never delivered

One day the brakes failed on the Kshy78-B and the entire airplane ended up in a hole being excavated for the terminal building at Boston s Logan Airport

The specifications for the Patrician are length 63 ft span 88ft height 13 fl tread 19 fl 6 in empty weight 8925 lbs (10200 lbs with Pamp W Hornets) gross weight 15315 lbs (J 6 600 lbs with Hornets) stall speed 59 mph (65 mph with Hornets) and range 780 miles (450 miles with Hornets)

Larry Knechtel AlC 17648

Other answers were received from Jake Dewan Towanda P A Frank Goshybel Joliet IL Marty Eisenmann Alta Lorna CA Ken Brugh Jr Roaring Gap NC Roger Miller Middletown OH Kaz Grevera Sunnyva le CA Richard Sanders Allen Lewiston TO (who pointed out that the Patrician in the photo is most likely NCION which was owned in 1933-36 by Becker-Forner Flight Service Jackson MT) Bill Rogers Jacksonville FL William Knox Woodstock GA Joan Beebe White Stone VA Peter Bowers Seattle WA John Fink Charlottesville VA and Don Toeppen Sun City West AZ

VINTAGE AIRPLANE 25

Greetings Buck Another circle was completed on

Sunday (1011198) when I flew the little C-3 reproduction from Brodshyhead to the Funny Farm (C-3 Mecca)

Mehlin navigated like a pro and brother Joe flew escort in the Model A Aircamper This long held fantasy included circling over locomotives at the Illinois Railroad Museum and a great time was had by all

Thanks for the decades of help encouragement and indulgence My only regret is that you had gone fishin and werent around to help celebrate our triumph

With sincere gratitude Gary Kamer GlenviewIL

PS How much do lowe you for the gasoline

Heres Garys Aeroncopy a C-3 replica he built over the past years He used alot of measureshyments and photos from my C-3 to help him build his beautiful replica which uses a Continental A-65 for power Its so cute it even uses an exhaust stack that looks just like the original

The Aircamper is great looking as well and looks good and light without a lot of paint and extra stuff Glad I could help

Dear Buck As you have had a lot experience

flying a number of different airshyplanes over the years I would like to

PaSSitto Bucl

by EE Buck Hilbert

EM 21 Ale 5 PO Box 424 Union IL 60180

26 DECEMBER 1998

ask you a question about cockpit layout Heres some background to the question

First for the last 26 years I have been flying a Piper Cub Right hand on the stick left hand on the throttle Since Im right-handed this configshyuration works out fine and feels almost instinctive

Second Im building a StoddardshyHamilton GlaStar with the intention of configuring it as a taildragger GlaStars are equipped with sticks but the throttle is positioned in the center of the panel and the seating arrangement is side-by-side

Third I plan to keep the Cub (its family) so there will be a lot to switching back and forth between the two

The question is where would you put the PIC in the GlaStar right or left seat My inclination is to set up the GlaStar to be flown from the right seat Safety is the main concern - flying from the right avoids poshytential confusion when moving between Cub and GlaStar about which-hand -is-supposed-to-be-doshying-what especially in crosswind landings On the other hand many great old stick-and-rudder planes like the Fairchild 24 are flown from the left seat so there must be some advantage to flying from that side During a GlaStar demo flight in Arshylington W A I deliberately flew from the right side it was a little odd at first remembering many Cherokee 140 hours flown years ago while getting a license and some ratshyings but control coordination and feel seemed natural

I would really appreciate your opinion Over to you Buck

Bruce Wolfe 5725 Hillcrest Rd Downers Grove IL 60516 630852-5812 EAA 153232 AlC 6195

Well to tell you the truth it doesshynt really matter to me Switching back and forth has never been a problem but if you insist Id rig up the throttle with a pair of controls in the cockpit running through the fireshywall to a bell crank with a single rod running to the throttle lever on the carbo That way you can place both throttle controls wherever you feel most comfortable and it will be the

same for both people in the airplane But Id wager youd probably do okay flying with your left hand and throttling with your right Most peoshyple adapt just fine to it Just ask HG our switch hitting editor

Bruce Ive had to switch back and forth all my flying career and Im the most left handed person youll ever meet I do everything left handed but for some silly reason I can switch back and forth flying with either hand and I don t notice any difference in how I handle the airplane (enough of the snickering from the peanut gallery thank you) Tfly the Sedan and the EAA GlaStar with the throttle in the middle and me on the left but the Champ and the Cub are flown with my right hand and I really dont feel any difshyference If it makes you nervous get some dual in the left seat of a Cessna 150 Dont think about it too hard and in a few landings youll hardly notice any thing different about flying from the left side as far as the throttle and stick are conshycerned For some most of the problem comes from the change in perspective from being on the censhyterline to being off to one side When a new flight instructor is going through his first hours of training it takes a few hours for them to get used to sitting on the right side of a side-by-side airplane-HGF

That s it from H G and I - anyshybody else care to add their two cents worth

Dear Buck Im rather slow in writing but pershy

haps better late than never In the June 98

Vintage Airplane Doc Roys name caught my eye in your column And below that I see the old Aggie A in the background of the picture The field described by Mr Osborne was later to become Christman Field owned by Colorado State University

Prior to that it was Colorado AampM College The A represented the Agrishyculture part of the name - Colorado Agriculture and Mechanical Arts College

Im enclosing a photo developed in 1940 of my three brothers and a friend playing in the remains of an old Eaglerock It had belonged to a Mr Cowan He and his daughter were lucky to get it on the ground for they had an inflight fire a couple years previous to this picture

A Mr Clarence Froid also had an Eaglerock about the same time They were kept in an old sheet iron hangar at the northeast comer of the airport - such as it was Just a tire track up through yucca plants and ant hills Later during WW-II a lot of flight training took place on the airport As a matter of fact I picked up my Prishyvate license there in 1947 (still a tire track through the yuccas) There s a lot of history at that little field If you wish I ll assemble something for you As I said the picture of the Eaglerock was developed in 1940 but taken in 1939 In those lean times we generally only had one roll of film per year for the camera

Anyway your columns are great Keep it up

If you would please return the pix Its the only one I have

Jack L Miller AlC 20834

PS Others and I ended up getshyting our licenses My older brother flew B-25s out of Corsica I ended up a shave-tail B-29 flight engineer Later got my comm SMEL inst and flew corporate for many years My two younger brothers obtained their private tickets We all enjoyed flying obviously ( e3t(ci ~

VINTAGE AIRPLANE 27

-Continuedfrompage 11shy

exact problem so we know it is (or was) a matter of concern

Earlier I mentioned that abuse occurs even by people whose experience goes back to WW-II Several years ago I reshymember trying to get to the bottom (pardon the pun) of a R-1820 failure While on the investigative board I had heard several people testify that the engine just self-destructed for no apparent reason Yet the teardown revealed a preexisting bent rod You can imagine my astonishshyment when a respected mechanic with long time experience on round engines at a major military base said Well it couldshynt have been hydraulic lock I helped pull it backwards after it stopped on pull through (By the way youre absolutely right I didnt mention whether Commanshyder X and Colonel Y was Navy or Air Force let alone Marine Am I a model of political correctnesslinterservice rivalry avoidance or what)

Jim Fausz mentioned two other items that apply The first is obvious Make sure the ignition is OFF before pulling the prop through Anyone whos seen a cropshydusterag pilotaerial applicator (same guy - different decades) start a 985 or 1340

on a Stearman with a half-hearted leisurely tug on one blade while walking by the nose would understand

The other item is that many of these problems might be avoided by using the recommended procedure in your aircrafts manual regarding scavenging the engine crankcase at a certain rpm immediately before shutdown This made me think of a caveat in closing After start or before shutdown you should AL WAYS do a mag grounding check at idle just to make sure the ignition switch is really functionshying okay

This article is much longer than I had intended But Ive talked with a lot ofpeoshypie while writing it Seems that every time I dredged up something from the memory data bank someone else said Yeah and while youre on the subject shouldnt you also mention this I guess what has hapshypened is that weve skipped a generation in passing on what was common knowlshyedge at one time I hope you can find some place or forum to use this informashytion where it might prevent damage or injury and we can Keep em Flying Ill just assume you can sort out the tongue-inshycheek from the serious

Fly-In Calendar The following list ofcoming events is furn ished to our readers as a matter of information only and does not constitute approval sponsorship inshyvolvement control or direction ofany event (fly-in seminars fly market etc) listed Please

send the informatioll to EAA Att Golda Cox Pa Box 3086 Oshkosh WI 54903-3086 Inforshymation should be receivedfour months prior to the event date

JANUARY 1 1999 - NAPPANEE IN - EAA Chapter 938 Fly-IllDrive-In Lunch Nappashynee Airport (29) 773-2866

MARCH 5-7 - CASA GRANDE AZ - 41st Anshynual Cactus Fly-In sponsored by the Arizona Antique Aircraft Association Info wwwamershyicanpilot orgcactus or call Jon Engle at 602189J-6012 days only

APRIL 11-17 1999 - LAKELAND FL - 25th Anshynual Sun n FUll EAA Fly-In and Convention Info 94 11644-243 1 Web site wwwsun-nshyfun org

JULY 28-AUGUST 31999 - OSHKOSH WIshy47th Annllal EAA AirVelltllre Oshkosh 99 Wittmall RegiollalAirport COlltact JOIII Bllrshytall EAA POBox 3086 WI 54903-3086 or see the web site at wwwairventureorg

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Fabric Selection Guide showing actual sample colors and styles of materials $300

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28 DECEMBER 1998

Sergio Machad

middot Porto Alegre Brazil

Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith

middot Thorndale ON Canada

Bo Vincent Petersen

Kolding Denmark

Brian Jackson

Thame Oxford Great Britain

Gregory S Scott

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Sarel Van Zyl

Secunda Republic of South Africa

Dan Treakle Fairbanks AK

Benjamin Jeffrey

Huntsville AL

Gregory K Brown

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JoAnn Clark

middot Morrow Bay CA

John J Conway

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Herbert M Gaarder Truckee CA

William R Hartill

Palmdale CA

Carlton Jordan Tustin CA

Todd Lynch Garden Grove CA

Donald Morgan Corona CA

Gerald V Rothgeb

Morgan Hill CA

Daryl Stevenson Bakersfield CA

Scott Sykes Atascadero CA

Mark Nichols New Fairfield CT

Joseph Rheubeck Coventry CT

Hugh B Homing

WilmingtonDE

Mickey J Dean Orange Park F

George Richard Downs Jr

Sarasota FL

George C Hitt Statesboro GA

David Price Atlanta GA

Tom R Shafer Hiawatha IA

William B Faan Rockford IL

Jerry Yeiser Owensboro KY

Michael Branch

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Owen Bresler Metairie LA

Rebecca M Larson

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Bob Donaldson

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Norman Edward Davis

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Robert J Martin Jr Oakland MI

James R Bryce Prior Lake MN

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Daniel Sullivan Burnsville MN

James D Cox Maryville MO

Graham Bennett

Winston Salem NC

David Leslie Omaha NE

Gary E Cole Conway NH

William Anderes Wyckoff NJ

Todd Cooper

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Robert Hadow Denville NJ

Norman E Stuessy

Moorestown NJ

Gary L Vanderbrook Newark NY

Robert M Valcanoff Akron OH

Alan D Blankenship Yukon OK

Daniel F Goran Claremore OK

Tom Hammer Corvallis OR

Reade Genzlinger

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Alex J Neal West Reading PA

Claude L Milton Abilene TX

D B Pattillo Jr

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Patrick A Reetz Ft Worth TX

David W Smith Abilene TX

John Vincze Georgetown TX

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Gary B Parks Stafford VA

David M Johnson

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Louie O Scepanski

West Bend WI

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VINTAGE AIRPLANE 29

VINTAGE TRADER

Something to buy sell or trade ~ GaTM

An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part50cent per word $800 minimum charge Send y our ad and pay ment to Vintage Trader EM Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card number to 920426-4828 Ads must be received by the 20th ofthe month for insertion in th e issue the second month following (eg October 20th for the Decemshyber issue)

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ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

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Division is available for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EM members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

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FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA

Private Pilot SEt 1947

Chairman of Collections

Piper Aviation Museum

The City of the AngesH

First lightplane

around the world -Aug to Dec 1947

To become an

EAA Antique amp

Classic Division

Member call

David M Liebegott PilotRestorer and Harry P Mutter PilotOwner with historic world circling Piper PA-12 The City of the Angels in front of the new Piper Aviation Museum

AUA provided greater coverage for

less money than my previous insurer

who would not increase my coverage

after the ground-up restoration of this

historic aircraft The PA-12 is being

flown throughout the lower 48

Canada and Alaska to promote the

Piper Aviation Museum Thanks AUA

for helping to keep this historic aircraft

flying

- Harry P Mutter

The best is affordable

Give AUA a call - its FREE

800-727-3823-==-- Fly with the pros fly with AUA Inc

AUAs Exclusive EAA Antique amp Classic Division Insurance Program

Lo er liability and hull premiums

Me8ical payments included

Fleet discounts for multiple aircraft carrying all risk coverages

N hand-propping exclusion

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No component parts endorsements

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Remember Were Better Togetherl

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M White long Crew Socks Vl1284 $399

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P large (4 38n wide) Antique Classic Patches V32560 $199

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December 1998 Vol 26 No 12

CONTENTS 2 Twas the Night as the NightPhyllis Moses

3 AlC News

4 Stearman Magic Lauran Paine Jr

6 Plane Weathervane Bob Whittier

10 Round Engines Randy Sohn

12 Greg Heckmans PT-22 Greg Heckman amp H G Frautschy

17 Tom Trainor s Aeronca K Bob Pauley HG Frautschy amp Tom Trainor

21 Type Club Notes H G Frautschy

25 Mystery PlaneHG Frautschy

26 Pass it to BuckIBuck Hilbert

29 Welcome New Members

30 Membership I nformation Classified Ads

32 Antique Classic Mercbandise

EDITORIAL STAFF

Publisher Tom Poberezny

Editor-in-Chief Jack Cox

Editor Henry G Frautsc hy

Managing Editor Golda Cox

Contributing Editor John Underwood

Computer Graphic Specialists Beth Blanck Olivia L Phillip

Pierre Katze

Photography Stalt Jim Koepnick LeeAnn Abrams Ken Lichtenberg Mark Schaible

AdvertisingEditorial Assistant Isabelle Wiske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

Presldent Vice-President Espie Butch Joyce George Daubner

PO Box 35584 2448 Lough Lone Greensboro NC 27425 Horttord WI 53027

910393()344 414673-5885 Secretory Treasurer

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DIRECTORS John Berendt Gene Morris

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507263-2414 817491-9110

Phil Coulson Robert C Bob Brauer 28415 Springbrook Dr 9345 S Hoyne

Lawton MI 49065 ChicaWmiddotIL60620 616624-6490 312 79-2105

Joe Dickey John S Copeland 55 Oakey Av 1 A Deacon Street

Lawrenceburg IN 47025 NOrthborOu~h MA 01532 812537middot9354 5083 3-4775

Dole A Gustalson Stan Gomoll 7724 Shady Hill Dr 1042 90th Lane NE

Indianapolis IN 46278 Minneapol~ MN 55434 317293-4430 612784-1172

Robert UCktelg Jeannie Hill 1708 Boy Oaks r PO Box 328

Albert Lea MN 5fIXJ7 Harvord IL 60033 507373-2922 815943-7205

Dean Richardson Robert D Bob Lumley 6701 Colony Dr 1265 South 124 St

Madison WI 53717 Brookfield WI 53005 608833-1291 414782middot2633

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ADVISORS Steve Krog Roger Gomoll

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Page 4

Page 17

FRONT COVER The Grand Champion Antique of EAA AirVenture Oshkosh 98 is this outstan ding Ryan PT-22 restored by G reg Heckman of Dixon IL EAA photo by Ken Lichtenberg shot wi th a Canon EOS 1 n equipped with an 80shy

bull bull 200mm lens EAA Cessna 210 plane fiown by EAAs Direc tor of Flight Operations bull Joe Schumacher

BACK COVER Section Leaders is the name of this painting started by the late William Warren and completed by his twin brother Frank Willi am had sketched the aircraft and laid out the painting on illustrat ion board before he

6 A passed away The Grumman F3F-2s belong to VMF-2 the Marine squadron=1 based at San Diego in 1940 The acrylic painting was selected as a recipient of ~

- an Honorable Mention - ribbon during the 1998 Sport Avia~on Art Competition

Copyright copy 1998 by the EM AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091middot6943) is published and owned exclusively by the EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh WISConsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic DiviSion Inc is $2700 for current EM members for 12 month period of which $1800 is for the publication of VINTAGE AiRPlANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken EDITORIAl POUCY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsbility for accuracy in reporting rests entirely wtth the contributor No renumeration is made Material should be sent to Edttor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 9201426-4800

The words EM ULTRALIGHT FLY WITH THE RRST TEAM SPORT AVIATION FOR THE LOVE OF FLYING and the logos of EM EAA INTERNATIONAL CONVENTION EAA AiNTIQUECLASSlC DMSlON INTERNATIONAL AiEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION EAA ULTRALfGHT CONVENTION and EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited

Phyllis Moses
























































VINTAGE AIRPLANE 3





4 DECEMBER 1998






























By BOB






WHITTIER




6 DECEMBER 1998








VINTAGE AIRPLANE 7








8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


Phyllis Moses
























































VINTAGE AIRPLANE 3





4 DECEMBER 1998






























By BOB






WHITTIER




6 DECEMBER 1998








VINTAGE AIRPLANE 7








8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699



























VINTAGE AIRPLANE 3





4 DECEMBER 1998






























By BOB






WHITTIER




6 DECEMBER 1998








VINTAGE AIRPLANE 7








8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699






4 DECEMBER 1998






























By BOB






WHITTIER




6 DECEMBER 1998








VINTAGE AIRPLANE 7








8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699



























By BOB






WHITTIER




6 DECEMBER 1998








VINTAGE AIRPLANE 7








8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699



By BOB






WHITTIER




6 DECEMBER 1998








VINTAGE AIRPLANE 7








8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699









VINTAGE AIRPLANE 7








8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699









8 DECEMBER 1998





FUSELAGErshy


EPOXY I


NYLON BUSHING

PIPE TYPICAL PIVOTS


SUPPORT ROD


1

Lc
















-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699














-








price for it

VINTAGE AIRPLANE 9







10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699






10 DECEMBER 1998









o














VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699















VINTAGE AIRPLANE 11


Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699



Greg Heckmans

KEN UCHTENBERG








12 DECEMBER 1998







































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699

































VINTAGE AIRPLANE 13














14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699















14 DECEMBER 1998











VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699












VINTAGE AIRPLANE 15

















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


















16 DECEMBER 1998

Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


Tom Trainors










VINTAGE AIRPLANE 17

BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


BOB PAULEY



18 DECEMBER 1998












VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699










VINTAGE AIRPLANE 19



20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699




20 DECEMBER 1998








Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


Type Club



















VINTAGE AIRPLANE 21










22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699











22 DECEMBER 1998







Ed Booth Kansas



















VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699














VINTAGE AIRPLANE 23




24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699





24 DECEMBER 1998




































VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699





















VINTAGE AIRPLANE 25











PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699












PaSSitto Bucl

by EE Buck Hilbert


26 DECEMBER 1998






















VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699























VINTAGE AIRPLANE 27


















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699



















cover an airplane





FAX 909-684-0518







28 DECEMBER 1998

Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


Sergio Machad


Roberto Sayegh

Atibaia Sp Brazil

Lotar L Scheidt

San Paulo Brazil

Robert MacNutt

Delta BC Canada

David Gullacher

Dundalk ON Canada

Nick Smith


Bo Vincent Petersen

Kolding Denmark

Brian Jackson


Gregory S Scott


Sarel Van Zyl



Benjamin Jeffrey

Huntsville AL

Gregory K Brown

Golden Valley AZ

JoAnn Clark


John J Conway

San Mateo CA


William R Hartill

Palmdale CA




Gerald V Rothgeb

Morgan Hill CA





Hugh B Homing

WilmingtonDE



Sarasota FL






Michael Branch

Denham Springs LA


Rebecca M Larson

New Iberia LA

Bob Donaldson

Lisbon Falls ME

Norman Edward Davis

Battle Creek MI







Graham Bennett

Winston Salem NC




Todd Cooper

Liberty Comer NJ


Norman E Stuessy

Moorestown NJ






Reade Genzlinger

Bryn Athyn PA



D B Pattillo Jr

Wichita Falls TX







David M Johnson

Clallam Bay WA




Louie O Scepanski

West Bend WI



VINTAGE AIRPLANE 29

VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


VINTAGE TRADER



MISCELLANEOUS










catalog EAA 1-800-843-3612








915595-1277 Fax 915595-3167 ATTN Valor

D Blazer







800594-4634 517882-8433 Fax 800596shy

8341517-882-8341



509226-3522 or 922-2774



c ~~)EAA(






















30 DECEMBER 1998

Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


Gr

Harry P MuHer

MediaPA





First lightplane


To become an

EAA Antique amp

Classic Division

Member call











flying

- Harry P Mutter









No age penalty












Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699









Vl0895









V11323 5899

L



front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699




front SM-XL V20116

$1199













VI 0906 $1299

x




5699 $699 $699


Date post:	20-Jul-2016
Category:	Documents
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Vintage Airplane - Dec 1998

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