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MAY 1997
Vol.
25,
No.5
CONTENTS
1
Straight
& Level
Espie "Butch" Joyce
lC NewslH.G. Frautschy
3 Sun ' n Fun ' 97
Awards
4
lC
Volunteers/Trisha Dorlac
8 From the Archives
10
What
Our Members Are
Restoring
12
Tall
Taperwing
Tales/Sam Burgess
13 Richard Jones' J-35
Bonanza/
Nonn Petersen
17 Silverwing-
Yesterday s
Cessna/
Dr. Bob Glasford
21 The Last FrontierlD. Fortuna
and 1. Best
24 Mystery PlanelH.G. Frautschy
26 Pass I t To Buck
E.E. "Buck" Hilbert
27 Fabric
Covering Tips/
Ted Baird
28 Welcome New Members
29
Calendar
29 Vintage TraderlMembership
Information
Page 13
Page 17
Page 21
FRONT
COVER Richard Jones of Everrett,
WA
rolls
his
1958 J-35
Beechcraft
Bonanza
into
a
gentle turn over
the
fertile fields of Wisconsin during EAA Oshkosh '97. Chosen as
the Grand
Champion Contemporary
class airplane of the Convention,
the
original Beech Coral
color
attracted plenty of attention from
the
crowds. EAA photo
by
Phil High. 1/250 sec. @ f l l
on
100 ASA slide film. EAA photo
plane
flown by Bruce Moore.
AA
BACK COVER . Glen
Winterscheidt's
Goache
painting
'Over The Home
Place" was
EDITORIAL
STAFF
Publisher
Tom Pob e r
ezny
Editor-in-Chief
Jack
Cox
Editor
Henry
G. Fr
autschy
Managing Editor
Golda Cox
Art Director
Mik
e Drucks
Computer Graphic Specialists
Olivia
L
Phillip
Jennifer
Larsen
M ary P
remeau
Associate Editor
No
rm
Petersen
Feature Writer
Dennis Parks
Staff Photographers
Jim
Kaepnick
Lee
A
nn
Ab rams
Ken
Lich
tenberg
Advertising/Editorial Assistant
Isabelle W ske
EAA ANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President
Vice-President
Espie
"Bu
t
ch'
Joyce
George Daubner
P.
O. Box 35584
2448 Lough
Lane
Greensbor
o,
NC
27425
Hartford, WI
53027
910/393-0344
414/673-5885
Secretory
Treasurer
Seve Nesse
Charles Harris
2009
Highl
and
Ave.
7215 Eas
t 46th
St.
Albert Lea, MN
56007
Tuisa. OK
74145
507/373-1
674
918/622-8400
DIRECTORS
John
Berendt
Gene
Morris
7645
Echo Point
Rd.
11SC
Steve Court. R.R. 2
Cannan Falls. MN 55009
Roanoke. TX 76262
507/263-2414
817/491-9110
Phil
Coulson
Robert C.
"Bob" Brauer
28415
Springbrook
Dr.
9345 S. Hoyne
Lawton, MI 49065
Chicago. IL60620
616/624-6490
3121779 2105
Joe
Dickey
John
S.
Copeland
55
Oakey Av.
28-3 Williamsburg Ct.
Lawrenceburg, IN
47025
Shrewsbury, MA 01545
812/537-9354 ffJ8/842-7867
Dale
A.
Gustafson
Stan
Gomol
l
7724
Shady
Hill Dr.
1042 90th
Lane,
NE
Indianapolis
IN 46278
Minneapolis. MN 55434
317/293-4430
612/784-1172
Robert Uckteig
Jeannie
Hill
1708 Bay Oaks
Dr.
P.O. Box 328
Albert Lea, MN
56007
Harvard,
IL 60033
507/373-2922
815/943-7205
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STRAIGHT LEVEL
This month, in keeping with the
Year of
the Volunteer" honors,
we highlight those who educate other members through their actions
while performing their volunteer services. While giving this subject
some thought in order to recognize these volunteers, it became diffi
cult for me
to
determine how you cou
ld
define a person as strictly an
educational volunteer. There are those who do have a volunteer role
that is more of an educational function than others. We salute these
individuals, the people who man the educational workshop in the
Antique/Classic area
of
the Convention at Oshkosh; also, there are a
good number of individuals who disseminate all types
of
educational
information during the Convention each year.
In
conjunction with Oshkosh, there are a great many people who
work with the public and members throughout the year to educate the
unknowing about aviation and the important function that ge
ner
a l
av iation plays
in
our society today . At the Chapter level, an exper
i-
enced indi
vidual
in the person
of
a Tec hnical
Co
unse
lor
an d the
news letter editors both are sources of education. These people give
freely of their time and re sources to assist members however the help
is needed. The news letter editor
of
a C hapter is the person who re
ally hold
s the int
eres
t
of
the Cha
pter
' s members and keeps them
coming back.
Your Antique
/Class ic Tr
eas
urer is Mr. Charli e Harri s; he is
also the Newsletter Ed itor
of
Antique/Class ic Chapter
lOin
Tulsa,
Oklahoma. Charlie puts together a great new sletter that includes a
goo d deal
of
hi
storical information . In Chapter IO's
February
is
sue, Charlie passed along some of his thoughts that I felt should be
shared with a ll of the membership ; the following is copied from
that newsletter.
"
Many
, if not most
of
us , ha
ve an abiding
int eres t in the An
tique/Classic area of the sport aviation movement for a long time.
Once in a while an opportunity comes along to pi ck up a batch of the
by Espie Butch
oyce
After these encouraging words from Charlie, I wou ld like to an
nounce that the EAA is
kicking
off the
Land
A
Member
-
Win
A
Dream membership campaign - hand in hand with this program
will be the Antique/Classic Division ' s own membership campaign.
Your Division's
membership drive is the Antique/Classic Ion
I
membership
drive .
We
are very
excited about
being able to bring
this
membership program
to the current members. With this
cam-
paign, you also can be an lC volunteer by recruiting new members
as well as encouraging those who may have dropped out in the past
to rejoin.
Our
target for the
year
1997 and 1998 is to recruit 2,000
new members. We hope the
Ion I
membership campaign will en
courage
each
current member to recruit at least one new member.
We all know at least one EAA member who is not an Antique/Clas
sic member, whose favorite airplanes are those on the
lC
f1ightline.
They are our best prospect to become a new member. You may also
know fr iends and relatives who are
interested
in aviat ion -
they
have great potential to become a n
ew
lC member.
In this month's VINTAGE A IRPLAN E there are three special
membership app lication cards to make sponsoring your first member
an easy task; do it soon while it is on your mind.
This
application
also has a place for you to place your name as the recruiting member.
Don 't forget this very important part of the application- it's the only
way you'
ll
get credit for recruiting a new lC member.
A special gift will be given to yo u for rec ruiting
your
first new
me
mb
er.
You
will be sent an
Antique
/Cl
assic ba
se ball
cap
to be
worn with pride. For those of you who recruit two members, in addi
tion to the cap, you will be sent a sew-on Antique/Classic patch for
signing up one member, a great addition to your
jacket or
hat. With
your patch, you'
ll
also recieve a free
lC
video.
If
you would like a
year's
free membership
in
the Antique/Classic
Division , a ll that you have to do is s ign up just three new members
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A C N WS
compiled by H.G. Frautschy
HEW MEM ER
C MP IGN
Ion
1 ANTIQUE/CLASSIC
MEMBERSHIP
CAMPAIGN
The month
of
May marks the start
of
the
EAA Antique/Classic Division ' s " Ion I
membership recruitment campaign. No
body knows better than our own members
how much they enjoy being a member of
the largest Division
of
EAA, with nearly
10,000 members . Now's your chance to
share it with others who are like you. Be
sure and check out the ad on page 28 , the
tear-out membership application, and Divi
sion President Butch Joyce ' s Straight
Level column on page 2 for more on this
exciting new campaign to help your Divi
sion grow
EAA'S LAND A MEMBER
CAMPAIGN
In unison with the I on I
lC
program,
EAA has started the "Land A Member
Win A Dream" campaign. For each new
EAA member signed up between April 1,
1997 and
March
31, 1998 by a
current
EAA member, the current member will be
eligible to win an all expenses paid "Dream
Trip to the '98 Convention. Other out
you'll be eligible to win valuable aviation
oriented prizes
If
you
don't
have access to an April is
sue of Sport A viation , you can call EAA
Membership Services at 1-800/843-3612
and ask for the "Land A Member" Win
A Dream" brochure.
EAA
OSHKOSH
NOTAM
Heading to EAA Oshkosh this year?
Then
you'll
need the
FAA's
EAA
OSHKOSH NOT
AM . The
VFR
Arrival
procedure
will be
included
as a tear-out
page in the
May
issue of
Sport Aviation
magazine, and is also available on the EAA
Web Site at http ://www .eaa .org . You can
also get it via our Fax On Demand service,
starting approximately May I, at 908-885
6711 . You simply dial the number, listen
to
the voice
prompts
and and
enter
the
phone number
of
the fax machine you wish
the info to be sent to - before you hang up
the phone, the Fax machine's phone will
probably be ringing
For
a free copy of the Oshkosh 1997
VFR
Flight Procedures videotape (PLU
21-10488) and
Fly-In
Quick Reference
Booklet,
(PLU 11-10959) call 800/564
6322. Quantities are
limited,
so we ask
that you
share your
copy
of
the
tape
as
much as possible with
your
local friends
who
may also
be
flying
in to EAA
Oshkosh. Also, should you be unable to
obtain a copy of the NOT AM via the Fax
On Demand or EAA Web Site, you can call
EAA Membership Services and ask to have
a
copy sent
to you.
Ask for
the EAA
OSHKOSH NOT AM, (PLU 11-10958).
If
you belong to a Chapter,
you'll
be pleased
to know the
video
will be
sent
to
each
Chapter
for their use - check with your
Chapter President concerning it's availabil
ity.
HA VE YOU GOT ?
- the Berry Bros. Color chips we have here
at EAA do not list the color, so an exact
match
is
becoming difficult.
SPEAKING
OF
AERONCAS
If you're an Aeronca pilot, why not join
up with your breathern for the flight up the
EAA Oshkosh? Densel and many of his
Aeronca friends will be linking up at the
airport
on
Monday
in Racine, WI for a
mass fly-in to the Convention with the ac
tual flight to Oshkosh on Tuesday morning.
Call Judy Williams
(Densel's
better halt)
at the number listed above for more infor
mation,
or
if
you'd
just like to let them
know you'd like to join in the fun . Every
body who flies in will get to park together,
so why not make
it
acres of Aeroncas?
Good NewslBad News
Department
We
have just
learned that longtime
EAAer, James (Jim) Mynning (EAA
17448, A/C 11543) of 14003 Riker Rd .,
Chelsea, MI 48118, sustained a huge loss
in a fire at his newly finished hangar/work
shop on Thursday
evening,
April
10th .
Jim had recently completed the purchase
of
the Jim Rogers estate collection
of
a Waco
YKS-7 project, a Waco UPF-7 project
along with
a large
collection
of
aviation
goods and
materials
. The first load
that
had been hauled
to
Michigan included
three majored Continental
220's
plus six
other
engines. In addition, a new
Ham /Standard
prop and
a new Curtiss
Reed prop along with a substantial quantity
of
aircraft
spruce and
aircraft
plywood
were all lost in the fire . Luckily, the two
UPF -7
fuselages
were
stored
in
another
hangar and the YKS-7 project is yet to be
hauled home to Michigan.
Jim is now in dire need ofa set
of
Waco
UPF-7 tail surfaces to copy (patterns only)
or a set of tail surface drawings, as well as
a set
of
UPF-7 wing drawings.
If
you can
http:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.org8/12/2019 Vintage Airplane - May 1997
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SUN N
FUN
97
AWARDS
ANTIQUE
(1945 and Earlier)
GRAND CHAMPION
Fairchild 24G, N19173
Geo Joe Hindall,
Englewood, FL
RESERVE
GRAND
CHAMPION
Boeing Stearman
PT-27 N60810
Jack Roeth I sberger,
Beaver Falls,
PA
OUTSTANDING
HISTORICAL
PRESERVATION
Waco CTO
Taperwing, N13918
B. F Goodrich Inc.,
Troy OH
CUSTOM CHAMPION
ANTIQUE
Beech Super G17S,
N16GD
Gerard Dederich,
Wadsworth,
IL
BEST SILVER AGE
Curtiss Robin, N922K
Ed Gelvin,
Central, AK
BEST
II ERA
Beech G17, N8589A
Tom Duffy,
Cherry Hill
NJ
BEST
BIPLANE
Beech Staggerwing, N40E
Thomas Wright,
Russell,
KY
BEST OPEN COCKPIT
American Eagle, N3738
Bud and Larry Skinner,
Miami FL
BEST TRANSPORT
Douglas DC-3, N25673
Continental Airlines,
Houston, TX
OUTSTANDING ANTIQUE
Meyers OTW,
N34304
Stanley Dollen,
Windemere, FL
CLASSIC (1946-1955)
GRAND CHAMPION
Aeronca Chief, NC4128E
Densel and Judy Williams,
Jackson,
MI
BEST RESTORED
CLASSIC
(0-100 HP)
Funk F2-B,
N1625N
Alan Sowell,
Evergreen, CO
BEST RESTORED CLASSIC
(101-165 HP)
BEST CUSTOM
CLASSIC
(100-165 HP)
Bucker Jungmann, N131 LV
Larry and Vic Grondzki,
Live Oak, FL
BEST CUSTOM
CLASSIC
(OVER 65 HP)
Swift,
N78168
Joe
Ranson,
Athens, TN
OUTSTANDING CLASSIC
Aeronca Chief, N9756E
Larry N. Johnson,
Anoka, MN
Luscombe, N 1974B
Jerry and Scott Cox,
Mattoon IL
Aeronca Chief, NC3469E
Ray and Judy Johnson,
Marion, IN
Cessna 140 N1962N
Ken Fuss
Rockford, MI
CONTEMPORARY
(1956-1960)
BEST
CONTEMPORARY
1958 Piper
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The Red
Barn
nd the
Chapter
Membership
nd
Information
Boo
th
by Patricia "Trish" Dorlac
Red Bam volunteers Ruth Coulson, Beverly Hyde, Cay Harman, Edna Viets and Nancy Gippner show the friendship behind volunteering.
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(Right) aul and Gloria
Beecroft
with Butch Joyce
and
the
plaque
presented
to
them
for their
many
years of service.
(Below)
Duane and Sue
Trovil-
l ion are hard at work making
Ale collector badges.
ing
future
volunteers. Ruth
ha s met so many p
eo ple from
around the world and has
many
with whom she corresponds
regularly. A couple
of
years ago, she received an airmail let
ter
from a
friend that was flown
in
on
the
Quantas Airlines
from
Australia .
The letter
was
delivered
by her
friends
'
brother and his wife, this being their first time
in
the USA and
at EAA It really does become a small world when you com
bine
EAA
with
volunteering. Ruth suggests volunteering
sometime, so mewhere at the
EAA
Convention. " I think you
would
find it quite an
experience
and most rewarding , along
with a wonderful opportunity to meet and make new friends."
Some
of
the many people who have worked in the Barn in
clude
Kate Morgan, who has
attended
the
Convention
at
Oshkosh since
1974
and has not mis
se d a year
This year
Kate distributed mugs . Kate
volunteered
at Antique/C lassic
Headquarters and became Chairman a few years later in 1979.
When Kate stepped down
in 1995 and
chose
to
remain
as a
volunteer
, Ruth asked Sue and
Dwayne Trovillion
to be her
co-chairmen
.
Dwayne
has been to
Oshkosh since
its begin
ning and attended the event in Rockford before that. Sue has
attended every year since 1982. Dwayne and Sue are the offi
cial souvenir badge makers and can be found
in
the Red Barn.
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(Right)
Longtime
volun-
teers Kate Morgan,
Lind-
say
Trovillion,
Butch
Joyce and Ruth Coulson.
(Below) Donna Bell and
Linda Kuntz always have a
smile for members who
stop by!
who did all the electrical wiring, Kathy Franzen who helped
paint and put up the roof and Stan Gomoll who also con
tributed his many skills.
Bob
Lumley
is well known for his wonderful homemade
soup. He is also responsible for ordering the merchandise that
is sold in the Red Barn. Sharon Sandberg helps with the mer
chandise and acquired the fixtures that are used in the Barn .
Georgia
Schneider helps with setting up the merchandise in
advance
and also
creates
the
display winoows
in the EAA
buildings.
Georgia has been a volunteer for the
past
eight
years and was awarded the "Backstage Art Morgan Volunteer
of
the Year Award." Also credited with major changes in the
Barn is our own artist and long time volunteer, Selene Bloe
dorn-Saeed, who has been sketching and painting pictures of
the Antique/Classic Past Grand Champions on the walls of the
Red Barn. Her paintings are all done freehand from photos
of
the winners. Be sure to look around the walls next time you
drop by the Barn.
There are a great many people who contribute to the suc
cess
of
the Antique/Classic Headquarters . To all
of
you who
have helped create it and t all
of
you who work there through
out the convention ..THANK YOU
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Ruth
Coulson pauses for
a
moment
n the
newly expanded
Antique/Clas-
sic Red Barn Store. Bob Lumley Bob
Brauer
George Daubner Stan Go-
moll and many other volunteers have
helped add to the original Red Barn
adding
to
its usefulness and making
it a place to welcome A/ C
members.
The expanded store offers a wide
va-
riety
of quality goods for
the
A/C
member
who likes to
wear
the colors
of
the Division proudly.
into Oshkosh for all of us to enjoy Without their awesome
dedication and willingness to share their planes with us , our
area would not have the breathtaking display it now boasts
We would be remiss here if we did not express how grateful
we are to all of you pilots whose airplanes we look forward to
seeing year after year t is so encouraging to all of us who
have projects to admire your fini shed product and hear
your
success stories Keep coming back
Co-chairman David Bennett recently moved to Roseville,
California
from
Michigan
as he
works
for
Hewlett Packard
.
He was also elected by the board and appointed as an advisor
to
the Antique
/Classic
Board of
Directors at the
February
board meeting. David has been volunteering for at least fif
teen years and started working with A/C the very first year
with his
oldest
son, Scott. They wanted to become involved
and learned that a
great
way to
volunteer
and enjoy the air
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GOLDEN OLDIE
Wiley Hautala of Ely, Minnesota,
sent
in
this photo of an OX-5 Curtiss Robin on
skis, N291E S N 129, that was owned by
his
father, Ernest Hautala, and Wallace
Holm
at
Tower, MN,
about
1934. In
the
background is the
old Silo
Factory at
Tower where the left
over pieces
of
wood
scrap were burned
in
the
tall
black
silo. According to an
old CAA register
f rom
1931 (in the EAA l ibrary), this
airplane
was registered
to
Edward
G.
Peterson, Coleraine, MN, and is a very
close relative of Buzz Kaplan's Curtiss
Robin, N292E, SIN 130, that won the
Grand Champion Seaplane Lindy at
Oshkosh '95.
H ROLD JOHN/ON / TRIMOTOR CT
At the
1937 Nationa l
Air
Races held in Cleveland, OH
over the Labor
Day
weekend, the crowds thrilled
to
the
sight
of Harold
Johnson looping a
Ford 4-AT Trimotor
on
takeoff.
He had
purchased i t
in 1932 and
continued to fly the Ford in
the
touring National Air Shows outfit, flying
the lumbering airliner as well as a zippy little aerobatic job powered by a
220 hp
Continental engine
he dubbed the Continental Special. The
climax of his show was this
hair-raising one
wheel landing with the
wingtip just
inches off
the
ground.
Ed
Ballentine
of St. Petersburg, FL
sent us
this
shot, as well
as
one
showing a
Batman parachute act
that
we've not yet
identified.
If you
know who this fellow
is, please drop
us
a note.
Ed
wrote
in his
note
I
took
him
to
the airport
to
catch
an
airplane
from
Miami, and you can
imagine the
commotion
he caused when
he
insisted
on carrying his parachute aboard, acting as
if
he was going
to
use
it
if
there was any trouble
with
the airplane - probably a DC-3 .
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M DDUX IRLINEf
In
the
EAA
Collection we
have
these
two
fine prints
of
a
Maddux
Airlines Ford
4-AT-8 Trimotor, SIN 23
Maddux, one of the
four
airlines later
merged to
form Transcontinental
&
Western Air
(TWA)
operated this particular Ford from late June 1928
until July of 1929. We don t have identifications on
the men in the photos,
but
a close look at the
engine and
landing gear
installation
reveals
a
wealth of information. The wheel spats are
beautiful, along
with the
engine
cowl
that seems to
be missing a
corresponding propeller
spinner. The
engines on
the
airplane
when it was
first delivered
were
220
hp Wright J-5 s.
The
two fellows servicing the No.1
engine
are well
decked out. With their initials on their coveralls,
and a cap on
their
heads they look. well turned out,
except for the oil spots Why, they re even wearing
bow ties Ah, when service meant Service
GOLDEN OLDIE NUM ER lWO
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WH T OUR
MEMBERS
RE
RESTORING
by Norm Petersen
M
ik
e Poto
pinski's Cess
na 120
Pictured in the snow at Munsil Williams
Kaffe Klotsch fly-in near Oshkosh is True
Love, Mike Potopinski's (EAA 402278, lC
24638) Cessna
120 ,
N2989N, SIN 13247
which he has owned since 1972. The 120 spent
some years in Florida and New Hampshire as a
trainer
before Mike bought it from a
former
student and brought it to Oshkosh. Mike, who
has been an active CFr since
19
65 , has flown
the pretty two-placer over 2,000 hours , over
hauling the C85-12 engine twice in the past 25
years. With a full panel, Cleveland wheels and
brakes , and a Maule tailwheel, the Cessna gets
off quickly (450 feet)
and
lands in 125 feet.
Mike reports a cruise of 110 mph at 4.5 gph of
100LL or 80 octane (when he can find it). The
wings were covered with Ceconite in 1962 and
sti ll
punch
test
OK
after 35 years.
The
D
windows and leading edge landing light were
added by a previous owner. With a twinkle in
his eye, Mike says , The 120 is the perfect
weekend flyers airplane.
Th
e Matthis' Super Seabee
Quietly floating on a North Carolina lake is
this nicely painted Republic RC-3 Super Seabee,
N87493,
SIN
44, owned
by
Odell
and
Diane
Matthis (EAA 262957,
lC
26561) of Havelock,
NC. Converted from the original Franklin B9F
engine of 215 hp to a Lycoming GO-480 engine
of295 hp, the Super Seabee
is
a real powerhouse
when it comes to getting off the water with a full
load. Both Odell and Diane are pilots so they
share the flight duties and particularly enjoy the
amphibious capability of the Super Seabee. f
the name rings a bell , it was because Odell and
Diane had the
immaculate, highly polished,
.
Cessna 140A
Patroller
at
Oshkosh 86 that
caught everyone s
glances. (See VINTAGE
AIRPLANE, Oct.
86)
There are presently 492
Seabees remaining on the U.
S.
register.
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Werner
Meyer s Globe
Swift
GC l B
This photo
of
a sharp looking Globe Swift
GC-IB
, N78176, SIN 2176, was sent in by owner, Werner Meyer (EAA
475799 N 23161), of Seaford, NY, and now of Venice, FL Werner reports the Swift required two years of part and full
time work to bring
it
to its beautiful condition. Included
in
the restoration was a one piece windshield, flat instrument panel,
new interior, Cleveland brakes, large gear doors, sixty amp alternator, new instruments, radios and Loran. In addition, new
shoulder harnesses were installed and a complete new wiring job throughout the aircraft was completed before the new
bright orange Imron paint scheme with blue stripe and white pinstripe was applied. The inspiration for the paint scheme
came from Al Williams' "Gulfhawk" biplane that Werner had observed flying as a youngster on Long Island. Powered
with the original Continental
125 hp
engine, the Swift cruises at
130
to
135
mph. The net result
is
very pleasing to the eye
and makes for a nice looking cross-country airplane. Congratulations to Werner Meyer on a really nice restoration.
Tom Hoogland s Aeronca Chief
This photo
of
a 1947 Aeronca
II
BC
Chief
project
wa s sent in by Tom
Hoogland
(EAA
375066
N
17717) of Palmyra, MI. Tom re
ports this is exactly as he purchased the partly
completed project which had been sitting for 20
years! The logbooks indicate a total time of 347
hours on engine and airframe - which puts it in
the lower or lowest total time category of all the
Aeronca Chiefs . The FAA register lists 1067
Aeronca Chiefs
of
all models still remaining .
Tom Hoogland recently earned his A P license
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8/12/2019 Vintage Airplane - May 1997
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by Norm Petersen
In a closely contested matcb for tbe Grand
Cbampion
Con
temporary
Class Lindy
at
EAA Osbkosb '96, a
ratber
brigbtly
A not too often seen un-
derside
of a J 35 Bo-
nanza where
the major-
i ty
of
the Beech Coral
paint was applied. No-
t ice
the close f itt ing
8/12/2019 Vintage Airplane - May 1997
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(Above) The spit and polish beneath the cowl really
sets
off
the big Continental 10-470 engine
of
250 hp.
Strict attention to detail with every piece and part is
carried through to the highly polished firewall. We
suspect
the center cylinder was 72/80
at
the last in
spection according to the number on the valve
(Above) A birdseye view
of
the aft portion
of
a nicely tapered fuselage
cover)
Cowling is
held
closed by hidden stainless
that helps move a J-35 along in cruise flight. The ruddervators ex
Cam-Loc fasteners installed at an angle and reached
hibit
extreme cleanliness which
caught
the
judge
s eye
at
Oshkosh.
through a small hole
with
a Phillips screwdriver.
The tiny taillight is a combination light and Whelen strobe.
Private license.
By 1986, Rich was flying a Cessna 172,
building up time and enjoying the benefits
of aircraft ownership. In addition, he man
hadn't been licensed in ten years - and took
pictures
of
it. Many hot leads went cold,
others
turned out
to be in need of huge
amounts of work and looked pretty shabby.
but that could always be replaced. After
looking at so many Bonanzas, this one re
ally started Rich Jones' head spinning . He
bought the airplane and made arrangements
8/12/2019 Vintage Airplane - May 1997
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the airplane and these really he lped to bring the coral colored Bo
things started to line up as per original and the pieces were slowly
nanza
up
to flying condition. Rich, who is very handy with avion
riveted back together - one rivet at a time. Bob and Rich hung in
ics, managed to get the KN62 DME working, and then insta lled a
there unti l the entire nose section was rebuilt and the engine could
Mark 12E and a new Sigtronics SPA-400 intercom. Eventua lly,
be nestled back in its cradle. Many new parts, purchased from the
Omak J-35 salvage, were used
in the process and in addition,
a ll new hoses were installed in
the en
gine compartment
- to
avoid future surprises. The
sheet metal on the outside was
primarily replaced until
everything looked
original.
The entire nose was painted
with primer to protect it until
a new paint job would
be
forthcoming.
During the followi ng year,
the Bonanza was flown with
the primer on the nose (which
drew an occasional chuckle
from the airport crowd) while
Doug Fau lkner, whose busi
ness is called Stubby's Classic
Upholstery, worked on mak
ing up a
new
interior that in
cl uded new up holstery, new
wa
ll
pa
nels
and new carpet.
Using a mo hair fabric and a
thick wool ($125/yd.) carpet,
Doug
ended up with a skill
fu lly done interior. Rich care
fu lly installed the new carpet
ing
and
interior
and
when
comp l
eted,
it really looked
sharp and scored heavily with
the judges at Oshkosh.
t was at time that Rich
located a set of Brittain tip tanks
that were
an
option for the
1958
Bonanza and extended the range
with 40 additional gallons of
fuel (20 each side), in addition
to the original 60 gallon fuel
tanks (100 ga llons total). The
tanks were rather crude in con
st
r
uction
and
needed
a
great
dea l
of
help before they could
be installed. Rich and his friend,
Bob Parker, spent many hours
with fIller and "hi-build" primer
to smooth out the finish on the
the annual was completed and
the Bonanza was ready to do
its job.
The more he flew the
J
35,
the better Ric h enjoyed the
performance. The airp lane
climbed well, cruised we ll and
had the most
delig
h
tf
ul han
dling characteristics. One fine
day, he flew it north to Roche
Ha r
bor on the is lan d
of
San
Juan, right next to the
Cana
dian border. While the Bo
nanza was parked on the ramp,
a su
dden
strong wind came
alo ng and
blew
the airplane
across the ramp and nose first
down a sma ll hill and into a
ditch. The nosegear and the
lower front cow l sustained
substantial damage when the
airplane impacted the far side
of
the ditch . Rich Jones was
one sick hombre
No less than ten hardy souls
jumped in to help retrieve the
wayward Bonanza and push it
back to where a good assess
ment
of
the damage could be
made. Luckily, the prop was
not
damaged, however, the
nose gear needed new parts to
fly home. A
series
of
phone
calls found the necessary parts
from a salvaged J-35 at Omak,
W A, and they were de livered
to Roche Harbor. The gear
doors were removed and
stored inside the airplane while
the nosegear was reassembled
with
the new parts
. When
everything checked out OK,
Rich fired up the engi ne and
gingerly took off for Everett,
flying all the way home with
the gear down and locked.
The damaged Bonanza had
Above) Highly polished original Beech hydraulic propeller and spin
ner really brighten the front end of the Bonanza. All three landing
gears are painted
in
silver which makes them look almost chrome
plated. Note oil cooler located in righthand cowl opening.
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(Right) Remarkable view looking
forward
along
the
right
tip tank
reveals
the incredible job done
on what
was
a roughly finished
tank
(see story) and
the equally
incredible job done under the su-
pervision of John Edwards
at
the
Sky arbor paint shop in mask-
ing and
paint
ing
the air
p
lane
in
three colors.
(Left ) Absol
ute cleanli
-
ness of the STC'd Cleve-
land wheels and brakes,
la nding gear and as-
sorted plumbing really
scored
well
with
t he
judges . Even
th
e large
cotter key in the axle nut
is
properly done to
en-
su re
the wheel
stays on
the airplane.
Above) Interior shot of the entire panel reveals
an
expen-
di
tu
re of much, much work to bring it up to championship
caliber. The dual yoke features a wing (aileron)
tr
im
in
the center with the original Beechcraft instrument
cl
uster
above it. Original Beech logo on each control wheel
scored points. Unusual are the throttle, mixture and pro-
pell er vernier controls being identical ivory
in
color
-
standard in 1958, but strictly taboo today
stalled and Rich replaced all the glass in the airplane, including a
new windshield. He decided to stay with the original two-piece
windshield rather than go with the after market one-piece wind
shield as it is original and also maintains the structural integrity of
the cabin
roof
with the multi-layered support structure between the
two windshield halves. The instrument panel was cleaned up and
painted along with the false panel and the glare shield
over
the
panel was recovered to match with the interior.
With all the improvements completed to date, the time had come
for a new paint
job
to replace the original paint (1958) on the aft
portion
of
the airplane (the nose was still in prime) and the wings
and tiptank
s.
After careful scrutiny, Rich selected Sky Harbor Air
craft Refini shing at Goderich, Ontario, Canada, to do the final
painting on the Bonanza. Rich was impressed with their work and
especially their supervisor, John Edwards, whose strict adherence to
a checksheet made sure nothing was left out. The Bonanza was
flown to Goderich, Ontario, and the work commenced. The air
plane was carefully stripped to bare aluminum, cleaned, etched and
alodined, and then primed. The final color, called Beech Coral, was
done in Pratt Lambert Jet-Glo along with the trim colors
of
white
thanked Rich and Gene profusely after landing.
Parking
in
the Antique/Classic area, Rich noted that many peo
ple would stop to examine the Bonanza closely - and questions by
the hundreds came at him from all sides. His brother finally talked
Rich into having the Bonanza judged in the Contemporary Category
(1956 to 1960). It wasn't long before a parade of judges stopped to
go over the airplane, inside and out , top to bottom and checking
everything no matter how tiny . (Contemporary Chaimlen Dick and
Dan Knutson
's
crew are very thorough )
On Sunday of convention, Rich and Eugene flew the two Bonan
zas back to Michigan as Gene had to be at work on Monday. On
Tuesday, Rich
's
friend, Bob Parker, who had helped so much on the
tip tank sanding and fi nishing, flew along with him to Oshkosh to
be on hand for the evening award ceremony - in case something
good would happen.
The nail biting continued. Rich and Bob sat through winner after
winner being ca lled to the stage. Almost disheartened as there was
only one award left, the call came over the loudspeaker for the Grand
Champion Contemporary - Beechcraft Bonanza, N8370D, Richard P.
Jone
s
Everett, Washington
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19/36
YESTERDAY'S
CESSNA
Tom Terni ng, Valley
Center
, KS
stands
proudly next
to
his
replica
of Clyde
Cessna s
first
successful airplane
, built in 1911. Tom
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the bicycle type wheels for a landing
gear
with wings that were warped to achieve lat
eral stabili ty. Tom decided to build a replica
of
it but decided to make onl y as many im
provements
of
it as would be necessary to
make it dependable enough to
fl y
For in
stance, he fo und that the original had been
powered by an Elbridge eng
in
e that featured
four cyli nders. t was a two cycle, wa ter
cooled
in
line marine engin
e t
actually had
a system of lubr icati ng the main bearings
that used grease cups. After finding one
of
these engines
in
the Bradley Air Museum in
Hartford, Connecticut, it was decided rather
hurriedly that no one was going to fly be
hind it He also elected to do away with the
The 1911 Cessna Silverwing replica passes by overhead, clearly showing its Bleriot
heritage. The fuselage is constructed of poplar, with prudent use of 4130 steel tubing
used to reinforce certain portions of the airframe.
8/12/2019 Vintage Airplane - May 1997
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tied upon torque tubes to control them but
went with 7 x 19 I/Sth galvanized steel ca
bles for the rudder
and
elevators,
and
chrome-moly steel tubing was used
in
such
areas as the landing gear. He laminated the
spars and longerons from the same
poplar
that Clyde had used in the fuselage. Stits
finishes were used over modem Dacron fab
ric. A section of the fuselage aft of the wing
was left uncovered, as was the original. It
is
here that very fine woodworking becomes
evident.
Tom
has built some of the finest
scarf
joints
yet.
He attributes their fine
quality to being able to cut them on a milling
machine. I rather doubt
if
either Bleriot
or
Cessna had that kind of resources available.
They rate being checked
in
detail.
7 x
19
lISth cables are used as flying and
landing wires. The landing gear is built up
of 4130 tubing and features Yamaha motor
cycle
wheels
with
cable operated brakes
,
another concession
to
safety. He also built a
tail wheel using a 2 x 5 solid rubber indus
trial tail wheel.
It should be understood that the fuselage
is not built up with the usual plywood gus
sets, but rather a system using 130 U-bolts
which are inserted into the joints, then bent
into
shape.
This
process
took
a great
amount of time but does add to the sought
after authenticity
.
Each
joint is
then
strengthened diagonally
with
wires
and
turnbuckles which didn t help as far as costs
are concerned. Have you priced turnbuck
les lately?
The airplane has become known as Sil
verwings which is appropriate considering
its silver paint
job
.
As with
many
s
houlder winged type
s,
there is practically
no
downward visibility.
In
flight, downwards just does
n t
happen.
It
will take off and land within 150 feet. The
tail comes up with power and liftoff occurs
around 45 mph. Cruise is near 60 with 4100
rpm indicated on the tachometer. Tom built
the belt powered reduction
gear
in his ma
chine shop, once again proving that all
homebuilders should have, by right of birth,
their
own machine
shop . Stalls occur
around 25 but with built-in
washout Tom
can steer it
all
of the way through such
a
loss of lift.
Landings
are
straightforward
but as noted before, visibility goes to heck
real quick once that nose comes up. How
ever,
with over 1200
landings
in
the ma-
chine Tom has little trouble here . He tries
to fly it
every
day
.
That s what s
called
keeping current.
It
would probably be safe
to say that
Tom
has more hours in
Bleriot
type aircraft than any pilot who ever lived.
Although it will flare nicely,
Tom
does ad
mit that it glides like a Clipped
Wing
Tri
Pacer
with four on board.
It
is
obviously
not
a
clean
airplane . It
also has some
strange stick forces as speeds are being
changed. Tom attributes these
to
the all-fly
ing elevator rotating about its axis. As the
airplane does
stall, it
drops
its nose , then
picks
up
speed, raises
its
nose
and
once
again stalls.
Silverwing has been flown to Hutchison,
Minnesota, a trip of
over
550 miles and to
Blakesburg,
Iowa which was
around
350.
Only two other people have flown the plane.
One was
Tom s
brother, Dick, a commercial
pilot of extensive experience. His response
was that it was
just
about the worst flying
airplane
he had
ever
flown but was at the
same time the most fun . Even Tom readily
admits that nothing he
ever
flew even ap
proximates
it
He
tells
of
a flight
home
from
Blakes-
burg.
The weather
was bad with
one
rain
squall after the other moving through. He
got soaked
in
each ensuing shower because
Silverwing is really an open airplane. He
had
struggled
along
for
about
100
miles
A couple of
different
views of the replica
highlight the
amount of work that must be
done
to
accomplish such a task As you can see, to be certain there was enough lat
eral control in the Cessna, a decision was made to stiffen the wings and add ailerons.
A minimal amount of rudder requires constant attention be paid
to
the airplanes head-
ing -
it
is
not
a hands
off
airplane
never getting above 200 feet when he de-
approached the
end of
their
jurisdiction
days and then watch Tom and his machine
8/12/2019 Vintage Airplane - May 1997
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cided to land at Mt. Ayr, Iowa. Since no
one was at the field he picked up his gas can
and started to walk toward town. He hadn t
gone far
when
a deputy
sheriff pulled
up
alongside and asked what he was doing. Af-
ter an apparently satisfactory explanation he
was given a ride to town for his fuel and one
back to the airport. The deputy told Tom
that local police departments along the way
had been monitoring his progress and that
if
he wanted they would escort him right into
Wichita. He was going so low and slow that
it was no problem for them. They would
just
call ahead to the next agency as they
Tom gladly accepting the service offered
and he once again headed home . From
time to time he noticed a squad
car
paral-
leling his route. Twice these cars stopped
and officers got out to wave. And twice
police monitored his landings and offered
their best wishes for the rest of his trip.
Tom
says
Silverwing
is truly a replica
and certainly flies like one. You have to re-
spect it and fly
only
shallow
turns
and
climbs. Back
in
the first decades of flying a
safe pilot was one who never tried to climb
and turn at the same time. If you have ever
watched films of flying from the very early
you will realize that it is a relic of a time
long gone. In that sense, Tom has accom-
plished what he set out to do back there in
1989; he has
built
a
machine
that reflects
those early efforts to fly
in
Kansas.
Since Silverwing has such a specific ap-
peal and very little utility, no plans
or
kits
will be forthcoming. However
if
you would
like some information you could
contact
Tom at Route 3, Box 185, Valley Center,
Kansas 67147.
The basic dimensions of the airplane are
empty weight 920 Ibs, span 32 ft., length 22
ft
., height 34.5 ft and elevator span
12 ft
.
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The
ast
rontier
John Best and the carved timber sign greeting travelers to Nome, Alaska.
by
avid ortuna
he spectacular and
forbidding
ited. With more than 3,000 rivers and over
three million lakes,
it
can become quite
confusing. Many airports are rough gravel
runways situated far apart. Repair facilities
are limited and can be primitive.
In spite
of
such adversity, proper plan
ning and using common sense
can
make
the trip a very rewarding experience.
Of
those who venture to Alaska, few go
as far north as
John
Best. Best, a retired
Piedmont Captain, was no newcomer to the
rigors of mountain flying. Having accumu
lated 22,000 hours, much of it was
spent
flying Martin 404s and
YS-Ils
through the
mountains of West Virginia.
On June 1 1993, Best departed from his
1700 foot grass strip in Moneta, Virginia
for
Louisville, Kentucky
to pick up his
high-school buddy, Bob Cooper. In
Best s
restored 1954 Cessna 180, they would em
bark on a trip of a lifetime, taking them to
the
extreme
northern tip
of
Alaska, Point
Barrow. Barrow is a very remote outpost
only 800 miles from the North Pole. The
of Alaska, you wi
ll
probably have to land
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"
n Whitehorse , lberta, Canada, you ' ll find
this
complete DC-3 be ing used as a great
big wind tee.
average temperature goes above freezing
only a few months out of the year. Since
Best
didn't
know
ifhe
would ever go that
far north again, he took the full month
of
June off to go to Prudhoe
Bay
and Point
Barrow.
The trip to Alaska was a
dream
that
Best's father had when he was alive. When
Best also recommends obtaining, "Fly
ing the Alaskan Highway in Canada" and
Air
Tourist Information Canada.
The
first publication can be obtained by writing
Director of
Systems Safety
, Transport
Canada Western Region, 202-63 Airport
Road, Edmonton, AB T5G OW6 Canada.
The other publication address
is
Transport
on a few gravel runways and they are not
that we ll maintained. They tend to eat up
your prop. If you have long-range tanks,
you can make it to hard surface runways."
"Other items which should be included
are a jack, speed tape, duct tape, hydraulic
fluid, oil fiberglass repair kit, extra points,
condenser, a spare tail wheel, tire and tube
(inflated) and screws, washers, cotter keys,
etc.
Once everything was assembled, the
next question was where to stuff it all
Even with the load carrying abilities of the
180, it was no easy feat.
Best
explained,
There
is no way you
can go in a four place aircraft and carry the
required
gear
and four people. Even re
moving the 30 pound rear seat, the
180
was
close to 200 pounds over gross. It was tail
heavy and landed like a dog."
On June 5, Best and Cooper departed
Louisville for the far north . The trip went
smoothly through Missouri
and Iowa
.
Whi le flying en route to Cut Bank, Mon
tana, the weather began to tum bad. Being
unable to maintain the necessary 8,000 feet
en route , they returned to Lewiston, MT
for the night.
The next day weather had improved, so
they set ou t for Canada. Customs were
c leared in Edmonton, Alberta, which
turned out to be a brief affair.
The fo
ll
owing day took them to Daw
son
Creek, Canada,
which
starts the
Alaskan Highway. Only 1500 more miles
to Fairbanks
Up to th is point, the worst part
of
the
trip was in filing flight plans (they are re
quired in Canada). Best hadn 't filed one in
35 years
Best recommends several sightseeing
exc ursions. He said, I f you fuel up at
Whitehorse, Canada, walk up the hill and
check out a DC-3 that is used as a wind
tee."
At
Circle Hot Springs, Best encoun-
tered h
is
first gravel runway which
he
elab
orates on. "To minimize prop damage due
to the gravel, you can use black electrical
tape on the leading edges of the landing
gear, wing struts and stabilizer. I ordered
jacket as temperatures in Fairbanks were
8/12/2019 Vintage Airplane - May 1997
25/36
The remains of this Beech 18 serve as the back or
s
it the front?) room for this
home
n
Nome, Alaska.
are $60.00 a night, or you can pay $7.00 to
sit in a spring fed pool (98 degree
water
temperature), eat lunch and go on. Ask for
Susan for reservations at (907) 520-5113 .
Flying to Northway, Alaska, Best stated
in his journal, "The lakes all have a pastel
runway for floatplanes."
For sightseeing Best
rented
a car in
Fairbanks and Anchorage and spent a cou
ple
of
days . A rental car will also help in
shopping around for a less expensive mo
tel. After June I , rates average $100.00
around 70-75 degrees . June seems to be
the best month to go; it has long daylight
hours and the mosquitoes aren't bad yet."
From Deadhorse the next stop was Bar
row. Best explained, Point Barrow was
now only a short hop away and the weather
was good except for a 30 knot head wind.
We flew over marshes and ponds for two
hours with nowhere to land."
Arriving at
Wiley
Post Airport (Bar
row), we
parked
in front
of
the FSS and
saw electric outlets at every tiedown for oil
pan heaters. It was 30 degrees which was
unusually warm for that time of year."
"While eating an $8.00 cheeseburger
and a $2.00 glass of milk, the airport went
zero-zero.
That
is what they mean about
the weather changes- fast with no warning
in Alaska. We
were
forced to spend the
night in a condemned hotel called the Arc
tic for $110.00. We sawall
of
Barrow in
15 minutes. Kids were playing ball
in
the
dirt streets at midnight since they had 23
hours of daylight."
"Needless to say, going to Prudhoe Bay
and Point Barrow you need only to spend
enough
time to fuel up and get the heck
out. At Barrow I spent $55.00 for 20.4 gal
lons of auto fuel plus an extra $25.00
charge for fueling us."
We
left Barrow the next day since by
noon they had 400 and one mile, so we got
a special VFR out to the south to cross the
Brooks Range. We broke out at 6,000 feet
and flew south for 100 miles until ground
contact. There were
no
landmarks between
Barrow and our next fuel stop, Kotzebue .
The GPS paid for itself again "
Nome was a nice change from Barrow.
Best wrote in his journal ,
It
took us only
one afternoon
of
walking around Nome to
decide we needed two days there. It was
the nicest town we had been to . There are
still two working gold dredges and people
panning
for
gold
on
the beach along the
Bering Sea. The town
is
one street and five
blocks long."
"We heard
of
a guy who added a room
using an airplane. We got our cameras out
and
off
we went through the dirt streets
of
Nome. We found the house with a twin
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The February Myste ry Plane proved to
be
a
real
st
u
mper.
The phot
os of
it
are
from the American Airman Collection in
the EAA archives of the Boeing Aeronauti
cal Library. The airplane was identified in
the collection as the Hobart Edgren, circa
This month s Mystery Plane comes to
us
from Samuel Myers of Lancaster PA,
One of only a few built, it
is
nonetheless
a sharp looking low-wing job. Answers
need to be here at E HQ no later than
June 25 1997 for inclusion in the August
issue of Vintage Airplane.
y
H.G. Frautschy
The Hobart Edgren biplane circa 1920.
Frontier Continued from page
23)
After
an overnight, we decided to fly and August there are too many mosquitoes."
8/12/2019 Vintage Airplane - May 1997
27/36
use
of
the
charts
the
FAA
in
Alaska had
sent on arriving at Merrill Field, since An
chorage
is
a class B airspace."
It's good
to
rent a car and drive to Lake
Hood, a very large seaplane operation, and
also go
through the
aviation
museum at
Lake Hood next to Anchorage International
Airport. Also a must see (unless your wife
is
along),
is
to take
in
the Alaska Bush and
Co. Bar some late evening! After two days
of sight-seeing, we asked
a
bush pilot
which pass to fly to Northway, Alaska. He
said
that since
the ceiling was coming
down with light rain, he
would
fly the
Chickaloon Pass to the east-northeast.
It
was a long pass, about two hours, but we
got pictures
of
two glaciers."
Northway is a small Indian village on
the Alaskan Highway that
is
a nice place to
stay overnight.
It
has a motel, restaurant
(cook your own steak for $9.50) and liquor
store, plus a FSS and auto fuel.
From there it was to Dawson,
Canada
and their last gravel runway. It is an old
mining town
from the late 1890s.
Once
again, customs were cleared.
Best remarked,
We
filed a flight plan
and off to Whitehorse again to
spend
the
$35.00 night over
the
hangar
at Shell.
It
was on this leg to Whitehorse that we en
countered the
worst weather
so far.
The
weather was good at Dawson and the FSS
said Whitehorse was VFR with the usual
afternoon thunderstorms en route. We
soon found ourselves in moderate rain with
two miles visibility and clearing the moun
tains by 400 to 500 feet. I told Bob after
one and a half hours
of
this I would fly 30
minutes more, then find the Alaskan High
way and land on it. After 20 minutes we
broke out
in
the clear."
the White Pass down to Skagway, A laska,
then back to Whitehorse, Canada. Follow
ing a narrow gauge railroad,
in
less than an
hour we were there . Again
U. S.
Customs
met us
in
Skagway and I remembered that
my pilot's license and medical were
in
my
bag
in
the room at Whitehorse. While talk
ing to the
customs
agent, he asked
where
we were from . I told him Virginia and Bob
said Kentucky. The customs agent replied
he had lived
in
Buchanan, VA and I said
that's
only
45 miles from my house. He
smiled and said I
won't
ask to see your li
cense or medical
if
you know your license
number for my paperwork . I remembered
it from the Flight Instructor days in the late
1950s and replied 1465107 real quick. He
gave us a ride into town in his truck as he
had to meet a cruise ship."
" The next day
we
fueled up and Bob
mixed our usual iced tea while I filed an
other Canadian flight plan and we headed
on our way south, back down the Alaskan
Highway to the lower 48."
Best stated that
as
far
as
flying
in
Alaska or
Canada,
he
just used common sense flying, the
same
as he
used flying
in
Virginia and the sur
rounding states. If you run into poor visibil
ity
either make a
180
degree
tum
and
go
back,
or if known VFR conditions exist where you
are going, slow down and have all eyes look
ing
forward for terrain or towers you could
hit.
If
you see something you can't clear, make a
180 degree turn, 45 degree
bank
and add
power
in
the tum to prevent a stall. You can
tolerate
mountain
turbulence
by
reducing
power to smooth out the bumps.
It's
best to
get
off
early in the morning and be on the
ground by early afternoon due to turbulence
and thunderstorms. June
is
probably the best
month
to
go.
At times May
is
too
cold.
In
July
If
you go by the Alaskan Highway, most
airports have camping facilities which are ex
cellent. You can purchase strip cha rts that
cover
just
the Alaskan Highway which are
handy and saves over sectionals (which cost
$12.50 each). North
of the
Arctic Circle
fuel
is
very expensive, so it's a good
idea to
check
the
prices where
you
are going.
In
the
far north
an
oil pan heater and cowl plugs for the intakes
and carburetor heat are desirable."
VOR stations
are
often
low
powered
and far
apart, but they are
all
along the Alaskan High
way. With limited navigational facilities and
magnetic variations
as
much as 30 degrees, a
GPS and
a good ADF is
the
way to
go.
Best explained, "Alaska has a lot of bea
cons and you will need an ADF to fly the
mountain
passes.
LORAN
doesn
t work
since there aren't any stations. Communica
tions also present a problem. You may fly
for two or three hours before you can talk
to
anyone. Any weather you get
is
only a fore
cast. Weather changes quickly and
is
unpre
dictable.
I
flew
in
weather
up there I
wouldn't fly in around here .
If l didn't
, I
would still be
up
there."
In the end, Best's Cessna 180 performed
flawless
ly
while consuming 848.8 gallons of
fuel during the 79 hours and 23 minutes
of
flying time, covering 10,179 miles.
Reflecting back, Best stated,
I' l
ne
ver
forget the things I saw and the experiences I
had on the Alaskan Highway. I carried a lot
of tools, parts, survival gear, etc. that I never
used and glad I didn ' t have
to
."
"As a retired airline pilot, the
80
hours
of
flying time
didn't
pay much, but it
bealthe
heck out
of
a 737 at 35,000 feet. I hope to
do it again some day and see something new
and different on every landing. Alaska
is
truly the last frontier."
more answers on
earlier Mystery
Planes, including
a note from
A c o
up
le more
s
napshots of
t
he
Edgren biplane.
You can see the
shape
of
the
r
udde
r
c ould eas i ly
lea
d
you
to believe i t
bear
s
some
re la-
8/12/2019 Vintage Airplane - May 1997
28/36
P SSdio
UCK
by E.E.
Buck
Hilbert
EAA 21 N #5
P.O.
Box
424 Union IL 60180
You know how your mom used to say /
hope you have a child just like you "? More
often than not, when you have kids,
you ll
find
yourself
reflected
in the
little faces
looking up at you. My son Elroy, now all
grown
up
and a pilot out flying
on
his own,
has been babysitting the Champ this
past
winter. you think / can be a smart Alec
. .
Dad,
Your answering machine did not seem to
be working, so even though I am technolog
ically challenged, I decided to type my mes
sage on the computer and then fax it to you.
My therapist thinks it would be good for
me to expand my horizons.
The Champ
is fine. Lew
Moon and
I
flew
it
up to Brodhead on skis. In addition
to the Champs there were two J-5s on skis.
My landings were excellent, but all the snow melted at Cotton
wood while we were up north so we had to go into
Rockford
where, by flying around the tower several times, we were able to
communicate to them that we had a problem, but they
couldn't
figure out what it was until (as
we
found out later) Chip
got
to
work. He immediately recognized the situation and ordered the
runway foamed so we could land.
t
would be turning into an expensive way to spend a Sunday
afternoon and hardly justifies putting skis on the airplane. On the
good side, however, both Champs got a bath and
if
you think: land
L
ew Moon
s
Champ
is on t
he far left
along with
Lew El
roy Hilbe
rt
II , and Brian
Stukenburg standing in front of 01 84991 .
Brodhead. I am sure the FAA will be send
8/12/2019 Vintage Airplane - May 1997
29/36
ing everyone a personal letter warning ev
eryone about this type of situation brought
on by "poor judgment" (a phrase they kept
repeating
during
our lecture).
I am
also
sure that the
NASB
will be revising
their
form to include this type of "incident." I
guess Lew and I were rather fortunate that
Rockford Tower was able to help us. They
really are a great bunch of guys. Lew and I
invited them to go for a ride in the Champs,
after we got the wheels back on of course.
They said they would love to, but wouldn't
be able to go for quite some time since the
FAA had assigned them the task of revising
their procedures manual to include proce
dures for dealing with pilots who want to
fly on skis in northern Illinois where it is
rarely possible
and therefore
fly into
big
airports so they can experience the "thrill"
of simulating snow landings on foam when
there isn't any snow and causing big prob
lems, and then act stupid and invent wild
stories in order to get away with it
It was at this point that we knew they
were onto us and left as soon as we could.
We
decided
not to tell anyone about
our
Here s the Champ on
skis
zipping along
in
the
thick
winter
air.
great idea
for
curing
the
desire
to fly
on
What
do
you know
about
landing on
skis in the dead of winter in northern III
i-
steep inclines? Well
I
got to go now,
nois.
Oh
, by the way, did you know that take care . . .
they are able to "make" snow at ski resorts?
Elroy
Faliric overing Tips
_______J
by Ted aird
Like many
of
you I have become weary
of
trying to cut fabric
patterns for flight controls with the proper overlap using the meth
ods suggested
in
books and videotapes on aircraft fabric covering.
No matter how carefully I am, my cuts are never straight and I ei
ther have a pattern with too much or not
enough
fabric to
cover
whatever I am attempting. Eyeball engineering doesn't work for
me.
My present project
is
a Piper Pacer and I have covered the rud
der twice - and it still isn't right. I have more fabric in places
than the finishing tape will cover and less in places where more is
required . Determined not to screw it up again,
or
any other flight
control for that matter, I carne up with an idea that had turned into
a foolproof method. It worked on the tail surfaces of the Pacer as
well as the ailerons and flaps.
I made a trip to the grocery store and picked up a box in which
toilet paper is shipped. These boxes are nearly 5 feet tall
and
I
right place. The fabric was then attached to the frame with the ap
propriate glue material. I let that dry and then ironed the edges so
they would fold over and around the stabilizer frame. Gluing the
overlap in place, I found it was truly perfect.
No
more squiggly
lines, no more too short
or
too long fabric, in short, no more prob
lems.
I went back to the grocery store and procured two more boxes
so I could make patterns for the rest
of
the control surfaces. I spent
about an hour drawing and cutting the other patterns. The flat sur
faces of the flaps and ailerons proved to be no problem, but the top
surfaces
of
both are cambered which required a slightly modified
approach. I solved that problem by clamping the cardboard se
curely to the trailing edges with about three inches of overhang .
Turning the surfaces over so the curved side was down, I bent the
cardboard and held it against the leading edges while I traced its
pattern.
Once
I had
those basic
lines, I put the compass to use
8/12/2019 Vintage Airplane - May 1997
30/36
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TheodoreA. Blane..... .... .... ........................Lancaster, CA
Ralph Boyer..................................DearbornHeights,MI
MarkChapman.................. ...... .......... ...Centersburg, OH
William L. Conn................................ .........Fairfield,OH
E
Davis............................................PhenixCity,
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TX
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8/12/2019 Vintage Airplane - May 1997
31/36
Fly In
Calendar
or J.
.
__
f
The
following
list
of
coming
events
is
furnished to
our
readers
as a
matter
of
infor
mation only and doe
s
not
constitute approval,
spo
nsor
s
hip
,
involvement,
control or
di rection
of
any event (fly-in,
seminar
s, fly mark
et,
etc.) li
s
ted
. Please
send the infor
mation to fAA
Att:
Golda
Cox, P.O.
Box
3086, Oshkosh, WI
54903-3086
.
Information sho
uld be received
four
months prior to the event
date.
REGIONAL
FLY-INS
JULY
9-13
-
ARLINGTON, WA -
Northwest
Regional Fly-In. 360/435-5857.
SEPTEMBER 6-7 - MARION,
OH
- Mid
Eastern EAA
Fly-In
(MERFI).
Call
Lou
Lindeman, 513/849 9455.
OCTOBER
9-12
-
MESA,
AZ -
Copperstate
Fly-In. Call Bob Hasson, 520/228-5480.
OCTOBER 10-12 -
EVERGREEN,
AL
Southeast Regional Fly-In.
Call Harold
Bubba
Hamiter, 334/765-9109.
OCTOBER 10-12
-
WILMINGTON, DE
East
Coast
EAA
Fly-In.
Call Andrew
Alvarez, 302/738-8883.
OCTOBER
17-19
-
KERRVILLE,
TX
Southwest Regional Fly-In. Call Stu
McCurdy, 512/388-7399.
MAY 18 - ROMEOVILLE, L - EAA
Chapter
15
Fly-In breakfast, 7 11 a.m. at Lewis
Romeoville Airp ort (LOT). Info: Frank Goebel
815/436 6153.
MAY 18
-
WARWICK, NY
- EAA Chapter 501
annual Fly-In at Warwick Aerodrome (N72) in
Warwick, NY. 10 a.m.
- 4
p.m. Food, tro
phies,
judging
closes
at
2
p.m.. Unicom
123.0. Info: Harry Barker, 201/838-7485.
MAY 23-25 - WATSONVILLE, CA - 33rd annual
West Coast Fly-In and Airshow. This years
theme Quest For Speed
. Air
Racing
Through The Ages." Info: Call 408/496-9559.
MAY
24 - DECATUR, AL - (KDCU)
EM
Chapter
941
9th Annual Fly-In. Food, fun, aircraft judg
ing. For more information contact Dick Todd,
205/971-4060 or 205/961-4540 (work).
MAY
25 - ZANESVILLE, OH -
Riverside Airport.
EAA
Chapter
425
Annual
Memorial Day Fly
In/Drive-I
n.
8
a.m
.-
3 p.m.
Pancake
breakfast all
day.
Sandwiches, snacks
11
a.m.-3 p.m.
EM
Chapter
425 hats
to
the
first
25 PIC. Please regis
ter.
Info: Don Wahl 614/453-0003.
JUNE 1 - DEKALB, L -
DeKalb-Taylor Municipal
Airport.
EM
Chapter
241
Fly-In
Breakfast. 7
a.m.
- noon. Info: Bemie Simuuich, 815/758-8434.
JUNE
7-8
- ELKHART, IN -
EAA Chapter
132
Pancake
Breakfast.
Call
616/699-5237
for
info.
JUNE 8 -
TOWANDA,
PA - Towanda
Airport
(N27) Fly-In Breakfast. All you
can eat,
includ
ing 100% pure maple syrup
7
a.m. -
1
p.m. For
info, call Carl
Lafy,
717/265-4900.
JUNE 8 - ROCK FALLS,
L
- Whiteside County
Airport
SQ/).
15th Annual
EM
Chapter 410
Fly
In/Drive-In pancake breakfast.
7
a.m.
-
noon.
Call Bill Havener for info: 815/626-0910.
JUNE 13-14
-
CAMARil lO, CA
-
Camarillo
Airport.
EAA
Chapter 723 Father's
Day
Airsho w. Pancake breakfast for early birds.
Info: Gary Stucker, 805/985-4058.
JUNE
13-15
- GAINESVILLE, TX - Gainesville
Municipal Airport
GLE)
-
The Texas Chapter
of the AAA's
35th Annual
Fly-In. New
Location For info:
jim
Austin 817/429-5385,
Roy Skelton, 817/430-4018, Penny Richards
817/482 6175.
JUNE 14 - ANDOVER,
NJ
-
Aeroflex Airport (12N)
NC
Chapter 7 Fly-In . Authentic
WW
I planes.
Young
Eagles,
great food. Rain date: june
15.
Info: 201-786-5682
or
201-361-0875.
JUNE 14 - ALL OVER THE WORLD -
INTERNA
TIONAL
YOUNG EAGLES
DA
Y
Fly
a
Young
Eagle on this day,
and join
the thousands
of
other pilots who will
be
doing
the same to
further the awareness
of
sport aviation. For
info call
the EAA Young Eagles
office
at:
414/426 4831.
JUNE 14 - 1 5 -
ANDOVER,
NJ - Aeroflex
Andover
Airport
(12N).
Olde
fashined fly-in
sponsored
by EAA
NC
Chapter
7.
Authentic
WW
I birds,
good eats
.
In f
o: 201/786-5682
or
201/361-0875.
JUNE 15 - ANDERSON, IN -
Anderson Municipal
Airport. EM Chapter
226
Father's Day Fly-In
breakfast,
7
a.m.
-
a.m. For info
ca
ll
Larry
Rice,
317/649-8690.
JUNE 15 - LACROSSE,
WI
-
Fathers Day Fly/Drive
In Breakfast.
7
am-12 pm. $4.50,
PIC free. Cakes
by
Big jakes, displays
by
Harley
Davidson,
Skipperliner, aviation vendors. NC fly-bys and
static displays. Check NOTAMS. Info: Steve
Schm itz, 608/781-5271.
JUNE 15-21 -
MORIARTY,
NM - Southwest
Antique and Classic Soaring Rally. Info:
JUNE 22
-
ZANESVi l lE, OH
-
Municipal
Airport. FAA
Air Awareness
Day
Fly
In
/D r ive-
In. 8 a.m.-3 p.m. Pancake breakfast
all
day. Sandwiches, snacks a.m.-3 p.m.
10
a.m.
FAA Safety
Seminar
by
Hayden
Decker, followed by Pilot Flight
Reviews.
Plane rides available from Southeastern
Ohio
Air Service.
In f
o:
Don
Wahl 614/453-0003.
JUNE 26-29
-
MT.
VERNON,
OH
- 38th
Annua
National Waco Reunion Fly-In.
513/868-0084.
JUL Y 6 - NAPPANEE, IN . - EAA Chapter 938
Ice Cream Social Fly-In. Info: 219/453-4364.
JULY
7 - MICHIGAN CITY, IN -
Municipal
Airport
(MGC). Michigan City Aviators
EAA
Chapter
966
Fly-In, Drive-In pancake break
fast,
7
a.m.-l
p.m. Info: Dave, 219/778-4117
or
Ruth 219/325-0133.
JULY 12-13 - GAINESVILLE,
GA
- EAA
Chapter
611
28th annual
fly-in. Saturday breakfast
and
lunch. Trophies. Info: 770/535-0816.
JUL Y
27
- ZANESVILLE,
OH
- PARR
Airport.
FAA
Air
Awareness
Day Fly-In/Drive-In.
8
a.m.-3 p.m.
Pancake
breakfast all
day.
Sandwiches, snacks a.m.-3 p.m. 10 a.m.
OSH
bound
pilots
encouraged to stop in.
Info: Don Wahl 614/453-0003.
JULY 30-AUGUST 5 - OSHKOSH,
WI
- 45th
Annual EAA Fly-In and Sport Aviation
Convention. NOTE DA Y CHANGE - Now
Wednesday
through Tuesday. Wittman
Re
gional Airport.
Contact John Burton,
EAA
P.O. Box 3086, Oshkosh,
WI
54903-3086,
414/426-4800.
AUGUST
2 - EllSWORTH, KS - (9K7) EAA
Chapter
1127
Fly-In breakfast
and
Cowtown
Festival. Info: 913/472-4113.
AUGUST 9-10
-
RICHMOND
HEIGHTS,
O H
Cuyahoga County Airport. Wings Wheels,
to benefit the
Crawford Auto-Aviation
Museum. Info:
216/721 5722 or
the web site
at www.whrs.org
AUGUST 16
- LITTLE FALLS,
MN
-
Morrison
County Airport. Charles
A.
Lindbergh 70th
Anniversary fly-in celebration. Young
Eagles
flights, EAA Spirit
of St.
Louis replica, static
displays.
In f
o :
call
the
airport
at
320/632
2413
or
Karl Kiefer 320/632-1978.
AUGUST 30 - MARION , IN -
7th annual Fly
In
/Cruise- In Breakfast sponsored
by
the
Marion
High School
Band
Boosters.
Antiques/Classics/Homebuilts, as
well
as
Antique/Classic
cars
welcome.
In f
o:
Ray
johnson,
317/664 2588
AUGUST 31
- ZANESVILLE, OH - Riverside
Airport.
EAA
Chapter
425 Annual
Labor Day
Weekend Breakfast.
8
a.m.-3 p.m. Pancake
breakfast
all
day. Sandwiches, snacks
11
a.m.-3 p.m
. Restored
Antique/Classic air
planes on display.
EAA
Chapter
425
hats to
the first
25
PIC. Please register. In f
o: Don
Wahl
614/453-0003.
Something to buy, sell
http:///reader/full/www.whrs.orghttp:///reader/full/www.whrs.org8/12/2019 Vintage Airplane - May 1997
32/36
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INFORMATION
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Inc
.
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SPORT AVIATION. Family membership
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. Junior
Membership (under 19 years
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EAA
Membership, SPORT
AEROBATICS
maga
zine and one year membership in the lAC
Division
is
available for $50 per year (SPORT
AVIATION
magazine
not included).
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive WAR
BIRDS magazine
for
an
additional $35 peryear.
EAA
Membership, WARBIRDS magazine and
one
year membership
in the
Warbirds Division
is
available for $45 per year (SPORT AVIATION
magazine
not included).
EAA
EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER
magazine
for
an
additional $20
peryear.
EAA
Membership and EAA EXPERIMENTER
magazine
is available
for
$30
per year (SPORT
AVIATION
magazine
not
included)
.
FOREIGN
MEMBERSHIPS
Please
submit your remittance with
a
check
or
draft
drawn on
a
United
States
bank payable in
United
States
dollars.
dd
13
postage for
or trade? An inexpensive ad
in the Vintage Trader may be
just the answer to obtaining
that elusive part. .40; per
word,
7.00 minimum
charge. Send your ad and
payment to: Vintage Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, WI
54903-3086, or
f x
your ad and your credit card number to
414/426 4828.
Ads must
be received by the 20th
of
the month for insertion in the issue the second month
fol-
lowing (e.g., October 20th for the December issue.)
AIRCRAFT
1946 C-14 0 - 1687 TTAF, 328 SMOH (0-200),
auto gas STC , TXP /ENC Lo