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8/12/2019 Vintage Airplane - Apr 1994
1/36
8/12/2019 Vintage Airplane - Apr 1994
2/36
EDITORIAL STAFF
Publisher
Tom Poberezny
April1994
Vol.22,No.4
Vice-President,
Marketing
and
Communications
Dick Matt
Editor-in-Chief
Jack Cox
Editor
Henry
G.
Frautschy
Managing Editor
Golda Cox
Art Director
Mike Drucks
Computer Graphic Specialists
Sara Hansen
Olivia
L
Phillip Jennifer
Larsen
Advertising
Mary Jones
Associate Editor
Norm Pete rsen
Feature Writers
George Hardie. Jr.
Dennis
Parks
Staff Photographers
Jim Koepnick Mike Steineke
Carl Schuppel Donna Bushman
Editorial Assistant
Isabelle Wiske
EAA
ANTIQUE
/CLASSIC DIVISION , INC ,
OFFICERS
Pre
sident
Vi
ce
Pres
ident
Espie 'Butch' Joyce
Arthur Morgan
604 Highway S .
3744 North 51st
Blvd.
Madison,
NC 27025
Milwaukee. WI 53216
919/4270216
414/4423631
Secretary
Treasurer
Seve
Nesse
E.E. 'Buck' Hilbert
2009
Highland Ave.
P.O.
Box 424
Albert Leo.
MN
56007
Union, IL 60180
507
/373 1674
815/9234591
DIRECTORS
John Berend!
Rober! C. 'Bob ' Brouer
7645
Echo Point Rd .
9345
S. Hoyne
Cannon
Falls. MN 55009
h i O ~ O IL
60620507
/2632414 312/
792105
Gene Chase
John
S. Copelond
2159 Carlton Rd .
283 Williomsbur8 Ct.
Oshkosh. WI
54904
Shrewsbury
.
MA
1545
414/2315002
506
/
8427867
Phil Coulson
George
Daubner
28415
Springbrook Dr.
2448 Lough Lone
Lawton. MI 49065
Hortford,
WI
53027
616/624-6490
414/6735885
Charles
Hanris
SIan
Gomoll
7215 East 46th St .
1042 90th Lone.
NE
Tulsa. OK 74145
Minneopolis.
MN
55434
918/6228400
612/7841172
Dole A. Gustafson
Jeonnie Hill
7724
Shady
Hill Dr
.
P.O.
Box 328
Indianapolis. IN
46278
HOlVard
, IL 6CIJ33
317/2934430
815/9437205
Rober! liCkteig
Rober!
D. '
Bob
'
Lumley
1708
Bay Ooks r.
1265 South 124th St.
Albert Leo. MN
56007
Brookfeld.
WI 53005
507/3732922
414/7822633
Gene
Monris
George York
115C
Steve Court. R.R. 2
181
Sloboda Av.
Roanoke.
TJ(
76262
Monsfield. OH 44906
817/4919110
419/5294378
S.H. ' Wes- Schmid
2359 Lefeber
Avenue
Wauwatosa. WI 53213
414/771-1545
DIRECTOR
EMERITUS
S.J. Wrltman
7200 S.E. 85th Lane
Ocala
FL 32672
904/245-7768
ADVISORS
Joe Dickey
Jimmy
Rol lison
5500key
Av.
640
Alamo
Dr.
Lowrenceburg.
IN
47025
Vacaville.
CA
95688
812/53 79354
707/45H)411
Dean Richardson
Geoff
Robison
6701
Colony
Dr.
1521 E MacGregor
Dr.
Madison.
WI
53717
New
Haven. IN 46774
608/8331291
219/4934724
CONTENTS
1 Straight& Levell
Esp ie" Butch"Joyce
2
AC
News/
CompiledbyH.G.Frautschy
4 FromTheEAA Arc
hi
ves/
H.G.Frautschy
6 Aeromail
7 WhatOurMembersareRestoring/
NormPetersen
9 JudgingGuidelines/
H.G.Frautschy
13 FourGenerations/NormPetersen
17 ANewPitch
KellyMason'sTravelAir/
H.G.FrautschyandKellyMason
21 APieceOf CakeIWallacePeterson
24 Pa
ssittoBuckl
E.E."Buck"Hilbert
26
MysteryPlane/GeorgeHardie
28
WelcomeNewMembers
29
AlCCalendar
30 VintageTrader
Page 4
Page 13
Page 17
FRONT COVER Hale Andrews cruises on
his
way home in
his
Ryan Navion Super 260. an airplane that has been in
his
family
since it was delivered
new
from the factory in San Diego. CA.
EAA photo by Jim Koepnick Shot with a Canon EOS-l
equipped with
an
80-200mm lens. 1/250 sec. at f8
on
Kodak
Ektachrome Lumiere
100.
Cessna 210
photo
plane piloted by
Bruce Moore.
BACK COVER The stunning Travel Air
B4000
restored by Kelly
Mason of Arlington. Washington ma kes a beautiful still life in
this photo by Bill Louf Custom Photography of Everett. WA.
Copyright 1994 by the
EM
An tique/Classic Division Inc. All rights reserved.
VINTAGE
AIRPlANE
OSSN 00916943)
is
published
and
owned exclusively
by
the EAA Antique/Classic Division. Inc. of the Experimental
Ain;raft
Association
and
is
published monthly
at EAA
Aviation
Center, 3000 Poberezny Rd P.O.
Box
3086,
Oshkosh,
WISConsin 549033086.
SecondClass Postage
paidat Oshkosh
, Wisconsin
54901 and at additional
mailing
offices
.
The
mernbelShip rate for
EAA
Antique/Classic
Division,
Inc. is $20.00
for current
EAA
mernbelS for
12
month
period
of which
$12.00
is
for
the publication of
VINTAGE
AIRPLANE MembelShip
is
open
to
all who are interested in aviation.
POSTMASTBI: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086,
Oshkosh
, WI 549033086
.
FOREGN AND APO
ADDRESSES - Please
allow
at leasttwo months for
delivery
of VINTAGE
AIRPlANE
to
foreign
and
APO addresses via sulface mail.
ADVERTlSING
- Antique/Classic Division does not guarantee
or endorne 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 s u b m ~
stories
and
photographs. Policy opinions
expressed
in articles are solely those
of
the
authors.
R e s p o n s i b i l ~
for accuracy
in
reporting
rests
entirely
the
con
t
ributor.
No
renumera
t
ion is made.
Malerial
should
be
sent
to: d ~ o r VINTAGE
AIRPlANE,
P.O. Box 3086, Oshkosh, WI 549033086
.
Phone 414/4264800
The
words
EAA,
ULTRALIGHT
, FLY WITH THE FIRST TEAM , SPORT
AVIATION
and
the
logos of EAA. EAA INTERNATIONAL
CONVENTION
, EAA
ANTIQUE/ClASSIC
DMSlON . INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA
are
registered
trademarks.THE EAA
SKY
SHOPPE
and
logos of the
EAA
AVIATION FOUNDATION and
EAA
ULTRALIGHT CONVENTION are trademarks
of theabove
associations and
their
use by
any person
other
than the
above associat
ion is stric
t
ly prohibited.
8/12/2019 Vintage Airplane - Apr 1994
3/36
STRAIGHT
LEVEL
by Espie "Butch" Joyce
Many
of
you will be reading this ar
at
EAA
Sun 'n Fun at
s underway. I gen
come away from this fly-in with
Florida sunburn and a very re
mental attitude. Antique/Clas-
Chapter 1, located in Florida,
has
the
host
at
the Antique
/C lassic
years. I feel this
outstanding
by Chapter 1 shows
that
leader
s
available on the local level. My
is certainly off
to
these individuals
have
the leadership
ability and
devote the time necessary to keep
local activities going. I also do
want
anyone to
forget the impor-
of our
grass
roots volunteers.
these people our activities
not
be
able to function.
You
ll
find A/C Chapter l 's
ongo-
work
all
over
th e relocated A/C
ers. If by chance you hap-
to
miss last
year's event,
you ll
the new A/C area on th e eas t end
the showplane parking.
f you've
received
this copy
at Sun
Fun after you signed up to join the
, welcome aboard We hope
enjoy
your
time while at Sun n
and
please feel
free to take
an
part
in
your
organization.
Step
and
volunteer a few moments of
time at
EAA
OSHKOSH , Sun n
or your local fly-in. Also , if
you
do n e so mething recently that
m
g
ht
be
of
interest to
your
members, feel free to submit it
VINTAGE AIRPLANE . We're
on the lookout for a good tech
and
we'd
love to see what
you've bee n able to come up with.
On
another
note
we
have had a
member
write
to
us concerning
Con-
temporary class aircraft. His le
tter s
published
in
the
section, along
with H.G. s response, which
he coor-
dinated
with
a number EAA Head-
quarters
and
A/C
Board
members.
I'd
also like to respond to this letter. As
long as we
can
keep our communica-
tion between
Officers,
Headquarters
and
membership , we can
on
ly
grow
stronger.
Dear Ken,
I can understand your love
our
great antiques and we will continue to
promote
this
aircraft
to the
member
ship in the future.
I would also like to relate a personal
story
for
thought. Between the time
that I was 12 to 15 years old, I was tak
ing
flying lessons in a
Piper
J-5 .
As
I
was
turning
16 years old in 1956, my
father bought
a
brand new
TriPacer,
N7006B manufactured in 1956.
I soloed this
airplane, which
we
nicknamed
Windy. I
got
my Private
license in that airplane and then went
on
to ob
tain
my
commercial in
Windy
. Later, I obtained my Instru
ment
rating
using the coffee grinder
VHT-3 and th e low
frequency
A N
stations. In the years that followed, I
flew this airplan
e
some
1,0
00
hours.
With its
looks and old
radios this Tri
Pacer certainly would not
be
consid
ered a sleek
mod
ern
airplan
e
-
does it
strike
you
as one?
I
suppose
that I cannot help but
have a soft spot in my
heart
for Con
temporary
aircraft
as
well as the an
tiques
and
classics. Thanks
for your
input
.
-
Butch
Joyce
I
feel
strong ly that we as aviation
en t
hu siasts need
to help preserve all
of
aviation.
By working toward this
goal, we a lso h
elp preserve
the one
area that we each have a special inter
est in.
Please ask a friend to join your
An-
tique/C
lassic
Division of the
EAA.
Let's
all pull in
the same direction
for
the good of aviation. Remember , we
are better
together. Join
us and have
it all.
*
+
c
E
..c
rJ)
>
CD
c
'
o
o
VINTAGE AIRPLANE 1
8/12/2019 Vintage Airplane - Apr 1994
4/36
(3I WJ compiled by H.G. Frautschy
GENERAL AVIATION
PRODUCT LlABILlTY REFORM
Just as this issue
of
Vintage Airplane
is
going
to the printer,
we
learned
that
the
U.S.
Senate had just
passed
the General
Aviation Revitalization
Act
(S.l458) . Af
ter a
decade of
battling with special inter
est groups who benefit from the ridiculous
and outrageous monetary jury awards
that
have helped drive
the
costs
of
aviation
to
exorbitant
levels, Senator
Nancy
Kasse
baum's
tireless efforts paid off in a
9
to 8
victory on the floor
of
the Senate.
During the
past
ten years Sen
.
Ernest
Hollings of South Carolina, the Com
merce
Committee Chairman , has always
blocked movement
of
this piece
of
legisla
tion out
of
his committee.
Senator
Kasse
baum
's
appending of
S.1458 to
the FAA
funding
authorization bill
forced
it onto
the
Senate
floor for full
debate
.
Those
voting against the revitalization
of
General
Aviation by voting against this
bill were: Sen. Joseph
Biden
(DE),
Sen.
Bill
Bradley (NJ) ,
Sen.
Howell Heflin
(AL), Sen. Richard
Shelby (AL) , Sen .
Paul Simon (IL) , Sen. Arlen Specter
(PA),
Sen. Paul Wellstone (MN) and Sen.
Harris
Wofford (PA).
Senator
David
Boren of Oklahoma
did
not vote.
f
your senator
was
not listed
above ,
you have one of the
good guys
on your
side
on
this issue. You may
want
to
drop
him
or
her a note
of
thanks.
The
act itself was
amended
to move the
Statute
of Repose to
18
years
,
with
ex
emptions for
medical
emergency flights,
clear cases
of fraud
by the
manufacturer
and cases involving persons on
the
ground
who are injured
as a
result of an aircraft
accident.
The next
step
for the Act is a vote in
the
U .S. House of Representatives, ex
pected sometime after the Easter
recess.
A
recently adopted piece of
l
egislatio
n,
championed
by
Representative
James
In
hofe, is expected to be used to force a full
House
vote on
the
measure. Known
as a
"discharge petition," it permits
the
reJease
of
a piece
of
legislation from a
committee
over
the
objections
of the committee.
(The committee in question here is Repre
sentative Jack
Brooks'
(TX)
Committee
on the Judiciary,
of
which he
is
chairman.)
Such
a
petition
was
expected to be
filed
on March
23
by
R epresentatives Dan
Glickman (KS) and James
Hansen
(UT).
While
this in no way
guarantees that
2 APRIL 1994
the
bill will
be
passed, it currently has over
280
co-sponsors
in
the
House.
Some of
the co-sponsors may
be
unwilling to politi
cally "step
on the toes"
of
the
committee
leadership,
but
it
is hoped that
the remain
ing
House members
will
see the merit
in
this legislation,
and
help
put General
Avi
ation in
the
United States back on
the
road to recovery.
The General Aviation Manufacturers
Association (GAMA)
ha s
been actively
working
for
the past ten
years
to
get
this
legislation passed. It has implications
that
reach far
beyond
the purchase of entire
airplanes -
the skyrocketing
costs
of parts
to
maintain
the airplanes we
currently
fly
can be linked directly to excess ive
product
liabi lit y claims. As
ge
nera l aviation
has
begun
to shrink
in
activ it
y,
so
have the
numbers of
s
uppliers.
Perhaps this Act
can help reverse that trend. The
entire
in
dustry
owes
a
rousing
cheer of
thanks
to
Senator
Nancy
Kassebaum
of
Kansas
.
She
never
gave up
on the
legislation
even
after
years
of
being fought
on the
issue by
some
of
the most powerful forces in Wash
ington today. Even if she
is
not your sena
tor,
yo u
may
wish
to drop
her a
note of
thanks as well.
Contact
your Representative urging his
support of the General Aviation Product
Liability
Bill
(H
.R. 3087) as
soo
n as
you
read this - time certainly
is of
the essence.
WANT TO OWN A PART OF
CARMEL VALLEY AIRFIELD?
A/C
member
Lars
de Jounge
has asked
that
we
put the word out concerning the
possible closing
of
one of
central
Califor
nia
's
prettiest
airports, Carmel Valley.
Unless
a corporation
of
25
pilots can
be
brought together to
purchase the
airfie ld
it may
soo
n fall
to
the
real estate
devel
oper's bulldozer. If
you
' re
interested
in
becomin
g
one of
the owners
of
this field,
locat
ed 12 mil es so uth- so ut h east
of
Carmel and Pebble
B
each, contact
Lars
de
lounge, 208 Marigold Av.,
Corona Del
Mar
, CA
92625
or
call him
at 714/673
8253.
The
fax
number is
714/673-9324.
CONGRATULATIONS
To EAA H
ea dquarter
s
staff
member
Bob
Warner
,
who has
ju st been
named
Executive Vice-
Pr
es
ident
of
EAA. In his
new position,
Bob
has accepted respon
si
b i
lity for
overseeing th e operations of
EAA ' s
Hu m
an R
eso
urces,
Office
Man
ager,
and Man
age
ment Information Ser
vices
departments,
as well as
the of f
ic
es
for
EAA
programs including Chapters/
Insurance, Information Services
and
Gov
ernment
Affairs.
As
we've
mentioned
in
the
past,
Bob
is
an active
Antique
/Classic
enth
usiast
who enjoys tooling
about and
giving Young Eagle Rid es in his 1947 Stin
son 108-3. Congratu lations to Bob!
TO THOSE
OF
YOU WHO FLY
NEAR DENVER . .
Du
e
to the
delay in
the opening of the
new De
nver
Airport, the FAA
has
asked
that
the following notice
be
published:
SPECIAL NOTICE TO THE USERS OF THE
OCTOBER 14 1993 EDITIONS OF
DENVER SECTIONAL CHART
DENVER TERMINAL AREA CHART
CHEYENNE SECTION
L
CHART
WICHITA SECTIONAL CHART
The opening of
the
new
Denver
Int er
national
Airport
has
been
delayed until
on
or about May 15, 1994.
Due
to this delay,
the
October
14, 1993 editions
of
the charts
list
ed
above
will remain in effect until
the
new Denver In ternational airport is offi
cia
ll
y commissioned.
New sectional and terminal charts have
already
been
published
with
an
effective
date of March
9, 1994.
Do not
use
these
charts
until
the
new Denver
International
airport is
commissioned.
Continu
e to use
your October
14, 1993
editions
of
these charts until
the
new
Den
ver
In t
ernationa
l
Airport
is
commis
sioned.
Upon
commissioning, throwaway
the
charts
dated October
14, 1994
and
be
gin usi ng
the new charts dated March
9,
1994.
WELCOMETO
Earl Lawrence, the
l
atest addition to
th
e EAA H
eadq
uarters
staff. Earl has
come
to EAA to assume
the
position of
Government
Programs
Specialist.
He is
a
gra
duat
e
of Northrop
University Institute
of Technology
,
with
a degree in
Aero
space Engineering Technology.
He
re
cently was a man ufacturing engine
er
with
Rocketdyn
e,
coordinating the
manufac
turing
of
engine
components
for
the
Space
Shuttle and parts
for
space station Free
dom. A pilot
si
nce 1987,
Earl
also has his
A&P,
and
is currently
building
a
Lancair
320. Welcome, Earl!
8/12/2019 Vintage Airplane - Apr 1994
5/36
A NEW
HEART
FOR CARL
Most EAA and IC members will rec
the nam
e
Carl
Schuppel
one of
ace photographers here on
staff at
Carl has shot dozens
of
covers
of
publications since he started at
in 1983. (Over 100 at last count ) A
heart defect has
conspired
in
few
years
to force
Carl
to slow
a little bit. The defect became seri
require a heart transplant,
performed at the Mayo Cli
ni
c
Rochester, MN. Carl is doing well, and
we go to press with this issue , he is ex
start
rehabilitation wit hin the
few
days. Our best wishes to Carl for
his surgery. We'
ll
yo u posted on his progress, and with
luck at all ,
we
loo k forward to seeing
photographs here in the pages of VIN
AGE AIRPLANE
again soon.
I
_ _ -
Roy Redman, seen here
with his friend Howard
Krebs
of
Windom, MN, displayed
pho-
tos of the many
beautiful
antique aircraft he has
restored. Roy s
Aircraft
507/334-5756)
is acknowledged as one of the country s finest Waco
restorers.
MINNESOTA SPORT AVIATION CONFERENCE
As the winter weath
er
begins to break here in the Midwest, one
of
the events people
in
Minnesota and western Wisconsin can l
ook
forward to is the Minnesota
Sport
Aviation
Conference, sponsored y the Minnesota Department of Transportation 's Office of Aero
nautics. Wayne Petersen, one of the office's Aviation Representatives, and chief organizer
of
the conference, was kind enough to extend an invitation to visit the conference.
Pilots and mechanics from all facets of sport aviation, from ballooning and ultralights to
warbirds and our favorite, vintage airplanes were on hand both as for um presenters and as
attendees. A display area was also made avai lable to aviation re lated bu
si
nesses who
wished to highlight
th
eir services or products.
After
an afternoon tha t included a nice lunch for the attendees, and more forums, the
keynote speaker was the alw ays entertaining A. Scott Crossfield,
one
of the most experi
enced test pilots in aviation hi story. His talk ranged from stories from his test flying days at
North American Aviation to hi s testimony as a Technical Adviso r and Congressional
staffer to the
Committee
on Science , Space and Technology.
Never
at
a lo
ss
for words,
Scott's informed and well thought
out
speech concerning what is right with America these
days was encouraging, and also served to remind us all that Amer
ica still has the potential to be a leader in the world of aviation, if
we
don ' t squander our opportunities. Well organized and planned,
the
conference
has wound up with a
problem
every event orga
nizer secretly wishes for - the conference has outgrown the facility
it has been held in during the past few years. Tentatively, a move
to the large r Minneapo lis Convention Center is in the works for
the Conference in 1995.
I f
you'll be in
th
e a rea, plan on attending
Here s
Darrell
Bolduc,
of
Bolduc
Aviation Speciali zed Services 6121780
1185)
during his informative
talk on
en-
gine operation and overhauls during the
morning Antique/Classic forums or-
ganized by AlC Secretary Steve Nesse.
VINTAGE AIRPLANE 3
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8/12/2019 Vintage Airplane - Apr 1994
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Johannisthal bei Berlin, Ger-
Between 1910 and 1913 Anthony Fokker built
varients of a basic monplane all know as
for Spider. The one pictured, the 3rd
was reported in the March 1913 issue
AERO. It was reported as a tropics type
with
a
right) JEANNIN Civil Taube bearing a repre
of the
builder's
signature. Emil Jeannin,
France, was building aircraft in Germany when
War I was
declared.
He returned to France
aircraft
production. Before leaving he
for
the Imperial German Air Ser
at
least two civilian
Taubes
were
con-
- France Leon
designer of the Antoinette
motor
is credited with designing the first practical
in Europe. He designed
this
mono-
the
Antoinette IV for Hubert
Latham,
who
it for two channel crossing attempts. Earlier
of the Antoinettes used flap type ailerons.
with a 16 cylinder 100hp
made the second
attempt
on Ju ly 17th 1909.
503 at Brighton England after acceptance trials in June, 1913. In May 1913, the prototype of the f irst Avro production seaplane
for testing. The new machine based on the successful 500 was fitted with larger wings and a more powerful100hp Gnome en
e. After testing the prototype was purchased by Germany. Gotha of Germany produced five of the 503s as the WD 1
VINTAGE AIRPLANE 5
8/12/2019 Vintage Airplane - Apr 1994
8/36
, ~ I L
RESTOR TION REDIT
Dear Mr. Frautschy,
I am writing
to
let you know how
honored I am to learn that my set of
work stands was
chosen
for publica
tion in the
Hints
for
Restorers
col
umn
for
December
1993.
t
is
very
nice to think that this effort may be of
help to
someone
else n
need of
a so
lution for a problem.
Please express
my
thanks to the
sponsors of the column for their sup
port. The prizes
are
all top notch I
would also like
to thank
you
for the
additional
copy
of Vintage Air
plane;
it will
make
a very nice sou
ventI'.
I must ask that you make one cor
rection to the text of the article. I am
not
the owner of
the
Waco
as men
tioned n the opening paragraph. This
YKS-6, SIN 4411, N34214,
manufac
tured 3-16-93, originally registered
n
Canada as
CF-CCQ
, is
owned
by
Aerosafe Inc. of Dublin, Ohio. I was
engaged by Aerosafe
to
take
part
in
the restoration and built the stands to
aid
in
the restoration process.
I
do
not wish to take any credit away from
the
owners of this
rare
and historic
airplane since its
preservation
is due
to their interest and commitment to
the project.
Vintage
Airplane
s
a first-rate
publication,
very
enjoyable
reading
and
always
getting
better. I'm
glad
that I was able to make a contribution
to a magazine of such high quality.
Sincerely yours,
Wayne A Forshey
Columbus, Ohio
CONTEMPOR RY QUESTION
Dear Mr. Frautschy,
Am I alone, I
wonder
, n regretting
that
Contemporary
category aircraft
now form part of the Antique/Classic
Division
and
share
Vintage Air
plane" magazine with the
true
oldies?
From the
outset
I was
dubious about
6 APRIL 994
the integration of Contemporary air
craft
with
Antiques and
Classics,
and
the
January
issue of Vintage Air
plane
reinforces my feelings. In ad
dition to
the
front
and
rear
covers,
eight valuable pages are
devoted
to
sleek
tin airplanes
which
are
a far
cry from
my
beloved antiques
and
classics.
Please, cannot owners and
lovers of
these very nice but hardly
"vintage" airplanes have their own in
dependent
division within
EAA,
com
plete
with
their
own
magazine? Or
am I a lone,
slightly disappointed
Jenny
and Cub lover crying in
the
wilderness?
With best wishes - and many thanks
for an otherwise excellent magazine.
Yours sincerely,
Ken Wakefield
EAA
336139,
A/C
14306
Dear Ken,
I'm sorry to hear you're disappoint
ed in the Contemporary class.
As
I un
derstand it
from some
of
our
members
who have been with the Division since
the beginning, there was some initial
resistance when the Classic category
was introduced back in the early 1970s.
The feeling at that time
among
some
of
the
members
was
that
the airplanes
were not Antiques - they were too new
and didn't mean much, since
there
were so
many
Cubs, Champs
and
Cessna 140s
around
at that time. It
was hard for some to find a warm spot
in their heart for a Cessna 140 (not that
I'm
picking
upon
this particular air
plane) -
back then
they were consid-
ered common, and to some they didn't
exude the same aura of a Travel Air or
Stinson
5MB
Sound familiar?
I think we all feel a twinge
of
sad
ness as time passes, and our recent past
becomes
a
fuzzy
memory. While we
all do our best within this movement to
keep the past alive in our vintage air
planes, the fact
remains
that the
past
will become dimmer and dimmer
that's inevitable.
Whether we like it or not, as
even
the Classic airplanes get older, fewer
and fewer
will
take to
the
skies. It
takes
but
a moment's thought to real
ize that airplanes built in the current
Contemporary category are at least 34
years old,
and while
most
are
not
cov
ered in fabric, many represent the era
when personal aircraft used for trans
portation
came o
age. For
many o f
the members
who are
younger than
age 40 these airplanes
hold
the appeal
o
being
the
aircraft
o
the
ir
youth,
much as the Travel Air and the Stinson
Jr. are to those who were
youngsters
prior to World War II.
By welcoming these aircraft, we also
give something to the Antique/Classic
movement. As our
ranks
have ex-
panded, our ablity to share our enthusi
asm for
these
aircraft has been in -
creased. With the pilots and owners of
the
Contemporary
class added to the
Antique/Classic movement, the words
we
speak
regarding the
operation o f
these aircraft
will
carry additional
weight.
The question regarding their own
organization
can
only
be answered
with the
passage of
time
-
within
the
framework
o EAA there are many
options,
but a certain membership
level is
needed before
EAA can re
sponsibly create a separate division for
any
aspect
of
sport aviation.
We appreciate your comments re
garding this new aspect o the Divi-
sion, and your compliments concern
ing
the
other coverage in Vintage
Airplane.
In
the Bylaws,
one
o
the
stated purposes of the
Antique
/ Classic
Division is To encourage and aid the
retention and restoration
of
antique,
historical
and
classic aircraft. We
look forward to seeing the owners o f
the Contemporary class go through
much
of
the same effort that their An-
tique/Classic brethren have expended
on the aircraft they've restored. Be
coming
part o f the A/C
Division
car
ries with it some amount o f responsi
bility, ifyou choose to join in the action
at fly-ins and the annual Convention in
Oshkosh.
I
know
that the
Contempo-
rary class will be as welcome as the
Classics have become.
-
H. G Frautschy
8/12/2019 Vintage Airplane - Apr 1994
9/36
AT OUR MEMBERS RE RESTORING
byNorDlPetersen
Mike Baldwins Stearman
This sharp photo of Stearman N735YP, SIN 75-2611
MS and completed in
May
1991. n the summer of ' 92,
taken by
Walt
Barbo.
The
450
P W
powered ma
Mike flew the
Stearman
to the Rocky Mountain Regional
is owned by
Mike
Baldwin
(EAA 300417,
AIC
Fly-In
where
it
garnered the
Colorado Grand
Champion
of
Evergreen, Colorado .
Mike
says
the
1942 Stear
trophy which
was
runner-up
to
the Overall Grand Cham
was restored by Pete Jones ' Air Repair in Cleveland ,
pion
, a fine Globe Swift.
________________________________________
Philip Welschs Contemporary C
la
ss Cessna 172
Although listed as a 1956 Cessna 172, owner Phil Welsch
444163,
A C
2162S) says his airplane, N5034A, SIN
was actually built in late
1955
- the 35th one in a very
of
172 aircraft. Powered with a Continental 0
of
145 hp, the 172 has 3,9 hours on the airframe and
hours SMOH on the engine. The aircraft has been un
ng continuous restoration and upgrading for the past
, according to Phil. Most flights are made without
rear seat installed - allowing room for two full size fold
. Phil reports the 172 is a dandy "300
airplane with two souls, two bicycles and
fuel aboard. The
172 gets in and out of IS00 foot back
with ease (big flaps) and will cruise up to 120
you wind it up to 2600 rpm where fuel consumption
1 gph.
The
airplane
is
hangared at McKinney,
, and is usually flown weekly, attending many EAA fly-
summer and fall seasons. (Ed. Note: Of the
35 Cessna 172's built, 27 are still on the FAA register - a
survival rate for a 39-year-old airplane )
VINTAGE AIRPLANE 7
Gary
He
nshaw s Aeronca Champ
All dolled up in its new coat of paint is Aeronca 7AC
Champ
,
NS5742, SIN 4491, owned by Gary Henshaw II
(EAA
443032, A C
210S3)
of
Boyertown, PA. Gary bought the pretty little tandem at
Sun 'n Fun '93 where the Champ had been flown in
by
its rebuilder,
Tony Lanier
(EAA 411994) of Port Richey, FL.
The
airplane had
been taken down to the
bare
fuselage and then slowly rebuilt to
brand new specs, replacing many items along the way. In addition ,
new 6.5 gallon wing tanks were installed in both wings. The air
frame had an estimated 33S7 hours at the time
of
rebuild. The air
plane was covered with Ceconite
and
finished in
Airtex
colors of
white with maroon and silver trim. Gary reports the logs go back to
1956 in San Angelo, Texas when it was based at Goodfellow AFB.
The Continental A65-SF engine was installed in 1962 and was up
graded per STC to an A 75-SF
in
1977. In addition, a set
of
new Slick
mags with impulse was installed along with a new oil pump
and
crankshaft seals. After the purchase at Sun ' n Fun, the Champ was
flown to Lancaster, P A and a new Sensenich wooden propeller was
installed, complete with spinner. Gary reports the Champ is just as
much fun to fly as it looks
8/12/2019 Vintage Airplane - Apr 1994
10/36
Barry Hall s 1941 Piper J-3C Cub
This very original looking 1941 Piper J 3C Cub,
NC38320, S N 6937, is the proud possession of Barry
Hall (EAA 446534)
of
Marietta, GA. Powered with
the standard Continental A65 , the
Cub
has been
based at the Marietta McCollum Airport for the past
seven years. The previous owner purchased the Cub
from the Rice family
in
Arkansas where it resided for
twenty-one years. Barry reports the Cub was first
delivered to a gentleman in Tyler, Texas, only to be
repossessed by the
bank
nine months later.
Barry
has about 5 years of logbooks up through 1987.
He
reports the
Cub
is
a joy to
fly and is
usually flown
year round in the Peach state. Note the wheel
pants, Sensenich
wooden
propeller and the large
wing numbers.
Bruce McCombs Taylorcraft L-2M
Restored in
full
camouflage is
this
1943
Taylorcraft
L-2M,
N61070, S N 6057, which is
the
pride
and joy of
35-year
EAA
mem
ber Bruce
McCombs
(EAA
7573)
of Colorado
Springs,
CO.
Re
stored over a
three
year period,
the
L-2M was pretty
much built
from scratch, as many of the old
parts
were only
good
for patterns.
The
door
is all
wood and complete
with
a
scratchbuilt
lock
and
hinges.
Bruce reports he worked on it every day
-
at least
two
hours
- in order
to
complete the long project. The covering is
Grade
A cotton and the final colors were duplicated from an au
thentic L-2A picture
that Dick Rowley (EAA
148288)
had on
hand .
The
engine is a
Continental
A65
(military designation: 0 -
170-6) swinging a metal prop.
Bruce
has
put over
30 hours
to
date
on the L-2 and was most pleased to garner the
Grand
Champion
Trophy at the Greeley, CO, EAA Fly-In in 1992.
Dan Cullman s Bellanca 14-9
Flying over a typical partly wooded area in the state of Wash
lanca 14-19-2. However, Dan points out that in the article
we
ne
ington is this 1940 Bellanca 14-9, NC25193, S N 1014, owned by
glected to mention the Bellanca 14-19, which was built with a Ly-
Dan
Cullman
(EAA
58058, IC 814) of Kent,
Washington.
coming 0-435 engi ne of 190 hp. Some 99 examples were built in
Manufactured in February 1940, the Bellanca is powered with a
1950 and 1951 before the New Castle, DE , plant closed. Of
Ken Royce 5G engine of 90 hp swinging a wooden
propeller.
these, eight 14-19 remain on the
FAA
register today. We espe
Dan's airplane is
one of
eight 14-9 Bellancas remaining on
the
cially enjoy
Dan's
enthusiasm for
the
marque with his closing
FAA
register from a production run
of
46. Dan, who
is
a real
statement,
While most Bellanca aircraft are often misunder
Bellanca aficianado, enjoyed the story in the November , 1993
stood, they stand above the rest in quality and all around perfor
VINTAGE AIRPLANE, page 16, on Mike and Sue Frost's Bel- mance. Many thanks for writing, Dan.
8 APRIL 994
8/12/2019 Vintage Airplane - Apr 1994
11/36
What Are The judges ooking For?
by H.G. Frautschy
Satisfaction in restoring a vintage airplane can come
many areas. You may befulfilled by simply knowing
have restored an otherwise neglected
or
worn air-
e back to airworthy status. Perhaps you rebuilt an
had served you well for a number ofyears,
back an airplane
found
unused in the back
f
a dusty hangar. For many restorers,
just
doing the
enough, but for many others, the
of
a little competition whets their appetite.
It'sfun to compete in afriendly way with your fellow
chide each other over this or that detail.
Judging at
EAA
OSHKOSH is governed by the
EAA
Standards Manual, a short (20 pages for all
that sets the guidelines for the volun-
judges to follow.
As
long as we're on the subject, a
short pause
is in
to recognize a group
of
volunteers with
some
of
toughest
jobs
at any
Fly-In
- the Judges Let
me
from the introduction page of the Judging Man-
The
judging
of contest aircraft is a difficult, de-
and sometimes thankless job. The
effort is to be objective
and
as professional as
e in evaluating the aircraft. The resulting deci-
of a number ofjudges who
amount
of
time and effort
who are aware
of
the importance
of
their decisions
Judging is a voluntary
activity with
the
only
re-
of
a meaningful job well
e. The judges are to be commended for the dedica-
all bring to this effort. "
All of us should keep that paragraph in
mind
the
time we see a group
of
judges gathered
around
a
on theflightline - they're
VOLUNTEERS,
they deserve our thanks.
The Judging Standards manual covers all the cate-
and classes judged at
EAA
OSHKOSH. Of
interested in the Antique/Classic
Divi
guidelines, and to make it a bit easier for all
to be sure
they've
kept
abreast
of
the rules,
repeat the standards verbatim here in the pages
of
AIRPLANE,
along with a short discussion
some
of
the rules. Ready? Here goes . . .
I. FOREWORD
The purpose of this manual is to lay the groundwork for a vi-
able set
of
restoration, maintenance, and construction standards
against which vintage aircraft can be judged.
The
philosophy of
these
standards
must
meet
two basic criteria. On e , the system
must be simple. Two, the system must allow consistent and fair
competition between common and exotic types.
Throughout these
standards
will be found the one concept
that reflects the opinion
of
the majority of those individuals con
tacted during the development of these guidelines. That concept
is authenticity. The standards are constructed to encourage the
individual to complete and maintain a factory fresh aircraft. If
the individual 's desire
is
to deviate from this goal for personal
whim ,
or other
reasons, the cost
of
not conforming to pure au
thenticity is known in advance. A portion of the guidelines pe
r-
tain to the documentation of authenticity as it relates to the air-
OFFICIAL AIRCRAFT JUOGING AND SCORING FORM
ANTIOUE _
C L A S S I C
AIRCRAFT
_ _ _
CUSTOM_ AEPlIC _
OWNERL
AOORESS
AUTHENTICITY MINUS
POINTS
( - )
PPEARANCE ONLY ( . )
Deduct as spec; ,lied
oor
Fa .. GooO Vary Good . b ee tlent
Gene aI
PO
N ) n . a U l t l e n l ~ c o b r s c h e m e
Nof>..ultlentc:
IinIsh
G 9 12
FS
8
Noo-IIvthel'llCstnpir'lg
VG
13 16 Non-aulher>hC marltngs
EX 17 20
Cockpll ( 15)
NO'''' I..chenhcinstrl.n>efll
F4
6
Noo-auilhentlCupOOislery
G 7 9 Noo-aUlhefltcctvoming
VG
10 12 Noo-aulhentCconttOis
EX13 - 15
Non.aUlhenhcengone
Non-aUlhen1i(:chroming
G 7 9
EX 13 15
F3 - 4
Noo-auliI lenliclaiwheel
VG
7 8 Non-aUlhenIC5Ieeg
EX9 10
Fvselage(15) Non.-aUlhenhc windshoekl
F 6
Non-aulhenlic cow\ino;l
G 7 9
Non-aulhem"laorings
EX
13
.
15
W'"9S &Tal(15)
PO 3
F 4 6
V 10 . 12
EX 13 .
1
~ s n l
t i o n B o o l \
( 5 ) 0
TOT
AL
MINUS PO INTS
(5) 0 5
JuOgiIIsnames _ _
TOTAL A
PPEARANCE
POINTS
TOTAL MINUS POfliTS (deduct)
JUOGING SCORE
VINTAGE AIRPLANE 9
8/12/2019 Vintage Airplane - Apr 1994
12/36
craft. The exhibitor is encouraged to
prove the authenticity with pictures, let
ters, factory specifications, or any of the
means
which
will alleviate the
need
for
judge's
opinion in
determining authen
ticity.
The
exhibitor should assist the inspec
tion by the judges. Judges will not remove
inspection plates nor open panels without
the presence and permission
of
the owner.
II. DEFINITIONS
NTIQUE IRCR FT
An aircraft constructed by the original
manufacturer or its licensee, on or before
December
31 , 1945, with the exception of
certain
Pre-World
War II aircraft models
which had only a small
post-war
produc
tion shall be defined as Antique Aircraft.
Examples
:
Beechcraft Staggerwing
,
Fairchild 24, and Monocoupe.
CLASSIC IRCR FT
An aircraft constructed by the original
manufacturer
,
or
its licensee,
on
or
aft
e r
January 1, 1946, up to
and
including
De
cember
31
, 1955 with the exception
of
cer
tain civilian aircra
ft
manufactured
in
the
last four months of 1945, which were actu
ally 1946 models. Examples:
Aeronca
,
Taylorcraft, and Piper.
CONTEMPOR RY IRCR FT
An aircraft constructed by the original
manufacturer, or its licensee,
on
or after
Janu
ary 1, 1955, up to
and
including
De
cember
31
, 1960.
CONTINUOUSLY M INT INED
IRCR FT
An aircraft with
proof of construction
by
the original manufacturer, or
its li
censee, which has received periodic main
tenance, repair,
recover,
and/or
replace
ment
of
parts ,
but
which has never
been
completely disassembled and rebuilt
or
re
manufactured to new or better-than-new
condition.
RESTORED
IRCR FT
An aircraft with proof of construction
by
the original
manufacturer, or
its
li
censee, that has been disassembled into its
component parts which
were
then either
replaced , refurbished,
or remanufactured
to new or better-than-new condition .
CUSTOMIZED
IRCR FT
An aircraft with proof
of construction
by the original manufacturer , or licensee,
which has been
obviously modified from
its original appearance. Such modifica
tions could include airframe structural
changes, paint
schemes, interior
and up
holstery,
instrument
panel,
or
engine
and
cowling, etc.
REPLICA
IRCR FT
An aircraft constructed exactly to the
1 APRIL 1994
original
manufacturer
's plans, full size in
scale, but not constructed by the original
manufacturer or its licensee.
III. SELECTION OF JUDGE S
Judges will be selected by the Chair
man
of
Antique and Classic Judging.
IV. QUALIFICATIONS OF JUDGES
A judge should be a current
member
in
good standing of the EAA
and
a member
of
the Antique/Classic Division.
Excep
tions can be made
in
special circumstances
subject
to
the
approval of the
Judging
Standards
Committee.
He
should
have a
thorough
knowledge
of the
aircraft
type
and
vintage being judged, this knowledge
having
been
gained from actual
experi
ence flying and /or maintaining such vin
tage aircraft. Qu alification may also be ac
quired by historical research or actual
restoration experience.
V.
GUIDELINES
FOR JUDGES
Judges should be guided by the follow
ing general policy. The prize winning air
craft
is
either in, or has been restored to,
factory fresh condition. In the case of re
stored
aircraft , the quality and
authentic
ity
of
the
completed re
storation
is the
main issue.
The
best
restoration
is the
one which most
closely
approaches fac
tory
fresh condition.
Authenticity
is to be
emphasized. Any
alterations, for
what
ever purpose , with the exception
of
safety
items and necessary
alterations
to meet
current FAR requirements , should be dis
couraged. These are
covered
in the
stan
dard deductions on the judging sheet. Du
plication of parts should be as close to the
original as possible. Penalties should be
given for lack of restraint in over restora
tion. Judging for cleanliness should
take
into consideration the
extent
to which the
aircraft
is
used. An authentic restoration
should not be
penalized
when it
bears
only the oil
and
grease normally accumu
lated in operation
of
the aircraft. This will
not excuse a poor presentation for lack of
the routine cleaning
and
polishing which a
show plane deserves . Aircraft must be
flown to
or
during the convention.
The proof of authenticity should be a
book which documents the history of the
aircraft. As in the Warbirds Section, the
purpose
of this Presentation Book
is
to
authenticate
the
restoration or
preserva
tion of the
aircraft.
Preferably, photos
will
document
the
state of
the aircraft be
fore, during,
and after the
restoration.
(Editor'S Note: Here's
how
the Warbirds
paragraph reads: It
is
also suggested that
the owner have a 'presentation
book
' con-
taining details and pictures
of
the plane's
restoration, pictures
of
areas in the aircraft
that are
not
readily accessable, historical
research data, and any information which
would validate the authenticity of the paint
scheme and markings, etc )
Replicas should be judged as a sepa
rate category. f
there are
suficiently large
numbers
of
replicas entered
in competi
tion, they can be subcategorized
into
all
the classifications and subclassifications
presently used in judging antiques and
classics.
VI. JUDGING
CATEGORIES
AND
CLASSIFICATIONS
Listed
below
are complete
categories
and subdivisions that will apply at the an
nual Oshkosh International Convention.
The
date
range
of
the basic categories has
been
standardized and
will remain intact.
New
categories
may be
initiat e d
as
progress warrants.
Awards
will be given only where indi
cated by the presence of aircraft of supe
rior quality which warrant
this
level of
recognition.
Any Antique, Classic or Contemporary
aircraft
which at
one
time
was
owned
and/or operated by
any recognized
mili
tary organization should be judged
on
the
basis of its
former
military appearance ,
unless a comparable civilian model of that
aircraft was offered for sale by the original
manufacturer
or
its licensee.
VII. FORM EXPLANATION
AND USE
Judges should
understand that
the
maximum
attainable would be
a perfect
score grand champion without
qualifica
tion. It could never be surpassed , and it
could
only be tied by
another
perfect
score
grand
champion.
Consistency
and
fairness should
be
the main
criteria
in
judging.
A. Gelleral appearallce
This
is the only
category
which covers
the aircraft
in
its entirety . Workmanship,
authenticity, cleanliness,
and
maintenance
of the aircraft should be the criteria.
Judges should consider the aircraft and its
airworthiness as a whole and
not
as indi
vidual pieces.
Non-authentic color
scheme,
modern finish, fabric other than
original, non-authentic striping
or
decora
tions
should
warrant
the use
of negative
points. Markings ,
done
in good
taste,
should not be penalized. Aircraft showing
use of metal
that
has replaced the original
use
of
fabric
or
plywood skinning
should
be
penalized substantially
. Use of
non
original type nuts ,
bolts
, cable splices,
safety wire, etc., should also be penalized.
B Cockpit
Anything visible within the cockpit and
passenger
compartment comprises
the
items under inspection in this category.
Authenticity should be stressed in the fin
ish, upholstery (or lack of), instruments,
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0
~ ~ ______ __________________________
____
______
Champion Classic Aeronca
7AC
Champ
was painstakingly
restored by Harold and Bob Armstrong of Rawlings
WV.
right down
to
the flocked
side panels in
the
cockpit
it
was
one
of the
highest scoring Classic winners
ever
at
EAA
other components. The op the whe el wells should be part of the in
ings.
The
tail surfaces, including the hori
ational condition of a ll components, the spection. Credit should be given for flying
zontal stabilizer, e levato r , fin, rudder,
the a
ttention
to detail an authentic tail skid. Credit should be
bracing
wires, and attach fittings should
important. Insta llation of given for ta il
wheel
s
that are
authentic.
all be considered.
If
the exhibitor, as sug
electronics should
not
be penal
Points should be deducted for non-authen gested in the fuselage section, will allow a
d providing
the
installation does not tic tires or tires of improper size. Non-a
u-
look inside the wings for condition of the
tract from the authenticity of the instru thentic mat
er
ial used for fairings
or
wheel
structure, it should be considered. Again,
ent panel
or other
components. Deduc
pants should be cause for penalty points.
he has the right to refuse such entry if it
should be made for alterations made
mean
s re
moving
a
cover
pl a
te
a nd he
the throttle
, stick, or contro l
wheel.
E Fuselage does not wish to do this; howeve r, an un
entic upholstery material
or
pat Wh en judging the fuselage, the first cooperative exhibitor shou ld be prepared
rns
should result
in de
ductions.
consideration should be
its
general
all to lose a couple
of
points.
Th
e inside con
parts not originally chromed over configuration. Has the restorer been
dition
of wings will show the
quality
of
earn minus points. authentic in
duplicating the
sha
pe
via
the r
es
toration. A judge should not
be
st
ringer
s a nd
woodwork
where applica
lookin g for brand new wings as much as
C Engine ble ?
Th
e e ntire fu se lage including all for workmanship in the restoration . The
Consideration shou
ld
be
given to the st ruts, mec hanisms, gear mountings , and important aspect should be to
observe
as well as to its mounting ,
covering
s
hould
be examin ed for work that th e wings are in a generally new con
wling , accesso ri es, a
nd
propeller. manship and authenticity. If poss ible, the dition showing the wood to be clean and
authenticity s
hould
be stressed . judges should view th e fuselage interior freshly varnished, excellent craftsmanship
should be nothing on or in the en for quality
of
inside res
to r
a tion .
The
is evident in the finishing of the fittings,
compartment that was not there orig
point
should be s
tr
essed
that
it is the ex a
nd warped
ri b s
ha v
e be e n
replaced
.
should be installed
in
a hibitors prerogative to refuse removal of There are many wings flying that have not
class manner according to the way it any inspection covers; however, it
is
urged been restored prior to recovering, or that
when it left th e factory. Plu s points that th e ex hibitor be cooperative, since have never been recovered. Non-authen
o uld be give n for authenticity. Any the in side
of
the fuselage is a major por tic wires, st ru ts, pi tot , landing light s, o r
engine,
component,
acces tion of the restoration of an aircraft.
The ot
h
er
related items should receive nega
ng
in
e mount, propeller, or spinner, quality of workmanship of formers, wood tive points
well as
any
non-au t he
ntic
chr o min g work, general finish, in side tubes, pulleys
ould receive minus poi nt s Later
or
in for the cables, the condition
of
the cab les, G. Presentation ook
HP mode ls of the original engines and the interior finish on the tubes
are
all
Proof
of authenticity contained within
uld-receive little or no penalty. points that should be co nsidered. Points
the Presentation
Book should be judged
should be deducted for fairings , cowlin
gs
,
on details of
the contents
relative to
the
D Landing gear or wi ndshield s that are non-authentic.
authenticity of either a continuously main
This category should include brakes , ta in ed or restored aircraft and not on the
landing gear fairings, and
F
Wings
and
Tail Surfaces
beauty or artistic quality
of
the book itself.
l pants or covers, if any. Smooth tires The judges should examine the
exte
ld
be given plus points if the aircraft rior covering and finish reinforcing tapes, H Degree ofDifficulty
original
ly
equipped
with
them.
If
struts braces and
wires,
ailerons,
flaps ,
The
difficulty involved
in
the
recon
was accomplished by balsa
navigation lights, fairings to
center
sec struction of a restored aircraft or in the
the quality
of
work
tions, the
center
section, gas tank
and
gas preservation of a continuously maintained
tank
cap
(if mounted in the
center
sec
aircraft should be taken into consideration
If the wheels are retractable, tion) wing-walk and wing-to-fuselage fair-
if it s significant.
VINTAGE AIRPLANE
c
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Another superb restoration by the Armstrong
s
this Pitcairn PA-4 Fleetwing was awarded the Grand Champion Antique trophy at
EAA OSHKOSH 91 . Careful attention to detail made this airplane perhaps the finest antique flown to the Convention.
First you may have noticed that the list
of
categories and types for Antique, Clas
sic and Contemporary aircraft
was
not in
cluded. Space limitations preclude print
ing the lists, but
if
you review the awards
presented as published in the September
1993
issue, you'll see the basic
list.
If
there
is anyone
item that the judges
would like you to remember regarding an
original restoration, it is this: Duplica-
tion
of parts
should be
as
close to
the
orig
inal as possible.
Penalties
should be
given for lack of restraint in
over restora-
on .
If you really want
to
chrome those
valve covers, remember that it will cost
you
points i f you
want
your airplane
judged
in
the original types
of
classifica
tions (Class 1 Class ll, Class
llI)
instead
of
the custom classes (Class A, Class
B
Class C .
Another
point to keep in
mind
relates
to
the Outstanding in Type awards.
In the Antique and Classic categories,
the airplanes, bo th cus tom and original,
are judged together, with the aircraft with
the highest point totals coming out on top.
Higher scores in the Best in Type cate
gories usually result from aircraft that lean
towards the more original restorations.
The Grand Champion and Reserve Grand
Champion
Antique and
Classic aircraft
will be judged
in
relation
to
their original
ity. The more original aircraft will be fa
vored in these two awards.
For Contemporary airplanes,
the
judges will take into account that those
aircraft
have
a
higher incidence of
changes, particularly with regard to instru
mentation and radios, and will judge the
Best In Type categories with that differ
ence
in
mind
.
On the other
hand,
the
Grand Champion and
Reserve
Grand
2 APRIL 994
Champion Contemporary aircraft will be
judged in relation to their originality. The
more
original aircraft will be favored in
these two awards.
Some members have asked about doc
ument ing originality. The most obvious
method,
but not
always the easiest, is to
have a copy
of
the factory drawing, fac
tory sales order, other factory documenta
tion concerning your particular airplane,
down
to the serial
number,
i f possible.
With
it
you can easily document the part
or finish, and
if
you are able to also show
originality using photographs or old mag
azines and factory brochures, the judges
will not be left wondering
if
something has
been
customized
or has been restored
to
original specifications.
A note is also in order concerning fab
ric and finishing. If your airplane was
covered with Grade A cotton and then fin
ished with butyrate dope, the new fabric
and finish
should
duplicate, as close as
possible, the finish on the airplane when it
was first constructed. Needless to say, that
can vary widely
-
a
custom
cabin Waco
built in
1932 for
a well-to-do customer
may have had a hand-rubbed 30 coat fin
ish that was so smooth no fabric surface
was
discernible.
In
that
case
a similar fin
ish with
more modern
materials would
have minimal deductions. The flip side
of
that might be a Cub or Champ, where the
cotton fabric weave was quite visible
through the butyrate dope.
Even
if the
restoration is covered with Dacron syn
thetic fabric, the color finish
should
at
tempt to replicate the appearance
of
the
cotton
and
butyrate finish. A
multiple
coat
hand
rubbed finish
on
the Cub may
look
nice,
but
it will result in higher au
thenticity minus points.
Some aircraft from the pioneer era
of
aviation were covered with cotton or linen
and finished with nitrate dope. Because
of
the extremely flammable nature
of
cotton
or linen fabric coated with nitrate, substi
tution with an appropriately finished more
modern fabric and paint would be consid
ered a safety issue, and would not result in
the deduction
of
authenticity points. The
use
of
nitrate dope would not result in a
substantially higher score.
The judges
would like to
emphasize
that theirs is not a secret society, and that
they are
quite
willing to help
when
it
comes
to
answering
questions about
restorations. They have the expertise to
help you wade through the maze
of
ques
tions and often,
you may find
an expert
on
your
airplane,
just by
asking the
judges for a little help.
If you have any problems or questions
regarding your restoration, and you'd like
a little guidance, feel free to contact the
chief
judge
in each of the categories.
Since
many
of
the questions members
have would
be
of
interest to
most mem-
bers, we d like
to
publish the
questions
and answers. If you have a question, feel
free to forward
your
letter here to
EAA
Headquarters,
and
we'll pass it along
to
the appropriate judge. You' ll find the ad
dress on the Contents page. We'll publish
the questions and answers when they're
available.
Finally,
if you
wish to have
your own
copy
of
the
EAA
Judging Standards Man
ual
the newly revised version
of
the book
let (including the listing
of
Contemporary
awards) should be available by May 15.
Call
EAA
Order Entry/Membership Ser
vices at 1-800/843-3612
for prices and
availability.
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GfNfMTlONS!
H t k A ~ 4
VINTAGE AIRPLANE 3
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S
ldom, if ever, do you find four
generations
of one family in
volved with an airplane - espe
cially one particular airplane
In this case the airplane
is
a 95
Ryan Navion,
N5437K,
S N
NA
V-4
2337B, which was purchased new from
the
Ryan
factory
in
San
Diego,
CA. on
March 27, 1951, by Earle
T
Andrews of
Berkeley Springs, WV. The purchase of
the Navion was negotiated through the
St. Louis Flying Service, a
Ryan
dealer.
They were also known as the Kratz Cor
poration, Kratz Airport, St. Louis, Mis
souri,
Mr.
A. R. McEwen, President.
(This same corporation, which began op
erations about 1930,
is
referred to
in
the
December
1990,
issue of
VINTAGE
AIRPLANE, page 23.)
A family friend, Dick Cargill
of
Lewis
ton, P A, accompanied Earle
T
Andrews
to
San
Diego back in 1951
and
helped
him
fly
the factory new Ryan Navion to
Berkeley Springs, WV, where it has been
14 APRIL 1994
based for the ensuing
forty-three years.
Dick Cargill is given
special
(and
well de
served) mention since
he taught
the entire
Andrews family to
fly
in
J-3's and Champs
and was instrumental
in
introducing the
Navion to the Andrews family.
Technically referred
to
as a
Ryan
Navion Super 260 because of the original
Lycoming GO-435-C2 engine
of 260 hp,
01'
N5437K has
carried
on very well for
the Andrews family, traveling to most of
the 48 contiguous states plus several trips
to Mexico and Canada.
At
146.8 hours,
the original
Lycoming
engine was
re
placed with a zero-time GO-435-C2 en
gine (courtesy of Lycoming) on July 24,
1952.
No
major problems were experi
enced with the second engine except a
constant tendency to run hot.
At airframe time of 897 hours, the Ly
coming was rep laced with a
Continental
IO-470-H engine of
260
hp on July
2,
1964, along with
an
86-inch McCauley
constant-speed
propeller. This
was ac
complished according to
FAA Aircraft
Specification No. A-782 as Item 139. per
Navion
Report
Nav-TU-113.
The
com
bination of
the rugged Navion airframe
and the Continental IO-470-H engine
has
been an excellent one,
serving
the
Andrews
family admirably for the
past
thirty years. There have been a few ups
and downs during that time span.
During the
1970's,
operation of
the
Navion
was assumed by Hale Andrews
(EAA 14768,
IC
982),
son of
Earle T.
Andrews. In
the summer of
1977, the
Navion was flown to the EAA Conven
tion in Oshkosh, WI, where it garnered
the Class III Award (Over 150 hp) in the
Classic Division.
A few years later in
1981,
ownership of
N5437K was
tran
ferred from the original purchaser,
Earle
T. Andrews,
to
his son,
Hale Andrews.
In
April,
1985,
the
260 Continental was
sent
to
Cove Valley Aviation, Williams
burg, P A, where
Hugo
Bartel did a com
plete major overhaul (new limits) as part
of a firewall-forward
overhaul
on
the
Navion.
Total time
on the engine at
overhaul was 1046.9 hours.
The home field of Navion N5437K all
these years has
been Potomac Airport,
Berkeley
Springs, WV,
situated along
the banks of the Potomac River.
On
No
vember
4, 1985,
the
rain swollen waters
of the river began to rise. Since the pre
vious high
water
mark thirty years be
fore
had
been 18 inches above the floor
of the hangar, the owners were hopeful
8/12/2019 Vintage Airplane - Apr 1994
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record would
stand. The airplanes
of them) were jacked
up
where
and the
airport abandoned to
thereafter,
Novem
6, the flood
crested
at 10'8 above
Eight airplanes,
nine
cars (two
an
and three tractors were inun
and three hangars were destroyed.
t was
not
a
pretty sight.
Even the
totally
soaked
from top
to
mess
.
Fortunately,
the
airplane
a tenacious
lot and today,
of the eight submerged aircraft are
n
the air. The only permanent ca
was an Aero Commander jet
abandoned to the
insurance
Navion
N5437K was
disassembled
taken to Cove Valley
in Williamsburg,
PA, where
Barte
l could
once
again work his
airplane . The
Continenta
l
again completely dis
and debris from the
od painstakingly removed. Carefully
the measurements
as he
assem
engine, Hugo Bartel once again
the big six-banger back
to
new
(It
had
been
flown about 30
in the
seven
months
since
major
overhaul.)
Once
this was accomplished,
the numerous
pieces
of the entire
air
frame
were
taken on
-
one at
a
time.
Every nook and cranny
was
carefully
cleaned, every moving part was removed
and all hardware
was
replaced
as
the
parts were slowly primed and assembled.
It
would be a five year process.
Meanwhile, back at
Potomac
Airport,
the third generation was busy. Earle H.
Andrews
(EAA
168816,
lAC
10485), son
of Hale Andrews, had cleaned
up his
Pitts Special S-lT,
N49308,
after
the
flood and
commenced some
hard aero
batic
practice.
All
of the
hours
of
di l
-
gent practice paid off in the
summer of
1988 when he won
the
highly competi
tive Unlimited Category
Championship
award (Haro
ld
Krier Cup) at Fond
du
Lac, WI. In addition,
Earle
was awarded
the
Keith Allan
Trophy
for
the best
4
minute program during the
1988
lAC
Unlimited event.
Once
Hugo
Bartel started putting the
Navion airframe together, the necessary
material was
gathered
for the new cabin
interior, instrument panel and associated
insta
ll
ations.
It
s
obvious th
at the
An
drews
family
put their heart and sou
l
into
the restoration
along with H ugo's
skilled hands. The final painting on the
aircraft's
exterior
was
done
in
DuPont
Left) The man with
the
highly skilled
hands and
the
architect of
the Navion
rebuild, Hugo Bartel of Williamsburg
,
PA.
and the
IO-470-H engine ready to
be
reinstalled in the Navion.
Below) Extremely sanitary installa
t ion of t he Continental IO-470-H en
gine w ith it s associated connections
and plumbing of
many
sorts. Magne
t os are mounted high over t he eng ine
on
th
is mod el al
ong
w ith t he f uel
in
j
ec
t ion s
yst
em.
Imron with the special deep red formula
tion especially matched to the original
Sunset Maroon. The
formula used
on
the airplane darkens to
a
deep maroon
as
the sunlight
fades in
the late after
noon. A cream Imron color was chosen
to
match
the original factory Ivory.
DuPont Imron Clear Coat
(508 S) was
then applied over the color.
All of the blood, sweat, tears and toil
of the total restoration
came to
fruition
on December 7,1991 (50th Anniversary
of Pearl Harbor) when
Navion 54337K
made its first flight after the 1985 bath
in
the
flood.
I t
was a
momentous
occa
sion
and
the
airplane performed ex
tremely
well. With its
large
cabin
and
well
upholstered
seats,
the Navion s
a
comfortable
cross country airplane,
cruising at 155-160 mph
at
65%
power
and burning about 12 gph.
In mid-July 1992,
Hale
Andrews along
with his lovely wife, Lue
ll
a, and another
couple, Howard and Betty Trittipoe,
flew the
sharp
looking Navion
to EAA
Oshkosh '92 and promptly
ran off
with
the
Outstanding
In Type
Award
for
Navions
at the
huge gathering. In talk
ing with
Ha
le
and
his
party,
it was ex
tremely
difficult
to
discern
that
the air
plane (and the
family) h
ad just been
through
five
long years
of serious
VINTAGE AIRPLANE 15
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18/36
Above) With
the
flood waters reced
ing,
the
Navion, still on
jacks
to
es
cape the expected 18-inch flood crest,
looked like
this as the
owners got
their first look
at
the damage. Line on
hangar wall shows height of water at
the final crest.
(Below) November 6,1985,
the
flood
waters
crested at
Potomac Airport
at
10
feet,
8
inches
above
the hangar
floor inundating eight airplanes, three
tractors and nine cars. Three hangars
were destroyed.
restoration
work.
They
were all happy
to
once more
be in
attendance at
Oshkosh amid their many friends and, of
course, Navion people.
At
Sun
'n
Fun
'93,
Hale
Andrews
shr
ugged
off the winter doldrums and
brought his wife, Luella, along to Lake
land, FL, where the pretty Navion un
derwent the
critical eye
of
the
Antique/Classic judges once again. This
time, against some strong competition,
0 1N5437K emerged the winner of the
Best Classic Award, Over 165 hp. Once
/)
0
Q)
iii
c
::J
o
more the long period of restoration and
sup
er
detailing had paid dividends for
the Andrews fami ly.
With
the ownership
of
the
Navion
now reaching 43 years in the same fam
ily, Hale
Andrews'
two sons, Ear le H.
and Douglas are waiting in the wings to
become the third generation of Navion
owners and
pilots.
And following
on
their heels will be the fourth generation
from
the
original
purchaser, Earle T.
Andrews,
namely,
great grandsons,
Chase and Justin Andrews. These two
youngsters are excited about airplanes
a trait that seems to run in
the family
Perhaps the most unusual aspect
of
this entire 43-year episode
is
the letter
that Hale Andrews has from the Ryan
Aeronautical Corp. , si
gned
by
Earl
D.
Prudden, Vice-President and dated Sep
tember, 1951. I t seems that with the Ko
rean War going full tilt, production of
Navions had been suspended because of
high
priority military orders.
Many
Navions were being used in the liaison
role as
L-l7's
.
In
an
effort
to
obtain
more airplanes , the Ryan factory was
writing letters
to
recent Navion
pur
chasers stating
that
the
factory
would
like very much to buy back any
and all
Navions offered by the owners
When
is
the
last
time
you
bought
a
new airplane and six months later
the
company wanted to buy it back for cash?
As Paul
Harvey would say,
Now
you
have the rest of the story."
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19/36
by HG autschy and
C
Kelly Mason
Photos by Bill
louf
areers are strange
ways
to
measure one s
life.
Just when you think you 've got your life mapped out,
with all the litt le milestones set in your mind, life throws
a knuckleball
at
you.
If you re
wise and quick, you
learn to adjust and hit the ball. Kelly Mason,
(EAA
358867 le
16479) of Arlington, WA, seems to have
adjusted quite well, thank you, to the knuckleballs life
has pitched his way. Whi le working as a computer
salesman, the realization seized him that he would not
be satisfied until he tried to do something he always
wanted to do - fly an airplane for a
Living
He quit com
puters, and was well into working towards his ratings,
when another revelation touched him, the same wayan
old
biplane
gently sighs
onto the
grass in a full stall
landing on a late summer's eve, when the sun hits the
horizon.
While on a visit to the airport just to relax and watch
a few airplanes do touch and goes, he spotted a man giv
ing rides in a Travel Air 4000. Nobody was waiting in
line, and it only cost $60, so
Behind a roaring radial engine, Kelly, the Travel Air
and
the
pilot went bounding across the grass and took
off. Thirty minutes later, after the pilot smoothly rolled
the tires
of
the 4000 on the grass, Kelly knew something
magical in his life had happened. He began to read up
on old airplanes, barnstorming, and radials. The world
of
IFR flight began to look less inviting, as the thoughts
of
the Travel Air and flying
in
an open cockpit began to
dominate his
thoughts
.
Perhaps
a
jet
cockpit was not
what
destiny had in store for him -
barnstorming
in a
Travel Air was the cockpit where he belonged.
Kelly saved every
cent
he had to put down on
a
VINTAGE AIRPLANE 7
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The spectacular instrument panel results from Kelly Mason s perseverance in tracking down the instru-
ments, and the restoration talents of Phil Kraus Vintage Aero. n the bottom center of the panel are the
indicators for the Pioneer Earth Inductor Compass installed in Kelly s Travel Air.
Travel
Air of
his own.
At
the
same
time,
he dropped the idea of an instrument
ticket ,
and
enrolled in the
A&P
course at
the local college. By 1987, the money was
there,
a
Travel Air
was available,
and
so
Kelly had an experienced Travel Air pilot
head
off to Montana to help him fly his
new treasure home to Washington.
Kelly 's
next
big
surprise came during
his checkout in the biplane. He figured a
couple
or three hours would suffice, and
was not expecting the level
of
expertise he
had to
raise
to in
order
to fly
the Travel
Air. A tail wheel was a new
experience
,
not to mention the
fact
he
couldn't
see
forward with that big
radial stuck
on the
front
of the
fuselage
. Fifteen hours of
dual instruction later he was ready to solo,
but
his
confidence
was
not
overflowing.
That first solo landing still took a
lot
of
nerve, and nearly ended in a ground loop.
Kelly stayed
with
and he
did
all he was
taught to keep the
big
biplane from
get-
ting
away
from
him.
Every subsequent
flight was a little bit better, and he began
to get a bit
more