STRAIGHT - EAA Vintagemembers.eaavintage.org/wp-content/uploads/2013/02/VA-Vol... · 1986. 7....

32

Transcript of STRAIGHT - EAA Vintagemembers.eaavintage.org/wp-content/uploads/2013/02/VA-Vol... · 1986. 7....

  • STRAIGHT AND LEVEL

    by Bob Lickteig

    In firming up our plans for "An Air of Adventure," Oshkosh '86 - listed below are additional details of our EAA Antique/Classic activities. Please make plans to join us for these interesting and exciting events. Contact any of the chairmen for additional information or reservations.

    Antique/Classic Fly-Out

    Chairman - Bob Lumley, phone 414/ 255-6832, has firmed up our Antique/ Classic Fly-out on Monday morning, August 4, to Hartford, Wisconsin - 40 miles southeast of Oshkosh- hard surface and grass runways - 80 octane fuel and excellent facilities. Briefing 7:15 a.m. at Antique/Classic Headquarters, depart 8-8:30. FBO Bruce Ashenfelter is looking forward to our visit. Enjoy the day plus lots of airplane talk. Depart for Oshkosh 1-1 :30 p.m. Check Antique/Classic Headquarters for more details. Join us - fun for all.

    Antique/Classic Parade of Flight

    Chairman - Phil Coulson, phone 616/ 624-6490, has scheduled our annual Antique/Classic Parade of Flight Tuesday, August 5 at 3:00 p.m. Due to the many requests, this event will be staged one day earlier than previous years. The field will be closed. Briefing 1 :00 p.m. at Antique/Classic Headquarters. Join us and be a part of this historic air show activity.

    Antique/Classic Riverboat Cruise

    Chairman - Jeannie Hill, phone 815/ 943-7205, has reserved the Valley Queen for Monday evening, August 4. Departing from the Pioneer Inn dock at 7:00 p.m., refreshments and dinner will be served aboard. Tickets on sale at the Antique/Classic information booth outside of Antique/Classic Headquarters. For an enjoyable evening, sign on for this.

    Antique/Classic Picnic

    Chairman - Steve Nesse, phone 507/ 373-1674, has scheduled the annual Antique/Classic Picnic at the Nature Center on Sunday eve"ning, August 3, starting at 6:30 p. m. Tickets on sale at the Antique/Classic information booth located outside of the Antique/Classic headquarters. For refreshments and good fun, don't miss this.

    Antique/Classic Workshop

    Chairman - George Mead, phone 414/228-7701, has his committee of instructors ready to help you with dope and fabric - woodworking and the continuation of the OX-5 overhaul. The Antique/Classic workshop will be open to all every day of the Convention. This is your chance for hands-on experience and the answers to your restoration questions. The Antique/Classic Work

    shop is located next to the Antique/ Classic Headquarters.

    Antique/Classic Photo Contest

    Chairman - Jack McCarthy, phone 312/371-1290, will again conduct the Antique/Classic Amateur Photo Contest. (See June 1986 issue of THE VINTAGE AIRPLANE for 1985 winnerscongratulations!) Please check Antique/ Classic Headquarters or with Jack McCarthy for details and contest rules or any help you may need. Please share your talents with all members and get those shutters clicking.

    Antique/Classsic Participant Plaque

    Chairman - Jack Copeland, phone 617/366-7245, has streamlined the procedures for presenting each registered aircraft a free recognition plaque with a colored photo of the aircraft parked at Oshkosh '86. A lifetime remembrance. Please register your aircraft and the committee will do the rest.

    New Addition to Antique/Classic Headquarters Building

    Construction co-chairmen Bob Lumley and Tom Hampshire plus your officers, directors, advisors and other volunteers have been busy constructing the new addition to your Antique/ Classic Headquarters building. (See AI C News.) This expansion of our building will make it possible to better serve you during our annual Convention. So please come by and see us.

    Please check your Convention program and EAA Antique/Classic Headquarters for complete details of all events.

    It's going to be a great Convention make the Antique/Classic area your headquarters for Oshkosh '86.

    Welcome aboard - join us and you have it all.

  • PUBLICATION STAFF PUBLISHER

    Tom Poberezny

    DIRECTOR

    MARKETING & COMMUNICATIONS

    Dick Matt

    EDITOR

    Gene R. Chase

    CREATIVE ART DIRECTOR

    Mike Drucks

    MANAGING EDITOR/ADVERTISING

    Mary Jones

    ASSOCIATE EDITOR

    Norman Petersen

    FEATURE WRITERS

    Dick Cavin

    George A. Hardie, Jr.

    Dennis Parks

    EAA ANTIQUE/CLASSIC

    DIVISION, INC.

    OFFICERS

    President Vice President

    R. J . Lickteig M.C. " Kelly" Viets 1718 Lakewood Rt. 2, Box 128

    Albert Lea, MN 56007 Lyndon, KS 66451

    507/373·2922 913/828·3518

    Secretary Treasurer Ronald Fritz E.E. "Buck" Hilbert

    15401 Sparta Avenue P.O. Box 145 Kent City, MI49330 Union,IL60180

    616/678·5012 815/923·4591

    DIRECTORS John S. Copeland Stan Gomoll

    9 Joanne Drive 1042 90th Lane, NE Westborough, MA 01581 Minneapolis, MN 55434

    617/366·7245 6121784·1172

    Dale A. Gustafson Esple M. Joyce, Jr.

    7724 Shady Hill Drive Box 468

    Indianapolis, IN 46278 Madison, NC 27025

    317/293·4430 919/427·0216

    Arthur R. Morgan Gene Morris 3744 North 51st Blvd. 115C Steve Court, R.R. 2 Milwaukee, WI 53216 Roanoke, TX 76262

    414/442·3631 817/491·9110

    Daniel Neuman Ray Olcott

    1521 BerneCircleW. 1500 Kings Way

    Minneapolis, MN 55421 Nokomis, FL 33555

    612157HJ893 813/485·8139

    John R. Turgyan S.J. Wittman

    Box 229, R.F.D. 2 Box 2672

    Wrightstown, NJ 08562 Oshkosh, WI 54903

    6091758·2910 414/235·1265

    George S. York

    181 Sloboda Ave.

    Mansfield, OH 44906

    419/529-4378

    ADVISORS Timothy V. Bowers Robert C. " Bob" Brauer

    729· 2nd St. 9345 S. Hoyne Woodland, CA 95695 Chicago, IL 60620

    916/666·1875 3121779-2105

    Philip Coulson Robert D. "Bob" Lumley 28415 Springbrook Dr. Nl04 W20387

    Lawton, MI49065 Willow Creek Road 616/624·6490 Colgate, WI 53017

    414/255-6832

    S.H. "Wes" Schmid W. S. "Jerry" Wallin 2359 Lefeber Avenue 29804 - 179 PI. SE Wauwatosa, WI 53213 Kent, WA 98031

    4141771-1545 206/631-9644

    JULY 1986. Vol. 14, No.7 Copyright © 1986 by the EAA Antique/Classic Division, Inc. All rights reserved .

    Contents 2 Straight and Level

    by Bob Lickteig 4 AlCNews

    by Gene Chase 5 Video Review - "The Golden Years"

    by Gene Chase 6 Time Travels of a Pietenpol

    by Frank M. Pavliga 11 Restoration Corner - EnginesIThe

    Round Engine, Otherwise Known Page 6 as the Radial

    by M.C. "Kelly" Viets, Dale Gustafson and Ron Fritz

    13 Oshkosh '85 - Planes and People by Larry D' Attilio and Pam Foard

    14 It was Parasol Weather by Owen Billman

    16 Aftermath by Art Morgan

    18 Barbara Fidler's Like-New PA-22-20 by Dick Cavin

    20 Type Club Activities by Gene Chase

    21 Mystery Plane by George E. Hardie, Jr.

    22 Vintage Literature by Dennis Parks

    24 Tom Crowder's Boeing P-12 Replica by Dick Cavin

    26 Oshkosh '86 - Antique/Classic Forum Schedule

    by Ron Fritz Page 18 27 Welcome New Members 28 Calendar of Events 28 Vintage Seaplane

    by Norm Petersen ,29 Vintage Trader FRONT COVER . . .A typical summer scene at Wittman Field, Oshkosh; these two Cubs are kept busy for owner John Monnett.

    (Photo by Jim Koepnick) BACK COVER . . . A working DeHaviliand Beaver in Yukon Territory.

    (Photo by Dick Matt)

    The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION , EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC. , WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited.

    Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh, WI 54903-3086. Phone: 414/426-4800.

    The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , Oshkosh, WI 549033086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

    ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our ·advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

    Postmaster: Send address changes to EAAAntique/Classic Division, Inc., Wittman Airfield, Oshkosh, WI 54903-3086.

    VINTAGE AIRPLANE 3

  • Photo by Gene Chase Mid-afternoon of the 3rd day (5-25-86) the new addition looked like this. Antique/Classic Chapter 11 members from Milwaukee, WI are: (L-R) Demo Staver, George Meade, Bob Lumley, Dave Broadfoot, Clarence Schreiber, Sharron Mitchell, Michele Lumley, and Larry D' Att iii o. By evening all the siding and the roof purlins were in place.

    Compiled by Gene Chase

    RED BARN ADDITION

    A new addition to the Antique/Classic Red Barn at Wittman Field will be in evidence at Oshkosh '86. This 16 x 20 extension to the west end of the Barn will result in much needed additional floor space. Co-chairmen of the project are Bob Lumley, Colgate, Wisconsin and Tom Hampshire, Milwaukee, Wisconsin.

    The new structure will contain permanent shelving for the display of magazines and other sales items which help finance various activities of the An Photo by Gene Chase tique/Classic Division. Bob, Tom and (L-R) Bob Lumley and Tom Hampshire begin construction of the 1st roof truss for the other volunteers have spent many new addition. This was mid-morning of the 1 st day of the project. hours in this construction project.

    toric black and white photos featured in sed thousands of photos from the perNew "Old" Look the past. Beginning with next month's sonal collections of Steve Wittman,

    When we began to regularly feature issue of VINTAGE we will begin to Louise Thaden, Earl Noffsinger, Mike full color back covers with the March showcase black and white photos on Rezich, Casey Lambert, Dick Stouffer, 1985 issue of THE VINTAGE the back cover, selected from the EAA Ted Koston, Dorr Carpenter, Truman C. AIRPLANE we received comments Library's extensive collection, as well as "Pappy" Weaver, Warren Lee Worthfrom several members praising the photos offered by members for this pur ington, Wally Norman, and Hugh Buttercolor but bemoaning the fact they pose. field to name a few. Many of these missed seeing some of the rare and his- Over the years the Library has amas- photos are of historic value and have

    4 JULY 1986

  • never been published. So once again The goals of the museum, which Goals also include a flyable collection we will take the opportunity to present founders hope to realize by 1991, in of light planes, including at least one of selected examples of the Library's mag clude: an aircraft manufacturing every Piper model and a representative nificent photo collection, on the back museum with early Cub assembly line selection of other historically significant covers of VINTAGE. manufacturing parts and components light planes. These planes will also be

    used by Piper in the assembly of J-3. obtained by donation and through the PIPER AVIATION MUSEUM PA-11 and PA-12 Cubs. The same tools aircraft sponsor program. Funds for

    Lock Haven, Pennsylvania, a name and fixtures used in the 1937 through maintenance and operation will be prosynonymous with Piper has been 1947 era will be used. Visitors and stu vided by sponsorship and by museum selected as the site of the new Piper dents will be invited to watch this oper shops. Aviation Museum. The purpose of the ation and properly trained and qualified Attendees at the Piper 50th annivermuseum is to provide for historic pre museum volunteers will participate. sary fly-in, "Sentimental Journey to Cub servation of Piper-built aircraft and Cub assembly line products will be Haven" will see the site and first enother artifacts related to light plane avi used in the restoration of aircraft of this deavors of this new museum. For addiation history, to promote education in era to flying condition. Restoration will tional information on the museum, conair science, stimulate educational cur be done in museum restoration shops tact Ray Noll , Chairman, Box Y, Paoli, ricula in aviation and to enhance public with money provided by the aircraft PA 19301. Phone 215/644-7920 . understanding of general aviation , and sponsor program. to acquire, restore , maintain and oper An engineering department and li WRONG NUMBERS ate historic general aviation aircraft. brary with the necessary technical Some pilots are still using 122.9 MHz

    The collection will be limited to Piper depth will oversee the manufacturing for air-to-air communications. The frerelated and historically significant ar museum. Also available will be video quency for this activity is now 122.75 tifacts. For the archives: documents, and hands-on displays of state-of-the MHz. The 122.9 MHz frequency is repictures, drawings, technical manuals, art manufacturing methods and aviation served for airports that have no control books, oral history and Piper history that will stimulate the apprecia tower, no FSS and no Unicom on the memorabilia. For restoration: aircraft, tion and understanding of general avia field. It has been designated common engines, instruments, radios, parts, jigs, tion 's potential for the 1990s and the Traffic AdviSOry Frequency (CTAF) for tools and fixtures. 21 st century. position reports in traffic patterns .•

    The Goden Years

    This action-packed video tape is one

    of the latest additions to the EAA Video Aviation Series. It opens with an introduction by Bill Purple, President of Bendix Aerospoace, who on October 30, 1985 hosted a reunion of of Bendix Trophy Races winners and their families.

    As the name implies, these races were sponsored by Bendix and except for the WW II years, were held annually from 1931 through 1962. The Bendix races were cross country speed dashes, usually from California to Cleveland, Ohio where the contestants crossed the finish line during the National Air Races. The N.A.R. were tremendously popular events held annually and drawing crowds upwards of 250,000 people!

    This video contains historic footage of the racing aircraft and the pilots who were recognized as national heroes in their day, including Jimmie Doolittle, James Haizlip, Roscoe Turner, James Wedell, Louise Thaden, Frank Fl.JlleJ, Jacqueline Cochrane, Doug Davis, Ben Howard and more.

    Fleeting glimpses of aircraft in flight include the Gee Bee and Wedell Wiliams racers, the Howard racers "Mike" and "Mr. Mulligan," Travel Air Mystery Ships, Hall Racer, Seversky pursuits etc.

    In addition to the closed course pylon

    speed contests, the National Air Races also featured aerobatics and other flying events. Many aviation notables attended those annual extravaganzas and so did the military. This video contains shots of a Boeing P-26 in flight, Amelia Earhart in her Lockheed 10, Capt. Alex Papana from Rumania flying his Bucker Jungmeister, and some footage of the pilots clowning around while socializing after the competition.

    Following World War II , the military entries and surplus military aircraft dominated the racing events. With the appearance of jet fighters, a separate

    division was created for them and they continually set new transcontinental speed records. Some excellent footage is shown of the young military pilots and the planes they flew.

    Racing is inherent in the nature of man and this 20-minute video, "The Golden Years," does a fine job of portraying this. The video can be ordered from the EAA Aviation Foundation for $24.95 plus $3.00 shipping and postage. (WI residents add 5% sales tax.) Please specify BETA or VHS format and include your name, address, phone number and EAA number and mail your check to EAA Video, Wittman Airfield, Oshkosh, WI 54903-3065. Or, phone 1800-843-3612 between 8:00 a.m. and 5:00 p.m. (Wisconsin residents phone 414/426-4800) , and use your VISA or MasterCard... .Gene R. Chase .

    Photo from the Ted Buslnger Collection Frank Fuller's Seversky SEV-3 at the 1938 N.A.R.

    VINTAGE AIRPLANE 5

  • I IVI N ~..... -(

    ofa

    by Frank M. Pavliga (EAA 111054)

    (Photos cou rtesy of the author)

    This is a story of a trip through time; a trip consisting of far more than just miles on a sectional chart ; a trip built of dreams spun of the year 1929 out of somewhere in midwest America. That was the year a 28-year-old Minnesota Ford mechanic, Bernard H. Pietenpol , along with two local friends, designed, built , and flew an aircraft destined for legend . .. an aircraft capable of traversing 56 years of time . . . all the while gaining momentum, gaining popularity, gaining respect, an aircraft Modern Mechanics magazine named the "Air Camper".

    Not long afterward, a young Ohio man decided, as many of his peers did , that the only way to touch the sky as he so desired was to build his own flying machine. He would build his own Pietenpol. In fact, in the next few years he would build two. The first was powered by a Model 'A' Ford engine, the engine for which B.H.P. originally designed the ship. The second used a Continental A-40 aircraft engine.

    After a few seasons of successful performance with ship number two, one day an official looking gentleman showed up complaining that due to the sunburst paint scheme of the young

    Ohioan's wings, his registration numbers appeared garbled and did not read well from the ground below. Donning (for the first time ever) a parachute, the builder/owner climbed into his pride and joy and set out to prove that government man wrong once and for all. Once airborne, the red and yellow aircraft passed overhead and dived as if to enter a loop. Arching upward and over on its back .. . it stayed there . .. half flying , half fall ing ... followed soon by a crunch and the inevitable folding of wings.

    A little neighborhood boy watching nearby gasped in disbelief as pilot and aircraft separated, both hurtling toward the ground. But there it was! The parachute .. . it worked! By this time, one wing panel had separated completely and sliced downward toward the silken canopy, nearly taking its helpless occupant along to destruction. Nearly, but not quite. Narrowly missing our bystander's hero, the flailing wing buried itself in the ground below, soon followed by a dazed but alive and well pilot .. . in the cemetery across the road!

    The little boy never forgot the excitement of that moment and in the ensuing years built models and dreamed of

    someday building and flying his own fu ll size ai rplane. He felt sure the day would eventual ly arrive when he cou ld afford such a dream. Perhaps it might even be a Pietenpol.

    As with all dreams, however, sometimes one must be patient. Years passed, a family arrived , and more delays. The airplane would have to wait. But the young man now had a young son, who all too obviously loved the sights and sounds of aviation every bit as much as his father. Someday they would both build an airplane, but for now a trip to the 1961 EAA fly-in at Rockford , Illinois would have to do. Being only four years old at the time, the young man's little boy would, in later years, not remember it clearly, but he too had now seen his first Pietenpol Air Camper. It was a red and silver beauty powered with a Model 'A' and owned by a Wisconsin contractor named Allen Rudolf who had already been flying this same ship for 20 years.

    Thirteen years and more delays later, the man and his son returned , this time to Oshkosh for the 1973 fly-in and somehow knew it was now or never. But what would it be? A Baby Ace? Flybaby? Great, but it should have two

    "Sky Gypsy" during construction, about 1982 or 1983. 6JULY 1986

  • seats, after all flying is twice the fun when it's shared. A reprint of the 1932 Flying and Glider manual was purchased in the book store and the love affair was revived ... this time for good. Father and son would bu ild a Pietenpol!

    So it was that ten years, gallons of sweat, and many dollars later my dad and I shared what we still believe to be the ultimate thril l. On June 18, 1983, at 7:30 p.m., we hooped and hollared as we watched Taylorcraft test pilot and no. 1 instructor Forrest Barber, lift our own piece of yesterday into the heavens on its maiden voyage. If the dream had ended there and then, it would have been worth it. We had made it !

    In the next twelve months, all the annoying little problems one takes for granted with a new aircraft were slowly ironed out, one by one. A taiiskid keel constantly grinding itself out of existance, bungee cord landing gear shock absorbers fraying themselves to pieces one after another, and a gas tank that couldn't seem to remember it was built to hold gas, not to shower the pilot with a volatile spray. By July of 1984, however, when nothing else could be found to fix, our 40 hours of restricted time had been flown off, and we knew it was time for our open-air wind machine to prove itself.

    For the past seven years, the first weekend of the Oshkosh Fly-in had been set aside, not for airshows, but for warm friendship and Pietenpols just outside the tiny town of Brodhead, Wisconsin. It was and is a fly-in that knows no equal. The kinship and hospitality of the local "Brodhead Bunch" who sponsor the event aided and abetted by the honesty and integrity of the Pietenpol aircraft itself create a weekend that, to us at least, is the undisputed highlight of the year. After summer upon summer of arriving at our Brodhead reunion on four wheels , 1984 was to be different. Son of a gun, we were gonna fly our own Pietenpol home to Mecca!

    The decision made, plans commenced, and by Thursday morning prior

    Frank S. Pavliga in "Sky Gypsy" in 1983.

    to Brodhead weekend , we were ready, but mama nature wasn 't quite so enthusiastic. Threats of rain and low visibility forced us out to the airport for a much earlier than anticipated departure. That darned Ohio weather was out to ruin us again !

    First one at the field . Unlock the hangar, slide open the heavy doors. Grab hold and push! Ah , out into the hazy gloom of 8:00 a.m. with evening's dew on soggy tennis shoes tracing our path from the safety of the hangar out into the uncertainty of the day.

    Before my still sleepy mind could quite focus on the chores at hand , my parents arrived in the chase car and a still dazed airport operator, Forrest Barber, yawned a "mornin" and "ya really think this thing's gonna make it , huh?" Funny guy.

    Gassed up, warmed up, good byes all said , the throttle hit the firewall and a gutsy 40 hp hauled us quickly upward into the dreary morning sky. A glance at our brass trimmed, Johns Mansville 1916 tachometer indicated we either had a disconnected tach cable or that spinning hunk of lumber ahead was all an illusion. A hasty retreat followed . After two minutes of fiddling and tightening, we were off again . Just before lift off this time, I chopped it again . You dummy! I had left a screwdriver wedged against the front windshield ... and this was only the beginning!

    Finally airborne, we soon rolled to a stop at our first destination, Blatter Field in Orrville, Ohio. Shortly, Mom and Dad arrived to find son and airplane in one piece so we wasted no time in refilling the ten gallon wing tank with a five galIon can from the car trunk. Suddenly the midday quiet of the deserted field was broken by, of all things, a Taylorcraft overhead . "Hey, that's Forrest!" He and his wife Patty just thought they'd "drop by and make sure everything was okay." Some guy, huh? A few final words of wisdom and we were off to Shelby, Ohio for gas stop no. 2.

    Considering how dismal the sky appeared before leaving Barber Field that

    morning, ceiling and visibility really weren't that bad . It looked darker up ahead , but right now making Shelby was a piece of cake. With a mild slip to see past the radiator, we were soon porpoising toward an eventual stop at the pumps. After topping off the tank I had time to sit and think. Mom and Dad would not be here for at least a half hour or so. I thought it curious that an airplane which cruises at 60 mph minus a 15 mph headwind, and designed 55 years ago, could arrive so far ahead of that four-wheeled piece of progress. Hmph!

    First one drop, then another, and another, and then a full-fledged downpour, the kind that lasts forever. We were grounded for the remainder of the day. Then dawn the next morning arrived a mirror image of dusk the night before, but after two hours of "ya think it looks any better?", "I dunno, maybe a little," morning in Shelby had cleared sufficiently to press on.

    Route 30 running east and west through Ohio and on into Indiana is a low and slow Pietenpol pilot's dream. Straight as a snapped chalkline, it provided some real security as we were occasionally forced down to a palmdrenching 300 feet of altitude by the slowly scattering cloud deck. By the time we reached Delphos, Ohio, however, airplane and pilot were basking in soothing warm sunshine. We landed, gassed up and filled in the guest register right under "Cole Palen, Rhinebeck, NY, Fokker DR-1 ", left a note for the folks and off we went again.

    Our next destination, Decatur, ' Indiana, was to be a uniting of forces. Pietenpol builder Dick Alkire and his son , Neal , in their Aeronca L-3, and the "Corn Crib Crasher of Clinton County, " Jim Vandervort, in his well-worn T-craft and my folks and I were supposed to have met at Decatur first thing in the morning. Due to weather delays, ·it was now noon and there wasn't a ship in sight at "Decatur Hi-Way" field . We missed them. I knew it·! Darned Ohio weather. I grabbed a Coke and

    VINTAGE AIRPLANE 7

  • (L-R) Frank S. Pavliga, Allen Rudolph and Frank M. Pavliga. Allen had just flown "Sky Gypsy" with a proud Frank M. on board. Allen lives in Clymer, WI and has been flying his 1933 Pietenpol since he purchased it in 1941.

    sprawled out in the grass using the landing gear spreader bar as a pillow and waited for Mom and Dad.

    What was that noise? Glancing upward, I could barely make out two specks off in the distance looming ever larger with the passing of time. No doubt about it .. . an Aeronca and a puttering sunflower-yellow T-craft. Talk about timing! As they both entered the pattern , I became aware of still another lower, throatier noise and looked over my shoulder just in time to catch the bright blue/white flash of ' another Taylorcraft buzzing overhead at scarcely more than treetop height. "Forrest, you son of a gun!" A familiar car crunched to a halt in the gravel drive and our entourage was complete.

    Once the greeting and handshaking was complete, it was time to head out again . It was already afternoon of the second day and fully over one-half our 500 mile voyage' still lay ahead. There was a lot of flying yet to do to make Brodhead by nightfall. I climbed into the cockpit, turned fuel and switch on, and Dad proceeded to swing away at old Henry up front. No dice. It wouldn 't start. Two others tried , with the same silent results.

    Then , from out of the small crowd that had gathered to watch, an elderly lady stepped forward , leaned over the cockpit and proceeded to instruct me in what to do with throttle and switch . She then told Dad to "back it through slowly without stopping for three blades, but slowly." So I did, and he did and that old chunk of iron sprang to life as quick as you please! We never did get the opportunity to appropriately thank her that day, or what's more, to find out the real story behind her instinctive knowledge of old airplanes, but needless to say, she was appreciated. 8J ULY1 986

    After several other stops for fuel and numbing backsides, we eventually did make Brodhead that same evening. Dick and Neal flew on ahead while "Big Jim" and I closed up ranks for the last half of our final leg. To this day, one of the most serenely enjoyable memories of the entire trip was looking off to the right and seeing that beaming grin staring back as the intense brightness of the low evening sun shown irridescentiy off both Taylorcraft and earth below.

    Our second home was only minutes away and I scooched down in the seat like a school kid waiting for the bell to ring. And there it was! Swooping down for a "grass cutter" pass across the field , I could see it was all there - the people, the airplanes, the memories of years past. We really were . . . home at last.

    Allen Rudolf (the same'), Dick Weeden, Sandy Saunders, Bill Kn ight, Charlie Rubeck, Chriss Eggsgaard, Ted Davis, Vi Kappler, Dave Harris, Tom Nolan, and many more ... all names synonymous not only with "Pietenpol", but with the truest of friendship . It sure felt good to be among them again that weekend.

    It's hard to explain the Pietenpol fly- in at Brodhead to someone who's never been there. It's like explaining the exhilaration of flight itself to one who's feet have never left the ground. Too many sights, sounds, and emotions to put into words. Words like friend , fun, blue sky, late night campfires, Polly Weeden 's bratwurst , the Saunders' hospitality and , unifying it all , a kinship with an aircraft design that not only has survived the test of time, but has flourished .

    After all the buddy rides were given (they were a real shot in the arm for us when we were building) , all the acquaintances renewed , and the last embers of Sunday night's campfire faded to memory, "Brodhead '84" was over. Nowhere else on earth could twelve Pietenpols, of every imaginable powering, be found on the same piece of ground at the same time, their owner/builders thrilled and delighted at just being there. We were proud to have been one of them.

    The next morning, after hours of good byes, we took off enmass and pointed our noses north toward Oshkosh . With Wittman Field being just beyond the safe range of our machines, we chose to stop at Fond du Lac and gas up before proceeding. Three Model 'A' Ford-powered Pietenpols took off in formation from Fond du Lac and followed the railroad tracks northward along the coast of Lake Winnebago . . . three tiny specks in a sun-drenched sky.

    The group that met at Decatur Highway Airport, all Brodhead and Oshkosh bound. (L-R) Frank S. Pavliga, Neal Alkire, Jim Vandervort; Dick Alkire, Frank M. Pavliga, Forrest Barber, Pat Barber, Louise Pavliga, standing in front of "Sky Gypsy" - July 1984.

  • Bill Knight of Brodhead, Dan Krejchik of Portage, Wisconsin and I entered the pattern at Wittman Field in unison and touched down on the grass one behind the other. We later would learn of the control tower chief, a Ford Pietenpol builder, who followed our arrival with tears in his eyes and shouts of "That's what I'm building . Look at that!"

    There is no need to describe the Oshkosh fly-in here. You all know. Suffice it to say it was sure bigger than Brodhead. In addition to meeting such aviation notables as Ray Hegy, Bite Livingston, Frank Rezich, Joe Halsmer, and Andy Anderson, the big thrill was participating , (along with Dick Weeden flying Bill Knight's Air Camper) , in the "Parade of Flight." Very few events have ever brought a bigger lump to my throat than flying fourth in line behind Dale Crite's Curtiss Pusher, a Spartan biplane and a Stearman C3R. If that isn 't aviation history hitting you on the head, I don't know what is!

    It's funny how, in an age of super Revel-kit homebuilts looking like special effects from Star Wars, something as simple and unpretentious as a Pietenpol can be the center of attention. But it was, and it had absolutely nothing to do with how we did or did not build it. The one word which constantly reappeared over and over was "cute". Who were we to disagree?

    All week long at Oshkosh , the hazy blue sky continued to grow hazier sti ll. We had planned on heading home Thursday, but decided to stick around one more day in anticipation of a little clearing. It never came, but we headed out anyway on Friday in hopes of better weather south and east. Flying back to Brodhead in tight formation with Bill Knight in his Air Camper, we dodged rain showers for a while, then broke out into relatively clear sky. Looking up at the red/silver machine ahead and slightly to port, I kept hearing that word over and over gain. "Cute." I thought to myself, "If they think a Piet is cute on

    Frank M. Pavliga taking off in Sky Gypsy at Shelby, OH on a hazy morning in July 1984. You can see the ice on the intake manifold . . . it was cold, too.

    the ground, they should see it from where I'm sitting!"

    The idea that people make a fly-in could not have been proven more graphically than upon our re-arrival at Brodhead airport. It was not only quiet, it was downright depressing. Where was everyone? This place had been chock full of life just a week before. It's always sad when it's over. Goodbye Brodhead - but we'll be back.

    First stop on the solo trip home would be Sandwich , Illinois, somewhere through the clouds and rain ahead. Picking out the paved runway, the DC-3 jump plane, and finally the sod strip, she sqeaked herself in for a real greaser. Hey, this is getting easy! All slowed down, just a short taxi through the high grass to the "whamm!!! " "What the heck was that?"

    After a shaky shut-down, I slowly cl imbed out of the cockpit not really wishing to see what I knew had to be seen sooner or later. Sure enough, hidden in the 12" high taxiway grass was a cast iron catch basin just waiting for us. The main gear had straddled it. The

    tailskid, not as fortunate , had been forcefully ripped right out of the lower longerons carrying chunks of wood with it. Ugh! Of all places for a catch basin! Why here? Why now? We were nearly 400 miles from home and no matter how I pictured the immediate future , things looked bleak.

    With help from a few local flyers , we dragged the broken monoplane across the ramp to an empty shop building whose tenants had just moved out that morning. It was about to rain again so it would be nice to get her inside. After a half dozen phone calls, Mom and Dad were finally reached . They were as far away as Kankakee, Illinois, some 70 miles east. Upon their arrival , I informed them of Dick Alkire's offer to drop off wood , glue, and whatever else we may need on his way home the next day.

    By 10:00 the next morning, not only had Dick and his son arrived by air, but Francis Saunders and Charlie Weisner had actually driven 2-1 /2 hours from their Brodhead homes to help in any way they could. Folks, if that isn't the truest of friendship, I don't know what

    Mr. Pietenpol in cockpit of N7533U when we visited him in 1975. Instrument panel of "Sky Gypsy" - Johns-Manville tach on left, Consolidated air speed indicator and Zenith height meter.

    VINTAGE AIRPLANE 9

  • "Sky Gypsy" at Oshkosh in 1984 with Buck Hilbert's replica Model "A".

    is! By 4:00 p.m ., new wood had been spliced to splintered longerons, plywood gussets glued and nailed over that, fabric re-secured with cellophane tape, and the tailskid re-united with its former mounting. The repair was complete.

    After a well-deserved dinner, we bid farewell with fondest appreciation to our repair crew. As that station wagon sped out of sight, I wondered to myself if this is how it was done 60 years ago. Was this what it was like to have been an itinerant barnstormer, miles from home, with a crippled Jenny or Eaglerock? My respect for their resourcefulness had deepened considerably in the preceding 24 hours.

    The true meaning of the word "hazy" is being in the same traffic pattern, at a small airport , as a DC-3 ... and not being able to see him! Such were the conditions we awoke to on Sunday. No decision was easy there in the quiet Illinois morning. Dad and I both had to be at work Monday, so it appeared the decision had been made for us. Like it or not, it looked like we'd have to leave her. The eight-hour drive home from Sandwich was spent in preparation for the following weekend 's retrieval. It would be a long week ahead.

    The following Saturday found the Pietenpol and me, parasites to the endless steel rails lasering eastward in the noon day sun . Armed with the easiest navigation method known to man and the clearest Indiana sky I'd ever seen, I wasn 't thinking of Ohio off in the distance but of the hypnotically flat open landscape here and now. A farmer out in his field , doing the things farmers do, was probably totally oblivious to our intrusion into this air far above his land. 10JULY1986

    Were it not for our own memories of the 1980's far behind, and to which we must eventually return, we could easily have slipped back in time 50 years, none the wiser. After all , it was still the same land, the same barns, the same humans below, and above all the same addictively fascinating sky above. There is much time to think, during cross country in a Pietenpol.

    Enough with philosophy. There was Miller Field, just ahead, only twenty miles west of an invisible Ohio line. Touch down, right rudder, left rudder, a little more left rudder, watch the crosswind , more left rudder and a quick blast of power warding off that ever-threatening ground loop and we coasted to a standstill at the gas pumps. Climbing out of the cockpit, I immediately became aware of the silence, quiet like I've never heard it before in my life. Only the sound of wind rustling the tips of millions of corn tassels. It was even a little spooky.

    Finding no one in attendance, no one around at all, I took a walk up the road to a nearby farm house to see if they knew how I could get some gas - no one home. Another half mile . .. no one home. After walking for nearly an hour and a half and not seeing a living soul anywhere, not even a passing car. I began to wonder if I had slipped into the "Twilight Zone." It was downright eerie. Back at the field, Dad finally showed up but as late as it was, we decided to get a good night's sleep and push on in the a.m.

    After the morning fog lifted to 700 feet or so, where it stayed, we cranked her up and headed out. Somewhere along the way, Indiana quietly faded into Ohio. Another stop at Delphos, leave a mes

    sage for Dad, and we were off for Bucyrus, Ohio, and one of the hairiest crosswind landings this dumb kid ever survived. After gassing up, I actually had to get out and walk the ship, engine idling, back to the end of the runway. The wind was just too much for a brakeless, tailskidded old Piet.

    Airborne again, Mansfield slowly slid by and our last stop, at Blatter Field in Orrville, came and went. Threading between Akron Municipal and Akron Canton airports, the sun broke through the clouds just long enough to reflect off the walls of the old Taylorcraft factory, still miles ahead in our home territory of Alliance.

    As Barber Field came into view, I thought back over the preceeding two weeks. It truly had been an "aerial adventure", one we would never forget. But I also thought back further. Our years spent building, earlier years of dreaming, new and lasting friendships , that first trip to Rockford in 1961 .

    Little did I know, even now, that soon the owner of the first Pietenpol I'd ever seen, Allen Rudolf, would share a ride in our Air Camper with me. But then , little did my dad know, in years past, that his wing-shredding boyhood hero would in time become a close friend who to this day owns and flies an original Pietenpol Scout. And little did either of us antiCipate the friendship with Mr. Pietenpol himself that we'd come to value so greatly.

    So you see, this was a story of a trip through time, a trip that continues even as this is written. As long as the memory of a certain old Dutchman from Minnesota is kept alive through the perpetuation of the ideals for which he stood, the journey will never end . •

  • Restoration Corner

    Editor's Note: This sixth installment of the "Restoration Corner" discusses vintage aircraft engines. Previous articles have dealt with selecting, purchasing and restoring the airframes themselves. The coverage of the various topics is general in nature and represents the authors' personal views drawn on years of experience. We welcome reader input on subjects previously covered or on those not yet mentioned. ... Gene R. Chase.

    Engines

    by Kelly Viets (EAA 16364, AIC 1D)

    Here we are talking about that part of our aircraft which can most seriously affect the safe, comfortable and worryfree completion of our adventures into the skies. Therefore, we must approach our engine work very carefully and with complete attention to detail.

    First, I must admit total ignorance of exact procedures and therefore I suggest everyone should procure the very latest overhaul and parts manual for the engine on which they propose to work.

    Having had experience with only three engines, namely, a 150 hp Franklin from our 14-12F Bellanca (which turned out to be a prototype 150), a 160 hp Franklin from our 108-2 Stinson, and the Continental C-85 in our Ercoupe, I do not claim to be an expert on any engine. So the following are some suggestions I have from the experience I have had with these engines.

    First, as has been so well put in articles preceding this, consider all Log Books works of fiction . In other words, DON'T TRUST THEM. Secondly, if you are not a mechanic and must look for one, do so very carefully. This selection is going to have a major bearing on the successful outcome of your project, obviously, and some of my suggestions may shock you.

    I would suggest you take a good look at the character of this man in whom you are going to place your trust. Is he stable? Has he a good record of successful rebuilds? What kind and how much equipment and tools does he have? How about completing his projects? How does he treat the engines he is working on?

    Let me repeat that question. How does he treat the engines he is working on? I once had a mechanic tear an en

    gine apart, scatter it all over the hangar and leave it like that for weeks. Now, friends, that just can 't be good for all those shiny metal parts to be left out, exposed to moisture, dirt and varying degrees of temperature. Later, much time was lost trying to find the parts when he tried to put the engine back together. Even though the engine was running when he took it apart, he said there were no valve lifters and I would have to buy new ones. (They were in a coffee can behind one of the columns in his hangar. 'Nuff said!)

    On the other hand, I have seen a clean, well lit, orderly shop, which to me indicates the quality of the mechanic's work. Now, let me quickly explain that the shop does not have to be large, pretentious, chrome plated and , therefore, expensive, but it should be clean and orderly.

    What I am suggesting is that you assure your mechanic has a good clean place to work; and the job proceeds in a clean, orderly manner while following the procedures shown in the manuals. This should result in a good, dependableengine when the overhaul is completed .

    Another question, does your mechanic have a good torque wrench and does he use it religiously? I could tell another horror tale about this but will leave it until another time.

    What this all boils down to is; "Treat your engine with care and respect and it will return the favor. "

    Now let's get to work and get our planes back in the sky. Let's do everything we can to use them and to get more enjoyment from them .

    THE ROUND ENGINE Otherwise Known as the Radial

    by Dale Gustafson (EAA 8891 , AIC 108)

    To me, there is nothing nicer or better looking (excluding a beautiful woman) than a radial engine on an airplane. Even today, I prefer a round engine on any aircraft that I might own . However, preference and practicality are two different things today. For years now, the radial engine has been slowly disappearing from the aviation scene. Today, the flat opposed engine is the common powerplant on general aviation aircraft.

    Not too far down the road, the small turbine engine may become the common powerplant. Corporate and airline aircraft have been mostly turbine-powered for years.

    At the EAA Convention each year, fewer radial engine-powered aircraft seem to attend . Why? There are many reasons, but I think the main one is the cost of operation. With the high price of aviation fuel today and the fact that radials have a large appetite, many owners cannot afford the cost. I believe they've become more selective about the fly-ins they go to, and the ones they do attend are closer to home. Another reason is the spare parts situation for these older engines. Generally speaking , parts are hard to locate and even non-existent for a few of the older models.

    Before I proceed any further, I will name a few of the manufacturers of the older radial engines that come to mind : Wright, Pratt & Whitney, Lycoming, Continental, Jacobs, Warner, Kinner, Lambert, Ken Royce, and LeBlond. Today at Oshkosh we still see quite a few P&Ws, Lycomings, Continentals, Jacobs and some of the others in lesser numbers.

    A few years ago, while operating a small general aviation airport (in addition to my regular employment) I had the opportunity to rent shop space to a gentleman for the purpose of overhauling P&W R-985 engines. The quality of his work was first class all the way. I spent a lot of time in his shop watChing, conversing and picking up any pointers I could about the R-985 and the overhaul of radials in general.

    One thing I learned is that it is false economy to use "used serviceable parts" if new ones can be found. Somehow, he had sources of supply and was always able to locate the new parts he needed (never would tell his sources, though). One of his "rebuilt" engines ended up on an aircraft that become a Grand Champion Antique at Oshkosh several years ago. The gentleman I am referring to is Bill Ralph.

    The person considering the purchase of an aircraft powered by a radial engine should keep a few things in mind. The time on the engine since its last overhaul is important. Locating an aircraft with a low-time engine would be great! It would probably last as long as he or she owns the airplane, thereby saving the expense of having to "major" the engine. At any rate I suggest acquiring a

    VINTAGE AIRPLANE 11

  • small stock of spare parts, just in case. A spare cylinder or two would be a good start .

    People should keep in mind that radial engines do not have the service life that the flat Continentals and Lycomings have today. Getting 1000 to 1200 hours from a radial between overhauls is good. I believe that the P&W R-985 has a TBO of 1600 hours, which is the highest of any radial engine I'm aware of. For those owning a radial in need of an overhaul, I suggest they locate an engine shop that has experience with the round engines. Some special tools are required and they would have them. Also, they have the necessary manuals and should be current with the ADs for the engine.

    Those wishing to do their own overhaul should be prepared to farm out various phases of the operation . Just be sure that those to whom you take outside work are certified by the FAA to do the job. This is for your own protection. Just about everyone I know with a radial-powered aircraft has a spare engine and propeller stashed away (just in case).

    Having spent about half of my professional flying career in aircraft powered by radial engines, I firmly believe that if you treat them right, they will treat you okay, too. However, they do have their problems. Did you ever see a radial that wasn 't dripping a little oil? I've seen some engines that dripped more oil than they burned. They tend to load up if idled too long, a plug may decide to start fouling , a magneto begins to drop more than the allowable limits during a mag check, etc. , to name a few. Back in the thirties these engines operated on 73 octane, then later, 80/87. The 1DOLL fuel of today makes the old engines "want to throw up." At least, that's the impression I get when I'm forced to use it in my aircraft .

    Recently I purchased a Cessna 195 with a 245 hp Jacobs. The engine runs beautifully but the plane needs a lot of T.L.C. including a new paint job. A couple of later model radios, then it's off to the fly- ins!

    It's fun again just to fly an aircraft powered by a round engine. I like the power it can produce, the deep-throated sound it makes and the sense of dependabi lity it creates. What more can I say?

    ENGINES

    by Ron Fritz (EAA 9448, A/C 337)

    When you get your project home, it's time to start making a few decisions as to how you are going to go about restoring the various components. One of the

    most important parts of your plane is the engine, and you will want to make it as safe and reliable as possible. You may want to do the necessary work on it yourself or farm it out to someone else. That is a decision you will have to make yourself , taking into consideration your abilities, your time and the money you 've budgeted for the project. If you have never worked on an airplane engine before, there are a few things you may want to consider before starting.

    Assuming your project was obtained with an engine and log books, the first thing you should do is go through the logs and other paperwork very carefully. The logs contain the maintenance and repair history of your engine and , when carefully scrutinized , will give you some idea of the condition of the engine as well as the treatment it has received throughout its service life. For instance, certain entries such as regular oil changes, carefully documented annual inspections and other pertinent notes might indicate a conscientiously, wellmaintained engine. This could be a big factor in deciding whether or not you will have to tear down the engine for a top or major overhaul. If your knowledge of engines is limited, now is the time to contact a licensed mechanic or knowledgeable engine person to advise you on what route to take with your engine. Remember, all engine work will have to be performed by, or supervised and signed off by a licensed powerplant mechanic.

    After you and your mechanic have gone over the log books and made a careful inspection of the engine, a decision can be made as to how involved you want to get with the engine work. Keep in mind that it is not absolutely necessary to overhaul an engine if there is sufficient evidence, etc. to indicate the engine is already in good condition. This can be determined by noting the number of hours the engine has run since the last overhaul , how extensive the last overhaul was, whether or not the engine was running well when last used it and how the engine looked during a careful inspection.

    There is no need to go through a costly overhaul if it isn't necessary. If it is decided an overhaul isn't necessary, take steps to preserve the engine and then store it until it is needed. Engine preservation instructions are contained in most engine overhaul manuals.

    There are several circumstances which will indicate the need for an engine teardown. If the engine logbooks indicate a high time engine or if there are no logbooks at all, a teardown is highly recommended. If the engine has not run for an extended period of time, a teardown is highly recommended even though the logs may show only a

    few hours since overhaul. All of the above situations show a

    necessity for an inspection of the interior of the engine in order to determine the amount of wear that has occurred and to see if rust or corrosion exists. In the case of the engine that has been stored for a long period of time, you will want to inspect it for acid etching of certain interior parts. When an engine has been run and then stored for a long period of time without special preservation, moisture in the oil may react with compounds (such as sulfur) in the oil to form acid which can cause pitting of the metal. Such pitting, or etching, will most often be found on the crankshaft or camshaft bearing surfaces. I have seen this occur on a 65 hp Continental crankshaft and most recently on the crankshaft of a B-55 Kinner that had been stored for about 20 years. Other areas where etching may occur are in ball or roller bearings that have set in the same position for long periods of time. Pitting in the bearing races is easy to miss unless viewed through a magnifying glass and, if overlooked, could lead to catastrophic engine failure within a few hours of running.

    If engine work is necessary, it might simply be a top overhaul. This will entail the removal of the cylinders to replace the pistons rings and grind the valves. Sometimes a top overhaul can be quite extensive as the cylinders may need grinding or extensive valve work. Your mechanic will advise on this and you should do what he says as your life depends on that noise maker in front of you.

    If a major overhaul is in the works, you have several ways to go. You may opt to ship the engine to a certified engine overhaul facility and be done with the whole matter. This method is by far the most costly.

    Your nearby fixed base operator may have a good mechanic who will overhaul your engine for you for a fixed price plus parts. This may be cheaper but may necessitate reusing some of the serviceable parts in order to keep costs down. Large overhaul facilities may discard some serviceable parts as a matter of routine.

    There is another way to overhaul the engine and that is to do it yourself. You will have to find a licensed mechanic to supervise your work, though. Should you decide to do your own overhaul it will probably be at the mechanic's shop as many special tools are needed to work on airplane engines. Such tools probably aren't in your tool box and they are too expensive to buy for one-time use. The mechanic will probably demand this anyway as it is his license that is on the line if something goes wrong with the engine after overhaul.

    12 JULY1986

  • Generally speaking, it is not too dif mags fail over a swamp that seems the OX-5 powerplants. The changes were ficult to overhaul, or find a shop to over size of the Pacific Ocean. made as OX-5s were not available or haul, most of the classic Continental , Researching your engine will proba were not considered reliable enough to Lycoming and Franklin engines. There bly be easier than restoring it. Engine guarantee safe flight. are large numbers of these engines still manuals are available on most every If you desire an engine change, conin use and parts are readily available engine built. ESSCO in Akron, Ohio and tact the nearest FAA General Aviation for most. Many parts are still available Air Service Caravan in New Bedford, District Office (GADO) or FAA Enfor the Continental R-670 and Lycoming Massachusetts have large lists of man gineering Office to see if they will apR-680 engines and overhauls are com uals available. If you need something, prove the engine change. Remember paratively easy on these engines. they probably have it. to do this BEFORE you start the

    Wright and Jacobs engine parts are Another source of information is the change. You may save a lot of money getting a little scarce but not impossible forum program at the EAA Convention and time by doing this. Your job will be to find. Ranger parts are still available in Oshkosh, Wisconsin. At almost every greatly simplified if you can show the in larger numbers but Warner parts are antique and classic airplane forum you FAA that the change has been done bevery scarce. There are many other en will find a true expert on aircraft en fore and you can provide documentagines you will encounter in the older gines. Being a member of EAA's An tion to that effect. airplanes, including: Kinner, LeBlond, tique/Classic Division or the Antique This has been a brief introduction to Lambert, Menasco, Aeronca, etc., etc. Airplane Association will put you in what you might expect when dealing The list almost seems endless. Many touch with other knowledgeable mem with the engine portion of your restoraantiquers have found it necessary to bers who can help with your problems. tion project. Most questions can be manufacture their own parts to keep If you happened to purchase your answered by a mechanic or found by certain engines running. This illustrates plane without an engine in hopes of researching the literature available on the dedication they have for the hobby. finding one later but cannot, don't de the various airplanes and engines. The

    Restoring or overhauling the engine spair. It is legal to substitute a different one factor that must override all others also includes the accessories. These type of engine from the original in many is safety. Don't skimp on your restoraare the magnetos and carburetor and airplanes. For example, there are many tion, don't cut corners and don't take they are just as important as the engine Travel Airs flying in the United States chances. Your safety in the air and the itself. Don't cut the corners here as the with Continental and Lycoming radial safety of those on the ground is of silence can be deafening when the engines replacing the original Curtiss paramount importance . •

    OSHKOSH '85: Planes and People

    by Larry D'Attilio and Pam Foard AlC Press Co-Chairmen

    Carmen and Wynn Fisher's Porterfield, NC37862

    I was sitting in the NC Press Tent at Oshkosh '85 when an unassuming woman walked up and claimed ownership of the pretty navy and white 1941 Porterfield that we'd stuck a note on. Her name was Carmen Fisher, and she proceeded to relate this remarkable story.

    In 1943, one and a half years after she and her husband Wynn had purchased a Porterfield with a Continental 65, it was conscripted by the Civilian Pilot Training Program. It had 500 hours on it, and Carmen had gotten her licnese in it. She continued to fly for a Wing Scout group, but stopped when she had children. Carmen and Wynn moved to Bellaire, Michigan, where they live today and they both started flying again. First they bought a Cessna 172 and then a Skylane 182.

    In 1979 Carmen was at the local GADO one day to take care of some airplane business and decided to look up her old Porterfield N number out of curiosity. To her amazement it was there and so she was able to trace its whereabouts. The Porterfield was now owned by an ailing woman who Carmen went to see.

    Carmen & Wynn Fisher

    Carmen found the Porterfield in a rotting barn with six other antiques: a Waco, 2 Aeronca C-3s, a Cub, a Fair-

    child and a Meyers OTW. The engines were pickled and the wings hung up. The woman wanted $100,000 for the lot and refused to separate them .

    Carmen spent the next one and a half years trying to find enough buyers for the group of airplanes, but before she succeeded the planes were sold to another party. Her son had the idea of calling the Porterfield Club, and sure enough, the airplane was traced to Bill Ross of Chicago, Illinois.

    Bill Ross restored the Porterfied and found old photos of the original paint design. Through another twist of fate the original wheel pants were found in Pennsylvania!

    Carmen and Wynn, congratulations on your airplane. You were truly fated to be together .•

    Fisher's Porterfield VINTAGE AIRPLANE 13

  • IT

    WAS

    PARASOL

    WEATHER

    by Owen S. Billman (EAA 648)

    (Photos courtesy of the author)

    Yes, it was parasol weather in Amsterdam , New York this past September 14. That was the day that EAA's Chaper 602 and members of the Heath Aero Club celebrated the 75th Anniversary of Ed Heath's first flight of his Heath Model 10 from the Antlers Country Club. Early fall brings sparkling clear, invigorating air to these Adirondack Mountains and this day was typical. It was parasol weather in that, had it occurred that day 75 years ago, all those gentile ladies in attendance would have sported their best parasol to mark this most significant event.

    But it was parasol weather in yet another way because very much in evidence on this recent day were exam-

    Ed Heath makes the first f light in his Model 10 over the Antlers Country Club, Amsterdam, N.Y., September 13, 1910.

    pies of Ed Heath's design of the midtwenties, the Heath Super Parasol , and look-alikes such as the Pietenpol Aircampers flown in to help celebrate the occasion .

    Of all the events taking place that day, however, the one of which Chapter 602 members were most proud was the fact that in attendance were Roger and Mary Lorenzen, who traveled from their home in Niles, Michigan to observe the afternoon's activities and to speak at the banquet held at the Antlers Country Club that evening. This couple not only knew Ed Heath during the last years of his life, but Roger was Heath's righthand-man in charge of the propeller shop throughout the period when so many exciting new ideas were bursting from Heath's so-prolific mind.

    I

    On becoming a member of Heath's staff in 1928, Lorenzen 's first assignment was to design and produce a suitable propeller to "propel" the Heath Baby Bullet. That he was successful is attested to by the fact that this little ball of fire was clocked at 150 mph, powered by the meager 28 hp put out by its Bristol Cherub engine, making it the most efficient aircraft of its day; what other airplane of its time, regardless of its powerplant, could boast as many miles per hour per horsepower as that. None could touch it for efficiency and few for flat-out speed . Even today it would stack up pretty well in an efficiency race.

    The other guest of honor at Heath Day was Helen Heath, Ed's cousin. She was among those present when that

    The original Heath Model 10 aeroplane at the Antlers Country Owen Billman, co-ordinator of activities for Heath Day, proudly Club in 1910. Ed Heath is in the cockpit and his uncle, Chester displays his Heath SUPER PARASOL, bearing registration Johnson is at the engine. The third party is unknown. Elephant number 589K, the one used by Ed Heath for his first seaplane ear aileron was tried but abandoned in favor of wing-warping. version of this plane. 14JULY 1986

  • Roger Lorenzen proudly shows off one of his own propellers of recent production. He was head of the propeller shop at Heath Airplane Co.

    first flight was made in 1910 and still lives in the family home in Amsterdam. She was just ten years old at the time but recalls that it was her father, George W. Heath, who provided the horse and wagon used to transport the new aeroplane the five miles from the Johnson Machine Works to the Antlers Club west of the city. On that short drive, Helen rode in the wagon box just behind the driver.

    That portion of the day stands out vividly in her memory but there is little else that she recalls with certainty.

    So it was that on this recent autumn day admirers of Heath and his genius gathered to pay tribute. They came from Vermont, from Pennsylvania and all over up-State New York. Cole Palen of Old Rhinebeck Aerodrome sent a Heath

    (Continued on Page 17)

    Roger and Mary Lorenzen

    LeRoy Schedelbauer displays the 1/8th-scale Heath Model 10. Behind him is Fairway Tail of Billman's super SUPER PARASOL. #1 of the Antlers Country Club used by Ed Heath for his flight trials.

    VINTAGE AIRPLANE 15

  • by Art Morgan (EAA 17674, Ale 2355)

    Oh my God! It's happened. You've read the advertisements that say, "For sale - cheap -1939 airplane. Must sell, lost medicaL" That's always sounded kind of lonesome, hasn't it. Time and again you've heard someone say, "I'm getting out of aviation. I lost my medical, couldn't pass my physical, so, well, what the hello" That always left you wondering and feeling kind of cold, didn't it.

    But, well, that always happens to the other person. And, sure ya feel real sorry about it but, well , life goes on, right? It'll never happen to you. Well, my friend, it could.

    Let's say you 've just been told by your doctor that you can no longer pass your "medicaL" At first it didn't sink in. That little piece of paper that you have carried in your wallet all these years has always been there and always would be. But, it's gone now. For whatever reason, (heart attack, diabetes, etc.) they've taken it from you.

    You never realized before just how much that darn piece of paper meant to you. Now that the news has finally penetrated beyond your eardrums and soaked into that mellon-sized gray mass you sometimes jokingly refer to as a brain, it occurs to you that someone out there who you hardly know has just taken away a very large part of your life.

    Of course, you still have your family, and in fact you do have your life. But, we are all creatures of desire, and the desire to fly is very strong in you.

    You've done the usual things, such as get a second opinion and it agreed with the first opinion. And you've told and talked it over with your family. God bless 'em, you know they are with you one hundred percent. Now it's your turn.

    You've excused yourself from the one who promised to love, honor and help you through the rough spots, saying that you need to be alone. You need time to think. So you head for the one spot in the whole world where you can be by yourself (your garage, shop, den, hangar, etc.)

    Sitting down in this "alone" spot your eyes take in the whole place in one glance. There's the goggles you bought and never used. The pictures of you winning that "good old boy" trophy a few years ago at the local EAA fly-in. Your grin was so wide in that picture they had to use a wide angle lens to get it all in. How proud you and your family were that day.

    Hey, what's this? Your hands are starting to shake, and there's this burning in your eyes. You're crying. The

    muscles in your chest get tight trying to stop it, but you can't. Real tears are running down your cheeks in torrents. The dam has finally burst, and you put your head in your hands and feeling all alone you sit there and cry.

    Believe me, friend, you are not alone. For every person who has felt the pure joy of flight is crying with you. Now, you go ahead, and get it out of your system. Damn it, (excuse the word) you got it comin' to you and anyone who says you don't is full of paint fumes.

    Okay, you feel better now. Not good by any means, but that's over and done with. Dry your eyes, blow your nose (in that order, please) and let's try to sort this mess out.

    For a couple, maybe three years or more you and yours have worked hard on that airplane. You brought it up from a pile of bones to the pristine beauty it is today. Yes, you who always thought you had ten thumbs, two left feet and mechanical ability somewhat on a par with your talents as a toe dancer. Best look what you've done. Nothing much really. You just took an assorted pile of

    "stuff" and turned it into a very pretty airplane. Along the way you've learned how to rib stitch, varnish wood, pound aluminum and stretch fal5ric.

    Remember when so long ago you, who thought that "motors" were something you started, ran, stopped and had someone else fix, sat happily in the middle of a spread of parts from your little four banger, intelligently telling all who would listen, the "art" of rebuilding small airplane "engines"?? Well, do ya?

    Sure, during that period of time you skinned some knuckles and sweated your brow. But you learned. (Most people perspire. Airplane rebuilders, builders, etc. sweat. Ya do that when it's gonna be your hide ridin ' in it). And oh, those lush summer days . . . with small white clouds floating lazily by, and the smell of fresh cut grass brought to you on a soft gentle breeze. You'd get to the field before dawn, crank 'er up and head for new horizons, and challenging adventures.

    There you were on Saturday, you and your life mate, just goin' somewhere for the weekend. "Hey, what's that" came

    16JULY 1986

  • the voice from the right seat. Looking over, you saw an idyllic "grass strip". Power lines on one end, trees on the other. But what the heck, you can get in there. So down ya go.

    Soon you're basking in the warmth of a new friend in the form of an older person and you are lead down memory lane. Tales of "Jennies" and "J-3s" float softly through the summer air. You end up spending the weekend. Where was that now? Oh yeah, about 150 miles north of George's place.

    How about the winter when you would go out and scrape the frost from those "silent wings", shovel the pad in front of the hangar and pull'er out. Then you would spend what seemed like eons pre-heating the engine, and all the while you were deep freezing your back side. All this just to go fly in the beautiful azure blue ocean we call the sky.

    But, when you finally got your "sky queen" airbome it was all worth it. The unbelievable smoothness of the air. The calm - this great mass of air of ours was so soft that even the engine noise

    seemed to diminish. The airplane was suspended in a blue swirl, bottomed by a white that was angelic. It was a third dimension.

    And who could forget the weekend flying, when you all gathered at the local roosting place, all who "soared with eagles" gathered over coffee or a bucket of suds or whatever and talked airplanes or airplane people. Oh, the halycon days of flying.

    And, oh yes my friend, one more thing, and I know I've done it. What about those rainy, cold, windy, snowy weekends when no one could fly. "Hey, hon, I've got to go out to the airport and pick up some tools, okay??" And so you go. You walk into the hangar and there it sits, that inanimate thing that you and your loved ones have breathed life into. Climbing into the cockpit. you smell it, touch it and love it almost as you've never loved before.

    Climbing back out, you walk around it and when you're sure no one is within a thousand miles of you, you reach out and touch it and it touches you back. It's warm. By heaven, it does have a soul. Ya see, I mean friend, you ain't alone.

    So, now what? Can you walk away from all of that? I doubt it. Can you turn your back on all your friends at the field? About as quickly as you could walk away from your family.

    In all likelihood, you will never fly as "pilot in command" again. But you can be "pilot as passenger" again. Look at all you've learned. That first bit of sticky weather you went through, your first "hairy" crosswind landing. Boy, the experiences that you had.

    You have been given a gift. And now it's time to share it. Don't turn your back on your friends and family. Give them their birthright. Allow them the freedom of flight that your knowledge and experience can give them. At this point, to tum you back and walk away is a disservice to yourself, and everyone you know.

    A wise old person once told me that "If you have the ability to learn, you have the intellect to teach." Go to the airport. Take the neophytes by the hand. Show them how to, and why not to, and the reasons. Simply because you can't "slip the surly bonds" yourself doesn't mean you're not needed.

    For every skill you have, there's a student. Teach him or her. For every experience you have had, there's a listener. Tell them. Give the gift that you've received - the privilege of flight.

    Don't let the last entry in your "log book" read, "Must sell - lost medical." What great compliment, what higher tribute could a person have than the last entry say, "I shared with them.".

    IT WAS PARASOL WEATHER ... (Continued from Page 15) Henderson engine for display, entrusted to the hands of Scott and Donald Brewster, Poughkeepsie.

    Elmer Grinnell had built a 1/4-scale model of the 1910 aeroplane for display while LeRoy Schedelbauer produced a 1/8th scale RIC model of it. Both men donated their handiwork to the Chapter.

    Also on display was Owen Billman's recently completed Heath Super Parasol built from 1927 blueprints provided by Barney Fox of .Canandaigua, NY and Marion McClure of Bloomington, Illinois. Billman applied for and was assigned by the FAA, registration number N598K, the one Heath was assigned for his first Parasol mounted on twin floats for water flying.

    The banquet that evening at the Antlers Club was a sell-out that taxed their normally ample facilities . The Lorenzens brought with them a very extensive collection of Heath memorabilia conSisting of photos, catalogs, brochures, clippings, swatches of fabric from all the well-known Heath planes, and propellers (including parts of broken ones) all carved by this man. He spoke very glowingly of those Golden Days that he and Mary spent with the Heaths.

    In concluding his talk he said, "I really think that the EAA organization .. . reo ally came from Ed Heath and his company, because he encouraged people back in those days to build their own planes. He put them out in kit form at prices that the average person could afford , and his enthusiasm for encouraging people to learn to fly and have their own airplanes is something that always sticks in my mind. That was the beginning of this (EAA) movement which is BIG now.

    Lorenzen learned to fly in a Standard J-1 airplane with Ed Heath himself as the instructor. The Heath Flying School was a part of the company and the OX-5 powered Standard was the school plane. When the time came for Christmas bonuses , they were paid off in flying time as often as not.

    Roger still flies when the opportunity presents itself and he still makes propellers ... beauties ... works of art , say many users of them And he makes them in a small shop in Niles, Michigan within "spittin'-distance" of the building that once was the main plant of the Heath Airplane Company there. Sometimes as Lorenzen turns the key in the lock of his shop to begin his day's work, he cocks an ear to an engine sound drifting across the airport and pauses. Could it really be? No.. . impossible! But that sure does sound like one of the Heath B-4 engines. Imagine how different things would be today if Mr. Heath hadn't died in the new Heath Low Wing.

    Roger pushes the door open and gets ready to begin work. Life goes on. •

    VINTAGE AIRPLANE 17

  • Barbara Fidler and her pride and joy. She named it "Pretty Plane".

    Barbara Fidler's ________1Jke-New PA-22-20

    Story & Photos by Dick Cavin

    The Best Custom Classic at Sun 'n Fun '86 in the 101-165 hp class was a superbly crafted restoration of a Piper PA22-20 by Barbara Fidler of Alva, Florida.

    Now in case you are going to be one of those chauvinistic you-know-whats who doesn't want to accept the idea that women can perform aircraft mechanical work as well as men, you had better get used to the taste of crow, amigo.

    Sure enough, that li 'l 01 ' slip of a woman did do the restoration of a much bedraggled Tri-Pacer by herself (using the term in a practical sense). No, she didn't pick the engine up in her arms and take it over to the workbench to be overhauled, etc. and of course she did 18JULY 1986

    have to have the help of a strong back in several areas, but who doesn't? Very few men ever do 100% of the restoration work all by themselves either.

    What the incredulous male viewpoint is really saying is that most women aren 't often exposed to aircraft work to the extent that they can learn and become proficient in aircraft covering, doping, painting , sheet metal work, welding, etc. As wives and mothers they probably don't have the time, energy or incentive after they take care of their never ending duties as mothers, homemakers and household managers. All too often it's only Papa's hobby and Mom goes along with it (passively) to please old Pop.

    If one knew the record of the Fidler

    family and their aviation activities, one's skepticism quickly turns into sincere admiration and appreciation for the meticulous craftmanship they presented for public viewing . If I reminded you that Barbara's husband, Gerald Fidler (EAA 64956, AlC 9199) , built an immaculate Great Lakes replica that was the Grand Champion in its class at the '85 Sun 'n Fun , the picture would come into sharper focus .

    The Fidlers are a real flying family. They have three grown daughters. The oldest is also a pilot and both of the others want to learn. Barbara told me she had been flying with her husband the .past 30 years, so flying and working on airplanes has been a significant part of their family life for quite a long time.

  • Barbara's converted Piper Pacer, N2818P, SIN 3111 was named Best Custom Classic in the 101-165 hp class at Sun 'n Fun '86.

    Enthusiasm is infectious and gradually the joys of flying and the camaraderie with other flying folks resulted in an enthusiasm that matched that of her husband. Eventually her thoughts turned increasingly toward having her very own airplane and taking positive steps toward her private license.

    Al l of this expressive urge in Barbara began to be fulfilled in 1982 when they found N2818P, a '55 Tri-Pacer that had seen better days, as many of them have these days. Admittedly Piper never sold many Tri-Pacers on looks alone, but it was a fairly cheap four-place plane and that was enough for a lot of people in those days.

    It was about this time that Univair's STC conversion kit for the Tri-Pacers, that made good looking Pacers out of them, began to become popular. The elimination of the ugly training wheel not only improved the looks immensely, but also gave it a performance boost. The tail dragger Pacer also had a reputation as a spirited steed in the ground handling department, so Barbara knew she must become proficient. They estimated the conversion project would probably take a couple of years, thus Barbara had to allow a portion of her spare time for flight training .

    That she planned things right was evident when she slicked the Pacer on at Lakeland a few minutes after her husband landed his award-winning Great Lakes replica. This was getting to be old hat for her now, as she flew a J-3 Cub into the '85 Sun 'n Fun affair as a

    student pilot. She cut the timing pretty close on the Pacer project, though, as the last bit of painting was done only two days before Sun 'n Fun '86 opened on March 16.

    Like all complete restorations, the long road back began by stripping off all the old fabric , removing the cowl and other sheet metal, and all glass. Next, out came the engine, along with its mount, prop, spinner, exhaust sytem, mufflers, baffles, etc. All engine controls were tagged when disconnected. The old engine was then boxed up and sent off to be swapped for a like-new remanufactured 150 hp 0-320 Lycoming .

    With the wings, struts and tail group off, the gear was next. Now the doors came off to give easy access to the interior, followed by the upholstery, seats, and floor boards. Next in line was the instrument panel and all wiring. It was now the controls turn , which brought the fuselage down to bare bones.

    The STC mandates a completely new gear to be installed , which requires welding of new attach fittings . Some people think all you have to do is turn the old main gear around, but this isn 't true. Barbara said they had to "eat" the old gear and nose wheel assembly. (Wonder how long it'll be before someone figures out how to use all those trike gears?)

    After carefully inspecting all tubing in the fuselage it was given a clean bill of health, so now it was time to get it all back together again. The first step was to sandblast the fuselage tubing. A

    quickly applied coat of epoxy paint sealed it all in before flash rust began.

    At this point they turned their attention to the wings. Believe it or not they only had to replace the root ribs. Everything else checked out okay - even the leading edge. Madras wing tips were added, replacing the originals. Whelan strobes were installed in the tips at this time, too. Tanks were pressure tested and they, too, were A-okay.

    There is always a hardware replacement phase on restorations where every bolt, nut and washer are replaced , as are control cables, control surface bushings, etc. Brake and rudder pedals and their bushings catch a lot of wear and N2818P was no exception in these departments.

    ~arbara's instrument panel gleams like new. It should , as she went back with all new instruments and the radios were modernized as well. The panel itself was replaced, along with all wiring, in the airplane. Engine and flight controls were replaced or given a first class beauty treatment.

    The doors also received special attention , being completely rebuilt with new tube framing and all new metal. They were also well insulated before the new plexiglass was installed. Seats were made like new, as were floorboards. A new boot cowl was also fitted to bring the fuselage up to the point where it was ready for a complete new Airtex interior. Now if you have ever installed a new headliner you will know

    (Continued on page 23)

    VINTAGE AIRPLANE 19

  • ~ I ~ype ClubActivities

    Compiled by Gene Chase

    Instrument Faces

    Clyde Smith, Jr. has provided the following answers to several queries:

    "Going back over my records, the first reference I can find as to the use of cream-faced instruments was on J-4 Coupe serial no. 4-1000 built April 17, 1940. Whether these had the bear or not I couldn 't say. The black-faced instrument had the bear from clear back in Bradford days. I have a tachometer from a Bradford-Taylor Cub that has the bear and that practice was probably continued on with Piper because the same vendor was maintained.

    "During the War, Aeromarine and Stewart-Warner were the prime vendors and this was so into the early '50s. The instruments then were all cream with no bear. The compass, of course, was the exception - being black.

    "A few cream instruments with the bear lasted after the war probably until they were used up. I have a factory photo of a PA-12 panel with some of the gauges still having the bear. In 1950 and 1951 with the birth of the Pacer and Tri-Pacer the black-faced instruments began to be used again . To the best of my knowledge the J-3s kept the black instruments with the bear until '41, whereas the '40 and '41 J-4 and J-5 models had the cream faces with the bear.

    Sentimental Journey '86

    At least two owners are planning Cub Caravans to Lock Haven. Jimmie Brown, Pell City, Alabama (205/3382965 evenings) is planning to fly his Cub to the big fly-in July 13-19. His plane and another Cub will be departing St. Clair County Airport.

    Kent Ingram, Wagener, South Carolina (803/564-5085) will leave his private strip near New Holland, So~th Carolina July 11 or 12. Both men Invite others to join with them for the flight north to Lock Haven, Pennsylvania. 20JULY1986

    L-4 Squadron

    Due to increased interest in Piper L4s, the Cub Club is conSidering the possibility of forming a L-4 Squadron within the Club. Mike Strok of WW II Grasshopper fame and a frequent contributer to the Cub Club newsletter has agreed to spearhead this activity. Membership in the L-4 Squadron would cost Cub Club members an additional $5 annually.

    For information on the proposed L-4 Squadron andlor the Cub Club contact John Bergeson, Newsletter Editor, Cub Club, 6438 W. Millbrook Road , Remus, MI 49340, phone 517/561-2393 .

    The Short Wing Piper Club, Inc. is one of the largest of the various Type Clubs. It is organized with chapters throughout the U.S. and with Regional Chapter Coordinators in the U.S. and Canada. I continue to be impressed with the club's bi-monthly publication, "Short Wing Piper News," which contains a wealth of information of value to owners of Pacers, Tri-Pacers, Clippers, etc.

    The current (May-June) issue contains 120 pages of technical informa~ tion, news of club activities, .want ads, plus an interesting article by one of the members describing his acquisition and restoration of a Piper Pacer. This particualr plane is N6931 K, SIN 2035, one of the few PA-20s built by Piper that does not have flaps. It was built in 1950 as an "economy" model and today is one of a rare breed.

    For -information on the Short Wing Piper Club, contact Buddie L. Jones, Sr. , Membership Chairman, 4704 Carriage Lane, Muncie, IN 47302.

    TRAVELA/R~

    Travel Air 5000 "Woolaroc"

    Since publishing the information on this famous aircraft in last month's issue of VINTAGE (page 4) we have obtained additional information which should be of interest to all readers. Volume 2,

    Number 4 of "Travel Air Tails," the quarterly newsletter of the Travel Air Club contained the following article by club president Franny Rourke describing his personal involvement with the project.

    "As you know, the most famous of the Travel Airs , the Woolaroc Model 5000, has been installed in its new display room in the Woolaroc Museum here, south of Bartlesville, Oklahoma. It has turned full circle. The museum was originally built to house the Woolaroc but as the years went by and new artifacts and new Directors were acquired , the plane was allowed to go downhill.

    "It was finally moved out of the Museum into a separate building which would be missed by most visitors. The only way it could be viewed was to stand outside and look through storetype windows. Its appearance was pretty sad.

    "A decision by the Directors had to be made as to what to do with the airplane. One of the Directors said to burn it as it was of no value and the money could be used elsewhere! It was finally decided the Woolaroc would be restored and a new wing to house it would be added to the Museum.

    "I was asked to bid on the restoration - the original intent was to just throw it together but I disagreed. I made a moderate bid to restore it back to original but the Museum Foundation was short of money and they decided the Phillips (Petroleum Company) Flight Department would do the restoration. I was disappOinted but hoped for the best.

    "My good friend Keith Gan who is in charge of Phillips Aviation Maintenance came by to discuss the project with me. Keith was very busy and was not interested in the restoration as it had been many years since he had done that type of work. He asked if I would advise him on restoring the airplane and I agreed to help.

    "I told him the Woolaroc was a very important piece of aviation history and should be restored authentically. hoped he could convince his superiors to go along with the plan. I had my doubts but kept hoping for the best, and sure enough, it happened!

    "Keith is a craftsman and as he proceeded with the project he became more and more enthusiastic, putting in extra hours working nights and weekends. His enthusiasm became infectious as the restoration progressed and even the Museum people began to get the fever.

    (Continued on Page 23)

    I

  • by George A. Hardie, Jr.

    In reviewing the aircraft featured in past Mystery Plane columns it becomes evident that many had attractive features that appear modern even today. This month's Mystery Plane is a good example of the above statement. The photo was submitted by Leonard McGinty of Tampa, FL. Answers will be published in the October, 1986 issue of THE VINTAGE AIRPLANE. Deadline for that issue is August 10, 1986.

    The Mystery Plane in the Apri l issue of THE VINTAGE AIRPLANE is indeed a homebuilt, the Effenheim Special, built by Ray and Ed Effenheim of Milwaukee, WI and completed in 1932. It was their own design with a steel tube fuselage and wood wings. Wheels were cast and machined to fit a set of tires on hand. The first engine used was a borrowed three-cylinder Sze