vintage airplane - apr 1994

8/12/2019 Vintage Airplane - Apr 1994

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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.


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

mail

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


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!


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


6/36


7/36

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


8/36

, ~ 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


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


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


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


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


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


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,


13/36

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


14/36

u

'c

Q

m

{i

E

~

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.


15/36

GfNfMTlONS!

H t k A ~ 4

VINTAGE AIRPLANE 3


16/36

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


17/36

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


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."


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


20/36

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

vintage airplane - apr 1994

Documents