VA-Vol-10-No-3-March-1982

STRAIGHT AND LEVEL

By Brad Thomas President

Antique/Classic Division

In the February 1982 issue of EAA's SPORT A VIA­ TION, President Paul Poberezny, in his "Homebuilder's Corner", touched briefly on the possibility of pursuing the origin of a Repairman's Certificate for the owners of vintage aircraft. This subject is now before us and we need your input regarding the possibility of pur­ suing the matter through EAA. In discussing this subject several items of interest arise. Most of us antiquers fly our vintage aircraft only 10 to 50 hours per year, and we are very knowledgeable about the regular annual inspection procedures. Often this is a financial burden and is very time consuming planes were new and actively flying exemplifies the especially considering the few hours most of these planes fact they don't have the hands-on experience needed are flown annually. to perform an annual on many of the antiques, and many Homebuilders are now allowed, if qualified, to obtain mechanics naturally are hesitant to even begin an in­ a Repairman's Certificate which entitles them to per­ spection of one. Even though the aircraft has a standard form their own annual inspections. I have a Repairman airworthiness certificate some mechanics will not as­ Certificate for each of my two homebuilt aircraft. I per­ sume responsibility by placing their signature on a 100 sonally know "every inch" of both planes and welcome hour inspection. the privilege of making my own annual inspections on Enter now the case of a beautiful restoration that both the airframes and engines. I run a continuous was originally powered by an engine which is totally inspection of both aircraft throughout the year and have unreliable or one for which parts are not available. inspected all necessary items several times.

Another type of engine might be available with identi­ I am also the proud owner of an antique aircraft calor better performance and reliability but the plane built in 1937. This aircraft is currently being com­ could not be licensed with the alternate engine in­ pletely restored . By the time I will have completed stalled under today's regulations governing the standard this restoration there will be no single part of the air­ airworthiness certificate. Try as you may to get a one­ craft that has not been thoroughly checked for air­ time STC, you will probably give up due to the expense worthiness. I know I am qualified to perform a com­ and time involved, not to mention the mounds of paper­ plete annual on this aircraft, but without the proper work . A Repairman's Certificate in a newly proposed license, I have to stand by and watch the inspection of category would solve this situation. the aircraft by an A&P and IA who aren't familiar with We have not covered the entire field of possibili­ the plane. By retaining a standard airworthiness cer­ ties, but we do feel that a new licensing category should tificate on this antique aircraft I am assured the same be made available for certain cases in order to keep thoroughness of a 100 hour inspection and annual that our antiques flying and flying safely. To become the today's modern aircraft undergo, and I welcome this. bearer of a Repairman's Certificate in a new proposed Let's take a look at other possible situations. Here category, several changes will have to be made in today's is John Doe with a beautiful and authentic antique FAR's and the new category will have to be named and aircraft. John flies his aircraft about 15 hours per designated. Not everyone needs this new category, for year, usually to the local area fly-ins which he regu­ some are perfectly satisfied with relicensing each year larly attends. John did the complete restoration with under today's FAR's with an annual inspection of their assistance from his qualified EAA friends and the air­ antique aircraft. Those of you who have a possible need craft is probably in better condition than when it left of this proposal should write immediately to the Antique/ the factory. He knows it inside and out and has main­ Classic Division at EAA Headquarters stating your tained the certified engine as required. Each year when support. Conversely if you feel that such Repairman's the annual inspection is due, John has an A&P perform Certificate should not be issued, please let us know a 100 hour inspection and has an IA certify the annual your thoughts. inspection. This is a considerable expense and, as in Many factors will be involved. This new category many cases, John has done most of the physical prepara­ might be placed under "Experimental" as "Vintage", tion for the inspection and he will replace those re­ with the restorer maintaining the aircraft annually . moved parts following the inspection. Had John been FAR 43 would also have to be amended with the pos­ the owner of a Repairman's Certificate, he could have sibility of other limitations being applied. Our purpose signed off the annual himself. today is to place this before our membership and any Now take a look at another situation. There are other interested parties to thoroughly examine the many A&P's today who have no knowledge or experi­ facts and let us know your comments as soon as possible. ence with the construction and maintenance of antique If encouraging responses are received, EAA will aircraft. Unfortunately this same situation applies to present its cases to the FAA; if not, then all will remain many FAA employees. Not being around when these as is today. Let's hear from you. 4.

PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT

©

1982 EM ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

MARCH 1982

VOLUME 10

NUMBER 3

OFFICERS

President

W. Brad Thomas, Jr.

301 Dodson Mill Road

Pilot Mountain, NC 27041

919/368-2875 Home

919/368-2291 Office

Vice-President Jack C. Winthrop Route 1, Box 111 Allen, TX 75002 214/727-5649

Secretary

M. C. " Kelly" Viets

7745 W. 183rd St.

Stilwell , KS 66085

913/681-2303 Home

9131782-6720 Office

Treasurer E. E. " Buck" Hilbert

P.O. Box 145

Union, IL 60180

815/923-4591

DIRECTORS

Morton W. Lester

P.O. Box 3747

Martinsville, VA 24112

Ronald Fritz

15401 Sparta Avenue

Kent City, MI 49330

616/678-5012

703 /632-4839

Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge , CA 91324

Arthur R. Morgan 3744 North 51st Blvd .

Milwaukee, WI 53216

213/349-1338

414/442-3631

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274

John R. Turgyan 1530 Kuser Road Trenton , NJ 08619

317/293-4430

609/585-2747

AI Kelch

66 W. 622 N. Madison Avenue

Cedarburg, WI 53012

S. J. Wittman

Box 2672

Oshkosh , WI 54901

414/235-1265

414/377-5886

Robert E. Kesel

455 Oakridge Drive

Rochester , NY 14617

George S. York

181 Sloboda Ave.

Mansfield , OH 44906

419/529-4378

716/342-3170

ADVISORS Ed Burns ~50 Mt. Prospect Road es Plaines, IL 60018 3121298-7811

John S. Copeland 9 Joanne Drive estborough , MA 01581 617/366-7245

r

Gene Morris Stan Gomoll 27 Chandelle Driv~ 1042 90th Lane, NE Hampshire, IL 60140 Minneapolis, MN 55434 3121683-3199 61 2/784-117?

S. H. " Wes" Schmid Espie M. Joyce, Jr. 2359 Lefeber Road Box 468 Wauwatosa, WI 53213 Madison , NC 27025 414/771-1545 919/427-0216

- ...., ..

~~1'-:..-r .~FRONT COVER . . . The EAA Aviation Foundation 's Aeron ca C-3 after restora­ tion by EAA Chapter 304 in Jackson. MI. See stories on pages 5 and 8.

(Photo by Russ Borton)

BACK COVER, , . This 1946 Funk B-85-C, NC81165, SIN 295 was photo­ graphed by Ted Koston at Ch icago 's Pal -Waukee Airport in May, 1946. It is currently owned by Ralph E. Kingman (EAA 142004), 7611 N.W. 20th, Bethany.

OK 73008.

TABLE OF CONTENTS Straight and Level .. . by Brad Thomas. . . . . . . . . . . ..

A/ C News ... compiled by Gene Chase . . . . . . . . . . . . ..

The Restoration of Aeronca C-3, NC16291 · .. by Christine K. Soucy ................. . . ....

Home To Oshkosh , Aeronca C-3 · . . by Christine K. S oucy. . . . . . . . . . . . . . . . . . . . . ..

The 10th Annual National Stearman Fly-In

2 4

5

8

· .. by John Crider, Jr. . ...... .. . . . ..... .... . ... 10 Step and Fetch It .. . by B ob's wife Jan . ... .. . .. . . . .

Member's Projects ... .. ..... .... ... ........ . . .. ...

Mystery Plane ....... . .. .. .. , . . ... . ... . ... ..... ....

Letters To The Editor .. .. .. .. . . . ....... . . .. . .... . ..

Calendar of Events .. ... . .... . .. ... .. . . . . . .... .. .. .

15 21 22 23 24

PUBLICATION STAFF PUBLISHER Paul H. Poberezny ASSOC. EDITOR George A. Hardie, Jr.

EDITOR Gene R. Chase

Page 5

Page 10

Page 16

EDITORIAL ASSISTANTS __- L___________________________________________________ Norman Petersen Pat Etter

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 AIR­ PLANE, P.O. Box 229, Hales Corners, WI 53130.

Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE: AIRPLANE and a free one-year membership in the Division for their effort.

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division , Inc., and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem­ bership rates for EAA Antique/Classic Division , Inc., are $14.00 for current EAA members per 12 month period of which $10.00 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 .

VINTAGE AIRPLANE 3

AERONCA CLUB

AD 81-18-04, LYCOMING ENGINE OIL PUMPS A recent Airworthiness Directive (AD 81-18-04) affects a substantial part of the general aviation fleet. This AD note requires inspection or replacement of the engine oil pumps on most series of direct-drive Lycoming engines.

A query to the chief of the Propulsion Section, con­ cerning how to determine if sintered iron impeller gears are installed in the oil pump, generated the following concise response: A visual inspection can be made through an accessory pad cover to observe if the oil pump idler gear shaft is secured with a cotter pin as shown in Figure 1 of Lycoming Service Bulletin No. 385C. An illuminated mirror should be used for this inspection. This check confirms that the engine incorporates an early design oil pump housing and t hat the driven impeller is not sintered iron (early configuration had a luminum or cast iron gears).

FUNK MANUFACTURING RIGHTS FOR SALE The Funk manufacturing rights and license plus some inventory of parts are available. Contact Thomas McClish, 870 N. Stateline Road, Masury, OH 44438. Tel. 216/448­ 1982. This information is from "The Funk Flyer," news­ letter of the Funk Aircraft Owners Association edited by G. Dale Beech (A/C 3180), Sacramento, CA.

CFI SEMINAR AT OSHKOSH '82 Once again Gaits Teaching Seminars, Inc., 9414 West Bluemound Road, Milwaukee, WI 53226 will sponsor a CFI Refresher Clinic during the EAA Convention at Oshkosh. Dates are July 30, 31 and August 1 at the Pioneer Inn, Oshkosh, WI. This may be an opportunity for participating CFIs to qualify for some tax deductions.

For further information contact Gregory Gorak (EAA 24895) at the above address. Tel. 414/258-4992.

LASTING WAX JOB From the EAA Chapter 260 newsletter comes this advice from Chapter Designee, Gil Morgan (EAA 68027).

For a wax job on your plane that will last, use a paste wax like Simoniz and do a small area at a time. Before it dries, sprinkle cornstarch on a soft towel and im­ mediately wipe the area. The cornstarch draws the mois­ ture from the wax , leaving the wax on the s u rface and the job will be long-lasting.

Some cornstarch may remain in cracks but the first wash job will cleanse this away and the plane will really glisten.

The Chapter 260 newsletter is edited by Earl Vieaux (EAA 51078) of Chicago Heights, IL. Earl is also Chapter President.

4 MARCH 1982

After many years as President of the Aeronca Club, Ed Schubert, Janesville, WI decided not to continue.

Augie Wegner (EAA 85671), 1432 28th Court, Kenosha, WI 53140 has agreed to accept this responsibility and his wife, Pat will handle the roster and treasury. Member­ ship dues are only $2.00 per year and this includes two newsletters.

Ed Schubert and his 1937 Aeronca K, N18896, SI N K165, photographed at Oshkosh '73 by Ted Koston.

REARWIN GROUP TO PUT OUT NEWSLETTER Gary Van Farowe (A/C 2168), 1460 Ottawa Beach Rd., Holland, MI 49423 has been named Chairman of the Rearwin Club and asks that all Rearwin and Common­ wealth owners and enthusiasts contact him. Please send Model Number, N Number, Serial Number, Date of Manufacture and if the aircraft is currently flying.

Gary hopes to publish an occasional newsletter for interested persons. He is also research ing the last 14 Commonwealths which were built in Muskegon, MI after the factory closed down.

CORRECTION The gremlins are at it again. Last month's front cover photo was credited to Ted Koston, when it was Jack Cox who took the picture. Also, the owner, Robert H. Van Vranken attended Oshkosh '80 with the beautiful N3N , not Oshkosh '81.

PLANS AVAILABLE FOR REPLICA AIRCRAFT Plans for full-size or reduced size flying replica air­ craft are available from John Sizer, Aeronautical En­ gineer, 69 The Avenue, Lowestoft, East Suffolk, NR.33 7L.H., England. To quote from Mr. Sizer's letter, "These drawings, resulting from meticulous research, and em­ bodying many years experience in aeronautical designs offices, are not only an unique historical record and art form, they can be used in the making of accurate scale models and may also form the basis of full-size flying replica construction."

Following are a few of the aircraft from an extensive list supplied by Mr. Sizer: 1911 Paulhan-Tatin pusher monoplane, 1919 Avro Baby, 1923 Curtiss Falcon, 1926 Vought-Sikorsky Corsair 02U-1, 1929 Boeing P-26A, Albatros DV (WWI), Pfalz DIII(a) (WWI), 1925 Curtiss R3C-1 & 2 (Schneider Trophy Racer), etc. i4.,

The Restoration of

By Christine K. Soucy 10950 Easton Road Rives Junction , MI49277

..

NC16291, a 1936 C-3 Master 500 Aeronca, was donated to the EAA Museum Foundation on December 27, 1965

by Ken Cook and Fred Sanlader of Milwaukee, Wisconsin.

Some readers may recall having seen the yellow Aeronca with the colorful wood duck emblem painted on both fuselage sides on display in the EAA Museum at Frank足 lin, Wisconsin. Most aircraft relegated to museum life spend the rest of their careers standing proudly before admiring crowds, resting on their laurels, so to speak.

But to every rule there is an exception and NC16291 has a remarkable tale to tell.

Early in 1977, two EAA members, Jim Murphy and John Houser, employed by the Engineering Department of Aeronca Inc. of Middletown, Ohio, offered to restore the plane along with EAA member Robert Hollenbaugh and other employees in the Aeronca plant. They picked it up in April of that year and began a restoration pro足 gram to return the plane to its factory-original condition.

It had been hoped the project could be completed by 1978 and the plane returned to the Museum in time to help commemorate the 50th anniversary of Aeronca Inc. Unfortunately, due to circumstances beyond their control , sufficient time could not be devoted to the project and it was not completed until the spring of 1980.

NC16291 Jim Murphy was chosen to fly the C-3 to Oshkosh 1980 where it would be featured during the convention.

Jim started out on the flight to Oshkosh on August 1, 1980 in the C-3 with EAA member Robert Hollenbaugh flying chase in a Cessna 172. But fate stepped in and dealt a crushing blow. About ten minutes from Anderson, Indiana, their first planned fuel stop, the Aeronca was observed slowly spiraling downward, crashing into a stone quarry. Jim was dead at the scene and all indications pointed toward pilot incapacitation prior to the crash.

The Aeronca was destroyed.

EAA Chapter 304 of Jackson, Michigan, had purchased a "basket case" 1940 Porterfield Collegiate and rebuilt the aircraft in approximately 18 months. They flew the aircraft to Oshkosh 1980 and won the Contemporary Age Champion Award. The members were ecstatic.

Chapter 304 is a very active chapter, and the officers were sniffing around for another "winter" project. Russ Borton, president, and Colin Soucy, treasurer, were discussing the possibility with Gene Chase, of doing some

(Photo by Ted Koston at Oshkosh '81)

This is some of the group involved with the Aeronca C-3 project. L-R kneeling: Christine and Colin Soucy, John Snyder, Russ Borton (Chapter President), Andy Sotak, Earl Scott and Mike Moore. Standing: Charles Moore, Stan Gregg, John Ryckman , Wayne Crawford, John Eiler and Rick Demond. Chapter 304 had the tee shirts (yellow and black of course) made especially for the occasion. They also had special tee shirts made to honor the Chapter's award-winning Porterfield LP-65, as worn by Mike Moore.

VINTAGE AIRPLANE 5

The Aeronca was well known in the '60s with the wood duck emblem on its side, shown here in the EAA Museum circa 1968.

It was donated on 12/ 27/65 by Ken Cook and Fred Sanlader of Milwaukee, WI.

repair work on the Museum's Aeronca K when the very sad news concerning the C-3 came up. Borton's eyes lit up. The proposal to take on the project of rebuilding the C-3 was met with unanimous approval from the member­ ship at the next chapter meeting. Within two weeks, the Museum gave Chapter 304 the go-ahead.

On September 6, 1980, the chapter drove to Anderson , Indiana to pick up the C-3. The aircraft had been dragged from the crash site and pushed under a semi truck trailer in a temporary form of storage. EAA Chapter 226 of Anderson, Indiana had rescued the C-3 and were shelter­ ing it in the hangar of Jim Mahoney, Chapter President.

To give you an idea what kind of a project we were faced with, consider that the entire aircraft fit on the back of a pick-up truck with the tail gate closed! The original dimensions of the C-3 include a wingspan of 36' and a fuselage length of 20'%". The flying wires were bent double as were the fragile ailerons and stuffed inside the fuselage. The airframe from the cabin forward was destroyed. It was an almost unrecognizable mass of twisted steel tubing, ripped fabric, and wooden splinters. The wings were little more than fabric bags filled with pieces of wood.

When the aircraft arrived in Jackson, the members began sorting and labeling the pieces. By the end of the afternoon , most of the parts had found their way home with a member for reconstruction .

The Aeronca factory provided us with a set of original 1936 blueprints for the C-3. Some of the blueprints were very difficult to read , but the chapter members meticu­ lously referred to them throughout the project. To supple­ ment the drawings, numerous trips were made to Lansing, Michigan to photograph, measure and study another C-3.

The members worked together on the project every Satur­ day and Sunday, but as the self-imposed deadline of August 1981 approached , Tuesday evenings were added as well.

As a "basket case," this one was a classic. The only original parts remaining in the aircraft are the engine , fuselage aft of the cabin area (the fuselage was straight­ ened and sections of the longerons were replaced, so it is relatively original), tail feathers , wheels, and control stick. All the wood in the aircraft is new.

(Gene Chase photo)

Chapter 304 members ponder the engine problem at Oshkosh '81. Colin Soucy faces the camera.

(Gene Chase photo)

The new left wing panel takes shape in the Chapter 304 hangar.

(Gene Chase photo)

(Gene Chase photo)

Earl Scott displays one of the crumpled ailerons in his garagel shop.

6 MARCH 1982

The fuselage is primed and ready to receive the wood formers.

The entire structure from behind the cabin forward is new. The welding was done by Bill Meadowcroft, Chapter 304 and Rick Demond, Chapter 384. Rick made many round trips of some 100 miles between his home in Whitmore Lake, MI and Jackson.

(Jim Mahoney photo)

The badly damaged Aeronca was loaded onto a trailer by members of EAA Chapter 226, Anderson, IN and transported from the crash site to Chapter President Jim Mahoney's hangar. It was stored there until the group from Chapter 304 took the plane to Jackson, MI for restoration .

The engine is a two cylinder, 36 hp Aeronca E-113C. One of the jugs was broken and the Y-shaped exhaust pipe was completely flattened and crumpled. Aside from those problems it seemed to be in fair shape. A major overhaul was completed before the parts were reas足 sembled. The major engine parts were gleaned from the museum's coffers, and the exhaust stack was constructed locally.

Although the entire project was a challenge, the most difficult job was the construction of new ailerons. The blueprints showed what the finished product should be, but not how to do it! The ailerons are made of soft aluminum (.010) and pleated at the trailing edge. Thus they are very lightweight, yet strong. The original ailerons had numerous patches on them attesting to their vulner足 ability to damage and that new ailerons were not readily available. As far as we know, no one has attempted to make C-3 ailerons since Aeronca originally made them in the 1930s. We soon discovered why.

No one at the Aeronca factory knew how to make them and no details concerning the construction of C-3 ailerons could be found anywhere! It took roughly 50 to 60 hours of thinking and trial and error before a way was found to build a jig that would produce an aileron. Mter the mechanics of building the ailerons were worked out, finding the .010 aluminum was the greatest problem.

The aircraft went together steadily piece by piece.

On July 20, 1981 NC16291 flew once again. The C-3 handled beautifully to the chapter's joy. With justifiable pride they clapped each other on the back. In just 314 days a crushed pile of junk had been transformed into a beautiful aircraft. Many people didn't think it possible to accomplish such a project in so short a time, but Chapter 304 is composed of a dedicated and enthusiastic group of people.

(Gene Chase photo)

Paul Stephenson (left) from Albuquerque, NM discusses the C-3 with Russ Borton at Oshkosh '81.

Beauty is in the eye of the beholder. So it is with the Aeronca C-3. Due to its odd profile, the C-3 had been referred to as a "Flying Bathtub," "Belly-Wompus" and "Airknocker." With a fuel capacity of eight gallons, it is economical, if no speed demon. Cruise was advertised as 85 mph, but it took 55 minutes to fly 35 miles with a 10 knot headwind!

There were only 250 C-3 Masters built, and few of them are left today. The C-3s originally sold for $1890.00.

Extras included a left side door for $15, brakes for $100 (pilots often reached out the door to hold onto the wheel with a gloved hand in lieu of brakes during the engine runup), and a cabin heater for $9.50. NC16291 is one of the deluxe models with all the above extras.

NC16291 departed Jackson, Michigan on July 30 and arrived in Oshkosh August 1, 1981 where it was dis足 played on the flight line during the Convention. It was a happy and very proud moment for Chapter 304, but the feat would have been impossible if it were not for the generous help and donations from so many people. To them we are deeply grateful.

Many thanks to Mac Whyte Wire, Ray Stits, Sensenich Propellers , Midwest Sheetmetal, P & D Airframe , Wicks Aircraft, John Houser of Aeronca Inc., Rick Demond of EAA Chapter 384, EAA Chapter 226 of Anderson, Indiana, Brian Van Wagnen, and the many talented members of EAA Chapter 304. ~.

Editor's Note: Christine K. Soucy is an active member of EAA Chapter 304 in Jackson, MI. She also has the rare combination ofa private pilot certificate with an instrument rating. Chris is an FAA air traffic controller assigned to the tower at Jackson County Airport, Jackson, MI. She is married to Colin Soucy (EAA 116188), a corporate pilot for Consumers Power Co., Jackson.

(Photo by Marion Pyles at Waco Fly-In, Hamilton, OH June 1980)

1936 Aeronca C-3, NC 16291, SIN A-668, as it looked after the EAAers at the Aeronca plant in Middletown, OH com足 pleted the restoration. The E-113 engine is the one originally installed when new.

The plane is covered with Stits process and copies of the Conformity Inspection Record and the Form 337 were the first received by Slits, approving the use of Stits on Aeronca C-3s.

VINTAGE AIRPLANE 7

AERONCA C-3

The first time I saw an Aeronca C-3, I scoffed ir足 reverently and said that it was the most ridiculous and ugly aircraft I had ever seen. Little did I know that years later I would actually be a passenger, and yes, lose my heart to one!

I met NC16291 September 6, 1980. The entire aircraft arrived on the back of a pick-up truck, truly a "basket case!" Our chapter president, Russ Borton, a plucky optimist, volunteered EAA Chapter 304 to rebuild the aircraft. The members were equally enthusiastic, and 314 days later, "Andy-Ronka" was ready for his first flight. (At this point let me explain that I have an affinity for giving our aircraft names, as they seem to have personalities all their own.) My husband, Colin, landed after the test flight all smiles, and everyone agreed "Andy" was ready for the first flight to Oshkosh.

The odyssey began July 30, 1981. Colin and I arrived at the Jackson, Michigan airport bright and early. We loaded eight quarts of oil, a spare magneto and carburetor, a roll of paper towels (more about the paper towels later), a very small satchel with a change of undies, a sleeping bag, and some peanut butter sandwiches aboard.

The plane looked like a stuffed turkey!

Barry Elder joined us for the trek with his Cessna 150.

Our first fuel stop was Davis Field, 30 miles north of Jackson. The cabin was too cramped, so we gave Barry our RON kit. The little C-3 was behaving well , so we pushed on, refueling at Mt. Pleasant, Grayling, and Pellston. All the way, the engine roared happily. (And I do mean roared. Conversation in a C-3 is very limited!)

Pleased with our progress (we were making a blistering 70 mph groundspeed with the 17 mph tailwind!) we left Barry at Pellston, contentedly munching a cheeseburger, promising to meet at Manistique, Michigan. At 100 miles, this was to be the longest leg of the trip. We began prepar足 ing to cross the five miles of water at the Straits of Mackinac by climbing. I must admit that at this point, I had been lulled into a sense of utter complacency and trust, but my husband wisely held a more skeptical view.

At one time or another most of you probably have been to a hangar-flying session discussing how engines go on "automatic rough" when flying a single-engine aircraft over a body of water. At the exact moment the Aeronca's wheels crossed the shoreline, the engine quit, caught again, and began to miss badly! St. Ignace seemed an ocean away, so we turned south, knowing Pellston also

(Photo by Ted Koston)

The EAA Aviation Foundation's Aeronca C-3 proudly takes its place on the flight line at Oshkosh '81 . This is the plane which Jim Murphy (EAA 13539), Trenton, OH was flying to Oshkosh '80 when he suffered a fatal heart aHack near Ander足 son, IN and crashed in a stone qua rry.

The EAA Chapter 304 members did a remarkable job in restoring the badly damaged plane in only 314 days. It is unfortunate that the tragic loss of Jim and the plane one year earlier was a sad ending to the involvement of the Aero nca factory and EAA members' / employees' restoration of the plane, completed in 1980.

By Christine K. Soucy

10950 Easton Road

Rives Junction, MI49277

was out of reach.

Mackinac City airport is about five miles south of the Straits. It was a WWII emergency field constructed more of sand than grass, but it looked just fine to us. We had enough altitude to circle the field once and land, with the engine producing a maximum rpm of 850! As we struggled off the runway, another aircraft landed. Barry must have seen our predicament! But it wasn't Barry. It was Joe Van Wagnen, brother of Brian Van Wagnen, friend (and Aeronca enthusiast) of EAA Chapter 304! Joe had come to visit friends at Mackinac City and spend the day scuba diving with them. Joe's lovely friends Rose Armstrong and George Dunkleburg, loaned us their car and we drove into town to seek advice for repairs. The one and only magneto installed on early model Aeroncas had died. (The modern custom of installing two per engine has merit!)

Colip phoned Russ Borton and Brian for advice - How do you time one of these, or do you time them?

Meanwhile, Barry had finished lunch, and was en route to Manistique. Colin phoned the Manistique air足 port and asked that a message be forwarded to Barry when he arrived . The people of the Manistique airport are very nice. Mrs. Bernard, wife of the airport manager, always

offers cakes or something equally tasty to the pilots mi足 grating to Oshkosh. As I understand it, a mixup occurred with the aircraft N-numbers and Mr. B. was trying to convince two young pilots just arrived from Canada in Cessna 69U, that they just had to go back for the C-3.

WHAT C-3? "But you must go back! They are waiting for you!" At about this time, Barry and 64U arrived. " What's this about a C-3?" So Barry started back.

Remember, he had our RON kit.

Back in Mackinac City, Colin and Brian conferred via telephone. An Aeronca magneto should last 10 hours. We got six. Not bad! Brian volunteered his help,and at sunset he and Daryl Sherwood arrived in Daryl's Cessna 172, with extra parts and two mags. They worked until well after dark, at last succeeding with mag number two. At 10:00 p.m. we sacked out, but Brian was still tinkering with the offending mag.

Early the next morning, Colin took "Andy" up for a test flight, and the engine purred like a contented kitten. Amid cheers, he landed, and we were soon off again, with Barry not far behind. (Barry got a lot of practice with short, soft fields this trip!) The C-3's wheels crossed the shore足 line (you would think that a "Flying Bathtub" wouldn't (Continued on Page 22)

(Gene Chase Photo)

(Gene Chase Photo)

Interested spectators gather around the Aeronca during its post-arrival cleanup at Oshkosh '81.

Colin Soucy (EAA 116188) and the ail足 ing Aeronca after arriving at Oshkosh '81.

VINTAGE AIRPLANE 9

THE 10th ANNUAL NATIONAL

StoBPIRBn FI)2-ln

(Photos by Kenneth D. Wilson)

John Crider, Jr.

(EAA 161764, AIC 5824)

1606 Blake Drive

Richardson, TX 75081

Leaning forward, the pilot peered between the struts and wires and around his passenger in the front seat.

He was looking for a first glimpse of his destination: a dark patch on the horizon, indicating the tree-filled town, or a break in the pattern of section lines, betraying the airport. Finally , it was in sight: Galesburg , Illinois , marshalling yard for the Burlington Northern Railroad, the town that gave America the poet Carl Sandburg and the home of the National Stearman Fly-In. During the second week of September, 1981 , this scene repeated itself again and again as Stearmans converged upon Galesburg Municipal Airport from all points of the compass.

Pilots and passengers had only a few seconds to climb down and stretch away their stiffness before friends began converging from all sides. In the tumult of greeting old acquaintances, the tiredness that comes with flying open­ cockpit cross-country was forgotten . It h ad been a good summer on the plains. Summer rains had pushed the tips of the corn stalks up even with the top wings of the bi­ planes. The air was alive with the promise of a bumper harvest and it looked as though there might be a bumper crop of Stearmans as well.

Bertie Duffy was one of the pilots who arrived Wednes­ day, the first day of the fly-in . She flew her Stearman from Van Nuys Airport near Los Angeles, California and this 2000 mile flight to Galesburg was the longest made by any fly-in participant. It was quite a trip, especially for someone who had only begun flying a Stearman regularly the previous December.

By sunset there were 23 Stearmans tied down in the grass parking area and Grif Griffin's usual after dark arrival raised the count to 24. That evening the early arrivals got a preview of a series of Navy films dating from WW II. These were the actual films shown to Navy cadets about to begin flight training. They were really a Stearman operating manual on film. Robert Taylor, then a Navy Lieutenant, played the part of a primary flight instructor (which in reality h e was at NAS Glenview) and narrated the films . The consequences on not operating by the book were humorously demonstrated by a cadet called "Mac". Hapless Mac was played by John Switzer, better known as "Alfalfa" in the Our Gang series. In the course of the films , Mac stepped through the wing of his airplane, was dragged across the ramp by his para­ chute, suffered several engine failures and even nosed

hi s trainer over onto its back. Each time something happened to a Stearman, most viewers cringed.

Thursday morning brought another beautiful , cool, cloudless day. Except for the brisk right crosswind , it was ideal for Stearman flying. By late morning the parking area and the grass runway were humming with activity.

Every few minutes, conversations were interrupted while everyone looked skyward to watch a flight of Stearmans pass in review overhead.

By early afternoon the arrival of new Stearmans had resumed. The group from Tulsa , Oklahoma arrived at 3:30 making a formation pass over the field. The five regular biplanes were led by a rather peculiar-looking Stearman , that on closer inspection, turned out to be a Beech King Air. Deed Levy , who rode in the lead King Air, described the join up and formation pass as "a five-mile long in­ cipient stall." Now there were 52 Stearmans at the fly-in.

The afternoon bloomed into a gorgeous mid-western evening. Even after most of the pilots had called it a day , a few stayed to spend the last minutes of daylight flying formation in the motionless air found just before sunset.

As the day came to a close , a single flight circled the field , then flashed down the airport j ust above the corn stalks. The sun was on the horizon by now and from the air the surfaces of lakes had turned to silver. One last pass . The three biplanes circled, turned final and closed ranks. Across the field they came again, three planes flying as one, engines growling in unison. At the center of the airport they broke formation and became three separate black specks against the blue sky overhead.

One by one the silhouettes circled, drifting down through layers of blue, then pink , then purple sky onto the darken­ ing grass. And 56 Stearmans slept at Galesburg that night.

A party was held at Tootie's Steeplechase that evening and there .were more Stearman films at the Holiday Inn. Each morning found more and more fly-in participants getting to know one another over breakfast. It was a time for making new friends and sharing the anticipation of the day ahead.

Rain fell before sunrise on Friday leaving the air washed and clear. The sky was a deep blue with just enough clouds for color. A few trees were beginning to turn color. By a little past 10 the airport had come to life. There were the sounds of engines starting and the drone of Stearmans beginning their take-off rolls. The

Bertie Duffy poses with her Stearman, N3946, that she flew from California to win the Tired Butt Award.

Stearman pilots pose at Monmouth Airport after the Dawn Patrol.

10 MARCH 1982

wind grew steadily and ~by late morning it blew at 10-15 knots, this time slightly to the left of the runway .

Arrivals continued and for the first time the rear of the parking area began to fill with airplanes.

One of Friday's arrivals was Robert Hawk who flew his Stearman in from Carmel, Indiana. Bob had taken delivery of his airplane at the 1980 fly-in. It was a sprayer and had received the kind of an award that only a working Stearman can earn. Returning to Carmel, Bob completely disassembled the airplane and began its restoration with help from Mauro Agnelneri. Bob had a bet with Pete Jones that the restored airplane would be back at Galesburg for the 1981 fly-in. It went down to the wire: Bob's Stearman was finished and flown for the first time Thursday night.

At 3:30 Doyle Cotton's beautiful Stearman C3R "Business Speedster" arrived from Tulsa, Oklahoma.

The bright red airplane with its black and yellow trim caught everyone's attention. Bill Watson flew the C3R from Tulsa to Galesburg non-stop. Built in 1929 and powered by a Wright J6 engine, it cruises at over 115 mph. The C3R was only the second civilian model Stear足 man to attend the Galesburg event. In future years every足 one hopes to see more of these rare airplanes which make a unique contribution to the fly-in.

" Bye Bye Blackbird " is a regular in aHending the Stearman Fly-In each year.

John Crider flies over the corn fields near Galesburg in his newly acquired Stearman N49793 resplendent in WWII Navy Instrument Trainer markings.

Like the day before , flying continued until sunset and there were 66 Stearmans present that evening. Just before the sun disappeared behind the western horizon, a nearly full harvest moon rose to stand the night watch.

Many fly-in participants dined and danced at the Elks Club that evening and the movies were shown again too, but the crowd thinned out early. The Dawn Patrol was tomorrow morning.

Motel employees must have been surprised at the number of people up before sunrise. Everyone was in a hurry to get out to the airport. Once there, pilots and passengers walked across the cold, wet grass to their dew-covered airplanes. Pre-flighting in the dark , stiff engines were turned over and thick oil oozed from the cylinders. While waiting for sunrise, pilots nervously watched the patches of ground fog lying about the air足 port and remembered the last year's delay.

As the eastern sky brightened, the ground fog intensi足 fied briefly and then dissipated. At sunrise 55 Stearmans rolled down the runway and climbed into the crisp autumn air. Only a few hundred feet above the ground, the chill of the temperature inversion disappeared. Each group took off, circled town and then headed down the road to Monmouth, ten miles to the west.

Stearmans parked in the grass at Galesburg filled the area almost to overflowing.

VINTAGE AIRPLANE 11

This P&W 450 powered ex-duster Stear­ man, N66219, is owned by Ron Cech of Grand Haven, MI.

Arriving pilots found the little airport a beehive of activity. Stearmans were landing, Stearmans were execut­ ing go-arounds and Stearmans were circling the field looking for a break in traffic. The kind of problem that occurs when so many airplanes try to land in such a short time was exemplified by what happened to Bob Hawk. After landing, he was rolling to a stop in his newly­ restored Stearman when he felt it lurch slightly. Under­ neath his wheels were the crumpled remains of one of Monmouth's VASI lights. Fortunately, his airplane suffered only a dented landing gear fairing and a nicked propeller. Bob, very good naturedly, put up with a lot of kidding during the rest of the fly-in , but the same thing could have happened to any pilot there.

By the time all the airplanes were on the ground, both edges of the old grass runway were lined with Stear­ mans, almost to the far edge of the airport. Breakfast was hosted by the Monmouth Pilot's Club and the Stear­ man Restorers Association picked up the tab.

Mter breakfast, while the Stearman aerobatic con­ test was being organized, Chet Reyckert and some other

members of the Tulsa group set up their banner towing equipment. Soon Chet was towing a banner around Monmouth airport that read, "Stearman Capital of the World Tulsa OK". When geography class finally recessed, the aerobatic contest got underway. The rules of the contest are designed to encourage participation. Pilots fly five maneuvers of their own choosing and the winner retires from competition for a year. This year ten pilots competed in the event. By 11:00 the aerobatic competition had ended and groups of Stearmans began heading back to Galesburg airport. There, the planes were being lined up for photographs. The line of Stearmans parked wing­ tip to wingtip stretched from out in front of Galesburg Aviation almost to the airport fence. Fifty-two Kaydets standing smartly in line at parade rest. Counting those back in the parking area 68 Stearmans were present.

When was the last time there were that many Stearmans on one field?

At 1:00 the first of the two afternoon contests began.

Each participating pilot made a short field take-off, two flour bombing runs on a barrel out in the grass and then

Some of the Stearmans parked in the grass at Galesburg.

12 MARCH 1982

Deed Levy the former Chief Experimental Test Pilot for the Stearman Aircraft Co., poses with Doyle Cotton's prototype Stearman C3R, NC8828, in which he flew all the original certifi­ cation tests in 1929.

One of the many formation flights of Stearmans pass over the Galesburg Airport.

landed as closely as he could on the far side of a line marked on the grass runway. The formation contest began at 3:30 and with most Stearman pilots taking their forma­ tion flying seriously the feeling of competition was strong.

Perhaps this is due to the team spirit that develops when­ ever four airplanes and four pilots work together so closely. Six flights vied for the formation flying champion­ ship. By the time the last flight landed , it had been a full day, indeed. Most everyone was ready to return to the motel.

Saturday evening everyone enjoyed a delicious meal prepared at the Holiday Inn and after din.ner, guests were introduced. Among them were Jerry MIller, Gales­ burg's mayor; Mrs. Marilyn Carr, Lloyd Stearma.n's daughter; and Deed Levy, Chief Experimental Test PIlot for the Stearman Aircraft Company . Jim Leahy an­ nounced that the total number of Stearmans attending this year reached 86, a new record. John Hooper, J~ck Ruhlin and Bertie Duffy presented plaques to each pIlot who flew in the aerobatic contest and announced the winners. John Hooper sponsors the contest and he urged more pilots to compete next year.

AWARDS

TIRED BUTT AWARD - Stearman N3946, Bertie Duffy.

BEST HANGAR PILOT A WARD - "The whole Tulsa crew".

HARD LUCK AWARD - Stearman N4545N, Bill Rogers.

OLDEST STEARMAN - 1929 C3R, NC8828, Doyle Cotton (flown by Bill Watson).

MOST OBNOXIOUS STEARMAN - Bob Swint.

SNAFU AWARD - N52470, Robert Hawk.

10th FLY-IN AWARD - Jim Leahy.

MOST CONGENIAL"":' Stearman N61496, Ed Brockman (presented by Dacy Air Service).

SHORT FIELD TAKE-OFF - Stearman N777JG, John Grace.

SPOT LANDING - Stearman N10583, Tom Beamer.

FLOUR BOMBING - Stearman N79535, Jack Ruhlin.

FORMATION FLYING - N72AA, Willard Duke; N60562, John Hooper; N1914H, John McCormick; N49793, John Crider.

AEROBATIC CONTEST - 1st Place - N60562, John - McCormick; 2nd Place - N66417, Tom Lowe; 3rd Place­ N9078H, F.R. Grifrm.

DUSTERS & SPRAYERS SUPPLY AWARDS

BEST MILITARY STEARMAN - N777JG, John & Elsie Grace.

BEST CIVILIAN STEARMAN - N14101, David Frederick.

BEST CUSTOM STEARMAN - N620BD, Bill Dekker.

STEARMAN RESTORERS ASSOCIATION AWARDS

East meets West at Galesburg. Robert Reininger and Dino Vlahakis from New England (L) chat with Bill Dekker about his award winning custom Stearman from California.

LLOYD STEARMAN MEMORIAL A WARD - H.D. Hollinger.

BILL ADAMS MEMORIAL A WARD - Ted & Betty McCullough.

"OUTFIT" CONTRIBUTOR'S AWARD FOR 1980 - Deed Levy. .

BEST STEARMAN PT - N4599N, Kurt Campbell.

BEST STEARMAN N2S - N5990, Steve Campbell.

BEST CUSTOM STEARMAN - N64434, Dave Dacy.

BLOOD, SWEAT & TEARS AWARD - N52470, Bob Hawk.

David Frederick's Stearman N14101 received Dusters & Sprayer's award as the Best Civilian Stearman.

This modified Stearman with a metalized fuselage is just one of the many Stearmans that attend the fly-in every year.

Bob Cassens announced the winners of Saturday afternoon's contests as well as the recipients of several comical awards. It was thanks to Bob and his staff of judges that the contests went so smoothly. Among the honors was the SNAFU Award which was presented to Bob Hawk. John Hooper gave Bob various pieces of broken glass, conduit and chicken wire from the Monmouth VASI. John struck this same 'o bstruction four years previously and he claimed Bob's mishap had finally lifted an albatross from around his neck.

For those who could stay, Sunday afternoon featured a professional airshow including Stearman aerobatics

by Jim Leahy, Dave Dacy and John Mohr. But already the tide of Stearmans had begun to ebb. Airplanes rolled

down the grass and lifted into the air for the last time at this fly-in . Framed by rudders and stabilizers, again and again, Galesburg faded into the afternoon haze.

In his story about the first Stearman Fly-In, Gordon Baxter, the Stearman poet laureate, closed by quoting the words of Carl Sandburg's resting place, "For it could be a time to remember." With the 10th National Fly-In, the Stearman gathering came of age and Bax's Prophesy has been fulfilled. This year's gathering was a far cry from the first fly-in where pilots headed for Galesburg wondering if anyone else would be there. The excitement of that first fly-in, however, has becoq1e a permanent fixture . You are invited to share it, September 8-12, 1982 at the 11th National Stearman Fly-In. ",

Bill Watson flew this 1929 Stearman C3R owned by Doyle Cotton to the Fly-In from Tulsa, OK. 14 MARCH 1982

By Bob's wife Jan Editor's note: Jan Wilson's husband Bob is Ale 5377.

They live at R. 1> Box 1224, Pipe Creek, TX 78063. Bob has built or restored "about'> 26 planes and currently owns five antiques. .

The other day I got caught in a conversation with another "step & fetch it" wife of an airplane hobbyist. Seems she was feeling a little embarrassed about having the interior of her home redecorated with airplane pieces. When I told her of some of my same experiences, she sighed in relief. Just knowing someone else was in the same scrap metal heap was quite comforting.

Even before we were married, Bob had enjoyed many years of model airplane building. So it was no surprise when he voiced his decision to build a plane that could really fly. This was something he had wanted to do all his life.

Our garage, always too full of boats and junk for our car, was cleaned out to make way for the new project.

As the days went by, the construction slowly began to resemble an aircraft.

I suppose I should count my blessings and be thankful that he started with a Smith Mini-plane instead of a Waco - for one evening after Brownie meeting I came home to find the fuselage in the kitchen.

I couldn't get to the kitchen right away. I barely had enough room to open the front door. You see, Bob had moved our large dining table and six chairs into the living room. I had to step from chair seat to chair seat and across the table top to get to the kitchen.

I'll never forget that evening meal. We sat on both sides of the fuselage and passed the salt through th~ tubing structure.

As the weeks and months passed, visiting the scrap and scrounge department on Wright-Patterson Air Force Base at Dayton, Ohio became a frequent and routine duty. When the garage space became limited, the corners of the bedrooms were used. The day I tried to sweep under the bed and discovered the propeller resting there, I gave up cleaning for life.

My friends would expound and rant and rave. "Just how do you stand to live with your home in such an up足 roar?" "How can you stand to clean and dust with every足 thing in such an upheaval?" "That's easy - I don't!"

Winter set in, and the Christmas season was approach足 ing too rapidly. Our house was adequate but not too roomy. I was mentally wondering just where I could put the Christmas tree. How stupid of me to even give it a thought . .. a week before the great day, the furniture

was on the move again. Into the house came a 17' wing that was perched on sawhorses. This didn't go into the kitchen, but only because it was too big. The wing came to rest, half in the dining room and half in the living room. Whenever we wanted to get to the kitchen we had to crawl on our hands and knees under it.

The papers came next. About ten inches of them, placed on the floor under the wing. You guessed it.

That crazy horse doped the wing in the house! Have you ever eaten eggs that tasted like dope? Or cake? Or pie? You ain't lived until you have!

Even the Christmas tree smelled dopey! At least we didn't have to hang it from the ceiling. We finally did find a spot for it in the den.

As you know, most mothers have nothing to do the week before Christmas except to knit and eat chocolates.

So I was selected to sew up slip covers for the wing. I had never heard of a French fell seam before, but I surely caught on quickly.

When the news spread that Bob was in the middle of the project, it drew helpers like bees to honey. Every night I'd start dinner not knowing how many would be breaking bread with us that night until a slightly balding head would pop through the door and I'd hear, "Throw three more potatoes in the pot, Jan." The one great thing about your husband having his hobby at home is so much more togetherness. Mama spends the evening taking care of dinner and dishes.

Then she reads to the kids, bathes them and tucks them in for the night. At last ... some time to herself. She takes out her knitting. But before she is really settled, there comes a voice from the "garage. "Jan-et, come here please." "Hand me that *#w*!% *# screw driver - not that one, stupid - the Phillips head."

The barrage of profanity which a frustrated "pile-it" turned aircraft engineer is enough to put a Navy man to (Continued on Page 24) VINTAGE AIRPLANE 15

The Lincoln Sport mounting a radial Salmson engine took on the appearance of a first line fighter plane.

Notes on Strut and Wing Fittings For Lincoln Biplane

Here are some more of the unus'Ually complete set of details on the building of the Lincoln Sportplane ­ how the wing fittings and sheet metal work is done.

PART II Hi, there! How's the Hangar Gang this month? Here we have great summer weather - just the time you feel like getting out on the tarmac and cutting capers with a ship - if you've got one. And why not have one?

Modern Mechanics, pioneer in presenting plans of all the lead­ ing light airplanes of the coun­ try, has added another coup to

the magazine's list of publishing scoops in capturing the plans of the wonderfully efficient Lincoln Sport Biplane, which can be built from rudder post to prop cap from the plans now appearing in the magazine.

Frankly speaking, as explained in the last part, these plans are not for the rank novice, for rank novices have no business with

SIDE ELEVATION

The side eleva,t ion shows the placing of the struts, wing and motor. Strut sixes may be taken from fitting details. Note the splice in the longeron. Ash is used forward, spruce to the rear. Details of the major tail framing will be found elsewhere in the series.

16 MARCH 1982

the building of airplanes. But in­ terest is at · such fever pitch on the light airplane question, and so many of you fellows in the Hangar Gang are versed in plane construction, that the complete­ ly dimensioned set of plans pre­ sented in this Lincoln how-to­ build series will give you who are "in the know" all the details you need. The plans as appear in the series are full and complete, just as the designer, Mr. Swanson, of the Lincoln Standard Aircraft Co., Lincoln, Nebr., laid them out.

Of course, to tell exactly every move to be made would require a book the size of this issue of the Flying Manual.

Last part the following detailed plans appeared: Details of fuse­ lage fittings, to scale; blueprint of plan view, to scale, showing layout of the ship and the wing plan in relation to the fuselage; rib plan to scale; interplane strut plan, to scale, and blueprint of landing gear undercarrage. This month further details are set

fOlth with a fe w constructional notes which should be sufficient to clarify how-to-build points for all save rank beginners. The de­ tails given in this part will make the set of plans in your posses­ sion still more augmented, and in the next part the final details, making the plans complete from start to finish , will be published.

The side elevation calls for at­ tention first. You can get a good idea of the 15 % in . stagger, which gives the plane very good visibility. The longerons are 7/8 in. ash forward, and are spliced to spruce at the forward cockpit where the notation "No. 14 Wire" is seen. This follows prac­ tice which can be seen in any of the wartime production ships, such as Jennies and Standards which may be near your local airport. These are long splices, with the length of the splice about eight inches in this case, securely glued with Curtis cold water glue, obtainable at any air­ plane supply house, and taped with pinked edging tape which is later doped to bind it.

The brace wiring is of No. 14 wire. The forward struts are 7/8 by 1% in. spruce, bellied a .bit for str:ength fore and aft as the drawing shows. The pJacing of these may be ascertained by care­ fully scaling the drawing with di­ viders. As mentioned previously the longerons and fuselage are shaped up in a rough box mold , and wired and trued to shape.

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The wings Gf the LincGln Biplane, the plan view Gf which was shGwn on pag.e 40 in this issue ().f Flyin.g Manual, are built in Gne panel. The dihedMI is bum in.

The spars Gf the wings are spliced in the same manner as the IGn:g erGns.

The front elevation will serve to give a very good idea of the trimness of this little ship. The control wires are run as shown in both views, with fittings to cor­ respond to details illustrated on following pages.

Plane Flies Well In the lower left hand corner of this page you will see the plane built to these plans by Fred Trump, an enthusiastic light plane builder. Mr. Trump's plane is powered with a Lawrence 28 hp motor in which a two throw crank has been substituted to eyen up the power impulses, thus making the motor a true opposed job. Test flown by Speed Holman, holder of the world's outside loop record and judge of Modern Me­ chanics' Win Your Wings Con­ test, the little plane behaved welL Considering that Mr. Holman weighs well over 200 lbs., and is Photo by Fred Trump

The fuselage Gf Mr. Trump's plane befGre the fairing was built Gn. NGte the lightening hGles in the ribs Gf the tail assembly.

about 6 ft. 4 in . tall, the ability of the plane to carry a usual load is well certified!

In the lower corner of this page, a shot of the framework of Mr. Trump's plane is shown. Rath­ er than cut the lightening holes as per strict specifications in the details, Mr. Trump bored out lightening holes as may be seen in this picture.

Note that the wings are built in one panel, both upper and low­ er spars being built according to the wing plan in last issue, and having the dihedral built in. Fur­ ther details on this construction will follow. The motor shown in the drawings is the 35 hp Anzani which will give the ship a top speed of 100 mph.

Motor Nose Plate The motor plate or nose plate is the one for the Anzani 35, around which the ship has been designed, and which should be used to get real performance.

This is of 12 gauge cold rolled sheet steel, which can be cut roughly to shape with a cold chis­ el or hacksaw, and then filed and bent to final shape. The seam is not welded. The No. 327 turn­ buckles, wired to the bay imme· diately aft, take care of all ten­ dencies for the plate to unfold.

Being nearly an eighth inch thick it is solid enough to hold the An· zani nicely. Mr. Trump built a mounting for the Lawrence simi· lar to the one shown for the A1co Sportplane in the previous part.

Such a mounting consists of arms of 12 gauge running from either side of the fuselage to the motor VINTAGE AIRPLANE 17

The manner in which the lower wing is attached to the fuselage is plainly shown in this plan. The fittings rest on the spars, and there are two points of contact on the front spa·r and one on the rear spar. Half·inch steel tube is used for strutting.

cylinders, and a sort of U-bolt clamp around the cylinders for holding the motor thereto.

You will notice that the under wing of this particular design is solid too. The dihedral is built in in the usual way.

The wing is mounted in the same way as the famous Bristol Fighters had their lower wings mounted. The lower wing was blanketed but very little, and on maneuvering, side slipping and so on the ships are still the fa­ vorites of many a wartime flyer .

The mounting of the Lincoln sportplane lower wing is paral­ lel to that of the Bristol and gives a wing which has little interfer­ ence. The front edge is cut away in small boxes where the landing gear struts are in the way, but the effect is so small that the ad­ vantages more than outweigh the disadvantages.

In rigging the wings the land­ ing wires are first snugged home just enough to keep the wings lin· ed up with the blocking you em­ ploy to set the wing panels right.

If you set them home too snug the splices in the spars will be apt to weaken. When the landing wires have been tightened just enough to take the load off the blocking, the flying wires can be set against them and the rigging is all done.

The strut fitting details shown on page 48 show clearly all of the essential major dimensions of the fittings which are used to anchor the struts to the longerons, and how the turnbuckles are anchor­ ed. The turnbuckles indicated may be purchased from the Heath Airplane Co., The Lincoln Standard Aircraft Co. , Lincoln, Nebr., or from your nearest sup­ ply house.

Mentioning supply houses calls to mind that Nicholas Beazely Airplane Co., Marshall, Mo., Mar­ vin Northrup, 700 Washington 18 MARCH 1982

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The sizes of the struts, namely Ys by 'l'a in. aft of the cockpit, are shown in this drawing. The actual length of the strut will depend upon the fuselage layout.

The way in which the turnbuckles and the fittings are joined is also made clear.

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The beautiful little Lincoln Sport Biplane built by Fred Trump to the plans pre· sented herewith. The photo shows the neat cowling job over the Trump con· verted Lawrence 2·cylinder opposed motor.

Ave., Minneapolis, Minn., and the Johnson Airplane and Supply Co., as well as the Heath Airplane Co ., of 1727 Sedgwick St., Chicago, Ill., all sell parts of the type reo quired for the construction of this plane.

It is well to remember in the handling of the sheet metal that goes to make up the fittings of the Lincoln Sportplane no heat­ ing must be employed. The metal is cold rolled sheet steel, which is fairly hard, though mild. If it is heated it will lose much of its strength and the result is to in­ vite disaster.

Wooden parts on an airplane such as this are few and can be made in comparatively few hours.

It is the metal fittings in which the work to be done is concen­ trated that takes the care and time. For that reason the atten­ tion of the Gang is called to each of these little items as it appears.

Look at the last blueprint in the present article. You will find there the details of the fittings which make up the wing strut anchorages and flying wire at­ tachments, which we have already noted in the remarks and point­ ers about rigging. You will notice the wing spars are hollowed out on one side, being 1 in. thick at the flange and half inch thick through the channel.

The elevator and aileron pul­ leys are shown in sufficient de­ tail to enable their construction to be grasped nicely and with­ out any complexity.

It might here be remarked that in anticipating the particular problems which the builder of the plane might encounter, that the mold previously mentioned for the building of the fuselage calls for a word.

As the fuselage is the same on the top as the bottom the mold can be made thus : the sides are formed out of 2 by 12 planks with the outline of the fuselage mark­ ed on them. The outline, or sweep from the nose plate to the tail post is sawed out, and on both planks. Then cross braces are put in.

Spacing of Cross Braces These cross braces should be spaced about 4 in. apart, and

Photo by Fred Trump

Construction details of Fred Trump's Lawrence powered Lincoln Sport.

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may as well be 1 by 2 in. This will allow you to get clamps in between so as to hold the long­ erons when they are bent to shape which may take a bit of hot, dry steaming to momentarily soften the wood. The longerons are left in the mold until they are such shape as to be readily bent to form when being rigged .

At this stage of the game it is well to be on guard for the parting of the grain of the wood.

Do not allow such splits to occur.

The reason is obvious.

The small slight split is the fracture of tomorrow, and if dif­ ficulty is encountered in bending the longerons they should be wrapped in cloth. They can then be bent without splitting.

A secondary word might also be here interjected concerning the gluing of the spars and the longerons. Glue if properly han­ dled makes the best joint possible and the splice, like a good weld , is almost always stronger than the original weld . Spruce is used in the wing spars of the Lincoln Sportplane, routed as previously explained, and the dihedral is built in where the wings are spliced.

It would be impossible to get straight spruce of the span of the wing nor would there by any point in it. Therefore as the spar must have dihedral for stability, the dihedral is built in at the splice at this point. The splice is prepared by sawing the spars, which are solid at this point, at complementary angles, planing smooth, gluing, and pressing in a clamp on a form previously laid out to conform to the 176 deg. re­ quired as called for in the front elevation.

This clamp need be nothing more than a guide made by nail­ ing two 2 by 4s at the required angles along the floor. You will use them for but four gluings and they may then be taken up.

This method will assure you of having good glue jobs on the 20 MARCH 1982

EN GI NE r F\O NT

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wings. The same care must be taken on the gluing of the long­ erons as to the facing and join­ ing, and no worry will ever result

Fred Trump's lin­ coln Sport iust before its first f Ii g h t. "Speed" Holman pi lot, Lawrence ell9ine.

Photo by Fred T rump

(NGINE

from these points when you are in the air and are called upon to make the ship whine to get your­ self out of a tight fix.

• ••

This section of The VINTAGE AIRPLANE is ded足 icated to members and their aircraft projects. We wel足 come photos along with descriptions, and the projects can be either completed or underway . Send material to the editor at the address shown on page 3 of this issue.

This 1946 Ercoupe 41SC, N2438H, SIN 3063 belongs to Woodrow Wilson, Jr. (EAA 170208), P.O. Box 1169, Alice, TX 78332.

The original metal wing tips have been replaced by new ones fabricated with foam and fiberglass. An STC has been applied for on this installation.

This partially restored 1936 Aeronca C-3 is one of three owned by Bill L. Stratton (EAA 147044, AIC 6853), 727 Parkridge, San Antonio, TX 78216. He needs a good tapered crankshaft andlor a splined shaft prop hub to complete the three Aeronca E-113 engines for these aircraft and would appreciate hearing from anyone who can help.

Bill has the following impressive array of aircraft: 1. 1936 Aeronca C-3 , NC13557 , 25% restored 2. 1936 Aeronca C-3 , NC14640 , 80% restored 3. 1936 Aeronca C-3, NC16273, 30% restored 4. 1939 Piper J-3, NC23413 , Flying 5. 1941 Stinson L-1 , A.A.C. SIN 41-19031, Basket case 6. 1941 Taylorcraft L-2, NC48847, Flying 7. 1943 Aeronca L-3, NC57714, Flying 8. 1945 Piper L-4, NC33576, Flying 9. 1942 Stinson L-5, NC6438C, Flying 10. 1942 Interstate L-6, NC37412, Flying

This 1939 Taylorcraft BL-65, NC23869, SIN 1505 named "The Old Crow" is owned by Ricky Boggs (EAA 127680, AlC 5659), 3743 Ohio St. , Grove City, OH 43123.

The plane is all black trimmed in white, in an original paint design.

Ricky and his father, longtime Taylorcraft enthusiast William E. Boggs (EAA 43462), accomplished the rebuild足 ing of the plane over a period of 14 months. William had rebuilt several Taylorcrafts prior to this one.

During the restoration period, Ricky wrote to the FAA for information on his plane and received 112 pages of documents at 10c per page. He discovered "The Old Crow" was once used to train U .S. Navy cadets in a CAA War Training Service Flight Training Progra~ during WWII. Ricky highly recommends writing the FAA for historical information on aircraft. Simply send a $2.00 check to cover the search fee , the name of the aircraft, N Number and Serial Number to: FAA Civil Aircraft Registry, P .O. Box 25504, Oklahoma City, OK 73125.

Ricky also praises Taylorcraft Aviation Corp. for their personal and friendly service.

He credits his father's expertise for the beautiful finish on "The Old Crow." The covering material is Airtex slip covers made of 2.8 oz. ceconite, finished with Airtex Durafilm urethane dope.

Ricky is very proud of his award-winning craft which made its first flight after restoration of December 12, 1980. Since then, he and his father have logged over 100 hours in it. /, VINTAGE AIRPLANE 21

MYSTERY PLANE Charles N. Trask (A/C 3163), Stevens Road, Box 194, R.D. 2, York Haven, PA 17370 provided this month's Mystery Plane photo. It will be identified in the May 1982 issue of The VINTAGE AIRPLANE. Once again, no one identified the Mystery Plane of the month. The strange looking machine pictured in the January issue is actually a ground training vehicle which appears to have considerable pitch an4- 揃r()ll capability while keeping the two large airwheels on the ground.

We have no further information on the machine. 4..

HOME TO OSHKOSH . ..

(Continued from Page 9)

mind water!) and the engine began to miss. As Colin turned to the south, it began missing in earnest. We made it back to the field safely, this time with Barry in trail.

A truck with a flat-bed trailer to haul the aircraft to Oshkosh was discussed and rejected. Brian worked on the third mag. Four hours later, all went well on the test flight. The guys determined that this mag was weaker than the first two. To help cool and keep the engine from overheating, I and the excess baggage were loaded into the Cessna 150.

Colin and "Andy" took off and circled the airport for altitude while an anxious knot of people watched from below. We had "stolen" fuel from Daryl's Cessna 172 to top off the C-3's tank. Colin must head northward soon, it was going to be a long leg with a headwind. At last the little yellow bird pointed its nose northward, and Barry and I jumped into the 150 to fly escort. The C-3 had vanished!

We scanned the sky and the airport, no C-3. We checked the highway, fields, shoreline, straits, nothing! Maybe he went to St. Ignace? Nope. I determined that I wouldn't panic - yet - and opened the chart, and poking my finger at a point south of Gilchrist, I said, "We'll catch up with him here." As we approached the checkpoint, we both strained through the haze and there he was, chugging westward!

The rest of the trip was relatively uneventful. We'd give him a six minute headstart, catching him en route and circling like a mother hen tending her chick. At each fuel stop we used the paper towels to wipe off a quart of oil from the airplane and the pilot. It seems a leak had developed. I attribute the good time we were making on the journey to the aircraft sliding through the air!

We reached Pulaski airport in Wisconsin late that afternoon, expecting to refuel, but alas, no fuel was avail足 able! Two fellows were industriously readying their C-180 floatplane for a Canadian trip, and generously loaned us their gas can and truck for a successful forray into town for fuel. We killed a little time relaxing in the grass before resuming our journey.

As Colin started his left turnout southbound, Barry and I began our take-off roll. For the second time on the trip, the C-3 had vanished! We searched road, field, and air in vain. Confidently, though somewhat puzzled , we

22 MARCH 1982

continued on to Oshkosh, passing over the eastern side of Appleton, Wisconsin. It was at this point I realized Colin would never have come this way. There were too many buildings and busy streets. No pastures for emergencies.

He would fly on the west side. Perhaps we'll intercept him on the southern side. But when we reached that point, the skies were void of yellow C-3s.

Shrugging it off, we flew the Ripon arrival at Oshkosh and landed. After tying down the trusty 150, we began walking to where I expected the C-3 to be parked. By this time, the sun had set and it was getting dark. We trudged onward. At the appointed spot, no C-3 stood, but what looked like a C-3 tail poked out among a row of other antiques. With no flight line pass, the gate tender didn't want to let us in, but with some fast and anxious talk, he relented. Anxiously, I approached the tail, but my heart sank! It wasn't "Andy's" tail! Oh no! They must be in a field somewhere ... what to do! Not to panic yet, I thought, soon, but not yet! I set my luggage down, and told Barry I'd try headquarters next. Surely they would have a phone. We'll check with Russ, Paul Poberezny, and the dorms ... and then I saw my husband sauntering up behind me, be specked with oil!

All the time Barry and I were walking on the outside of the fence, Colin was driving Tom Poberezny's command car on the inside looking for us, and never the twain did meet! And the C-3 was parked only 100 feet ahead of where we were pondering our dilemma!

Despite the difficulties, I enjoyed the trip immensely and still love the C-3. I'd give it a good home in a moment should the museum tire of it, but I doubt that it will. The trip would never have been if it hadn't been for the unself足 ish help from so many people! The tireless workers of EAA Chapter 304, Ray Stits, MacWhyte Wire, Sensenich Propellers, Midwest Sheetmetal, P & D Airframe, Wicks Aircraft, John Houser of Aeronca Inc., Rick Demond of EAA Chapter 384 , EAA Chapter 226 of Anderson, Indiana, Brian and Joe Van Wagnen, Daryl Sherwood, Rose Armstrong, and George Dunkelburg of Grand Ledge, Michigan, and of course, Russ Borton, our chapter presi足 dent, who opened his big mouth and started this whole adventure for all of us by saying, "We'll rebuild it if the tail isn't bent!"

Well, folks, the tail WAS bent! 4.

LETTERS TO EDITOR Dear Paul Poberezny: Enclosed are two pictures showing examples of the little-known and very rare Australian designed and built DeHavilland D.H.A. 3 Drover trimotor. Only 20 machines were ever built, and were used by Qantas, Trans Australia Airlines and the Royal Flying Doctor Service, amongst others. About a dozen or so Drovers still exist most only as static display aircraft. The two pictured show an air­ worthy one at the manufacturer's facility at Barkstown, near Sydney, N.S.W., and they have only just acquired the aircraft . The other aircraft mounted on poles, is located at Mount Isa, Queensland. During my term there as Base Pilot for the Royal Flying Doctor Service , I organized the recovery of two wrecks from different points in the desert areas west and south of there. Over a two year period, we rebuilt a single example, and had to make quite a few components myself. I am quite keen on the Drover as a marque, and have even written a book on the history of the type in conjunction with a friend in Perth, Australia - Geoff Goodall, who contributes to Air Progress.

One Drover each is located in England and New Zealand - but none are in the U .S.A. Knowing that certain enthusiasts here are keen on rare types, perhaps some­ body may be interested in obtaining probably the last airworthy example still available. Hawker de Havilland Pty. Ltd., P.O. Box 30, Bankstown, N.S.W. 2200, Aus­ tralia, would be able to advise the current status and location of Drover VH-ADW, which was being considered by them for acquisition before Drover VH-PAB became available.

With thanks again and best wishes for now.

Yours sincerely, Ben Dannecker c/ o The Heffieys 4824 Blaney Avenue Fort Worth, TX 76118

Dear Gene: Regarding the Myst.ery Plane in The VINTAGE AIR­ PLANE, December 1981 , it's a Thaden all-metal mono­ plane (Argonaut). Ref: 1929 Aircraft Year Book, pages 241 and 315.

Perhaps a true antiquer would enjoy a chance for a chase. A few years back a friend who was seriously chas­ ing a Ford Tri-motor stopped here. He had learned about the bones pictured in "Sport Flying," Volume 2, #5 of May 1968 (copy enclosed) and assumed it was a Ford since it was corrugated. When our contact sent Polaroid shots of the plane, then in very poor condition, we realized it was a Thaden and he wanted a Ford. If I remember correctly the airplane was at Tanana, Alaska and the wings were supposed to be in the building to the left in the enclosed copy of the photo.

Looks like a chance for some super-active antiquer to chase a rare one.

Best regards, Skeeter Carlson (AiC 2043) Route 1, Box 202

Spokane, WA 99204

Dear Gene: The Florida Sport Aviation Antique and Classic Association has established a fund to be used to build an Antique and Classic Headquarters for Sun 'n Fun. Construction was started on December 29 and if time and money do not run out, we expect to have the building dried in and usable by Sun 'n Fun '82 time.

The building is 20' x 32' with a front porch that faces the aircraft parking area and the runway. Should be a good place to sit in a rocking chair and watch the fly-bys or the airshow. The building, when finished , will look like an old country house. It is set up on 20" piers, with board and batten exterior and a metal roof.

If you could give our cause some publicity in The VINTAGE AIRPLANE, it would be greatly appreciated.

Contributions can be sent to: A/C Building Fund P.O. Box 5292

Lakeland, FL 33803

Individual -contributions of $50 or more or organiza­ tional contributions of $100 or more will be appropriately recognized on a plaque to be permanently displayed in the building.

If you get down to Sun 'n Fun this year, be sure to come by the new building and sit a spell on the porch!

Sincerely, Gene Crosby, Chairman Antique & Classic Building Florida Sport Aviation Antique & Classic Assn.

A/C Chapter # 1 2406 Lofberg Drive Jacksonville, FL 32216 Dear Gene: We'd love to read something about Stinson 105/ 10/10A aircraft. They are grand machines but somehow seem to be forgotten .

Sincerely, Joe Kasper (A/C 2471) 2100 5th Avenue NW Minot, ND 58701 We'd love to publish something about the above-mentioned Stinsons. Can any of you readers help out? . .. Editor VINTAGE AIRPLANE 23

CALENDAR OF EVENTS

MARCH 14-20 - LAKELAND, FLORIDA - 1982 Sun 'n Fun EAA Fly-In. Contact Allan Duncan, 816 Fairway Ave. , Lakeland, FL 33801 .

APRIL 30 - MAY 2 - STATESVILLE, NORTH CAROLINA - Annual Fly-In EAA Antique/ Classic Chapter 3. Antiques, Classics, Home­ builts, Warbi rds and Ultralights invited. Awards and banquet Saturday night. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211.

MAY 21-23 - TULSA, OKLAHOMA - Harvey Young Airport 41st Anniversary Fly-In. Spec ial welcome to ultralights, warbirds , homebuilts, antiques and classics. Contact Hurley Boehler, Rt. 8, Box 617, Claremore, OK 74017. Telephone 918/ 341-3772 or 918/ 835-1900.

MAY 28-30 - ATCHISON , KANSAS - Annual Kansas City Antique Airplane Association Chapter Fly-In . Amelia Earhart Memorial Airport. For details contact Bill Hare, 6207 Riggs, Mission , KS 66202.

JUNE 4-6 - MERCED, CALIFORNIA - Silver Anniversary West Coast Fly-In at Merced Municipal Airport. For information contact Dee Humann, P.O. Box 2312, Merced, CA 95344. 209/358-3487.

JUNE 6 - DeKALB, ILLINOIS - EAA Chapter 241 and MST Aviation co-sponsor Annual Fly-In. Drive-in Breakfast, 7 a.m . to 1 p.m.

For details contact Marlin Crown, 815/ 895-6856.

JUNE 11-13 - DENTON, TEXAS - 20th Annual Texas AAA/ EAA Fly-In. For information contact Jack Winthrop, Rt. 1, Box 111 , Allen, TX 75002. 214fl27-5649.

JUNE 18-20 - PAULS VALLEY, OKLAHOMA- Oklahoma City Chapter of Antique Ai rplane Association Fly-In at Pauls Valley, OK. For information phone 405/ 321 -8042 - Don Keating ; 405/ 392-5608 ­ Bud Sutton.

JUNE 19 - TOMS RIVER, NEW JERSEY - EAA Chapter 315 6th Annual Antique & Homebuilt Fly-In. 11 :00 at R. J. Miller Airport. Refresh­ ments, plane rides, flour bombing contest, aviation flea market.

(Rain date Sunday, June 20.) For information call Lew Levison 201 / 367-4907.

JUNE 25-27 - HAMILTON, OHIO- 23rd Annual National Waco Reunion Fly-In. National Waco Club, 700 Hill Avenue, Hamilton, OH 45015.

JULY 16-18 - ORILLlA, CANADA - Annual Orillia Convention by EAA of Canada. Orillia Airport, 80 miles north 'of Toronto. Land and sea plane facilities, camping .and motels. Convention UNICOM 123.4.

Contact Bill Tee, 46 Porterfield Road, Rexdale, Ontario M9W 3J5.

416/742-8939, JULY 16-18 - MINDEN, NEBRASKA - National stinson Club Fly-In. For information contact George Leamy, 117 Lanford Road , Sparten­ burg , SC 29301 , 803/ 576-9698 or Mike Emerson, 3309 Overton Park E., Fort Worth, TX 76109, 817/924-6647.

JULY 30 - AUGUST 1 - COFFEYVILLE, KANSAS- Funk Fly-In. Antiques, Classics, Homebuilts invited . Contests, trophies, dinner. Contact Ray Pahls, 454 Summitlawn , Wichita, KS 67209. 316/ 943-6920, evenings.

JULY 31 - AUGUST 7 - OSHKOSH, WISCONSIN - 30th Annual EAA Fly-In Convention. It's never too early to start making plans for the world 's GREATEST AVIATION EVENT. AUGUST 6-8 - SHELTON, WASHINGTON - Sanderson Field. Second Annual Antique , Classic and Warbird I-'Iy-In sponsored by the Puget Sound Antique Airplane Club, EAA Antique/ ClasSic Division 9, Arrive on Friday, Public Display Saturday, dinner Saturday evening.

Fly-a-way breakfast on Sunday, For information contact Fred C, Ellsworth, 17639 SE 293rd Place, Kent, WA 98031 , 206/ 631-9117.

AUGUST 8-14 - SAN ANTONIO , TEXAS - International Cessna 170 ASSOCiation Annual Convention. Contact John D. Benham, 12834 Dovetail, San AntoniO, TX 78253.

AUGUST 9-14 - FOND DU LAC, WISCONSIN - Annual International Aarobatic Club Championships and Convention. Contact lAC, P.O. Box 229, Hales Corners, WI 53130, AUGUST 27-29 - ARLINGTON, WASHINGTON - Northwest EAA Fly-In. Homebuilts, classics and antiques. Camping , meals, forums, exhibits, awards and fun. For information contact Dave Woodcock,

206fl47-2748.

STEP & FETCH IT ...

(Continued from Page 15)

shame. If anyone should by chance find a way to remove the cuss word from the construction of the airplane, the whole thing would disintegrate in thin air, for that is the ingredient that makes it fly.

One night the house was especially neat for a change.

I had spent the day with a Mack truck backed up to the door and I really cleaned everything. Mter dinner I went to a meeting. I never should have gone. I came home to four men and an airplane engine in my kitchen. What could I say except, "How about some cookies and coffee?"

When the engine was checked it was put on the fuselage.

It was tested every 'e vening in the back yard. Everyone took turns sitting in the wingless wonder while the engine roared loud a nd clear.

The great day fmally arrived when "N2J" was ready for flight. The goal Bob had set out to accomplish had ma­ terialized. It was a real beauty! Perfect in every detail.

Named "Chris" for our youngest son. It was so good that at the 1963 International Fly-In at Rockford, Illinois, it was chosen the most outstanding home-built airplane and made the cover of the Fly-In edition of SPORT A VIA ­ TION.

What I thought was a perfect ending to a great ac­ complishment was only the beginning of an everlasting hobby. Twenty-two years and twenty-six or so airplanes later he is still yelling for "Step and Fetch It." Several years ago his interest turned to antiques. He presently has two Monocoupes (models 90A and 90), one Arrow­ Sport, one Bucker Jungman and one Taylor Young.

I no longer have a prop under my bed or struts in a corner. Bob keeps busy restoring his antiques in his very own "Olde Aeroplane Shoppe" next to our retirement home. I hope he never stops. " , 24 MARCH 1982

A story of one of the true pioneers of aviation who until now has remained largely unknown to the general public , Harold F. Pitcairn , a Philadelphia native , pioneered the early air mail , forming his own air mail line, He designed and manufactured his own mail plane, the now famous Pitcairn Mailwing. The Pitcairn Aviation air mail line eventually evolved into Eastern Air Transport and then Eastern Air Lines.

In the late 1920s, Pitcairn began work on the development of rotary wing aircraft and his autogiros became a common sight throughout the eastern part of the country , The de­ velopment work in rotary wing aircraft done by Pitcairn and his group has been recognized as advancing the introdu ction of the practical helicopter by many years, This book has over 175 photographs with three-view draw­ ings and spec ifications of all of the aircraft manufactured

by Pitcairn ,

Retail price -

$25.00

Limited pre-bookstore offer - $21.00 Plus PA Sales Tax Stephen Pitcairn Jenkintown Plaza Jenkintown , PA 19046

CLASSIFIED ADS

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­ plete with isometric drawings, photos , exploded views.

Plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P .O. Box 462, Hales Cor­ ners, WI 53130.414/425-4860.

POBER PIXIE - VW powered parasol - unlimited in low. cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3V2 gph at cruise setting. 15 large instruction sheets. Plans - $45.00.

Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 425-4860.

Antique Aviation Items For Sale - Original 1910/1950.

Memorabilia and ephemera - Forty page catalog air­ mailed , $5 - Jon Wm. Aldrich, Pine Mountain Lake Airport, P .O. Box 706, Groveland, CA. FOR SALE - McCauley Prop. 102 inch - 20 spline - "0" time - refinished blades, cad plated hub. Ground adjust­ able. Price $1000.00. Phone 704/366-1743. George Mc­ Kiernan, 5301 Finsbury Place, Charlotte, NC 28211.

BOOKS FOR VINTAGE AIRCRAFT BUFFS. Out-of-print and current. State specific needs. Catalog $1.00. John Roby, 3703B Nassau, San Diego, CA 92115.

ACRO SPORT - Single place biplane capable of un­ limited aerobatics. 23 sheets of clear, easy to follow plans , includes nearly 100 isometrical drawings , photos and exploded views. Complete parts and materials list. Full size wing drawings . Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC. , Box 462, Hales Corners, WI 53130. 4141 425-4860.

~Classi..c

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IT UP

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Back issues are available from Headquarters for $1.25 each, postpaid, except the July 1977 (Lindbergh Com­ memorative) issue, which is $1.50 postpaid.

MEMBERSHIP INFORMATION EAA

• Membership In the Experimental Alrcralt ASSOCiation. Inc. is $25 .00 lor one year. $48.00 lor 2 years and $69.00 lor 3 years . All Include 12 issues 01 Sport Aviation per year . JUnior Membership (under 19 years 01 age) IS available at $15.00 annually. Family Membership is available lor an additional $10.00 annually. e EAA Member - $14.00. Includes one year membership In EAA Antique-Classic D,V,SIOn. 12 monthly issues 01 The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

• Non-EAA Member - $24 .00. Includes one year membership In the EAA Antique-Classic DiviSIOn . 12 monthly Issues 01 The Vintage Airplane. one year membership in the EAA and separate membership cards . Sport Aviation not included. . • Membership in the International Aerobatic Club. Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA Membership In the Warbirds 01 Ameri ca. Inc . is $20 .00 per year. wh ich Includes a subscription to Warblrds Newsletter. Warblrd members are reqUired to be members 01 EAA e Membersh ip in the EAA Ultralight Assn . IS $25.00 per year which includes the Ultralight publicatIOn ($15.00 additional lor Sport Aviation magaZine). For current EAA members only. $15.00. which Includes Ultralight publicatIOn .

ANTIQUE· CLASSIC lAC WAR BIRDS • UL TRALIGHT

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CLASSIFIED RATES: Regular type per word 40c. Bold Face Type : per word 45c. ALL CAPS: per word 50c (Minimum charge $6.00). (Rate covers one insertion one issue.)

COMMISSIONS: Non-Commissionable.

Jacket: Unlined Poplin jacket. features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis­ played in the Antique/Classic logo.

Sizes : X-small thru X-large $28.95 ppd

Cap: Complete the look in this gold mesh hat with contrasting blue bill . trimmed with a gold braid . Your logo visibly displayed . makes this adjustable cap a must.

Sizes : M & L (adjustable rear band) $6.25 ppd

WEAR the IMAGE

in an Antique/Classic jacket and cap

Send Check To:

EAA ANTIQUE/CLASSIC DIVISION, INC.

P.o.

Box 229

Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery

Wisconsin Residents Include 4% Sales Tax

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26 MARCH 1982

VISIONS OF AGOLDEN AGE The launch of the Space Shuttle was a sight beyond any superlatives. It is todays gesture that will eventually lead mankind to literally reach out and touch the stars. There was a time not long ago that helped point the way to Launch Pad 39. The genius and daring of the builders and pilots of the 1930's exemplifies mans eternal desire for discovery and adventure.

My father, Mr. C. B. Kramer , was in his youth during these years. All his life he has had a love for airplanes. (He partici­ pated in 39 bombing missions in the Air Force during World War 11.) When he was about 14 years old, he started photogra­ phing airplanes. He is now 64 and still transforms into a teenager when he is at an air show.

We proudly present to you a small part of his photographic collection. It includes many famous aircraft from the National Air Races. We also have many military, commercial, and private aircraft photo­ graphs from the 1930's. There is no doubt that this was a classic period in aviation history, that some of us saw first­ hand and all of us will love forever.

Thank you ,

~o A TURNER'S RT- 14

B HOWARD'S MR. MUL LIGAN

C ROSCO E TURNER

Great effort has been taken to produce the highest quality photographic enlargements from rather old negatives. Each print is un iquely mounted and placed on a neutral fabric background and put in a (9 3/4" X 14%") pewter finish frame, ready to hang. The professional manner in which these prints are presented , gives them the look befitting a fine piece of artwork.

CLASSIC BEAUTY AND HISTORIC VALUE

CURTISS HAWK

WIDMAN'S OS H KOS H

TURNE R'S HORN ET

HOWARD'S PETE

WILLIAMS' GU LF HAW K

HOWAR D'S MI KE

ALL PHOTOGRAPHS ARE BLACK AND WHITE, MOUNTED, FRAMED, PACKAGED AND DELIVERED ... $46.00 EACH. OPTIONAL SEPIA TONE PRINT . .. $3 .00 EXTRA. WE DELIVER UPS ONLY • •.. • INC L UDE YO UR STREET ADDRE SS

Pete Kramer

D BUCK ER JU NGME ISTER

AL LOW 30 DAYS FOR DE LI VERY

Clarence B. Kramer

EAA 130604

NAME ______________________________________ ADDR ESS ____________________________________

AUTOMOBILE & AIRCRAFT

SPECIALTY PHOTOGRAPHS

Aero­ Visions

CITY ______________ STATE ___________ ZI P______ PH OTO GRAPH

QUANTITY

205 E. KEHOE

CAROL STREAM , ILLINOIS

60187

The first person to mail in the correct identity of the inverted plane and pilot in the headline. will receive a free framed enlargement of it.

VINTAGE AIRPLANE 27