VA-Vol-12-No-1-Jan-1984

路 .

PUBLICATION STAFF PUBLISHER

Paul H. Poberezny

EDITOR

Gene R. Chase

JANUARY 1984 • Vot 12, No. 1

MANAGING EDITOR

Pat Etter

EDITCRIAL ASSISTANT

Norman Petersen

FEATURE WRITER

GeQrge A. Hardie, Jr.

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS '

Presidenl W. Brad Thomas, Jr. 301 Dodson Mill Road ' Pi lot Mountain. NC 27041 9191368-2875 Home 919-368-2291 Office

Vice President . R. J. Lickteig 1620 Bay Oaks Drive Albert Lea, MN 56007 507/373-2351

Secretary Ronald Fritz 15401 Sparta Avenue ' Kent City, MI 49330 616/678-5012

Treasurer

E. E. "Buck" Hiloert

P.O. Box 145 '

Union, IL 60180

8151923-4591

Contents 3 Straight and Level

by Brad Thomas

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4 AlC News

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See Page 6

by Gene Chase

6 Douglas DC-2 "Uiver" Flies Again

9 Homebuilt Davis D-1-S

10 Dalworth Chapter 34 Lake Whitney Fly-Out

by Ed Jordan

12 Building an Aviator

by Ted Businger

DIRECTORS Claude L. Gray, 'Jr. 9635 Sylvia Avenue Northridge, CA 91324 2131349-1338

. Dale A .. GU!ltafson 7724 Shady. Hill Drive :' Indianapolis, IN 46274 3171293-4430

13 A Pat or a Prod

by Kelly Viets

13 Calendar of Events 14 A Glimpse at the Past 15 Mystery Plane

See Page 9

by George Hardie

16 Members' Projects Robert G. Herman Arthur R. Morgan W164 N9530 Water Street 3744 North 51st Blvd.

Menomonee Falls, WI 53051 Milwaukee, WI 53216 4141251-9253 4141442-3631 Morton W. Lester AI Kelch 66 W. 622 N. Madison Ave .

P.O. Box 3747 Cedarburg, WI 53012 Martinsville, VA 24112 7031632-4839 4141377-5886 Gene Morris 27 Chandelle Drive Hampshire, IL 60140 3121683-31 99

John R. Turgyan 1530 Kuser Road Trenton, NJ 08619 6091585-2747

S. J. Wittman Box 2672 Oshkosh , WI 54901 4141235-1 265

George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

ADVISORS John S. Copeland 9 Joanne Drive Westborough , MA 01581 6171366-7245

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 61 21784-1172

Espie M. Joyce, Jr. Box 468 Madison , NC 27025 9191427-0216

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 6121571 -0893

Ray Olcott 1500 Kings Way Nokomis, FL 33555 8131485-8139

Roy Redman Rt. 3, Box 208 Faribault, MN 55021 507/334-5922

S. H. "Wes" Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive Wauwatosa, WI 53213 Naperville, IL 60540 4141771- 1545 312/355-9416 .

See Page 10

FRONT COVER ... Pretty Debbie Bee of Quinton , NJ smiles from back seat of 1946 Piper Cub, N92142, SIN 16583. Cub was restored to mint condition 18 years ago . . . owned by Ernest McCormick (EAA 34383 , NC 170), New Castle, DE. (Photo by Ernest McCormick) BACK COVER .. . Louise Thaden poses with the Travel Air 0 -4000, NR671 H in which she won the 1929 Women's Air Derby from Los Angeles to Cleveland . Later this plane was lost in a start-up fire by its last owner, a Mr. Bofferding of Tucson, I\Z. . Mike Rezich tried to buy the plane in 1935 but couldn't raise the $1500. (Harry C. Beitt photo via Mike Rezich)

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh, WI 54903-2591 .

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antiquel Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , Oshkosh, WI 54903­ 2591 . Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA AntiquelClassic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

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

Postmaster: Send address changes to EAA AntiquelClassic Division, Inc. , Wittman Airfield, Oshkosh , WI 54903-2591 .

STRAI G HT AND LEVEL

It seems that only yesterday I wrote my column for the

By Brad Thomas January 1983 issue of The VINTAGE AIRPLANE, and President

here we are again bringing to you the January 1984 Antique/Classic Division

column. Time flies! Let's first take a look at 1983.

We began 1983 optimistically as we witnessed the gradual recovery in both the economy of our nation and the attitude of the general population. These signs were an indication of better security and helped those of us in sport aviation to focus more clearly on the goals we set.

Throughout 1983 the Publication Staff worked hard to improve the magazine. The annual EAA International Convention was the most successful event in our history.

Thanks to the devoted volunteers, Antique/Classic partici­ pation helped operations run smoothly and all enjoyed the of these changes in future issues of The VINTAGE week of activities. Our Red Barn headquarters was en­ AIRPLANE. larged allowing our volunteers and headquarters staff to The success of the initial type club participation at our hospita lity a rea at Oshkosh '83 has encouraged us to con­ work more efficiently to make your visit one that would sider the parking of aircraft by types at the 1984 conven­ long be remembered.

Entering into a new venture, we began a pilot program tion. When you realize that during each International of making space available for type clubs to meet, enjoy the Convention our parking volunteers handle well over 700 fellowship of their members, and promote their activities, aircraft, you can visualize the problems involved. They both during the Convention and throughout the year . The route and direct all of the antiques, classics and qualified results exceeded our greatest expectations, and the re­ aircraft of all types who elect to park in the showplane sponse since Oshkosh '83 has been positive and encourag­ parking a rea. We are considering a plan to park aircraft ing. in various rows by type . This would be based upon interest, The EAA Aviation Foundation's auto fuel project ex­ available manpower and contact with the parking commit­ panded rapidly for sport aviation enthusiasts and the re­ tee prior to the convention. Further information on this sults have already benefitted many of our classic aircraft concept will be printed in a future issue of The VINTAGE owners and pilots.

AIRPLANE. 1983 became a banner year for EAA and its Divisions At the 1984 Convention, we anticipate an increase in when the EAA Aviation Center was dedicated and opened. the number of type clubs to be represented in our hospital­ The entire membership should be openly proud of being a ity tent, and in conjunction with the parking of aircraft part of this tremendous facility. It has already been recog­ by types, we anticipate great success. Details on the type nized as the outstanding aviation facility in the USA, and club participation in the hospitality area will be forthcom­ the attendance of visitors and participation of other or­ ing in The VINTAGE AIRPLANE. ganizations has far surpassed the initial expectations.

Each year at the Convention a new Grand Champion Our Antique/Classic Division is well represented in the is crowned in the antique and classic aircraft categories. museum and our displays are frequently changing, adding Often these champions do not return to the Convention, to the interest of those visiting the facility . for having reached the top in awards, there is no further We always like to take a positive approach toward the step up the ladder. We have often been approached by goals of our Division and at times it appears we are mak­ members and visitors who missed seeing a Grand Cham­ ing little progress when suddenly it will go forward in pion of a particular year and wish they were at the Con­ leaps and bounds. No one person or organization is perfect, vention to be displayed . Beginning with the 1984 Conven­ tion, we will designate a specific area to display and honor but our Division will always pursue its objectives for both past Gra nd Champions in both the antique and classic our membership and all of sport aviation. Our initial categories for all to see and admire . Some of these past proposal for a Repairman's Certificate for antique and classic aircraft was denied by the FAA , and the facts have award winners are now in museums and/or locations from which it would not be practical to return to the Conven­ been covered completely in the 1983 issues of The VIN­ tion, but many will be available and we sincerely hope TAGE AIRPLANE. We want to state emphatically that we are continuing our program to allow a restorer of an they can return. antique or classic aircraft to be allowed to maintain and Over the past years we have enjoyed fellowship in the license that particular aircraft. As 1984 continues, our shade of the Red Barn by relaxing on the logs on the north membership will be kept abreast of the progress to date . side of the building. Many hours of yarn swapping, hangar Your Division has begun many new innovative flying and good 01' conversations have been generated changes to make your 1984 International Convention even around these logs . During the 1984 Convention, you will more desirable in which to participate. To begin with, a see the results of a "face-lifting" to your Red Barn Head­ study is underway to change the categories of antique quarters. We are going to build a covered porch on the awards this year. It has become evident that about 80-85% north side of the Barn, complete with swings and rocking of the antiques were competing for only about 25% of the chairs for our story-tellers and those members needing a available awards. In order to make the awards more resting place for a few minutes of relaxation during the adaptable to the age of those aircraft being registered for Convention. We might add that any members wishing to make a contribution toward the cost of this project should judging, a committee is reorganizing the categories to spread the awards more evenly among the participating send it to our Treasurer, Buck Hilbert at P.O. Box 145, aircraft; as the results are available, you will be advised Union, IL 60180 . • VINTAGE AIRPLANE 3

WELCOME ABOARD We cordially welcome those who have stepped into new roles in the management of the Antique/Classic Division.

At the November 4 meeting of the Antique/Classic Board of Directors of the EAA Aviation Center in Oshkosh, Wis­ consin, the following were appointed to new positions: Bob Lickteig replaces Jack Winthrop who resigned as Vice President and Ron Fritz replaces Kelly Viets who resigned as Secretary. Former Advisors Bob Herman and Gene Morris were named Directors, replacing Robert Kesel who resigned, and Ron Fritz. Ray Olcott and Gar Williams are newly-appointed Advisors.

To Kelly Viets, Jack Winthrop and Robert Kesel we owe a debt of gratitude for a job well done. Thank you, gentlemen .

RED BARN PORCH AT OSHKOSH A new porch on the Antique/Classic Red Barn will become a reality this spring. Al Kelch, chairman of the project and Bob Lumley, co-chairman have designed the structure. Not shown in the accompanying sketch by artist Pat Packard, is a door between the barn and the porch.

Two porch swings will be installed as well as bench seats around the interior and exterior of the porch.

The ever-popular "big logs" that members like to sit on will be moved from the north side of the Red Barn to the east side of the new annex where it will continue to serve the same purpose. ~

NEW ORLEANS LAKEFRONT AIRPORT 50TH ANNIVERSARY Lakefront Airport is celebrating its Fiftieth Anniver­ sary on February 10-11 , 1984 , EAA Chapter 261 has been asked to plan a static airplane display that would portray fifty years of aviation history. Ramp space will be avail­ able to display about 25-30 aircraft.

Jim Riviere (EAA 99850, A/C 2301), President ofEAA Chapter 261 and Co-chairman of the Fiftieth Anniversary Committee says it will be a fine celebration with a chance to re-live some aviation history. Plans include a large dance in the Terminal Building lobby on February 10 with music and dress from the early thirties.

Jim hopes that fellow Antique/Classic Division mem­ bers can fly in and participate. For further information, contact Jim at 604 Chambertin Drive, Kenner, LA 70065.

Phone 504/467-1505.

METRIC HARDWARE From the November 1983 issue of the "Bucker Jungmann Newsletter" edited by Chris Arvanites (EAA 17431), Bolingbroke, IL, we note that metric nuts and bolts, etc. are available from International Metric Special­ ists, Inc., 11135 Van Owen Ave., North Hollywood, CA 91605 , phone 213/761-0300. No catalog is available, but apparently this company is able to supply many needs.

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PORTABLE T-HANGAR Portable Hangars, Inc. , Houston, Texas has introduced a new portable T-Hangar for single and light twin engine aircraft. The Uniport 1 is a peaked roof design which has its own foundation and can be anchored to any level sur­ face . The high pitch roof reduces accumulation of ice, snow or water, making it suitable for applications in heavy snow areas.

Company president Chuck Stockdale says the company plans to open a new segment of the aircraft hangar market by using mass production and conventional drop shipping methods to reduce unit cost below that of any comparable hangar on the market. Conceivably this would bring it within financial reach of more aircraft owners and help fill the need for affordable hangars.

According to Stockdale, more airports are allowing individuals to erect their own portable hangars because the need for hangars can be met without cash or credit expenditures on the part of the airport authority. The airport continues to receive lease and service sales income from aircraft owners.

For more information contact Portable Hangars, Inc. , 10502 Telephone Rd., Box 265, Houston, TX 77075.

PRESERVE THAT ANTIQUE PANEL Now that the FAA has announced their timetable for mandatory use of 720 channel radios for pilots going into any fields above the unicorn level, it's time to consider some of the options that'll make everything legal-like.

Naturally, a lot of folks would like to preserve that antique or classic panel appearance. Cutting a rectangular hole, no matter how small, for a digital LCD radio just doesn't fit the period. But then coffee grinders don't fit the new regs.

Well, Communications Specialists has come up with one way of letting you have your antique cake and eat it too. Their hand-held TR 720 is a small, lightweight, port­ able 720 channel transceiver that will fit in your shirt pocket. If you fly open cockpit, it's adaptable to headsets, though you may have to experiment a little with mikes.

In any case, the radio has enough power to work well up to 15 miles out with the whip antenna that comes with

it. If you can provide for an external antenna hookup, the radio will perform almost as powerfully as any stock panel mount number.

Technically speaking, the TR 720 is a solid state, fully synthesized, portable airband transceiver that covers all existing NAV-COMM frequencies. Weighing only 19 ounces, it features a twist-off rechargeable ni-cad battery back, one watt of transmission power, three-frequency memory, a free three-year unconditional warranty (best in the industry) and a special FM type noise squelch cir­ cuitry for superior action.

Listed at $795, the TR 720 comes with a flexible an­ tenna, battery pack, simulated leather case, recharging unit, cigarette lighter charger, earphone and an operating manual.

Members of EAA and its divisions have the opportu­ nity of being able to purchase a TR 720 for $695, a savings of$100 through the International Aerobatic Club. If you're interested, write for a free TR 720 brochure or send your check to lAC-Radio, Box 2591, Oshkosh, WI 54903.

THE WELCH AIRPLANE STORY The story of Orin Welch and his airplanes has been written by his sister, Drina Welch Abel and published by the Sunshine House , P .O. Box 2065, Terre Haute, IN 47802. Welch designed 15 models of aircraft including the OW-6 and OW-7 monoplanes which were sometimes con­ fused with Aeronca C-3s. During WWII Welch flew with the Ferry Command and in 1943 he mysteriously disap­ peared on a secret mission while flying the Hump. The book is available from the publisher at $19.95 hardback or $13.95 softback , plus $2.25 postage and handling. •

VINTAGE AIRPLANE 5

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The original Uiver over Rotterdam. KLM operated a total of 18 DC-2s between 1934 and 1946, each bearing the Dutch of Indonesian name for a bird. "Uiver" is translated "Stork".

THE DOUGLAS

DC.~ UIVER~LIES

Editor's Note: This story with the photos is reprinted here by permission ofthe Public Relations Bureau ofKLM Royal Dutch Airliners, Amsterdam, The Netherlands. It appeared originally in the September 17, 1983 issue of KLM Wolkenridder, the fortnightly company newspaper of Royal Dutch Airlines - international edition.

This DC-2, NC39165, SIN 1404, on loan to KLM, is owned by Colgate W. Darden III (EAA 14846, AlC 7674), Cayce, South Carolina. It previously was on display in the Wings and Wheels Museum in Orlando, Florida .

The story was brought to our attention by Antiquel Classic Division Vice President Bob Lickteig (EAA 71468, AIC 2433), Albert Lea, Minnesota. Through Bob's efforts and those of his friends in KLM, the story is presented here.

The DC-2 "Uiver" (Stork), the KLM airplane which took part in the legendary London-Melbourne Race of 1934 and, with captain Parmentier, won first prize in the handicap section, is going to fly again!

A group of enthusiastic Dutchmen have definitely de­ cided, after two years of intensive preparations, that the race will be reflown now almost 50 years later. Holland will once again be able to experience this flight along almost the same route prescribed then by the Australian chocolate manufacturer and organizer of the race, McPherson Robertson.

Many older Dutch people still know exactly how the Uiver, the DC-2 with a four-man crew of captain Parmen­ tier, first officer Moll, radio operator Van Brugge and flight engineer Prins, and three passengers on board, started off the race together with 19 other airplanes at 6 JANUARY 1984

AGAIN

Mildenhall near London.

Participation in the race was the initiative of KLM's President at that time, Albert Plesman, who wanted to prove that it was possible to transport passengers and mail safely and on time by air over a distance of more than 20,000 kilometers. In 1934 there was still no single airline which had developed a regular scheduled flight over that distance.

The race, which started on October 20, 1934, kept not only Holland, but the entire world in a state of excitement.

Tense moments were experienced with the morning paper and radio reports which told of the adventures of the Dutch participants. The courageous crew which, in spite of a storm-forced landing on a horse race track in Albury (Australia), saw a chance to finish second in the speed race and first in the handicap class.

The crew of the KLM aircraft then took three days, 18 hours and 13 minutes. The winners Scott and Black from England took two days and 23 hours with their Comet, which was designed especially for speed.

NOS TV Series

An enthusiastic team from the NOS Netherlands Broadcasting Corporation under Rob Swanenburg, has traced the best, still airworthy DC-2 in the world. This DC-2, owned by Colgate W. Darden, is in very good state and has in the meantime been painted in the old KLM colours with the contest number 44 on its tail. On Sep­ tember 3, the DC-2 arrived at Schiphol East by canal and, just as in 1934, was transported by means of a block and tackle and a deep-loader to KLM's technical area .

If all preparations progress according to plans, the Uiver will have re-departed in mid-December 1983 with a NOS television team on board to film the entire flight and the location along the way. The film will be shown serially on television in October 1984, the month in which the Melbourne Race took place 50 years ago. The TV series will also deal with the development in civil aviation in the past fifty years.

Uiver Memorial Foundation

In order to pay the high costs of the entire Uiver project (total costs, including the film production, are about 2.5 million guilders) , the Uiver Memorial Foundation was set up. The foundation is managed by representatives of Fok足 ker, KLM, EVD (Netherlands Foreign Trade Agency) and the daily newspaper Telegraaf.

These are also main sponsors of the Uiver project.

Other large sponsors include Shell, Schiphol Amsterdam Airport, Bendix and Philips. The public relations is being handled by the international Hill & Knowlton Agency in Amsterdam.

In 1981 Rob Swanenburg of the television department of the NOS, the Netherlands Broadcasting Corporation conceived the idea to make a documentary of the flight of the Uiver. This documentary was to be shown in 1984, the 50th anniversary of the London-Melbourne Race, in which this KLM DC-2 became first in the handicap and second in the speed section. Slowly it occurred to him that it would be nice to have the flight repeated, not with a modern aircraft, but with a DC-2 .

One year later, in December 1982, an article appeared in the Wolkenridder that the plan had taken shape and that it seemed likely that the flight would take place. A KLM crew had been appointed and even an original DC-2 had been found. A tremendous amount of work was going on behind the scenes.

Soon it became apparent that the execution of the plans could no longer be an affair of NOS and KLM only.

And so the Uiver Memorial Foundation was established in May of last year. In the committee of the foundation are representatives of the Royal Dutch Aviation Associa足 tion (KNVvL), Fokker, the Netherland Foreign Trade Agency (EVD), the morning paper Telegraaf and KLM. Fred Zandvliet was appointed chairman. Fred is a retired KLMer with a fabulous knowledge of the history of KLM and also chairman of the KNVvL. Head of KLM's Public Relations Bureau, Ron Wunderink sits on the Foundation committee for KLM. The aim of the foundation was to try to raise enough funds to make the commemoration flight possible. The first contacts with the business world and the authorities were such that the decision could be taken in June. The commemoration flight is on!

Although the following summary is far from complete, it mentions some of the contributions of the business world.

Fokker is considering to have the entire flight of the DC-2 accompanied by a Fokker Fellowship which has to be delivered to Australia anyway . This F-28 would carry extra equipment, spare parts and baggage.

The new Uiver crew, (L-R): Ton Deegenaars (engineer), Jan Plesman (captain), Boone Pijpstra (engineer), Fred Schouten (first officer).

VINTAGE AIRPLANE 7

The whole trip should result in a TV documentary in three parts of fifty minutes each, which will be shown in Holland in October 1984 and for which other countries have shown interest too . KLM will then be 65 years old and the actual flight took place 50 years ago. A better occasion could hardly be found .

The Flight Schedule 1983

December 17 December 20 December 22 December 29

Schiphol- Duxford (Great Britain)

Duxford - Rome (Italy)

Rome - Athens (Greece)

Athens - Adana (Turkey)

Adana - Aleppo (Syria) December 30 Aleppo - Baghdad (Iraq) 1984

Baghdad - Abu Dhabi (Un. Arab Emirates)

Abu Dhabi - Karachi (Pakistan)

Karachi - Jodhpur (India)

Jodhpur - Allahabad (India)

Allahabad - Calcutta (India)

Calcutta - Rangoon (Burma) January 10 Rangoon - Alor Star (Malaysia) January 11 Alor Star - Kuala Lumpur (Malaysia) January 14 Kuala Lumpur - Singapore January 23 Singapore - Jakarta (Indonesia) January 26 Jakarta - Selaparang (Indonesia) January 27 Selaparange - Kupang - Darwin (Australia) January 29 Darwin - Cloncurry (Australia) January 29 Cloncurry - Charleville (Australia) January 30 Charleville - Albury (Australia) February 3 Albury - Melbourne (Australia) This schedule shows that the flight will take much longer than the original Uiver flight which took 90 hours and 17 minutes. But then, it is not the intention to match the record flight. We emphasize the fact that it is a tenta­ tive flight schedule with prolonged intermediate stops.

There are several reasons for this. One of them is that not all the permissions have been received from the countries where a landing has to be made or over which the flight is scheduled to fly .

Another reason is that in those fifty years since 1934, aviation has increased "somewhat" and is completely dif­ ferent now. In 1934 captain Parmentier still could say: I fly a direct route from A to B. But in 1984 this is no longer possible and they have to use air corridors.

Again another reason is that prolonged technical de­ lays are always possible. Aircraft technicians these days are not used to repairing a Douglas from 1934.

And finally the NOS film team has to have time to shoot scenes for the documentary. Although shots will be taken at each airport, there are some airports for which one or even two whole days have been earmarked.

All these facts together require a rather leisurely flight schedule.

It is also not possible to copy the 1934 route exactly.

Some airports no longer exist, others are unavailable be­ cause of political reasons. But the route in general is the same.

To begin with, the flight will commence from Duxford airport near London instead of the old Mildenhall. Duxford has an airport which has been made into an air museum .

For the start of the commemoration flight it will be made operational again.

Two other airfields of the 1934 route cannot be used either. Jask in Iran cannot be used at present and Ram­ bang airport in Indonesia no longer exists. Abu Dhabi and Selaparang will be used instead.

Another thing that will be hardly possible, or not at all - accommodating crew and passengers in the same hotels as in 1934 . . . • January 1 January 3 January 6 January 7 January 9

The "new" DC-2 Uiver being overhauled in the technical facilities of KLM at Schipol Airport in October 1983.

Shell is going to shoulder the fuel costs for the entire flight .

The morning paper Telegraafhas bought the rights for the exclusive publication of the report on the flight.

Also Philips, Schiphol Airport Authorities, Bendix and the Netherlands Foreign Trade Agency have shown in­ terest. The arrival of the Uiver in Singapore coincides with a Holland week, organized by the EVS and ... with the Singapore Airshow .

And what does KLM do, many KLMers may ask. Yes, KLM too is one of the sponsors. We already mentioned that three of the four crew members have been made available by the Flight Operations Division and Schiphol Station (the fourth is a retired volunteer). The aircraft will be completely overhauled by the Engineering and Mainte­ nance Division at Schiphol East and - not an unimportant facet either - KLM's ground organization is at the disposal of the Foundation.

The Handling Contracts department of the Ground Handling Department has already been busy for months to organize the intermediate landings and everything that goes with it. The KLMers enroute will contribute their share to provide a smooth handling at their station.

Assistance will also be given by the KLMers of the Controllers Department Commercial Affairs and Field Organization of the Accounting Division, of the Insurance department of the Finance Burea u, the Public Relations Bureau and the Movement Control department of the Logistics Division. This summary shows that KLM plays an important part in the realization of the flight, but still it is one of the many sponsors. So we emphasize again that the commemoration flight is made under the auspices of the Uiver Memorial Foundation and not KLM .

8 JANUARY 1984

OMEBUIL T DAVIS 0-1-_____-----,

Editor's Note: We first learned ofFrank Luft's homebuilt Davis project from a note by newsletter editor Ivan Dun­ ton 's EAA Chapter 725 Newsletter from Grants Pass, Oregon. Shortly thereafter, Frank sent some photos and additional information about the plane to Jack Cox, Editor-in-Chief of SPORT AVIATION. Frank calls his Davis a model D-1-S . .. not to be confused with the original aircraft built in the early 1930s and called D-1-K (Kinner powered), D-1-W (Warner pow­ ered), etc. According to Frank, the "S" stands for Sport, Small, Special, Spiffy, etc.

The scale at 90% has been held fairly close to that of the original with the exception of the wingspan and chord where he made adjustments in order to have the same wing and power loadings as the original as equipped with an 85 hp LeBlond. The 78" diameter propeller was made

by Ole Fahlin and only he knows the pitch.

The following letter was sent to Antique/Classic Divi­ sion member Ken Williams of Portage, Wisconsin, who reproduced it in his informative publication, "The .Li.tt1e Round Engine Flyer." It is reprinted here by permISSIOn. Frank Luft is EAA member 11657 and lives at 16355 Shiloh Road, Central Point, OR 97502 . .. G.R.C. Dear Ken et aI, Would you believe that I finally got my pseudo-Davis D-l flying!

Suffice it to say that I am tickled to death with the airplane and its general flying characteristics . . . it's all that I hoped it would be in every way and everything came out right on the button.

It weighs in at 740 Ibs. empty which gives it a gross with two people and 17 gals. of auto gas of 1191. For those who have no idea what I'm talking about, it is an approx­ imately 90% scale Davis D-1 parasol, and it is powered with a LeBlond 4D-60, which may just be of interest to some.

I won't dwell too much on the airplane other than to say I had planned to fly it for a while after the first flight until I got some feel for what it might do and how well it handled and answered to the flight controls.

One thing I must say at this point is the only thing that hasn't worked is the airspeed system. There's a leak in the pitot line someplace.

So consider that I'm flying this airplane that has been flown before by no one and I'm flying it by feel! Still, after just ten minutes I was so at home and felt so confident that I brought it in on a deliberately high and "slipped-in" approach to a very passable three-point la~ding. I v:ent on to fly it three times that day and I shot eight landmgs that were so smooth all you could hear was the "chirp" of the tires on the sod which, by the way, is not that smooth.

It has to be the easiest and nicest little airplane to fly that I've ever sat in, bar none! It's a real ball to fly.

The real revelation was, in addition to how well the airplane came out, how that little radial engine drags the airplane around. That little mill has nothing but heart. ~t is a realy gutsy powerhouse and it almost seems that it thinks it's an R-2BOO! I would say it gets me off the ground, up and out about 25% better than the Cessna 140 with an 0-200 that I also fly . The rate of climb is about BOO fpm , nose high, and that's a sustained rate at an altitude of about 2500 feet, not a pull-up or zoom.

Guys on the ground who have asked me what the horsepower of the engine is are amazed when I te.ll them it's only 65. They can't believe it! It has a very sohd, slow turning sound that is quite distinctive and is qui~e ~mooth.

With the C-B5 carburetor that I have adapted to it, it takes the throttle well and accelerates right up as if it doesn't know there is no accelerator pump!

The engine also runs quite cleanly. There is some oil that seeps out of the unsealed cam follower guides as you would expect, but not bad.

As I've mentioned before I've installed felt wicks in all the rocker covers so there is continuous lubrication of the valves and guides. Those felts also serve to block dirt from entering the covers and were also intended to keep oil from flying back onto the airplane , which they don't do.

This winter I intend to solder brass shim stock over the rear set of holes in the covers which should take care of that problem. They're not needed for cooling anyway. Th.at should cut the oil spattering way down. The auto diS­ tributor cap rubber boots are staying on the pushrod ends and seem to hold grease in there also.

So far it seems that I could fly it anywhere. More darned fun! Should be more of them around!

Regards, Frank Luft

Two favorite classics - Luscombe 8E and a Swift grace the flight line.

DALWORTH CHAPTER 34

LAKE WHITNEY FLY-OUT

Eddie Eiland, Red Oak, TX owns this beautiful Sonerai II.

Story and Photos by Ed Jordan (EAA 5824, Ale 40) 3809 Del Rio Drive Fort Worth, TX 76133 What makes EAA so popular? Probably the most im­ portant thing is the "Dream"! You know, build your own airplane! Who wouldn't like to do that? Yet, EAA is actu­ ally made up of more people who hope someday to build their own (when the time is "right") than those who actu­ ally accomplish the "Dream". All are welcome in EAA, of course, and that is probably why we now have special divisions including our own very popular Antique/Classic Division.

A great deal of good has come out of the EAA move­ ment and any active member can recite a list of items as long as your arm at the drop of a blue and white EAA cap!

EAA Chapter 34 (the Dalworth Chapter) has been around for a long time and has remained active through­

10 JANUARY 1984

Pilot Tom Hamblet and bombardier Glen Swain come closest to the target in the bomb drop contest. Note paper sack "bomb" under aft fuselage.

Max Stocking's gorgeous Cessna Air足 master and T. J. Hensley's Luscombe SA.

out its history. One reason for this is that members do things together thereby creating many lasting friendships. One of these is to have a fly-out within an hour or so of home base, meeting someplace for lunch, maybe a few contests, and then return home.

Lake Whitney State Park Airport, located about 50 miles south of Fort Worth, Texas has been one of the more popular places for fly-outs as it features two paved run足 ways, camping facilities, an indoor pavilion for cooking and dining and access to the lake for swimming and boat足 ing. One would think with features like this the place would be overrun with aeronautical types but apparently not so. The longer of the two runways is in a state of disrepair and the State of Texas has been threatening to eliminate the landing facility altogether because of the expense of maintaining it. Nevertheless, Chapter 34 still uses the airport as often as practical.

On Sunday, October 16,1983, over twenty aircraft and numerous autos, etc. arrived at Lake Whitney State Park

Tom Walker won the spot landing contest in his '46 Aeronca Chief.

VINTAGE AIRPLANE 11

By Ted Businger

(EAA 93833, Ale 2333)

Rt. 2, Box 280

Willow Springs, MO 65793

EAA Chapter 34 members gather around Tom Hamblet's CUb.

Chuck Jordan's Breezy, Tom Hamblet's Cub and Tom Luther's Cessna 172.

around noon. Nearly everyone brought covered dishes and there was enough food to feed everyone two or three times over.

After lunch, the short field take-off, bomb drop and spot landing contest was organized and run. A point sys­ tem was used for each of the three events and the overall winner won based on his total number of points.

First place went to Tom Walker flying his postwar Aeronca Chief. Second place went to Dave Wandole in a modern four-place Cessna, and third went to Tom Hamblet in his J-3 Cub. Fourth place went to T. J. Hensley in a '46 Luscombe SA. Dave Wandole is a new member of Chapter 34. This was the first contest of the type he had ever entered, and winning second place made it quite an accomplishment for him. Contest Director Howard Webb told Dave these con­ tests mean a lot more than just having fun . The skills you must use, he said, could someday save your life! Thi~ is one of those often overlooked benefits of being an actIve part of EAA and belonging to an active chapter.

Interestingly, of the aircraft in attendance, three were homebuilts, three were antiques, eleven were classics, and the rest were various modern types including one twin that this writer could not identify.

This outing is typical of the activities that make EAA Chapter 34 a successful organization . • 12 JANUARY 1984

I'm going to build an aviator. It won't be easy since this is the first time I've tried to build one.

I don't know of any books that explain the ins and outs of building aviators so I won't go to the library for help.

Instead I'll rely on the advice a builder gave me. He said the best way to insure success of a project is ~ draw a plan which is easy to follow, build the foundation out of good material and make sure you enjoy what you're doing.

I've drawn my plan and it's easy to follow. I'm going to take a little boy to a place where he ~an see and tou~h and smell an airplane ... and maybe, Just maybe, whIle he's catching the feel of it all, flying will catch him too.

I'm going to build the foundation for my aviator from a boy who has the basic knowledge of right and wrong. A boy who gets excited about the thought of going flying, minds his manners and is a little shy, but doesn't hesitate to ask why a plane can fly and why the sky is blue.

Brian fits the description pretty well.

Hopefully, there are many things I can teach Brian. I can tell him about the different designs he'll see. The skills he'll need and why, and what to do to reach that end. I can try to answer his questions about the wind and sky and what's up there so high ... that and all the rest that goes with it may hook him a little more.

Before we actually set foot in a plane, or go near the field, I'll take Brian to a store and let him help me pick ou a helmet with goggles and scarf and whatever else he thinks we might need. Nothing whets a kid's appetite to fly more than getting ready for what's in store. I know!

He'll have questions about what everything is for, what they're made of and why. That's fine with me; that's part of the plan.

He'll mash a finger and stub his toe, even after he's been told. He'll learn to take care though; that too is part of the plan.

We'll go out for an hour or so, to see the wind blow, and how the birds use that moving air. After he gets the idea of it I'm going to let him play with the little wood glider we bought. He probably won't be able to make it behave but he won't quit 'til I insist. It's all in the plan.

I'll build his excitement to the point that he'll not sleep the night before our first flight, only to doze right off when we start out for the 'port.

I must admit this isn't entirely for Brian's benefit.

There are selfish reasons that are mine alone. I figure he will teach me a little patience; little boys have a way of doing that. Through his excitement, he'll remind me that it's the enjoyment of the day, not this specific machine and all its gadgetry that makes flying up here so fine.

Maybe he'll help me to laugh at myself a bit more than I'm used to and in the process teach me a little humility, and perhaps while all this is taking place, we'll see a few clouds face-to-face and flying will create some memories for a new aviator and rekindle some for an older one. After it's all said and done, that's the plan for my Grandson . •

like to try to put a little different light on this subject. In the past we emphasized the problems they can cause, namely, parking their aircraft together at Oshkosh, the few who always demanded the front line, etc. What we did not do was use the opportunity they presented to acquire new members. New members and an overall larger mem­ bership is what we must have or we will go the other way.

It has been said, "Oh, we don't want all the problems of growth and larger numbers of aircraft." Friends, those are not PROBLEMS, they are OPPORTUNITIES. Many businesses and other groups are experiencing the great truth . .. you either grow or you die. Don't let this happen to the Antique/Classic Division. Let us put our fertile minds and talented hands together, solve the parking problems, solve the people problems, and give new members the opportunity to get in there and do their bit to help. We will all be surprised, as I have been, since the beginning of this organization, at what we can ac­ complish.

In closing, I would like to thank all of you for the many opportunities and wonderful memories this organization has given me. Although I have resigned as your Secretary, to give the youngsters a chance to show how it really should be done, my wife , Edna and I will be waiting around to see if there is anything else we can do to help .. . to give a pat or a prod, whichever it takes. Now let's see what really can be accomplished.

Kelly and Edna "on duty" at Oshkosh '83.

By Kelly Viets

(EAA 16364, AlC 10)

R. 2, Box 128

Lyndon, KS 66451

The EAA Antique/Classic Division is now prepared for one of the most exciting and rewarding growth periods of sport aviation. It is my sincere hope that each of us realize this and will do his or her part to see this growth come about.

Let us examine why I say this. First the group had to establish its credibility and prove itself to be an ongoing, viable organization. This has been accomplished and we owe a great debt to the founding fathers, namely Dave Jameson, who laid the foundation the first year; E. E. "Buck" Hilbert with his continual support, not only when he was president, but the many, many things he does and gives that we only find out by accident; J . R. Nielander, who as president gave it his all.

Let us not forget the stable and ongoing hard work our current president has given us for he is doing a fine job.

It takes a lot of dedication to do all the things Brad Thomas has done for this organization. Then there are the Dick Wagner's, the Morton Lester's, the Claude Gray's, the Al Kelch's, the Art Morgan's, the Jack Winthrop's, the George York's, and on and on . .. people whose names would fill the pages of this publication, each of whom has done his share and much more to make this organization come along as far as it has in these last ten plus years.

Secondly, now is the time when we must not rest on our laurels, but look forward, set new goals and do all we can to make the world of sport aviation more fun and rewarding. Just to name a few of the opportunities, thanks to Harry Zeisloft and his crew at EAA Headquarters, we now have the opportunity to use automobile fuel in some of our aircraft. Okay, let's use the opportunity this pre­ sents to all the people, who now can take advantage of this. It also is an opportunity to make the type clubs feel more welcome.

Speaking of type clubs, some of you may remember that we have had some experience along that line. I would

Editor's Note: Kelly Viets served on the Antique/Classic Division Board ofDirectors since its inception, until Jan­ uary 1979 at which time he was elected Secretary, and served in that capacity until he resigned in November 1983. He also served on the EAA Aviation Foundation Board of Directors for many years. Kelly and Edna are longtime active members of EAA Chapter 200 in Kansas City. They own two classic aircraft, an Ercoupe and Stin­ son 108, and currently live in the retirement home they designed and built themselves, on Pomona Lake, a lighted 2,300-foot landing strip 22 miles south ofTopeka, Kansas.

Kelly and Edna, along with other Chapter 200 members could always be found at the Oshkosh Conventions, at the Mini Museum tent where Kelly was chairman of that committee for several years . •

CALENDAR OF EVENTS

We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, P.O. Box 2591, Osh­ kosh, WI 54903. Information must be received at least two months In advance of the I..ue In which It will appear.

FEBRUARY 1()"11 - NEW ORLEANS, LOUISIANA - Fiftieth Anniversary of Lakefront Airport co·sponsored by EAA Chapter 261 . Static display to portray fifty years of aviation history. For more information contact James A. Riviere, Jr., 604 Chambertin Drive, Kenner, LA 70065, 504/467-1505.

MARCH 11-17 - LAKELAND, FLORIDA - Sun 'n Fun Fly·ln. Join us for the 10th Anniversary of EAA's Spring Celebration of Flight. Contact Fly·ln Office at 813/644-2431 or 813/665·6374, 813/644-9319, 813/665·7955.

MAY 25-27 - ATCHISON, KANSAS - 18th Annual Fly-In sponsored by Greater Kansas City Area Chapter of Antique Airplane Association at Amelia Earhart Airport in Atchison. Pot-luck dinner Friday, Awards banquet Saturday. Accommodations available at Benedictine College, motels and camping. 80 and 100 octane fuel available. For information contact Lynn Wendl, Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, 913/888-7544 or John Krekovich, PreSident, 7801 Lowell, Overland Park, KS 66214, 913/648-1279.

JUNE 15-17 - OSHKOSH, WISCONSIN - 3rd Annual EAA Ultralight Con· vention. Contact EAA Headquarters for information, P.O. Box 2591 , Osh­ kosh, WI 54903, 414/426·4800.

JUNE 28 - JULY 1 - HAMILTON, OHIO - 25th Annual National Waco Reunion Fly· ln. Contact National Waco Club, 700 Hill Ave., Hamilton, OH 45015,513/868-0084.

JULY 28 • AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903·2591 .

VINTAGE AIRPLANE 13

Foreword by Paul H. Poberezny

President

Experimental Aircraft Association

To seek new ways . . . to improve and make things better ... it seems, is a goal, a challenge, and might be nothing more than just a simple statement by a well­ meaning person. There is a bright horizon out there, and a great future. But ... isn't this a comment or statement that has been issued a thousand time before?

In order to know and to learn one must read of our past. I can well remember in high school how unimportant and how boring history classes were to me; however, my ancient history teacher, Mr. Homer Tangney, was my idol.

He was a man of about five foot seven, a bit portly, and always seemed to wear the same gray suit and vest. He was my idol then, along with Charles Lindbergh. Mr. Tangney also headed the West Milwaukee High School Model Airplane Club and flew a full-size Waco Primary Glider. He was a teacher who flew, who recognized my love and interest in aviation, and in 1936 gave me the damaged glider and $67.00 to buy materials to repair it.

History, along with my love for people and aviation, had a great influence on my life.

Our Magazine, The VINTAGE AIRPLANE, is dedi­ cated to the past accomplishments of all aviation pioneers and the planes they designed, built or flew. It is unfortu­ nate that many of us today do not have the privilege of reading those wonderful publications of the '20s and '30s: Air Travel, Aeronautics, Popular Aviation (now Flying Magazine) and Aero Digest to name just a few.

The wisdom and words of those folks in aviation some fifty years ago, indicate they were ahead of their time re­ garding aviation philosophy and needs . The words of the past are just as appropriate today. And toward that end we intend to include in your magazine each month, a bit of history and education, to show that things haven't changed very much. Maybe the wisdom of old will add to our future.

Will Fight Big Air Fund

Reprinted from Aviation, November 16, 1925, page 727.

Notice that the national headquarters of the Reserve Officers' Association, "speaking for nearly 100,000 reserve officers," proposed to fight in the next Congress any pro­ posal from the Budget Bureau to increase appropriations for the Army Air Service at the expense of other branches of the Army, was given today by John Ross Delafield, a reserve Brigadier General and President of the associa­ tion.

"It is believed that the budget officials plan an appro­ priation for the Air Service exceeding any previous peacetime figure," General Delafield said. "As the total amount ofthe War Department appropriation has already been fixed, it is apparent that if such a move is carried through, the result can be nothing but disastrous. The size of our already pitifully small Army will be reduced."

Bans Sunday Air Meets

Reprinted from Aviation, November 16, 1925, page 727.

Following protests received from various civic organi­ zations and from individuals, the War Department issued an order on November 4 prohibiting the holding of any military aviation meeting or aerial demonstration on Sun­ 14 JANUARY 1984

days for the purpose of raising funds .

The order has been communicated to the chiefs of all branches and bureaus of the War Department and is to become effective immediately.

Exceptions to the ruling are made in the case of indi­ vidual flying, either on cross-country flights, at airdromes, or to complete missions begun on weekdays. It is further stated that the ruling shall not be construed to interfere with recreational activities and sports held at military posts on Sundays at the discretion of the commanding officers.

In making this announcement the following policy was set forth: 1. That an air meet (otherwise known as an Air circus) is defined as follows: A concentration of aircraft participat­ ing in an advertised aerial demonstration, held for the purpose of raising funds, or held for the purpose ofprovid­ ing an additional attraction to some other enterprise which is conducted for the basic purpose of advertising or raising money.

2. That the participation of the aircraft of the Regular Army or Organized Reserves in Air meets, or air circuses, as defined above, is restricted to days other than Sundays.

3. That nothing in this policy shall affect individual flying, either on cross-country flights, at airdromes, or to complete missions begun on a weekday.

4. That nothing in this policy shall prevent personnel of the Regular Army or Organized Reserve Air Service from assembling on Sundays, and conducting such flying or maneuvers as their commanding officers may au­ thorize, provided such flying does not fall within the spirit or meaning of an air meet, as defined above.

5. That nothing in this policy shall be construed to interfere with recreational activities and sports, held at military posts on Sundays, within the discretion of the commanding officers thereof.

A Color Scheme For Commercial Aircraft

Reprinted from Aviation, November 16, 1925, page 469.

With the ever-increasing use of the airplane as a com­ mercial carrier and with special reference to air mail operations, it would seem likely that the question of a color scheme to be adopted by the operators of fleets of aircraft, will become important. Just as at the present time we find bus service operators, taxi service operators and, in some cases, even railroads, adopting a definite color scheme as standard for all their fleet of carriers, so eventually, it seems probably that airplane operating con­ cerns will do likewise.

The question, therefore, seems worthy of comment since there may be some useful purpose to be served other than the mere standardization of equipment, in the adop­ tion of a definite color scheme.

The advertising value of such a system is now fully recognized and can find precedent in the large majority of commercial air transportation organizations now in every day use, where the particular color scheme adopted ren­ ders each individual carrier belonging to the company, a self-advertisement by reason of its outstanding color.

The question of a color scheme brings even further suggestions to mind. With the possibility, no matter how remote, of an airplane flying over a recognized route, losing its way due to fog and perhaps, being compelled to land, it seems likely that, should such a plane become lost, the color of its wings and fuselage may play an important

part in its being rapidly located from the air by other airplanes. The difficulty here, however, would seem to lie in the fact that the type of ground over which an air route may pass is so changeable that no color would prove uni­ versally satisfactory from this standpoint.

The suggestion that all commercial air transport planes should carry a reel of a vividly colored streamer, arranged to be let out from the underside of the fuselage in the event of a forced landing is a most interesting one.

In such a case the pilot would permit the reel to unroll immediately prior to the actual landing and thus, in the event of the plane being forced down onto thickly wooded country, for example, the streamer lying over the tops of the trees, would indicate clearly the location of any mis­ sing plane. The equipment of every commercial airplane working on a regular air route in this way , would seem to be worthy of careful consideration and its presence should no more intimidate the would-be air traveler than does the presence of a life buoy or life boat on an ocean liner or the emergency brake chain in a railroad car, keep away passengers.

Mail Pilot's Nerve

Reprinted from Aviation, April 27, 1925, page 469.

"Always be sure you have your belt on before you take off with a Western horse."

This is the advice given by air mail pilot Unger after two thrilling and hazardous forced landings, one from a plane and the other from a broncho, while carrying the United States mails across the Utah mountains.

The details of Unger's experiences and his two miracu­

lous escapes from either death or permanent injury to

himself were made public by Postmaster General New.

Here is the way Unger tells the story:

"I was crossing the Ruby Mountains at about 10,500

feet when I broke a set of gears and landed in a very small field in Secret Pass. A safe landing was made with diffi­ culty owing to the small space and high altitude . A rancher riding the range saw me land and rode over and let me take his horse to ride to the nearest ranch some 8 or 10 miles away. After phoning to Elko for help I started back to the ship on the horse. I mounted, or started to mount, and as all true western horses do, this one took off in a climbing turn before I had got in the seat and had my safety belt fastened .

"Well , to make a long story short, lover-controlled, her nose went down and I spun or slide-slipped - I don't know which - into the ground with great speed. I broke my left ankle in two places and was well shaken up by this forced landing. After filling the air with smoke for a few minutes, which, by the way, must have dazed the beast, I managed to catch him. This time I was prepared and we took off in a gently lope and returned to the ship. Help came at last and the motor was repaired and I flew the ship to Elko.

"I had the ankle set that night by one of the best doctors in town. I had the good luck to borrow a pair of crutches made for a man six feet tall, and as I am five feet seven we got along fine . I had the boys at the field tack a strap on the right rudder bar so I could pull as well as push . This made up for the loss of my left foot ." •

==================MYSTERYPLANE==================

By George Hardie In keeping with our stated objec­ tives to educate as well as entertain, from time to time we will feature photos of aircraft of which little is known. This month's Mystery Plane is an example of those many true "mysteries" of the past. The photo was taken by Roy Russell in 1918, "some­ where on Long Island". The engine appears to be a Curtiss OX-5 and the design and construction of the airplane conform to the state of the art of that time. Any information will be welcomed. Perhaps members liv­ ing in the area have firsthand infor­ mation on this early aircraft. Answers will be published in the April 1984 issue of The VINTAGE AIRPLANE.

* * * * * * * * * * * * The Mystery Plane in the October 1983 issue of The VINTAGE AIRPLANE was the Olympic-Duo or Duo-6 Alcor designed by Allan Lock­ heed , who with his brother Malcom founded the Loughead Aircraft Mfg. Co . at Santa Barbara, California in 1916. In 1926 Allan founded the Lock­ heed Aircraft Co. , forerunner of to­ day's famed Lockheed Aircraft Cor­ poration. The Duo-6 was powered with two Menasco C-65 supercharged "Buccaneer" engines of 230 hp each.

It was designed for feeder-line work and could accommodate four passen­ gers, pilot and co-pilot. The arrange­ ment of the engines was intended to

mmlmlze directional control prob­ lems in case one engin~ would fail, which was demonstrated satisfacto­ rily in test flights at · Mines Field, Los Angeles and Floyd Bennett Field, New York, according to an article in Aero Digest Magazine. The aircraft was destroyed when it hit a car dur­ ing landing at Muroc Lake, Cali­ fornia.

Correct answers were sent in by Hank Kasper, Dixon, IL; E . W. Wil­ liams, Mountain Top, P A; Dick Gleason, Austin, MN ; Ted Businger, Willow Springs, MO; Russ Brown, Lyndhurst, OH; Glenn Buffington, San Diego, CA; and Joe Tarafas, Bethlehem, PA.

(References: Aero Digest, June, 1934 and the Putnam book Lockheed Aircraft Since 1913 by Rene J . Fran­ cillon) • VINTAGE AIRPLANE 15

MEllllll~RS4! PROJI~(JTS

This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either

completed or underway. Send material to the editor at the address shown on page 2 of this issue.

Outstanding workmanship is evident on the fuselage which is nearly ready for cover.

COMMAND-AIRE RESTORATION Robert G. Lock (EAA 56824, AlC 5186),19342 E. South Avenue, Reedley, CA 93654 is restoring this 1929 Com­ mand-Aire 5C3, NC997E, SIN W-136.

There are five original Model 5C3's and one replica aircraft that remain of the 35 built by the Command-Aire factory in Little Rock, Arkansas. Three of the five are in Robert's possession.

He has been working on the aircraft for over three years and hopes to have it finished in time for Oshkosh '84. Robert's technical advisor on the restoration project is Albert Vollmecke (EAA 163965) of Silver Spring, Mary­ land. Mr. Vollmecke was Chief Designer for Command­ Aire and is providing invaluable assistance to this project.

Robert is preparing an article for publication in The VINTAGE AIRPLANE on the history of Command-Aire and NC977E in particular. It's an interesting story about a little-known piece of aviation history . • The Command-Aire wing panels are surrounded by several other aircraft projects.

16 JANUARY 1984

• "Magnificent" - Gordon Baxter • "One of the Nation's Most Impressive Aircraft Museums" - Aviation Magazine • "Surely One of the Finest Indoor Aviation Displays in the World" - Flight International • "Sport Aviation Has a Home!" - Budd Davisson • "... A True EAA Mind Blower. There Is Not a Museum on Earth That Can Teach EAA Anything!" - Air Progress • "It Is a Noble Effort, and Well Worth Your Visit" - Flying • "This Is The Walden Pond of Aviation" - Cliff Robertson The International Aviation Community Salutes the Work of the EAA Aviation Foundation .

... We Put It Together To Set You Apart The Past , Present , and Future of Aviation will unfold for you . The EAA Aviation Center is a tribute to the men and women who have made personal flight possible and a proud salute to you , the members of the world 's greatest aviation organization .

A bold new concept in museum design , using the modern magic of Audio-visual Technology offers the entire family the experience of flight.

Fly or drive to the EAA Aviation Center at Wittman Field in Osh kosh (just off Hwy. 41).

8:30 a. m. to 5:00 p.m.

Monday through Saturday 11 :00 a.m . to 5:00 p.m.

Sundays Closed on Easter, Th anksgivin g, Christm as and New Yea rs Day Gu ided group tour arrangement s mu st be made two weeks in advance.

[EA~ THE JOURNA L OF THE EARLY AEROPLANE S,l\MPLE ISSUE $4 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

1

~---------..

FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932 - 1933

Price: $2.50 ea. ppd.

SEND CHECK OR MONEY ORDER TO:

EAA AVIATION FOUNDATION, INC.

WITTMAN AIRFIELD ­ OSHKOSH, WI 54903-3065

CLASSIFIED ADS Regular type, 50~ per word; Bold Face, 55~ per word; ALL CAPS, 60~ per word. Rate covers one insertion, one issue; minimum charge, $8.00. Classified ads payable in advance, cash with order.

Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591.

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.

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 Pac - $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 31f2 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.

Allow 4·6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

STAINLESS STEEL SCREWS. Finest quality now avail­ able at discount prices. Free catalog. Bemco Aero, 1098 Sharonton Dr., Stone Mountain, GA 30083,404/294-7670.

FAIRCHILD 24K project. 1938 model with ranger engine.

New wings with all new fasteners and bearings built by Ruth Spencer. Low time 200 Ranger. All new wood in fuse­ lage. Aircraft is complete including logs. $8000.00, PH 707/578-4773 eves or leave message.

One of the last original Focke Wulf FW44, manufactured Stieglitz 1940, restored May 1980, Top Condition, total 2300 H , Engine SH14, 1936, 250H since overhaul, 98000 usn, FOB Hamburg, Germany port. Call Ed Wiggins 3161 681-2171.

Nord 1203. Four seater dual control plane for restoration.

SNECMA engine. Last flown 1975. Believed built 1946.

Price £5000. Two similar planes and one operational have recently gone to US. Does anyone know where? Also Rolls Royce Phantom 111. 1937 Sedanca de ville body by Hooper £20,000. Brian May, 497, Peterbrook Road, Shirley, War­ wickshire, B90 1HZ. Tel 021 430 3767.

Selling four rare watercolor paintings oflandmark flights, including Kitty Hawk commissioned by Wright Aero­ nautical Corporation 1928. P.O. Box 2934, New Britain, CT 06050.

MEMBERSHIP INFORMATION

EAA ANTIQUE· CLASSIC lAC WARBIRDS U L TRALIGHT

• Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years . All include 12 issues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually.

• EAA Membar - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

• Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12 monthly issues of 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 of America, Inc. is -$25.00 per year, which includes a subscription to Warbirds Newsletter. Wilrbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn . is $25.00 per year which includes the Ultralight publication ($15. ~0 additionalfor Sport Aviation magazine) . For current EAA members only, $15.00, which includes UltralIght publicatIOn .

• FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .

MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.

ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS:

WITTMAN AIRFIELD - OSHKOSH, WI 54903-2591 - PHONE 414/426-4800

OFFICE HOURS: 8:30 - 5:00 MONDA Y-FRIDA Y

18 JANUARY 1984

STITS POLY-FIBER

Classic owners!

Interior looking shabby?

• IS THE WORLD'S ONLY COMPLETE FABRIC COVERING SYSTEM APPROVED BY FAA UNDER AN STC AND MANUFACTURED UNDER AN FAA-PMA,

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• WILL NOT SUPPORT COMBUSTION , • WITH POLY-FIBER CHECK OR PEEL.

FINISHES, WILL NEVER

RINGWORM ,

• IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC. • IS THE MOST ECONOMICAL, CONSIDERING THE YEARS OF TROUBLE FREE SERVICE.

Finish it right with an airtex interior Complete interior assemblies for dO-it-yourself installation.

Custom Quality at economical prices .

• •

• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT, SMOOTH FABRIC STYLES, WOVEN FROM SECOND GENERATION POLYESTER FILAMENT. • NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL.

Cushion upholstery sets Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

• LATEST CATALOG AND DISTRIBUTOR LIST.

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products, inc.

259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

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Jacket - unlined tan poplin with gold and white braid trim . Knit waist and cuffs, zipper front and slash pockets. Ant ique/ Classic logo patch on chest.

Sizes - XS through XL .. .. . . . .... $28.95 ppd cap - pale gold mesh with contrasting blue bill, trimmed with gold braid. Antique/ Classic logo patch on crown of cap.

Sizes - M and L (adjustable rear band) .. ... . .. .. . $ 6.25 ppd Antlque/CI..alc Patches Large - 4W' across .... ... . . .. ... $ 1.75 ppd Small - 3v." across ... .. .. . . . .... $ 1.75 ppd AntIque/Cla.alc Decals ­ 4" across (shown left) ... .. . ..... $ .75 ppd Available Back Issues of The VINTAGE AIRPLANE 1973 - March through December 1974 - February through November 1975 - January through December 1976 - February through June, August through December 1977 - January through December 1978 - January through March, May, August, October through December 1979 - February through December 1980 - January, March through July, September through December 1981 - January through December 1982 - January through March, May through December 1983 - January, March through December Per Issue ............. ............. $1 .25 ppd Lindbergh Commemorative Issue (July 1977) . . . . . . . . . . . . . . . . $1 .50 ppd

Send check to: EAA Antlaue/C/asslc Division, Inc.

Wittman AIrfield, Oshkosh, WI 54903-2591

Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

VINTAGE AIRPLANE 19