STRAIGHT AND
By Bob Lickteig President
Antique/Classic Division
Oshkosh '84 once again earned the title of the world's greatest aviation event. New records were set in all areas of activities and with the weatherman cooperating, all events and programs were completed as planned. Those of us who have participated in this Convention for many years could see, feel and hear the enthusiasm generated by all members and guests. Everything was on a high note from the Warbirds to the Ultralights. The Antique/Classic area with a new porch on the Red Barn was the talk of the Convention and attracted the largest crowds ever seen in our area. Chairman Jack Copeland, Co-Chairman Ray Olcott and their volunteers did an outstanding job. I would like to thank them all for their cooperation and maximum effort. Without the support of all of these wonderful people, your Antique/Classic Division could not undertake an event of this magnitude. Oshkosh '84's success can be shown by a few prelimi~ nary figures that I know will interest you. The number of registered antique and classic aircraft was up 103 over last year - 128 antiques and 607 classics. Thanks to Art Morgan and his volunteers, there were no parking prob lems and parking by aircraft type did work.
2 SEPTEMBER 1984
LEVEL
The Antique/Classic flyout had 40 aircraft and approx imately 100 people. What a day with fun for all, thanks to Bob Lumley. The reunion of past grand champion and reserve grand champion antique and classic aircraft arranged by Al Kelch was the largest such activity on the field. Seven aircraft were displayed in this honored circle, and many fine comments were made by members. The reactivation of the Antique/Classic picnic on Wednesday night resulted in a turnout greater than ex pected, with 420 people enjoying fine food and a great social hour, thanks to Bob Kelly. The first photo contest of the Antique Classic Division attracted 26 entries. Jack McCarthy not only organized the contest but gave us complete photo coverage of all our activities. Our headquarters staff at the Red Barn was busy throughout the convention, with Kate Morgan, Ruth Coul son and Jo Olcott handling merchandising sales over twice the amount of any previous year. The Antique/Classic Parade of Flight - the annual highlight of the Wednesday air show - had 96 airplanes participating. Phil Coulson did his usual excellent job of organizing. The Type Club headquarters tent was full with 10 clubs displaying and conducting their business. Chairman Butch Joyce is now planning on a larger tent for next year. The Antique/Classic forums handled by Ron Fritz had the largest attendance on record for these interesting and informative sessions. Roy Redman had a merchandising and chapter stand in a highly visible place, and it was busy all week. We signed up 121 new Antique/Classic members and talked with approximately 10 members who are interested in es tablishing new local chapters in their area. Dan Neuman arranged for and conducted 18 inter views in front of our Red Barn headquarters. This is twice as many as we have ever had before, and member and guest comments were encouraging. Congratulations to our Antique/Classic judges! They had a very difficult task this year with the great numbers of qualified aircraft to judge. You will see and read more about these activities in future issues of THE VINTAGE AIRPLANE. I cannot close without thanking everyone again for their kind comments regarding the Antique/Classic Divi sion's significant part in making Oshkosh '84 the best EAA Convention yet. We are already planning for Oshkosh '85, and I can assure you everything we enjoyed this year will be larger and more exciting next year. From the new guy on the block, thanks again to everyone . •
PUBLICATION STAFF PUBLISHER
Paul H. Poberezny
DIRECTOR,
MARKETING & COMMUNICATIONS
Dick Matt
EDITOR Gene R. Chase
SEPTEMBER 1984 • VOL. 12, NO.9
MANAGING EDITOR
Mary Jones
EDITORIAL ASSISTANT
Norman Petersen
FEATURE WRITERS
George A. Hardie, Jr.
Roy Redman
EAA ANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
2
Straight and Level by Bob Lickteig
4
AlCNews by Gene Chase
5
Vintage Literature by Dennis Parks
President R. J. Lickteig 1620 Bay Oaks Drive Albert Lea, MN 56007
Vice President Roy Redman Rt. 3, Box 208 Faribault, MN 55021
507/373-2351
507/334-5922
Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330
Treasurer
E. E. "Buck" Hilbert
P.O. Box 145
Union, IL 60180
616/678-5012
Contents
815/923-4591
6
A Post Mortimm by F. J . "Buddy" Joffrion
12 14
See Page 6
Type Clubs and Other Aviation Organizations 25th Annual Waco Reunion by Ray Brandly
16 17
AlC Maintenance Tip Mystery Plane
18
20
The Vintage Trader The Grand Finale
20
Calendar of Events
by George Hardie, Jr.
DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581
Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434
617/366-7245
6121784-1172
Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324 818/349-1338
Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216
919/427-0216
414/442-3631
703/632-4839
AI Kelch 7018 W. Bonniwell Rd .
Mequon, WI 53092
414/377-5886
Gene Morris John R. Turgyan 115C Steve Court, R.R. 2 Box 229, R.F.D. 2 Roanoke, TX 76262 Wrightstown, NJ 08562 817/491-9110
6091758-2910
S. J. Wittman Box 2672 Oshkosh , WI 54901
George S. York 181 Sloboda Ave . Mansfield, OH 44906
414/235-1265
419/529-4378
ADVISORS Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 6121571 -0893
See Page 14
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis. IN 46274 31 7/293-4430
Espie M. Joyce, Jr. Box 468 Madison, NC 27025
Morton W. Lester P.O. Box 3747 Martinsville, VA 24112
by Harry H. Arkebauer
Ray Olcott
1500 Kings Way
Nokomis, FL 33555
813/485-8139
S. H. "Wes" Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drivel Wauwatosa, WI 53213 Naperville, IL 60540 4141771- 1545 3121355-9416
See Page 17 FRONT COVER . . . Resplendent in its new paint scheme, a restored 1929 Timm "Collegiate" M-150, NC279V, SIN M-l 05, cruises by in the brilliant sunshine. Completely rebuilt over a period of 50 months by Keith Skeers and Floyd Newton of Phoenix, Arizona, the Timm is the only flyable' survivor of six built in Glendale, California from 1928-1931 . See story on page 6. (Photo by Larry Sheets) BACK COVER ... Luscombe Modell Phantom, NC1286, SIN 106 photographed at Mercer Airport, Trenton , NJ in 1938 by Jack Lengen felder (EAA 115279, AlC 3750). The plane would have been 2-3 years old at the time and Jack noted the pilot was Ignatius Sargent. Some 25 Phantoms were built per Juptner's U. S. Civil Aircraft, Vol. 6.
®
The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EM INTERNATIONAL CONVENTION, EM ANTIQUE & CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks, THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION INC. and EM ULTRALIGHT CONVENTION are trademarks of the above assOCiations and their use by any person other than the above associations is strictly prohibited. Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase , Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh , WI 54903-2591 . The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EM Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monlhly at Wittman Airfield , Oshkosh, WI 54903 2591. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices. Membership rates for EM Antique/Classic Division , Inc. are $18.00 for current EM members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE . Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our 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 Antique/Classic Division. Inc., Wittman Airfield, Oshkosh , WI 54903-2591 . VINTAGE AIRPLANE 3
TOP AWARDS AT OSHKOSH '84
AT LAST A PORCH ON THE RED BARN The long-awaited porch on the Antique/Classic Head quarters, also known as the Red Barn at Oshkosh will have been completed by the time this issue reaches the readers. All the design and construction work was done by volunteers, mostly members of Antique/Classic Chap ter 11 from the Milwaukee, Wisconsin area. The project was headed up by Al Kelch of Mequon, Wisconsin who contributed many hours and dollars, and put many miles on his van driving to and from the work site and picking up tools and materials for the job. Al shopped around and negotiated some real bargains at local Oshkosh lumber and supply outlets. Initially the covered porch was to have been only on the north side of the Red Barn, but when construction was begun, it became obvious that there were many advan tages to extending it to the east side. Not only was the area of the porch doubled, but it now provides protection from the elements for the main entry to the building. Most assuredly, the porch is one of the choice spots on the Convention grounds where folks can relax and visit. A big thank you and a well-deserved pat on the back is due each volunteer who worked so hard to complete this fine addition to the Antique/Classic Red Barn .
The Grand Champion antique and classic aircraft were both from California this year. The top antique award . went to a rare 1934 Stinson SR-5E, N14187 , a straight wing Reliant restored and owned by Tom Laurie (EAA 93526, AlC 2219) of Newport Beach, CA. The Grand Champion Classic Award went to a highly polished and very authentic 1947 Cessna 140, N4135N owned by Rick and Kathie Paige (EAA 104240, A/C 2621), San Mateo , CA. The next issue of THE VINTAGE AIRPLANE will contain details of the highly successful 1984 EAA Conven tion at Oshkosh.
(Photo by Ben Owen)
(Photo by Mary Jones)
(Photo by Gene Chase)
(Photo by Gene Chase)
AI Kelch and George Meade. 4 SEPTEMBER 1984
(Continued on Page 21)
VI~TAf7~ LIT~~ATU~~ By Dennis Parks
(EAA 115388)
Purdue University Libraries
nual series, which began in April, 1935, was preceded by an irregular feature - "Descriptions of approved type airplanes and engines," which first appeared in April, 1931. The descriptions were a third of a page each and provided two photos and a three-view drawing plus specifi cations for each aircraft. The first appearance in 1931 covered 90 aircraft from the Aeronca to the Zenith Z-6-B. The annual directory appeared as the March issue from 1935 to 1956. The size of the issues of Aero Digest reflected the growth of the aviation industry and the interest it generc ated. In the early 20s, the issues consisted of 50 to 80 pages. After Lindbergh's flight, this jumped to 150-180 pages. The size continued to grow from there with the peak coming in September, 1929, with an issue of 366 pages. The last issue of December, 1956 had only 48 pages. Aero Digest was published by the Aeronautical Digest Publishing Corporation of New York. Its second president, Frank Tichenor, for several years provided an editorial column called "Air - Hot and Otherwise." Publishing History: 1) World's Board of Aeronautical Commissioner's Bulletin 1921 (4 issues) 2) Aeronautical Digest 1921 - March, 1924 3) Aero Digest April, 1924 - December, 1956 In April , 1945, it absorbed Air Pilot and Technician (formerly Sportsman Pilot). •
Aero Digest is the premier aviation journal for those students of aircraft in the Golden Age of Aviation in the United States. Foremost in its field , this journal covered all aspects of civil and military aviation . Its strongest suit was in its descriptions of individual aircraft. Also covered were technological advancements, record flights, history, personality profiles, air races, and foreign activities. It was profusely illustrated with photos and three-view drawings. The April, 1928 issue provided articles and descrip tions on 18 different aircraft. Among the aircraft covered in this issue were the Taylor "Chummy", Bellanca 6-pas senger monoplane, Alexander Eaglerock, Avro "Avian", and the Fokker F-I0 Super Trimotor. There was also a three-page article on the Cierva Autogiro. The journal not only kept track of developments of light aircraft such as the Taylor "Chummy", it helped to foster their development through the Aero Digest Trophy. This trophy was awarded to the winner of the speed and efficiency race for planes with under 80 cubic inch dis placement at the 1925 New York Air Races. Not only were the articles and notices on aircraft infor mative, but so were the advertisements; many of which were full page. Aero Digest prided itself on the amount of aeronautic advertising. It stated that it provided a "greater variety of advertising than any other aeronauti cal publication." The May, 1929 issue was a good example with over 340 advertisers. A large proportion of its advertising was by aircraft manufacturers. A comparison of a 1929 issue of Aero Di gest with one of Aviation shows that 38% of Aero's adver tising was for aircraft while Aviation had 25%. Thus Aero Digest is a very good source for aircraft manufacturer's information. Though not noted for its cover art work , as most of its covers were duo-tone, Aero Digest did have some full color ad inserts. The most colorful of these were from the Berryl Brothers Paint Company. These full page, full color ads featured fanciful finishes for well-known aircraft of the day to give them the appearance of birds. Aircraft such as the Eaglerock and the Buhl Airsedan were finished to represent birds such as Bald Eagles and Macaws. A dozen of these ads appeared on a monthly basis starting with March, 1929. Another valuable feature of Aero Digest is its roster of important authors. Names appearing in the table of con tents included Giuseppe Bellanca, Charles Lindbergh, Clarence Chamberlin, Al Williams, General William Mitchell and Rear Admiral Moffett. Articles by these au thors not only talked about technology and flying but about the impact and future of aviation. An important source of aircraft information was the journal's "Annual Digest of American Aircraft." This an
)5
CBNTS
VINTAGE AIRPLANE 5
Timm "Collegiate" NC279V comes in for a three pOint landing with Floyd Newton at the controls. Slow landing speed of 35 mph makes the job easier.
A POST MORTIMM By F. J. "Buddy" Joffrion (EAA 186296, AlC 7045) 83 Teardrop Court Newbury Park, CA 91320 Purists in the field of prescriptive grammar wince painfully when they hear the adjective "unique" used in the comparative or superlative degrees. How, they lament, can anything be "more unique" or "most unique" when, by definition, the distinction of being unique guarantees that there is only one of its kind in all of creation? With cautious attention to the foregoing metes and bounds, we can safely say that the aircraft described in the following is unique - the only one of its kind still extant! Timm Collegiate, "City of Los Angeles", NC279V remains the sole survivor of the scant half dozen such planes turned out by the struggling Timm Aircraft Company before it succumbed, in April 1931, to the economic ravages of the Great Depression. Otto Timm's venture into the risky business of aircraft design and production, undoubtedly, can trace its begin nings to Charles Lindbergh's daring conquest of the Atlan tic in 1927. Ambitious designers, now encouraged by the newly proven possibilities of aviation, were eager to apply their skills to this exciting field which had been so vigor ously stimulated by Lindbergh's celebrated flight. Likewise, the economic climate had become much more 6 SEPTEMBER 1984
hospitable towards an industry that had suddenly dem onstrated its ability to produce something more worth while than just expensive play toys. It was into this new but promising arena of combat that Otto Timm elected to cast down his gauntlet. A fac tory site, adjacent to the Glendale, California Airport was acquired, and, in September of 1928, Timm Aircraft Com pany became a reality midst rampant but justifiable op timism. At this point, who could guess that, even then, ominous clouds of economic catastrophe were gathering on the hori zon preparing to unleash their torrential deluge of disaster in little more than a year? Timm Aircraft survived until April of 1931, but in those difficult 31 months only six Collegiates would reach completion. Timm's creation was truly innovative for its day. Whereas previous designers of training planes had persist ently shackled themselves to the biplane concept, Timm's parasol craft boasted less drag and far better visibility for having departed the stereotypical biplane theme. A number of powerplants were variously employed in the Collegiate, but the one that powers "City of Los Angeles" is certainly the most interesting (but not most unique!). This particular aircraft was the fifth plane pro duced by Timm and was purchased by J. Warren MacClatchie to serve as a test bed for a new engine of his own design. Let's apply a little logic here. If you have an aircraft
(Photo by Courtney Newton)
Photo taken before first flight shows Keith Skeers, owner and restorer on left, Floyd Newton, restorer and historian in center and Lyle Alexander, project "I. A." on the right.
that boldly breaks with accepted traditions (the parasol Timm), why not mate it with an engine that likewise flaunts convention (the L-head MacClatchie)? That's the ultimate in iconoclasm! Now, whoever heard of an L-head aircraft engine? This writer certainly never did except for those less than artis tic attempts from the late twenties through the mid-thir ties when several hopefuls tried desperately to give wings to various motorcycle and automobile engines. Nonethe less, the seven cylinder, 150 horsepower MacClatchie Panther appeared on the scene at this time and dared to introduce an L-head valve concept to the field of aviation. True, practically all automobile engines of that period featured this same flat head principle, but even they con verted to overhead valves in the late "forties" and early "fifties" when the insatiable demand for additional horse power necessitated the change. The MacClatchie valving, like all other L-heads, ex tracted a small penalty in volumetric efficiency and resul tant horsepower per cubic inch, still, on the plus side, it
provided smaller overall diameter (and drag) plus far less costly construction and maintenance. It is estimated that it required 400 fewer parts than similar overhead contem- • poraries. And how many seven cylinder radials of 612 cubic inches displacement can boast a trim diameter of only 36 inches? Lest there be any doubt as to the reliability of this simple but sturdy engine, let it be noted here that, on November 15, 1930, this MacClatchie powered Timm, fly ing out of Rosamond Dry Lake, California, established a new world's record for non-maintenance fl ights. This grueling test permitted a landing every four hours to change pilots and take on fuel and oil, however, at no time could the engine be shut down nor even the simplest repairs or adjustments be made. This tortuous grind went on for 378 hours and 48 minutes, ultimately being terminated because of two "fouled" spark plugs. The number of landings totaled 97 and average ground time was 10.2 minutes. For the statis tically minded, 18.5 gallons of oil and 2,717 gallons of
(Photo by Floyd Newton)
Faithfully reproduced Timm logo with the name " Collegiate" immediately under neath. Note how fairing is held in place with snap pins.
VINTAGE AIRPLANE 7
(Photo from Peter M. Bowers collection)
NC279V at Rosemond Dry Lake, now Edwards A.F.B., shortly after the endurance flight in November 1930. MacClatchie at that time owned a large portion of Rosemond Dry Lake.
gasoline (7 .1 gal.lhr.) were consumed. At the conclusion of this endurance run, the aircraft, equipped with a new "Panther" engine, was awarded to Leo Root, one of the three pilots who participated in the record flight. At this late date, a rumor that refuses to die insists that Leo was the last pilot to fly in the endurance test, and when it was discovered that he and the airplane had inseparably grown together, there was little choice but to formalize the union by awarding him the airplane . The travels and travails of NC279V, from this point on, would rival those of the legendary Aeneas and Odys seus. Summarily, it goes something like this: From Leo Hart, she went to an unnamed brother-in-law who in turn transferred ownership to a R. L. McCreery. McCreery parted company with our heroine in 1936 or 1937, and her history is totally obscured from that time until she reap peared in Prescott, Arizona late 1941. We can only guess as to the doughty lady's whereabouts in this interim period, but her general appearance, when she surfaced in Prescott, strongly suggests that she fared not too well . At this point, the Timm, in a partially disassembled state, was acquired by the Prescott High School to serve as a classroom training aid. Sadly enough, this acquisition was accomplished for the settlement of a $150 lien plus a paltry $100 to the owner! How can a virtuous lady fall so low? The next scene in our little drama is dated 1947 and shows "279V" being purchased by agriculture pilot Mack Sheers of Buckeye, Arizona. Mack had gathered together quantities of surplus WW II aircraft and engines in what some have described as an aeronautical junk yard, and it was into this ignominious scene of refuse that our proud little parasol bird was committed for what easily could have been her final home and ultimate demise were it not for Keith Skeers and Floyd Newton of Phoenix. The elements continued their relentless assault in these unfriendly surroundings, and, indeed, if she was not lifeless at this juncture, then certainly moribund. Photo graphs offer ample proof that only an incurable optimist would dare lay his hands to a restoration miracle at this stage. Most will agree that an Arizona junk yard is hardly a fit spawning ground for the rebirth of a classic creation, yet it was against such an ignoble background that Timm Collegiate NC279V was rescued and given a second chance at life. SHEERS TO SKEERS: In 1975, Keith Skeers of Phoenix purchased the now sadly deteriorated craft from Mack Sheers and resurrection began. The scene of the many surgical and therapeutic ministrations was the Lyle 8 SEPTEMBER 1984
Alexander Aircraft Service located at Glendale Airport in Peoria, Arizona. Those baffiing Goddesses of Fate must have had a hand in this. Our Timm first saw the light of day at Glendale Airport in California - her rebirth oc curred at Glendale Airport in Arizona! But whatever the mysterious and unseen forces at play here, the visible fact was that, in the coming months and years, many willing hands would take part in this chal lenging and exciting project. Keith and Jack Sheble re built the fuselage, which required extensive sandblasting and welding plus the addition of replacement pulleys and cables. These two also rebuilt the MacClatchie into a like-new engine. Only eight of these powerplants had been built, and any spare parts that had previously existed were lost forever in a warehouse fire in 1943. Cylinders had to be rebored and resleeved, while parts that had to be manufac tured included pistons, bearing and valves. Fortunately, truck engine valves were found which very closely approx imated those of the MacClatchie. Meanwhile, experienced aircraft restorer and master craftsman, Floyd Newton (EAA 187544, AlC 7777), under took the exacting job of creating a new wing (the original was beyond repair). This task alone consumed 18 months of Floyd's time and was, for the most part, accomplished in his own garage.
(Photo by Bill Bullock)
View shows big 84 inch wing chord of Timm "Collegiate" parasol monoplane.
NC279V being retreived from an airport junk yard in 1975. It had been in this spot since 1947!
(Photo by Keith Skeers)
(Photo by Bill Bullock)
(Photo by Bill Bullock)
% front view of MacClatchie "L" head radial engine. Note ab足
Rear view of MacClatchie engine with cowling removed. Note "L" head cylinder configuration.
sence of push rods, rocker boxes and covers. Valves were operated by short, simple cam followers.
VINTAGE AIRPLANE 9
Modified landing gear is plainly visible in this head on view of the Timm "Collegiate". Note unusual placement of jury struts near outboard end of main wing struts.
Old timers will recognize the identification of the air足 foil - a Fage and Collins #4. This more than ample wing (8.27 lbs/ft 2) boasts a seven foot chord with one rib per foot and nose ribs evenly spaced between main ribs. Finally, after four years and two months of arduous but unflagging effort, all things came together, including an FAA inspection, and the Collegiate was ready to re足 claim her rightful place in the sky. A few shots of primer and the durable MacClatchie roared to life after not hav足 ing spoken for 38 years. The memorable day had arrived. Floyd and Keith gave their mount a few taxi tests in order to familiarize themselves with the Johnson Bar and dif足 ferential rudder braking system as well as the full swivel tail wheel. The old girl was proudly resplendent in her glossy new finish, but we won't say she looked like new - no, she was better than that. Her benefactors had seen to it. Still, that first ride she gave them in 1979 was "payment in full" for the 50 months of unstinting dedication they had given her. As of this writing, NC279V has been entered in various EAA and AAA fly-ins throughout the southwest and has gathered 12 awards, including Arizona AAA Grand Champion 1981 and Merced, California Grand Champion plus Best Antique 1981.
(Photo by R. L. McCreery)
NC279V in the late 1930's when owned by R. L. McCreery, now of N. Palm Springs, California.
-
(Photo by Van Rossem)
NC888E, #3 Collegiate with Curtiss Challenger 170hp engine pictured before gear modification. In the late 1940's, it crashed in the mountains of northern Oregon. Some parts have been salvaged but no attempt to restore the aircraft has been made. 10 SEPTEMBER 1984
The aircraft has logged a total of 65 hours since that first flight in 1979, and the reliable MacClatchie unfail ingly starts on the first pull of the prop. Floyd, who has been at the controls all of those 65 hours, reports that the Timm is a pleasure to fly - not a great deal faster than the freeway traffic, but "smooth and solid". And the L head MacClatchie, in a sense having a built-in muffier, makes for a very quiet operation. Unfortunately, rumors have a way of spreading, and it is a well-known fact that wagging tongues only maximize - never minimize. Keith and Floyd would like it clearly understood that they are not clandestine grave
(Photographer Unknown)
Joe Nikrent, official timer of the National Aeronautic Associa tion, congratulates J. Warren MacClatchie (L) on the successful endurance flight.
A POST MORTIMM The age of flight is fleeting brief,
But wrought with noble deeds.
The harvest that we reap today
Was brought from humble seeds.
No single sculptor shaped its form
Nor author etched its course,
The architects who raised this art
Were drawn from every source.
Their visions and their labors
Did much to chart the way
For those who came along this path
In the light of another day.
But sad to say not much remains
Of the vintage craft of yore .
Their numbers lessen day by day
And soon there'll be no more.
Phantom ships with ghostly fOl 'ms
They know times ceaseless toll.
Their crumbling wasted shapes foretell
The nearness of their goal.
One such hulk had gone to rest
In the Arizona land
Where sun and wind complete the task
Of the restless, drifting sand.
Though few would know or care a lot
Twas a Timm of "twenty eight"
MacClatchie was the power plant
And oblivion was its fate .
robbers! The little lady most assuredly showed some signs of life when they retrieved her from the aeronautical junk yard - they merely nursed her back to health! And if you should happen to see the old girl primly posed on the ramp at some fly-in or parked under her shelter at Glendale Airport, it may occur to you that you detect a trace of haughtiness about her. If so, I hope that you will be willing to overlook it, because after all, she is unique. Timm Specifications
Span 35 ft. 24ft. , 7 in. Length Height 8 ft., 5 in. Wing Area 236 sq. ft. 13091bs. Weight Empty 19521bs. Weight Loaded 115 mph Maximum Speed Landing Speed 35 mph Range 500 miles MacClatchie Specifications Seven cyl. L-head radial
150 hp at 1900 rpm
Bore 4.5 in., Stroke 5.5 in.
Displacement 612 cu. in.
Compression ratio 5 to 1
Diameter 36 in.
Length (without starter) 36.5 in.
Fuel consumption .56 lb.lhplhr.
Weight 400 lbs.
But Floyd and Keith, this stubborn pair,
They just don't comprehend
That some things are beyond the skill
Of human hands to mend.
They worked by day, they worked by night.
They really didn't know
That lifeless bodies such as this
Are better left below.
Yet on they toiled, this doughty two
Only God in heaven knows
But somehow from this shapeless mass
A handsome craft arose.
T'would not be fair to say it was
The same as Timms when new
'Cause it far exceeded those produced
By the original factory crew.
Both near and far it wins first prize
At antique airplane shows.
It's guaranteed to be the best
No matter where it goes.
Some now say, "just leave it home,
We'll mail the prize to you,
But give some other slob a chance
To see what he can do."
But strange to say, this Keith and Floyd
They still don't comprehend
That some things are beyond the skill
Of human hands to mend .
Editor's Note: Author F . J . "Buddy" Joffrion is a retired United Airlines captain . • VINTAGE AIRPLANE 11
-
TYPE CLUBS Aeronca Aviator's Club - A Division of Pea Patch Airlines Joseph E. and Julia Dickey 511 Terrace Lake Road Columbus, IN 47201 812/342-6878 Newsletter: Quarterly AAC Quarterly PPA Dues : $12 annually AAC $12 annually PPA $18 annually AAC and PPA Aeronca Club Augie and Pat Wegner 1432 28th Ct. Kenosha, WI 53140 414/552-9014 Newsletter: 3-4 per year Dues: $3.00 per year Aeronca Lover's Club Buzz Wagner Box 3, 401 1st Street East Clark, SO 57225 605/532-3862 Newsletter: Quarterly Dues $15 per year Aeronca Sedan Club Richard Welsh 2311 East Lake Sammamish Place, S.E. Issaquah, WA 98027 Newsletter: 3 per year Dues: $3.50 per year Air Force Historical Foundation Col. Louis H. Cummings, USAF (Ret)足 Exec. Dir. Bldg. 1413, Room 120 Andrews Air Force Base, MD 20331 301 /981-4728 Newsletter: Aerospace Historian Dues : Individual Membership - $25 American Air Racing SOCiety Rudy Profant 4060 W. 158th St. Cleveland, OH 44135 Newsletter: Quarterly Dues: $10 per year American Bonanza Society John M. Frank, Executive Director Mid-Continent Airport 1922 Midfield Rd. P.O. Box 12888 Wichita, KS 67277 316/945-6913 Newsletter: Monthly Dues: $20 per year (U.S. and Canada) $40 per year (Foreign) 12 SEPTEMBER 1984
American Navion Society A. R. Cardono, Chairman of the Board Betty Ladehoff, Executive Secretary Municipal Airport, Box 1175 Banning, CA 92220 714/849-2213 Newsletter: Navioneers (Monthly) Dues: $25 per year Bird Airplane Club Jeannie Hill P. O. Box 89 Harvard, IL 60033 81 5/943-7205 Newsletter: Annually Dues: Postage donation Bucker Club John Bergeson, SecretarylTreasurer 6438 W. Millbrook Rd. Remus, MI49340 517/561-2393 Newsletter: Every other month Dues: U.S. - $10 per year Foreign - $15 per year Cessna Airmaster Club Gar Williams 9 So. 135 Aero Drive Naperville, IL 60565 Newsletter: None Dues: None International Cessna 120/140 Association Dorchen Forman Box 92 Richardson, TX 75080 817/497-4757 Newsletter: Monthly Dues: $10 Domestic $15 Foreign Cessna 150/152 Club Skip Carden, Executive Director P.O. Box 15388 Durham, NC 27704 919/471-9492 Newsletter: Monthly Dues: $15 per year International Cessna 170 Association, Inc. Velvet Fackeldey, Executive Secretary Route 2, Box 274 Hartville, MO 65667 Newsletter: Flypaper (11 per year) The 170 News (Quarterly) Dues: $15 per year
and Other International 180/185 Club, Inc. (Cessna) 180-185 Owners Only Charles Bombardier, President 4539 N. 49th Avenue Phoenix, AZ 85031 Newsletter: 9 or 10 per year Dues: $10 per year
Cub Club John B. Bergeson, Co-Chairperson Box 2002 Mt. Pleasant, MI 48858 517/561-2393 Newsletter: 6 per year Dues: $10 - U. S. & Canada per year $15 - Foreign per year
Culver Club Larry Low, Chairman 60 Skywood Way Woodside, CA 94062 415/851-0204 Newsletter: None; inquiries addressed on individual basis Dues: None
Dart Club Lloyd Washburn 3958 Washburn Drive Pt. Clinton, OH 43452 Newsletter: Now and then Dues: None
De Havilland Moth Club Gerry Schwam 1021 Serpentine Lane Wyncote, PA 19095 215/635-7000 or 215/886-8283 Newsletter: Quarterly Dues: U. S. and Canada - $7 per year Overseas - $8.50 per year
De Havilland Moth Club of Canada R. de Havilland Ted Leonard, Founder and Director 305 Old Homestead Road Keswick, Ontario L4P 1E6 Canada 416/476-4225 Newsletter: Periodically Dues: $15 annually
Aviation Organizations
Ercoupe Owners Club Skip Carden, Executive Director Box 15058 Durham, NC 27704 919/471-9492 Newsletter: Monthly, with special editions Dues: $15 per year
Rearwin and Commonwealth Flyers Gary Van Farowe 1460 Ottawa Beach Road Holland, MI 49423 616/399-4623 Newsletter: Technical info only Dues : None
Staggerwing Club Jim Gorman, President 1885 Millsboro Road Mansfield, OH 44906 419/529-3822 or 419/755-1011 Newsletter: Quarterly Dues: $10 per year
Replica Fighters Association Frank G. Weatherly 2789 Mohawk Lane Rochester, MI 48063 313/651-7008 Newsletter: Bi-monthly Dues: $10
Stearman's Restorers Association Tom Lowe 823 Kingston Lane Crystal Lake, IL 60014 815/459-6893 Newsletter: 4-6 per year Dues: $10 per year
National Ryan Club Bill J. Hodges, Chairman 811 Lydia Stephenville, TX 76401 817/968-4818 Newsletter: Quarterly Dues: $5 per year
National Stinson Club (All models except 108s) Jonsey Paul, Chairman 14418 Skinner Road Cypress, TX 77429 Newsletter: Quarterly Dues: $7.50
Vintage Sailplane Association Pat Storck, Secretary 3103 Tudor Road Waldorf, MD 20601 301 /843-8818 Newsletter: . Bungee Cord quarterly journal Dues: Individual - $10, family - $15, club/business - $25
Northwest Stinson Club (Chapter of National Stinson Club) W. S. Wallin 29804 179th Place S.E. Kent, WA 98042 206/631-9644 Newsletter: Quarterly Dues: Local - $10; National - $7.50 (total - $17.50)
Seaplane Pilots Association 421 Aviation Way Frederick, MD 21701 301 /695-2083 Newsletter: Quarterly, plus Seaplane Annual Dues: $25 per year
Southwest Stinson Club Gary Murdock, President 12150 E. Harney Lane Lodi, CA 95240 208/368-6091 Newsletter: 8-10 per year, yearly roster Dues: $10
Tri-Pacer's Owners' Club Larry D. Smith, Membership Chairman Rt. #11, 708 West Annie Drive Muncie, IN 47302 317/289-5487 Newsletter: Bi-monthly 100 page magazine Dues: $20 per year
Silver Wings Fraternity "Aviation Pathfinders" Russ Brinkley, President Box 1228 Harrisburg, PA 17108 717/232-9525 Newsletter: Slipstream Tabloid Newspaper Dues: $5 per year
National Waco Club Ray Brandly, President 700 Hill Avenue Hamilton, OH 45015 Newsletter: Every other month Dues: $7.50 per year
Porterfield Airplane Club Chuck Lebrecht 3121 E. Lake Shore Drive Wonder Lake, IL 60097 Newsletter: Included in dues Dues: $5 per year (owners)
Spartan Alumni Association Karla Morrow, Secretary P. O. Box 51133 Tulsa, OK 74151 Newsletter: Periodically Dues: $10 per year
International Flying Farmers Robert Parish, Executive Director 2120 Airport Road, P. O. Box 9124 Mid-Continent Airport Wichita, KS 67277 316/943-4234 Newsletter: 10 per year Dues: $12 - U.S. $15 - Canada little Round Engine Flyers Ken Williams, Chairman 331 East Franklin Street Portage, WI 53901 Contact Williams for further information Luscombe Association John B. Bergeson 6438 W. Millbrook Road Remus, MI 49340 517/561-2393 Newsletter: 6 per year Dues: $10 per year Mustang International Paul Coggan, President 19 Esmonde Gardens Bishopmill, Elgin Moray IV30 2LB, Scotland Newsletter: Quarterly Dues: 10 pounds per year (U.S.A.)
World War I Aeroplanes L. E. Opdycke 15 Crescent Road Poughkeepsie, NY 12601 Journal: 5 per year ($4 for sample issue) Dues: Voluntary contributions • VINTAGE AIRPLANE 13
WACO
REUNION
Restoration and maintenance forum.
By Ray Brandly, President
(EAA 38963, AlC 480)
National Waco Club
700 Hill A venue
Hamilton, Ohio 45015
(Photos by Ken and Jeff Borisch)
The last week of June is usually a very special time for Waco owners and admirers. The most dedicated will annually either fly, drive, walk or crawl to attend the greatest gathering of meticulously restored Waco airplanes ever to assemble on one airport. Wacos from coast to coast and from Canada usually make up this awesome display each year at Hamilton, Ohio. Beautiful Wacos flew in from such distant points as Denver, Colorado; Fort Worth, Texas; New Orleans, Louisiana; Ocala, Florida; Trenton, New Jersey; Bethel, Maine; and Rapid City, South Dakota. The four-day reun足 ion of Waco pilots started with an impromptu picnic at the Hamilton Airport on Thursday evening, June 28, 1984. Friday's activities included additional arrivals of beau足 tiful Wacos. Throughout the day another delicious bar足 becue was prepared by Waco club member George Vaughn and members of his family at the Hamilton Airport. A Ron Krantz's UPF-7 from Waitsfield, Vermont.
Joe Fichera's beautiful QCF-2 from Clinton, Maryland.
14 SEPTEMBER 1984
Excellent Waco YKS-7 flown by George Hefflinger from Kansas City, Kansas.
restoration and maintenance forum was conducted Friday afternoon while sitting on the grass in the shade of one of Hogan Air's DC-3s. This provided excellent sharing of information leading to sources for critical replacement parts for Waco airplanes. That evening, many outstanding slides of Wacos from previous Waco reunions, dating back to 1974, where shown in the refreshment hangar at the airport. . By Saturday, there was a mass of Wacos and Waco admirers. That evening, the annual Waco Reunion Ban quet was held at the very comfortable facilities of VFW Post 1069 and was attended by approximately 230 persons. Following an excellent buffet, an outstanding program was provided with such notable Waco personalities as Charlie Moffitt, Waco parts and service manager, Montgomery "Monty" Chumbley, Waco sales promotion manager for Central and South America, and Len Povey, aerialist supreme and a member of the American Air Aces Show prior to being appointed by Generalissimo Batista to head up and reorganize the Cuban Air Force. These
Finest custom cabin Waco EGC-8 flown by Gordon Bourland from Fort Worth, Texas.
The rare high-performance Waco " 0 " flown by Dick Jackson from Rochester, New Hampshire.
persons provided a very interesting program as they re lated some of the many interesting past experiences of their lives during a very colorful period in aviation. A special commemorative patch was awarded all pilots who flew a Waco to this 25th Annual Reunion . Fifty-year pins were awarded to Harmon Moss and Dick Jackson whose Wacos celebrated their fiftieth birthday this year. Dick Jackson's S3HD, the only Model "D" to ever be sold within the U. S., is also the only one known to exist today. This outstanding high-performance Waco is restored and maintained in immaculate condition, including its origi nal colors. All activities on and off the airport were again adequately coordinated by Waco Club member Mike Heins and his very unique commuter bus. Sunday was "fly-out" day as the many colorful Wacos taxied out and headed for their distant homes. With the 25th Annual Waco Reunion almost a memory, we find ourselves eagerly anticipating next year's reunion of old and new Waco friends . •
The one and only Waco S3HD and the one and only Waco CRG. These outstanding Wacos are owned by Dick Jackson of Rochester, New Hampshire and Mike and Pete Heins of Dayton, Ohio respectively.
Mike Keedy arrives in his beautifully restored Texaco F-6 from Ocala, Florida. VINTAGE AIRPLANE 15
ANTIQUE/CLASSIC
MAINTENANCE TIP
Wood Propellers: Installation, Operation & Maintenance Integral Flange Crankshafts
Your Sensenich wood propeller was manufactured from aircraft quality selected lumber. The laminations are bonded with high-strength water-proof resorcinal glue, and were assembled under closely controlled factory conditions. Propeller balance was strictly maintained dur ing manufacture and verified before shipment from the factory. Assembly of Type Certificated propeller/engine/ aircraft must be accomplished by personnel holding the appropriate FAA license. Installation of the propeller will require a front face plate of adequate stiffness (approximately the same size as the propeller hub), a flange adapter (in some cases), and a set of attaching bolts of the proper length. It can be shown that an engine must deliver its driving torque to a good propeller through static friction . That is, the force which resists movement of the propeller hub on the engine fla nge is due to compression of the wood surface against the flange . Therefore, it is important to avoid crushing the wood. Although the drive bushings incorpo rated in most flanges provide a back-up system, a load will be imposed on them only if there is a movement of the propeller on the flange . The bushings can carry engine driving-torque loads for only a short period of time . Forest Products Laboratoryl data for Yellow Birch wood shows that the optimum compression pre-load of a wood propeller hub is approximately 0.006 inch per inch of hub thickness (i.e. : a propeller hub which is 1 inch thick before installation should be compressed 0.006 inch to a thickness of 0.994 inch by drawing up the propeller attach ing bolts). Knowing the hub thickness and the number of threads in each inch of attaching bolt thread, it is possible to calculate the proper additional rotation of each attach ing bolt after the front face place, propeller, and flange (or adapter) are snug. For example, a propeller hub which is 4.50 inches thick should be compressed 0.006 * 4.50 equals 0.027 inches. If 1/2 inch dia. bolts are used (112 20UNF threads) , they should be turned 0.027 * 20 = 0.54, or just over 1/2 revolution after the front face plate, propeller, and flange are snugged. See Table No. 1 for examp.les of common installations. Generally recommended wrench torque to achieve proper hub compression against standard flanges are in Table No. 2. These torque recommendations do not con sider variations of thread condition, and assume that the threads of the bolts and in the drive bushings are clean and dry.
The tips must track within 1116 inch of each other when the installation is completed. Track should be corrected at this time by snugging up the bolts nearest the blade which is forward . This will result in a common starting point for all of t he attaching bolts. 6. Tighten the attaching bolts in small increments, moving diagonally across the bolt circle. It is good practice to check track frequently while tightening the bolts. Take care to tighten bolts on opposite sides of the blade center line evenly so that blade-to-blade conformity of angles is maintained. 7. Since a small part of the wood compression is plastic (permanent), it is good practice to loosen the bolts, and to allow the wood to relax for an hour. Retighten following the same procedure. 8. Install safety wire. It is good practice to wire the attaching bolts in pairs (not a continuous wire), twisting the wire between bolt heads. • 'Forest Products Laboratory, U.S. Dept. of Agriculture, Madison , Wisconsin.
TABLE NO.1 OPTIMUM WOOD PROPELLER INSTALLATION HUB COMPRESSION METHOD Hub Desired Hub Thickness(in. ) Compression
80lts
Torque (801t Rev.)
3%
0.020
%-24 1/2-20
0.49 0.41
4
0.024
%-24 %-20
0.58 0.48
4%
0.029
%-24 %-20
0.68 0.57
5%
0.032
%-24 %-20
0.77 0.65
TABLE NO.2 WOOD PROPELLER INSTALLATION TORQUE WRENCH METHOD Size of Steel Aircraft 80lts Specification Dia. (inches)
Recommended Wrench Torque (in.-Ib.)
AN6
3/8
200 ± 25
AN7
7/16
250 ± 25
AN8
1/2
300 ± 25
INSTALLATION PROCEDURE
After study of the preceding discussion of wood propel ler installation requirements and of your propeller assem bly, the following installation procedure should be fol lowed: 1. Be certain that the magneto switch is "oft" and that both magnetos are grounded. 2. Install the flange adapter, if required. Adaptor re tention bolt wrench torque recommendations can be found in Table No.3. Install safety wire in heads of adapter retention bolts in pairs, following the safety wire groove provided in the adapter. 3. Locate the propeller on the engine flange, or adapter, in most convenient position for handcranking. 4. Remove a spark plug from each cylinder. Chock the aircraft's wheels to prevent movement. 5. Install the propeller attaching bolts "fingertight", so that the face plate, propeller, and flange are snug (but the wood has not been compressed). Check track of the blade tips by rotating the tips past some fixed object on the floor. 16 SEPTEMBER 1984
Ref. AN 01-1A-13(1946) Caution: Over-tightening propeller attaching bolts will cause the wood of the hub to crush, breaking its mois ture seal and slightly reducing drive-torque capacity of the installation.
TABLE NO.3 ADAPTER RETENTION BOLTS RECOMMENDED WRENCH TORQUE Size of Steel Aircraft 80lts Specification Dia. (inches)
Recommended Wrench Torque (in.-Ib.)
AN6
3/8
280 to 300
AN7
7/16
480 to 540
AN8
112
720 to 780
By George A. Hardie, Jr.
The clean lines of this airplane in this front view are unusual for 1927 when the airplane was built. The photo is from the Wally Norman col lection recently donated to the EAA Aviation Museum. This was another attempt by a well-known designer to meet the demand for a light transport, the result of the boom in aviation triggered by Lindbergh's successful transatlantic flight. Answers will be published in the December, 1984 issue ofTHE VINTAGE AIRPLANE. The Mystery Plane for the June, 1984 issue of THE VINTAGE AIRPLANE was no mystery to H . Glenn Buffington of San Diego, California, who writes, "The June Mystery Plane is the Commercial 'Sunbeam' used by Bobbie Trout and Elinor Smith in setting the first in-air refueling record for women, 45 hours 5 minutes on November 27-29, 1929. It was built by the Commercial Air craft Corp., Van Nuys, California and was powered with a Wright J-6 300 hp engine. The girls flew it without the wheel fairings during the record flight." A first-hand account of this record flight is given in Elinor Smith's book Aviatrix. Doug Rounds of Zebulon, Georgia and Dr. H . M. Richey of Waco, Texas also correctly identified the airplane . Note the streamlined tube extending from the upper wing to the cabin roof, evi dently the arrangement to accept the fuel into the tanks. But a deeper mystery arises. The first mention of the Commercial "Sun beam" appears in WESTERN FLY 1NG for April 1929, which includes the statement that no orders would be accepted until the ATC had been granted. Then in AVIATION for Oc tober 19, 1929, it is reported that the plane is in production and orders for seven had been obtained. And yet there is no record of an ATC being issued nor is it listed under Group 2 approvals. In AVIATION for Feb ruary 1, 1930 the airplane is de scribed and a photo of a "Sunbeam"
with license X-137E is shown. The one shown in the Mystery column is licensed X-564M. One member identified the airplane as a Zenith Z-6 licensed under Group 2, numbers 2-212, 2-269 and 2-315. Comparison with the photos shown in Juptner's U .S. Civil Aircraft, Volume 9 shows a distinct resemblance to the "Sunbeam" but the power is listed as
being a Pratt & Whitney Wasp of 420 hp and seating for 6 passengers and a pilot. The "Sunbeam" used the Wright engine and seating for 4 passengers and 2 pilots. Could the Zenith Z-6 be a development of the "Sunbeam"? Would that account for the missing registration number for the "Sun beam" or am I missing some impor tant references? Who has the answer? •
VINTAGE AIRPLANE 17
Where The Sellers and Buyers Meet...
AIRCRAFT: FAIRCHILD 24 Project, 245 Jake. Fuselage cov ered with Stits. Red velvet interior. One wing needs repair. $7,600.00. Ralph , 501 /843-2788. (11-3) 1950 Pacer 135. 1682 n. Ceconite, Scott tail wheel, wide gear, Clevelands, '/2 inch valves, MK 16, Art. Horiz, Transponder, new interior, new glass, etc. August annual, complete logs. $10,300 or trade on Cessna 180. 4021466-2474. (10-2) PA-17 Vagabond. Zero hours A-75 Continental since major. Fuselage and tail assembly covered . Have complete papers, engine and airirame logs. Dual control. All materials to complete. Further details, write Jim Wentink, 904 E. Evergreen St. , Wheaton. IL 60187. (10-2)
(2) 1934 SR-5 Stinsons - SIN 9227A, 1987.20 airirame hours; SIN 9230A, 1902.53 airirame hours. Both engines under 200 hrs plus spare crankcase sections, master rod, carbs, mags, cylin ders. No starters or generators. Includes eX1ra main landing gear. Every1hing in mint condition. Both aircraft have complete logs. Ed Lobdell, 10823 W. 59th St., Shawnee, Kansas 66203, 913/ 631-8087. (9-1) 1946 Ercoupe, 415C. Complete restoration includ ing major in 1982. 1310 nAE, 180 SMOH. Every thing new, periect condition . Full panel, gyros, wheel fairings, Nav/Com. Cruise 115 mph on 4.7 gph. Award winner. $8,900. MO 314/635-8093. (9-1)
C-37 Airmaster, complete rebuild with new wing . Best restoration - Watsonville , First place - Merced. $35,000. May donate for tax credit. Trade for motor home, 1920s basket cases or Cubs. Call 8051769 8380 at 7:00 P.D.T. (10-2)
J-3 Cub Float Plane parts. 1320 and 1400 Edo front fuselage fitting. SAS.E. for list. R. Matt, EM Wittman Airiield , Oshkosh, WI 54903-2591 .
1946 Cessna 120, 2550 n , 1300 SMOH, annual 8/85. Four-year-old ceconite wings, MK 12, VOA 4, ELT. Dual Cleveland brakes, Scott tailwheel. $6,500.00. 617/388-4763. (9-1).
C140A Engine mount, excellent condition. Gene Morris, 817/491-9110. (10-2)
1946 Ercoupe, 85 hp, completely restored in 1982. Engine 850 SN, 70 STOH, rudder pedals, new radio. $6,900. 303/544-1058, Colorado. (9-1) J-3 Cub project, not complete, missing fuselage frame, firewall forward , fuel tank, windshield, tail wheel and spring. $2,000 firm . Might part out. A-65 Continental parts, most items except crankshafts, carburetors, and mags. 615/494-9341 after 6 p.m. (9-1) ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $10.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac $5.00. Send check or money order to : ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130.414/529-2609. 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 3'/2 gph at cruise setting. 15 large instruction sheets. Plans - $47.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. 18 SEPTEMBER 1984
ENGINES: Continental A-40-4 - Complete engine, with new propeller 69" x 23"; eX1ra crankcase assembly, all only $1 ,500. Several N.O.S. original propeller hubs for Heath engines complete $95. Lots of new, used accessories, parts for the famous , rare A-40s; SAS.E. Antique-Lightplanes, 1138 Industrial Av enue, Pottstown, PA 19464. (9-1)
MISCELLANEOUS: For Sale - (1) 60' x 60' x 14' Antique hangar - old drop duster, pipe structure with metal for roof. Dis mantled, $2,000.00. Espie Joyce, 919/427-0216 days. (10-2) Trade - Good San Diego rented condo for classiCi vintage aircraft. Gene Blum, 9161 Renato, San Diego, CA 92129, 619/484-0643. (9-1) Need - Exhaust Collector for 145 Warner Meyers OTW installation. Will also sell or trade Stromberg NAR-5A carburetor. Downey, 312/985-9074. (10 2)
Wanted - Aviation related autographs on letters, books, photos, flight covers, scrap books. Buy or trade . Dave Jameson, 4322 Bellhaven, Oshkosh, WI 54901. (11 -3)
EAGLE PROPELLERS - Superior periormance. 87 type-certificated models; 60 custom models. Contemporary, homebuilts, classics, antiques, an cients. Free engineering design service for custom ers. EAGLE PROPELLERS, Saratoga Municipal Airport, Box 71 , Saratoga, Wyoming 82331. 3071 326-8020.
AIRPORT FOR SALE - located near Beloit, Wis consin. 90 acres total, one 2700' x 36' hard suriace runway with lights and beacon. Property includes 100' x 100' steel hangar, 80' x 40' framed hangar and office building, and 3-12,000 gallon fuel tanks. Two-story brick home on airport will be sold with the property. Airport is commercially zoned and has IFR approach rating. This active operation being sold as the owners wish to retire. Terms of sales are flexible. For further details contact John M. Savot, Rt. 1, Box 500, Beloit, W153511 . (10-2) AIRCRAFT AND ENGINES FOR IMMEDIATE SALE - Deposit will hold. 1948 PA-15 Vagabond - hand rubbed finish, 850 SMOH. Original. $6995.00. Schreder HP-18 - High periormance sailplane. Partially assembled with custom aluminum en closed trailer. Over $14,000 invested, will take $6500.00. Rare Taylorcraft Deluxe BC-12-D - Light wind damage right wing, windshield. Fabric good. In cludes mount, stacks, shrouds, less engine/prop. $1900.00. Foster Taperwing $2495.00.
similar to Baby Ace. 65 Lyc.
CA-65 Cvjetkovlc - Fresh fabric on wings . 65 CONT. Metal prop. $3495.00. Smith Mini-Plane Metal prop. $4950.00.
Fuel injected. 85-CONT.
1916 Halberstadt Biplane Fighter - Flying replica by Carl Swanson. Museum quality. 42 hours n. Powered by E.N.M.A. Tigre. Conventional and docile in all respects. All above items located at Burlington, Wisconsin Municipal Airport. Contact Mr. Wagner at 414-763 7692. Wright 975 in military container. no logs, $400.00.
Seeking complete set of Kenny Wheel Pants for Ercoupe. Write Powell, P. O. Box 42, Lambertville, NJ. (10-2) Wanted - Warner 90 hp engine or parts. Morton Lester, P. O. Box 3747, Martinsville, VA 24115. Days 703/638-8783 , evenings, 703/632-4839. (10 2)
L YC-o-290-G -
complete , runable, $800.00.
Aircraft Corvair $1100.00. CONT-65 $1400.00.
-
Conversion
-
0-STOH-255-SMOH.
Excellent,
Complete,
THE CiRAtiD FltiALE OF
EARLY AIR SHOWS
By Harry H. Arkebauer 828 Smith A venue Ferguson, Missouri 63135 One phenomenon of the scientific world was lost to history because the members of the news media who had witnessed it had either retired or died off before it was understood or explained. I am referring to the terrific roar of the old-time aeroplane power dive. As every fireworks program has its grand finale thrill ing the crowd with its numerous aerial bombs, the air
CALENDAR OF EVENTS
We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591. Information must be received at least two months in advance of the issue in which it will appear.
SEPTEMBER 7-9 - MARION, OHIO - 19th Annual Mideastern Regional EAA Fly-In at Marion Municipal Airport. Air show Saturday and Sunday. Contact Lou Lindeman, 3840 Cloverdale Rd., Medway, OH 54341 , 513/ 849-9455 after 5 p.m. SEPTEMBER 8 - PATIERSON, LOUISIANA - Work/play day at the Wedell Williams Memorial Aviation Museum of Louisiana, Harry P. Williams Memorial Airport. Contact Pappy Weaver, 504/395-7067 or David Laing, 504/888-0174. SEPTEMBER 8-9 - GREELEY, COLORADO - 6th Annual Rocky Mountain EAA Regional Fly-In. Greeley-Weld County Airport. Forums, contests, awards. Camping on field . Transportation provided to downtown Greeley. Contact Bill Marcy, 3041 So. Golden Way, Denver, CO 80227,303/986 4398 or Bob Kell1, 213 Eighteenth St., Greeley, CO 303/353-5514. SEPTEMBER 8-9 - SPEARFISH, SOUTH DAKOTA - 1st Annual Fly-In Event by EAA Chapter 806. Homebuilts, classics, ultralights. Competitive events and awards. Contact Ted Miller 605/642-3375 after 5 p.m. , or write Fly-In, Box 481 , Deadwood, So. Dakota 57732. SEPTEMBER 9 - WISCONSIN RAPIDS, WISCONSIN - Antique Transpor tation Show & Fly-In. Sponsored by EAA Chapter 706 and local Model T club. Contact Joe Norris, 1951A County Highway 0, Wisconsin Rapids, WI 54494, 715/886-3261. SEPTEMBER 13-16 - RENO, NEVADA - 21 st Annual Reno National Cham pion'ship Air Races. Eight races daily for a total of 32 and more than $300,000 in prize money. Contact Gene Evans, P.O. Box 1429, Reno, NV 89505, 702/826-7600. SEPTEMBER 14-16 - KERRVILLE, TEXAS - 20th Annual Kerrville Fly-In. Sponsored by the 39 EAA Chapters in Texas. Contact Kerrville Convention and Visitor's Bureau, P. O. Box 790, Kerrville , TX 78028,5121896-1155. SEPTEMBER 15-16 - MASTIC, LONG ISLAND, NEW YORK - 22nd Annual Greater New York Fly-In for Antiques, homebuilts, classics and ex-military aircraft at Brookhaven Airport. Dinner and dance Saturday night. Contact John Schlie 516/957-9145. SEPTEMBER 21-23 - TAHLEQUAH, OKLAHOMA - 27th Annual Tulsa Fly-In at Tahlequah Airport. Sponsored by EAA Chapters AlC 10, lAC 10, and UL 10, and AAA Chapter 2. Contact Charles W. Harris, 119 E. 4th St., Tulsa, OK 74103,918/585-1591 . SEPTEMBER 22-23 - SALINAS, CALIFORNIA - 4th Annual California International Airshow. Snowbirds, Eagles Aerobatic Team and others per forming . Contact California International Airshow, P. O. Box 1448, Salinas, CA 93902, 4081754-1983. OCTOBER 4-7 - ANDERSON, INDIANA - 9th Annual Fly-In of the Interna tional Cessna 120/140 Association. Ace Airport. Contact Frank Hancock, 3941 Cross Street, Anderson, IN 46011 or write International 120/ 140 Association, Box 92, Richardson, TX 75080. OCTOBER 6-7 - PATIERSON, LOUISIANA - 3rd Annual Wedell-Williams Regional Fly-In. Poker run, banquet, awards, contests & air show. Harry P. Williams Memorial Airport. Contact Pappy Weaver, 504/395-7067 or David Laing, 504/888-0174. OCTOBER 19-21 - CAMDEN, SOUTH CAROLINA - Fall Fly-In for antiques, classics and experimental aircraft. Sponsored by EAA Antique/Classic Chapter 3. Awards, banquet, major speaker, early bird events including vintage films. Contact R. B. Bottom, Jr. 103 Powhatan Parkway, Hampton, VA 23661. MARCH 17-23 - LAKELAND, FLORIDA - 11th Annual EAA Sun 'n Fun Spring Celebration of Flight. Contact Sun 'n Fun office at 813/644-2431 Monday through Friday, 9 a.m. to 4 p.m., or write to P. O. Box 6750, Lakeland, FL 33807. 20 SEPTEMBER 1984
shows around 1930 thrilled the crowds with the grand finales. In these, a squadron of prop planes, playing follow the leader, would power dive down and flatten out in front of the stands one after another. As each came down with motors racing, additional distinct sharp explosive sounds at the rate of about 100 a second would occur. They were probably not quite as loud as those of an aerial bomb, but they were plenty loud. The crowds were thrilled by this demonstration and most of them probably thought the extra roar came from the motors. The pilot knew what he was producing, but could not have explained what resulted. The early cattle drover knew how to produce the explosive bank of his bullwhip, but could not have explained what actually caused it. For a while it was thought that the sudden turning of the "cracker" caused a vacuum in the air which gave a loud bang when it came together again . Then came the modern sonic boom. For a while there was much fumbling in explaining its cause. A British aeronautical publication stated that two booms occurred each time, one when the plane exceeded the speed of sound and another when it slowed down. I had wondered for years what caused the terrific roar of the early power dives. They had stopped in the '30s be cause adjustable propellers had slowed down the RPM of the motors. Then in 1966 the explanation came to me. I was showing a film to my students, "Approaching the Speed of Sound," put out by the Shell Oil Co. The film showed what caused the sonic boom graphically and with sound effects. Any object, large or small, builds up a shock wave in front of it when it exceeds the speed of sound. It is like the wake of a boat. The volume of sound it creates when it reaches us depends upon the size of the object. The small cracker of the bullwhip produces a loud firecracker like sound. The sonic boom of a jet plane is like that of a cannon. Now I had it - the tips of the propellors of those early planes were creating good-sized booms when they ex ceeded the speed of sound during the power dive. Many probably thought that the exhausts of the motors were just that much louder and did not notice the distinctive sharpness of the explosive sounds. It also explained why a silencer is ineffective on a high-velocity rifle - the bullet has its own explosive sound. (Could that be what the spectators at the Kennedy assassination heard, think ing it was another gun over by the railway overpass?) Having solved a problem and getting it before the people who wondered about it for many years (as I had) is another thing. I sent my calculations to the head of the physics department of my alma mater for verification. The reply - "Your explanation of change in character and intensity of sound of a power dive is reasonable." There was no attempt to pass this information on to those who were so thrilled years ago. Sent to a popular scientific magazine, the reply was "Irrelevant". I sent it to the appropriate department of another university. They had never heard it explained before. They suggested that I send it to "Astronautics and Aeronautics", a specialized publication. The answer was, "According to our experts, propeller airplanes, like jets, make most of their noise in terms of power drawn from the engine - that is, the noise originates with the engine itself." (The sonic boom also? Nuts!) This was the last straw. It finally dawned on me that none of these people were old enough to have witnessed an old-time power dive. They could not imagine what we had heard and wondered about for so long, and those few who yet remain, regretably, have never had it explained to them. Harry K. Arkebauer is a retired member of the Hazel wood Senior High School faculty. The school was the largest in the state at that time ... G.R.C. •
Ale NEWS ... (Continued from Page 4)
THE AVIATOR As noted in the April and May issues of THE VIN TAGE AIRPLANE, THE AVIATOR WILL COME TO TOWN .. . but unfortuntely, MGM has delayed the release of its movie THE AVIATOR until this autumn. As a result, EAA's participation in the release of the movie has been reduced considerably from the plans we announced previ ously. Because of the delayed release date it would be necessary for the EAA Headquarters stafTto initiate prep arations for the premier at the same time that they are coordinating and organizing our own 32nd Annual EAA International Fly-In Convention and Sport Aviation Exhibition. EAA Headquarters has, for that reason, with drawn from participation in the mall exhibits and preview showings of the movie. During this critical time period it would be unwise to add a second major project to an al ready busy schedule. We have made this decision in order to maintain the high standards EAA has become known for in all of its activities. EAA's decision to withdraw from participation in this project should not be construed as a reflection upon the movie or its producers. We are looking forward to seeing it when released. Any EAA Chapter that is interested in participating in the opening of THE AVIATOR at local malls is encouraged to do so. •
TH E J O URNAL OF T H E EARLY AEROPLA NE
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ATTENTION - COLLECTORS The EAA Aviation Foundation Library has a limited supply of original editions of the following publications for sale. Each is in mint condition they are originals, not reprints: Instruction Manual for th~l~~ Waco Custom Cabin Models VCi~_0i~C-8 , DGC-8 & EGC-8. 12 page~lGsthree fold-outs . .. $10.00 Instruction Manual and Parts Price List for the 1934-1938 Waco Standard Cabin Models UKC, YKC, UKC-S, YKC-S, YKS-6 , YKS-7 and ZKS-7 . 43 pages plus four fold-outs ... . . .. . . $22.00
Handbook for Young Men - Air Cadets of Amer ica. Some of the subjects covered in the 32 chap ters are: History of Aviation, Aircraft Instru ments, Parachutes, Meteorology, Gliders, How to Fly, First Aid, etc. Published in 1932. 475 pages . . . . . . . . . . . . . . . . . . . . . . . . . . .. $ 7.00
Order from: EAA Aviation Foundation Library, Wittman Airfield, Oshkosh, WI 5.4903-3065. Attention: Dennis Parks.
VINTAGE AIRPLANE 21
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• WILL NOT SUPPORT COMBUSTION _
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PlANE PEOPLE 2017 Fieldcrest Court So. Salem. Oregon 97306
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Jacket - unlined tan poplin with gold and white braid trim . Knit waist and cuffs, zipper front and slash pockets. Antique/C lassic 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 AntIque/CIa.ale Patehe. Large - 4W' across .... ... . .... . . $ 1.75 ppd Small - 3Vo" across .. . . . . . . . . . . .. $ 1.75 ppd AntIque/Cla.ale Decal. 4" across (shown left) .. . ... . . . .. $ .75 ppd Available Back Issues of The VINTAGE AIRPLANE March through December February through December January through April , June through December February through May, August through December January through December January through March, June, August, October, November February through December January, March through October, December January through December January through March , May through December January, March through December January through August Per Issue . . . .. .. . . .... .. .... ... . ___ _. . . . . . . . . . . . . . . . $1.25 ppd
1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 22 SEPTEMBER 1984
Send check to: EAA Antique/Classic Division, Inc.
Wittman Airfield, Oshkosh, WI 54903-2591
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Wisconsin Residents Include 5% Sales Tax
FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932 - 1933
Price: $2.85 ea. ppd.
SEND CHECK OR MONEY ORDER TO:
EAA A VIATION FOUNDATION, INC.
WITTMAN AIRFIELD OSHKOSH, WI 54903-3065
Allow 4-6 Weeks for Delivery
Wisconsin Residents Include 5% Sales Tax
AUTO FUEL
STC's AVAILABLE!
EAA leads the way to more affordable aviation with auto fuel 5 TC 's for: AERONCA Including Bellanca. Cham pion. Trytek . Wagner. B&B Aviation . Inc. 50-TC 65-TC (l-3J ) 65-TAC (Army l-3 E) YO-58 0-58 B 50-58 B 0-58-A (Army l -3A ) l AC l BCM (Arm y l - 16A) lCCM (Army l-1 6B) ?DC l EC l FC lJC l ECA SlAC Sl DC SlCCM
Sl EC llAC ll BC l l CC Sl l AC S l lBC Sll CC KCA 50-C 65-C 65-CA S-50-C S-65-C S-65-CA
CESSNA
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120/ 140 140A 150 150A through 150H 150J through 150M A 150K through A150M 180 180A 180B 180C , D. E, F, G, H, J 182. 182A. B, C. 0 , E. F. G . H . J, K, l , M, N. P
8, 8A. C, 0, E, F. T-8F
INTERSTATE (Includ ing Artic Aircraft Callair) S- l A
J-3C-40 J3C-50 J3C-50S J3C-65 (Army l -4) J3C-65S J4 J4A J4A-S J4E (Arm y l -4E) J5A (Army l -4F ) J5A-80 l -4A l -4B (Navy N E- l ) L-4H l -4J (N avy NE-2) PA-ll PA-l lS
These STC's which permit the use of less costly, readily available unleaded auto gasoli ne, are now available from the EAA Aviation Foundation. Thousands of aircraft owners have already switched to auto gas to fly more often and less expensively. The STC's cost only 50<1: per your engine horsepower - (example: 85 hp Cessna 140 = $42.50). STC's are not available for engines only. Non-EAA members add $15.00 to total. For more information write or Gall.
It's Exciting!
It's for Everyone!
See this priceless collection of rare, historically significant air craft, all imaginatively displayed in the world's largest. most mod em sport aviation museum. Ef1ioy the many educational displays and audio-visual presentations. Stop by - here's something the entire family will 'enjoy. Just minutes away! HOURS 8:30 to 5:00 p.m. Monday thru Saturday 11 :00 a.m. to 5:00 p.m. Sundays Closed Easter. Thanksgiving. Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).
CONVENIENT LOCATION The EM Aviation Center is located on Wittman Field. Oshkosh. Wis. - just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follOW signs. For fly·ins - free bus from Basler Flight Service.
Wittman Airfield, Dept STe, Oshkosh, WI 54903-3065
Phone 414/426-4800
Another example of the EAA Aviation Foundation working for you!
Join EAA - S25.00 annually - get your STC at the special member rate.
Watch for more STC's including low wing approvals in near future
EA~ ~ FOUN OATION
Wittman Airfield Oshkosh, WI 54903-3065 4 14-426-4800 VINTAGE AIRPLANE 23