VA-Vol-13-No-1-Jan-1985

STRAIGHT AND

LEVEL

By Bob Lickteig President Antique/Classic Division

Welcome to 1985.

Welcome to your EAA Antique/Classic Division's 15th year of service and leadership. In looking back it must seem to many of you that it was only yesterday when our great organization was founded. As we turn over the calen­ dar to this anniversary year, I would like to thank our charter members for their foresight and commitment to the preservation of this great era of aviation. Our member­ ship numbers 1 through 25 reads like Who's Who in the Aviation Hall of Fame - all men of vision, determination and action.

This group of founding fathers chartered a course that has brought us to the leadership position we hold today.

Leadership is a great word - but a demanding word.

Leadership is not bought or appointed, it is earned. During our first 15 years, we as an organization have set records in all areas of our original goals.

We communicate through our monthly magazine, THE VINTAGE AIRPLANE, and enjoy each other's company through local chapter projects and our annual Oshkosh Convention. We need these meetings to renew old friendships and to make new ones, to grasp the hands of others like ourselves who are bound together by a common bond, common loyalty, and a unity of purpose.

We need to meet not only to enjoy the richness and blessing offriendship but also to exchange ideas - to take 2 JANUARY 1985

a fresh draft from the well of experience - to regenerate our spirits and reinforce our belief and confidence in each other and our great Antique/Classic movement.

We have all heard the new doctrine making the rounds which suggests that this is the new electronic age and success now demands new concepts and practices. I am all for progress and I love improvements, but I also hold the belief that the Declaration of Independence and the Preamble to the Constitution still express the spirit in which an organization can best prosper. The EAA Code of Ethics now 32 years old is not out of date - honor, truth, virtue and man's duty to man are neither old nor new.

They are fundamental to our great American way oflife.

This being the philosophy of the Antique/Classic Divi­ sion, our first 15 years has earned us this title of leader­ ship and the international recognition as the spokesman for this great and romantic part of aviation.

So with these successes, to those of us now taking over the reins - what lies ahead, and what goals can we estab­ lish for our great organization?

Leadership comes and goes but our strength is always present in our free society, still the best in the world, which gives all of us an opportunity to grow and prosper to any height we as an organization set for our future goals. As Charles Kettering once said, "I'm interested in the future as that is where I am going to spend the rest of my life."

Your organization has a great future and at this time we want to re-establish our goals for the anniversary year with the theme - COMMITMENT FOR GROWTH. Our goals include: growth in our membership, our chapters, and our participation in local and regional events; support of the EAA Air Academy and the update of our Antique/ Classic library; support and interest in the welfare of the Type Clubs; recognition of our past Grand Champion and Reserve Grand Champion aircraft and owners; additional member services from headquarters; improvement of our magazine, THE VINTAGE AIRPLANE, with new sections and articles to be more responsive to our members; support of the primary aircraft petition and the recreational pilot's license; and expansion of our part of the world's greatest aviation event with new group activities and air show participation.

Our theme says it all - Commitment for growth.

Growth requires change, change requires a search for im­ provement, and improvement leads to success. Weare proud of our past and we compliment our founders. We are proud of you. Together we will maintain our leadership today and in the years ahead. ~'---" Welcome aboard our 15th year 15 join us and you have it all. • ...,­

• • •

By Paul H. Poberezny Time sure flys - an old but accurate expression.

Where does time fly to? One may wonder, but we can still recall all the wonderful happenings as time has passed.

We can well remember the early day of EAA's history .

Most has been captured through our 33 years of publica­ tions, and in many historical documents, scrapbooks, photos and memories. We can remember our first, second, third, and all other fly-ins at Milwaukee starting with 1953.

The enthusiasm of those early days parallels that of today - only we are better organized now and have a greater number of participants with the same wide en­ thusiasm for aviation.

My own enthusiasm was and still is for the support and flying of all types of airplanes. It has long been recog­ nized that people's interests over the years bounce back and forth from one era of aircraft to another. It may be homebuilts for a period of time, aerobatics, warbirds, sailplanes or gyro copters and then suddenly a Waco, Stin­ son or Stearman catches his or her eye, or a Cessna 140, early Bonanza or even a "basket case". The Antique/ Classic Division is where I want to be. We EAAers are pleased that as the parent organization we have been able to capture and hold these varied interests together for the overall good of aviation. It seems our birds of many types of feathers flock and work together.

How well we remember those early years. Our mem­ bers were the same - homebuilders and antique en­ thusiasts. Our early fly-ins were made up of homebuilts, plus Fleets, Stinson SM-8As, Wacos, warbirds such as Wildcats, A Grumman F3F-2 biplane, a Curtiss 0-52 , etc.

The classics such as Ercoupes, Cessna 140s and Bonanzas or Navions were not participants as yet, they being factory spanking new.

In those early days and for many years to come we were everything to everyone; getting the mail answered, the publication out, working with the government, park­ ing autos and aircraft of all types, making hotel arrange­ ments and preparing programs and speeches. We were a small band surrounded by a very small group of volunteer helpers.

As we grew and saw that help was needed from within our organization so that authority could be delegated and

Paul's first plane was this OX-5 powered American Eagle, NC221N, which he purchased in 1939 with money borrowed from his father. He flew it for several years building up time, and meeting Wisconsin farmers when he made frequent forced landings in their fields.

A proud 18-year-old Paul H. Poberezny and his first powered aircraft.

leadership found, we formed our groups: the Warbirds, the Antique/Classics, the International Aerobatic Club, and the Ultralight Association to work with the parent organi­ zation as a team to make our annual fly-in convention the success that it has been and to give support throughout the year to our members with specific interests and en­ thusiasms.

I well remember calling our first Antique/Classic meet­ ing to order. We discussed aims and goals and, particu­ larly, the help that would be needed for our Antique/ Classic enthusiasts during our annual Oshkosh fly-in ­ for aircraft parking, judging and forums . We proposed to set up pages in SPORT AVIATION to cover Antique/ Classic activities. EAA was to issue Antique/Classic mem­ bership cards at no cost as there were to be no dues. A roster was to be kept and we were off to a good start, we thought. Only a handful of enthusiasts applied to member­ ship. What was wrong? We pondered this matter only to discover that people won't join unless there is a fee to be collected. So dues of $10.00 were set. People joined and success for this growing division has been achieved.

We owe a lot to the presidents, officers, and directors who over the years have added to the growth and ac­ complishments of this EAA effort. We owe a lot to the many volunteers who not only gave so much during each annual convention, but throughout the year. We owe a lot to the entire membership of all Divisions and all EAA members who supported and helped make possible our new and outstanding Headquarters and Air Museum ­ one of the finest, if not the finest in the world. We owe a lot to those many corporations who have contributed so generously in recognition of all ofyour accomplishments.

You, we, have a great future. Let's all keep working at it. • VINTAGE AIRPLANE 3

EAA AIR ACADEMY '85

NOW ACCEPTING APPLICATIONS

NEW ANTIQUE/CLASSIC LOGO The Antique/Classic Division is starting the new year with a new logo. It retains the familiar triangular shape and in place of the Wright Flyer aircraft, a set of wings has been added. This retains the aeronautical aspect. Also, "EAA" is more prominent in the new design and the logo will lend itself to being reduced to lapel pin size.

Patches and decals of the new logo are available from EAA Headquarters.

STILL MORE AUTO FUEL STC'S

The EAA Air Academy is now accepting applications for its 1985 program, July 14-30, 1985. "EAA Air Academy '85 is being expanded in the number of students and in the activities in which they participate. We are looking forward to working with 50 young adults ages 15 through 17," said EAA's Education Director Chuck Larsen.

The EAA Air Academy provides a total immersion avi­ ation experience for young people. "For 17 days next sum­ mer, they will participate in classroom study, workshop activities, orientation flights, hangar sessions and a por­ tion of the EAA Oshkosh '85 Convention. Through their study of aviation, the participants gain an appreciation of the concept of quality without compromise in themselves, fellow aviation enthusiasts and the aircraft they build and fly. The program also stresses human relations and leader­ ship," Larsen noted.

For more information on EAA Air Academy '85, con­ tact Chuck Larsen, Education Director, EAA Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-3065.

ENTHUSIASTIC NEW MEMBER When new member Otis C. Carter, Jr. (EAA 237480, A/C 8826), Walterboro, SC received his first copies of SPORT AVIATION and THE VINTAGE AIRPLANE, he immediately sent an order to Headquarters for one copy each of every back issue on hand of both magazines. That should be enough reading to get him through the winter!

Welcome aboard, Otis.

Harry Zeisloft, Technical Director for the EAA Avia­ tion Foundation, reports that FAA has issued the Founda­ tion five additional STCs that permit use of unleaded auto fuel in specified aircraft. Newly approved are the Aero Commander 100, Aeronca 15AC Sedan, Piper PA-22-150 and PA-22S-150 Tri Pacers, the Porterfield CP-55, CP-65 and CS-65 and the Bellanca (now B&B Aviation) models 7GCA, 7GCB, 7KC, 7GCBA, 7GCAA and 7GCBC. The total number of aircraft models covered by EAA Aviation Foundation auto fuel STCs now stands at 222.

93 different engine models are approved for use of un­ leaded auto fuel.

NEW DIRECTORS APPOINTED Recently named to the EAA Aviation Foundation Board of Directs are Dr. William E. "Bill" Harrison, Jr. of Tulsa, Oklahoma and Mr. Russell W. Meyer, Jr. of Wichita, Kansas. Bill is a past president and current direc­ tor of Warbirds and Mr. Meyer is Chairman of Cessna Aircraft Company.

Named to the EAA Board of Directors is Mr. John Mark, an Oshkosh, Wisconsin businessman, and long-time EAA supporter.

We are pleased to welcome these gentlemen, each of whom is an active pilot with a wealth of aviation knowl­ edge and experience to these Board positions.

4 JANUARY 1985

DOUGLAS DC-2 IS BACK HOME The fifty-year-old Douglas DC-2 with which KLM Royal Dutch Airlines re-flew the 1934 London to Mel­ bourne air race is back home in the United States. The plane was made available last year for the fiftieth anniver­ sary commemorative flight by Colgate W. "Coke" Darden, III (EAA 14846, AlC 1023) of Cayce, South Carolina.

The DC-2 was repainted in the same colors as the original and flown by a KLM crew from England to Au­ stralia and back again. The flight was recounted in the following 1984 issue of THE VINTAGE AIRPLANE: Jan­ uary, pp. 6-8; May, p. 11; and June, p. 4. •

PUBLICATION STAFF PUBLISHER

Paul H. Poberezny

DIRECTOR,

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR Gene R. Chase

JANUARY 1985 • Vol. 13, No.1

MANAGING EDITOR

Mary Jones

EDITORIAL ASSISTANT

Norman Petersen

FEATURE WRITERS

George A. Hardie, Jr.

Dennla Partes

Roy Redman

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President R. J. Lickteig 1620 Bay Oaks Drive Albert Lea, MN 56007 507/373-2922

Vice President Roy Redman

RI. 3, Box 208

Faribault, MN 55021

507/334-5922

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

Treasurer

E. E. "Buck" Hilbert

P.O. Box 145

Union, IL 60180

815/923-4591

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245 Claude L Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324 818/349-1338 Espie M. Joyce, Jr. Box 468

Madison , NC 27025

919/427-0216 Morton W. Lester P.O. Box 3747 Martinsville, VA 24112 703/632-4839

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434, 612/784-1172 Dale A. Gustafson 7724 Shady Hill Drive Indianapolis. IN 46274 317/293-4430 AI Kelch 7018 W . Bonniwell Rd. Mequon, WI 53092 414/377-5886 Arthur R. Morgan 3744 North 51st Blvd,

Milwaukee, WI 53216

414/442-3631

Gene Morrla John R. Turgyan 115C Steve Court, R.A. 2 Box 229, R.F.D, 2 Wrightstown, NJ 08562 Roanoke, TX 76262 8171491-9110 609/758-2910 S. J. Wittman Box 2672 Oshkosh. WI 54901 414/235-1265

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

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

Ray Olcott

1500 Kings Way

Nokomis, FL 33555

813/485-8139

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

Copyright

©

1985 by the EAA Antique Classic Division, Inc, All rights reserved ,

Contents 2 3

4 6

11 12 14 17 18 19 20 21 22 23 24

Straight and Level

by Bob Lickteig

Looking Back ... Looking Ahead

by Paul H. Poberezny

AIC News

by Gene Chase

The Spirited Model C3R Stearman

by Gene Chase Paul- His Wacos and the Army

by Gene Chase

Wings with Springs

by Ruby Garrett

Parade of Flight - Oshkosh '84

by Gene Chase

Vintage Literature

by Dennis Parks

Pietenpol Field is Closed

by Chuck Larsen

Lee Dorrance and his Swift

by Gene Chase Letters to the Editor Mystery Plane

by George Hardie, Jr. Luscombe Caper

by Marsh Collins Vintage Trader Calendar of Events

Page 7

Page 18

FRONT COVER , , , Jeff Robinson's 1930 Stearman C3R , Reserve ~=::j~:::::';:;:: Grand Champion winner at Oshkosh '84 , See story on page 6, (Photo by Ted Koston) BACK COVER, , , Fifty-eight years in time separate these two aircraft, both conceived to accomplish long distance flight, , . the EAA Aviation Foundation 's replica Ryan "Spirit of SI. Louis", and the Rutan "Voyager" at Oshkosh '84, (Photo by Dick Stouffer)

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

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene A. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591, The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division , Inc, of the Experimental Aircraft Association, Inc, and is published monthly at Wittman Airfield, Oshkosh, WI 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 Antiquel Classic Division. Inc . Wittman Airfield . Oshkosh, WI 54903-2591.

VINTAGE AIRPLANE 5

The Reserve Grand Champion Antique at Oshkosh '84 was this outstanding 1930 Stearman C3R, flown by its owner, Jeff Robinson from its home base at Santa Ynez, California.

THE SPIRITED MODEL C3R

teflrmOD (Photos by Ted Koston except as noted)

By Gene Chase The story of this magnificently re­ stored 1930 Stearman C3R begins about twelve years ago in Los Angeles when a book publisher and breakfast cereal salesman became business as­ sociates in a small shop, restoring 100 point classic automobiles. Publisher Jeff Robinson (15354, AlC 5136) and salesman Garth Carrier (EAA 225756) shared a common love of antique cars and their restoration efforts resulted in great recognition at Hershey. For those who might not know, Hershey (Pennsylvania) is to vintage auto buffs what Oshkosh is to aviation nuts.

When Jeff approached Garth with the shop idea, Garth whose love was always in restoration work, jumped at the opportunity. He quit his selling 6 JANUARY 1985

job to devote full time to work on a number of autos, the "newest" being of 1911 vintage. Among their major prize winners were a 1903 Cadillac and a 1906 Packard.

Striving for the utmost authentic­ ity in the restoration of antique autos provided Garth the experience he would need when Jeff decided that "the future lies in the air" and that they should turn their efforts to vin­ tage aircraft.

Jeff was already into aviation, hav­ ing flown for business and pleasure for some 20 years, but Garth had no such experience when they acquired this Stearman about four years ago.

Being a tenaciously dedicated person, he acquired his A&P ratings and learned to fly. Realizing the types of

planes they would be restoring, he steadfastly refused to fly anything with a nosewheel and now is the proud owner of a Cessna 170.

The first project to replace au­ tomobiles in their shop was this Stearman C3R "Business Speedster," a three-place open cockpit biplane powered with a Wright J6-7 of225 hp.

Jeff bought the plane from Richard McWhorter, a rancher near Prosser, Washington who also owned another C3R and a C3B. The new acquisition, NC794H, SIN 5036 which in time would win the Re­ serve Grand Champion Antique A­ ward at Oshkosh '84, consisted of a fuselage with a mangled landing gear and an engine. Thanks to the avail­ ability of factory drawings from the

FAA in Kansas City, under whose jurisdiction the Stearman Aircraft Company manufactured some 30 examples of the C3R in Wichita, Kan­ sas, they were able to construct from scratch, many of the missing parts.

Another valuable source of help came from another C3R owner, Tom Lowe of Crystal Lake, Illinois. Unlike NC794H, Tom's Stearman had never been converted to a duster and it is completely original. Tom, who made available many parts of his plane for patterns, is national president of the Stearman Restorer's Association and is a recognized expert on the subject.

The Stearman C3R "Busin~ss Speedsters" were among the first cor­ porate aircraft and NC794H was ini­ titally delivered in October, 1930 to a company in Long Island, New York and based at Roosevelt Field, site of Lindbergh's departure for Paris three years earlier. Around 1940 it was con­ verted to a duster and much of the current restoration effort was to re­ turn the craft to standard category.

Typically, much tubing had to be re­ placed where it had been removed to make room for the hopper, and where corrosion problems existed.

Jeff gave Garth a free hand to do the plane as he wanted, knowing that if it satisfied Garth, he would be pleased too. The factory drawings they had were very helpful but not nearly complete enough to build an entire airframe. Construction of new wing panels was straight forward with solid spruce spars and p:ywood truss-type ribs.

Garth built new fuel tanks (2), a new engine mount and two sets of landing gears, one for Tom Lowe's plane. Construction of the landing gears included making new oil-damp­ ening type shock struts which were called the "Stearman Oildraulic Sys­ tem". This shock system additionally includes bungees.

The original type 30" x 5" wire wheels are virtually non-existent so Garth made a new pair by cutting down Model A Ford wheels from 21" to 20". He cut out the spotwelded spokes, dimpled and drilled the mod­ ified rims, then made new spools and spokes. New hubs were cast from pat­ terns made from hubs borrowed from Lowe. Garth also made the mechani­ cal brake system.

The wheel covers are spun alumi­ num attached with rawhide boot laces which were also cut by Garth. Stan­ dard procedure calls for removing the covers each 20 hours of flight time to check for spokes which might be loosened by side loads incurred during landing. Each time the covers are re­ moved, the rawhide laces must be re­ placed with new ones and re-tied using a square knot.

(Photo by Gene Chase)

(L-R) Garth Carrier, restorer and Jeff Robinson, owner.

NC794H left the factory with a tailskid, but in the mid-thirties the owner installed a tailwheel per in­ structions contained in a letter from the factory. Jeff and Garth decided to return the tailwheel installation for practical reasons .

Because Tom Lowe is mentioned frequently in this article, it should be noted that he is currently restoring his C3R. Tom is the third owner of his plane which is in remarkably good condition. It was in a family estate in upper New York until the late six­ ties. Throughout the restoration of NC794H, Garth and Tom traded parts and patterns back and forth which benefitted both projects.

Garth was unable to locate original type fuel and oil strainers, so borrow­

ing Tom's for patterns he made in­ vestment molds and cast new ones. He even made the internal strainers!

Tom's plane still contained its orig­ inal interior consisting of panacoat side panels and leather seats, which Garth faithfully reproduced. Portions of the interior not upholstered were covered with Randolph paint - an­ other item not readily available . But Tom sent a paint chip to Randolph and they mixed up a quantity of new material for both Stearmans.

Garth had spinnings made and created a new dual exhaust system with two muffiers. The early Wright J6-7 engines had a single exhaust and muffier, but a Service Letter from the factory described valve guide prob­ lems due to back pressure. They ofVINTAGE AIRPLANE 7

The outstanding workmanship of restorer Garth Carrier is evident. Note the data plate on the landing gear shock cover.

The spun aluminum covers are fastened to each wheel with five pieces of rawhide boot laces which must be replaced every 20 hours of flight time when the covers are removed for routine inspection of the wheel spokes.

8 JANUARY 1985

fered a new exhaust ring with an extra muffler for the 1930's price of $36.00. Jeff ordered one, but needless to say he received no response!

Jeff feels strongly that a proper res­ toration rather than just a rebuild in­ cludes the installation of all placards, data plates and nameplates as instal­ led originally by the factory. Such artwork is a must on this aircraft and it includes the Wright engine name plate on the prop spinner, the data plate on the landing gear shock cov­ ers, and the manufacturer's name­ plate in the front cockpit. All these were authentically reproduced from Tom's using the acid etched process.

The paperwork with Tom's C3R in­ cluded a letter from the factory to the previous owner stating, "We can't loan our stencil to you because we are still using it, but enclosed is a copy which we very carefully sprayed on cardboard which can be cut out for a new stencil! Garth worked from this making his own stencils to reproduce the "Stearman" name on the rudder and the company logo on the fin.

Another nice touch to the restora­ tion of this C3R is the landing lights mounted on top of each lower wing.

These rare items, seldom seen these days were located by Jeff and Garth in a museum in Santa Fe, New Mexi­ co where they were seeking Wright engine parts.

When it was time to roll the plane out for its maiden flight after many year's of activity, Jeff called on his friend Don Durel, a high-time TWA captain and experienced Stearman pilot. The date was 7114/84, only 10 days before their planned departure for Oshkosh, and they were glad that Don was flying. On downwind during the third circuit two loud backfires were followed by a very quiet engine

Jeff and Garth made a lucky find when they located a pair of landing lights while searching for Wright engine parts. The mate to this light is mounted on the left wing.

and a perfect deadstick landing on the runway.

The problem was a cylinder head separating from the barrel and being held in place by only the exhaust stack. Apparently the aluminum head had fatigued where it was screwed onto the steel barrel, possibly caused by a hydraulic lock on an earlier installation.

With the exh aust coming off the front of the cylinder rather than the side, this earlier version is more rare than the Wrights on planes like the N3N. But fortunately they located a replacement cylinder in two days . It was in rough shape, but after being machined and fitted with new valve guides, it was installed on the J6-7 and checked out ok.

Not surprisingly, Jeff did have the engine on his mind when he departed Santa Ynez, California on schedule for Oshkosh. With only seven hours on the new restoration (6V2 since en­ gine fail ure!) and flying between nine and ten thousand feet over the Sier­ ras, he noted the unfriendly jagged peaks and virtually no place to make a safe landing.

Accompanied by Garth in his Ces­ sna 170, this first leg was a short two­ hours to Merced, California where they spent the first night . So far the Wright hadn't missed a beat, nor would it for the remaining 18 hours to their destination in Wisconsin.

The next morning was Saturday, July 28 and they took off early head­ ing for Placerville, California then over Lake Tahoe on the Nevada bor­ der. They then flew south of Reno to pick up Interstate Highway 80 which they followed to Lovelock and Win­ nemucca, Nevada, across Utah and into Wyoming where their second R. O.N. was at Rock Springs.

Patterns for the "Stearman" name on rudder and company logo on fin came from the factory - see article.

Note the symmetry of the cowl fasteners.

This view of the 225 hp Wright J6-7 shows the dual exhaust system with two mufflers. The rarely seen Wright engine name­ plate is visible on the prop spinner.

VINTAGE AIRPLANE 9

It was a beautiful starlit evening and Garth didn't believe the attend­ ant in the FSS on the airport when he predicted that thunderstorms in the area would move in and the Oshkosh­ bound airmen would be "swimming" by morning. Jeff dutifully erected his tent while Garth chose to rough it in the open.

Sure enough, the wind and rain came about 3:00 a.m. and Garth grabbed his gear and headed for the tent. But first they would both get soaked tying down the planes with chains which fortunately were avail­ able. They had initially secured the Stearman only with ropes so as to not scuff the paint in its tie-down rings!

When they departed Rock Springs the next morning Jeff noted that the Stearman handled the 6,747 foot ele­ vation much better than the Cessna.

They continued eastbound following 1-80 to Laramie and Cheyenne before crossing into Nebraska where they re­ fueled at Sidney.

The luxury of navigating via 1-80 would end at North Platte where they turned northeasterly for another fuel stop at Sioux City, Iowa then onward to Spirit Lake, Iowa for the night.

They particularly enjoyed this stop which they described as a lovely air­ port on a beautiful lake!

The following morning they set course for West Bend, Wisconsin ar­ riving at noon . It was Monday and they were only 25 minutes from Osh­ kosh, but first they would do what all antiquers do to their pride and joy at the end of a long trip. They spent the next 10 hours washing down the en­ tire plane, removing cowlings and cleaning with a solvent, greasing the rocker arm assemblies, changing oil, checking screens, tightening spokes, etc. etc.

Jeff describes the Stearman C3R as a pure delight to fly . He also owns a military Stearman (PT-17/N2S) and makes some interesting comparisons.

The C3R exhibits noticeably more propeller effect on take off and climbs at a higher rate. It has greater pre­ dictability on the ground with its wide, 90" tread gear and the shock system which produces a much firmer ride. Landings are a pleasure with no tendency to bounce. It floats more than the military Stearman because it's about 250 lbs. lighter and has a different airfoil (Stearman-designed vs. NACA-2213) . The mechanical brakes work fine and are more than adequate to hold during run-up and for decelerating when necessary.

Level flight cruise is 105 mph at 1800 rpm. Jeff says the prop pitch needs to be increased because it's ca­ pable of exceeding red line. After ad­ justment the plane will probably cruise at the advertised 110 mph . It 10 JANUARY 1985

(Photo by Gene Chase)

Garth Carrier turns the crank to wind up the Stearman's inertia starter. The "engage" handle is actuated by the pilot in the rear cockpit.

carriers 63 gallons of fuel in its wing center section and fuselage tanks, and at 14 gph has a range of 4-1fz hours plus reserve.

The lack of visible antennas belies the fact this Stearman carries Terra TX-720 COM and TN-22 NAV units.

Jeff says these radios work extremely well and he and Garth enjoyed excel­ lent communications the entire trip.

Also no problems were encountered in contacting towers and ATC from 10 to 15 miles out. ' These first-rate results are ob­ tained with the COM antenna buried

in one of the all wood wing panels and the NAV antenna in another; and without a _shielded ignition system!

That Jeff is thrilled with his hand­ some Stearman C3R is a gross under­ statement. And he still has another great thrill awaiting him later this year when Tom Lowe completes the restoration of his C3R and they can park them side-by-side. Tom's Stear­ ~an is NC799H, SIN 5037 (Jeffs is 5036) and undoubtedly this will be the first time these two planes will have been together since they left the factory 55 years ago.! •

and the

y

By Gene Chase

(L-R) Paul Poberezny, Bud Hughes and Jack Wismar with Paul's Waco 10. The three were primary flight instructors during WW II at an Army Base at Helena, Arkansas. Note Paul's greasy hands and oil-stained Khakis - over the years he has spent much time "bending over engines":The Civil Air Patrol emblem was on the Waco's fuselage when Paul bought it.

In 1943 while WW II was still raging in both Europe and the Pacific, a twenty-two-year-old Milwaukean had two Waco Tens and orders in his pocket to report to work as a primary flight instructor at an Army Base near Helena, Arkansas. Paul H. Poberezny had purchased the Wacos for $350 each and he wasn't about to leave them behind.

Packing what belongings he could in one of the OX-5 powered Wacos he headed south and 19 forced landings later, arrived at Helena. Later, his cross country flight in the second Waco was much more successful, with only four forced landings. The unplanned landings were caused by leaking water pumps which resulted in engine overheat­ ing and a phenomenon of which little was known in those days - carburetor ice. Looking back, Paul recalls meeting many fine farmers and plantation owners between Wis­ consin and Arkansas.

On his time off, Paul barnstormed in the area with his Wacos and he was quite popular on the Base for another reason. Gas rationing was very much in effect and he re­ ceived great quantities of "R" stamps for airplane fuel.

Somehow some of this fuel found its way into autos, giving the airmen a much greater area in which to roam when they weren't flying. Later Paul sold both Wacos and after leaving Helena, he heard they were converted to crop dusters with more powerful engines replacing the OX-5s.

In 1944 some of his spare time was spent with a friend named Chet Wellman (now well-known EAAer and attor­ ney from Rockford, Illinois). In an old abandoned barn they readied a LeBlond powered Rearwin Sportster in which Paul hoped to fly to Milwaukee to pick up his bride­ to-be for their planned wedding in Helena.

During the first 125 miles of his trip northward, he had four forced landings in the Rearwin. Realizing that Audrey wouldn't be too thrilled with a similar return flight he switched to rail transportation at Memphis. Back

at Helena, the wedding took place with Audrey's "brides­ maids" being some of Paul's fellow flight instructors - all male at that Army Base.

After the ceremony, Paul's buddies tried to convince him his flying days were over now that he was a married man . That was the wrong thing to say because within moments after saying, "I do", Paul was putting on an im­ pressive flying demonstration, complete with oil stains all over his gabardine uniform .

Paul instructed at Helena for more than two years in Stearmans, PT-19s and PT-23s. He flew nearly 2,400 hours, never washing out a cadet. He often took dropout cadets from other instructors, flying with them on his time off until they could successfully pass their flight checks.

Paul is very proud that all of his cadets graduated, receiv­ ing their wings after completing primary, basic and ad­ vanced training.

Paul also flew many "weather check" hops and put lots of slow time on newly overhauled engines in the primary training planes.

Starr Thompson, another name now well-known to EAAers, was a cadet at Helena, but he and Paul did not meet there. Starr developed a friendship with Major Jack Miller, Commanding Officer of the Army Base, and they kept in contact over the years. After the war, Thompson flew for Flying Tiger Airlines and is now retired living in Thousand Oaks, CA. For the past several years, Starr has worked as a volunteer in Airshow Scheduling at Oshkosh.

Jack Miller is also retired and living in Marianna, Ar­ kansas. At the invitation of Starr, he attended Oshkosh '84. This was the first time he and Paul had seen each other in 40 years. Miller recalled that one of the reasons Paul was hired for that flight instructing job at Helena was because he was "full of vinegar and another well­ known fluid."

And today at 63, Paul still has a bit of that trait! • VINTAGE AIRPLANE 11

WINGS WITH SPRINGS

By Ruby Garrett

EAA 85086)

IF.O. Box 14

Clinton, AR 72031

Ruby Garrett's Cessna 180. It's a familiar sight at Oshkosh because it's always one of the first to park in the transient aircraft parking

area.

For over 13 years I have flown my Cessna 180 from the Midwest to California each January. Without excep­ tion, every trip over those desert and mountain routes has produced some uncomfortable turbulence .

Several times I've delayed for a day to avoid winds in the mountains and on some flights I've been shaken enough to lose my enthusiasm and land short of my in­ tended destination.

The natural reluctance of a pilot to subject himself and his passengers to this discomfort is augmented by the sneaking hunch that something just might be jarred loose in the aircraft if it got any rougher. This all adds up to reducing the utilization of the light plane in which you are relatively heavily invested.

I believe this loss of use has been costly to every light plane owner, and I was intrigued to find an alternative to this pattern of lost utilization and comfort.

In 1981, my regular January flight over mountain and desert became a new experience in comfort and security.

The flight was made in the same air of the previous years, but this 1981 flight never required a power reduction in either rough air or in let-down from cruise altitude. My head didn't hit the headliner, the seatbelt never tugged me back to the cushion, and the cabin never sharply jolted me once during some 30 hours of flying desert thermals, crossing mountain ridges, and cruising beneath the over­ cast layers where the choppy air lives.

The difference was a modification called "Wings with Springs", an oil-damped air spring built into the lift strut of the Cessna. The idea goes back at lea~t to Waldo Water­ man and possibly further, but the modern development and subsequent STC was accomplished by Earl Metzler of Pleasant Unity, Pennsylvania.

Mr. Metzler has been 30 years in refining every part of this interesting modification and this treatment of de­ tail produces a total structure much stronger than the original strut. He has his own machine shop with heat treating, chrome plating and hydraulic test equipment.

He has over-engineered every part of this unit and tested each piece to a stress factor far in excess of the require­ ments up through the gross weight of the Cessna 207 .

Each articulated point has been bushed by stainless steel 12 JANUARY 1985

coated with Teflon for lifetime lubrication. A real example of "quality at any price."

The "Wings with Springs" installation on my 180 was made by the Heber Springs, (Arkansas) Flying Service, operated by an unusually well-equipped and conscientious FBO, Mr. Eustice Latch. With hydraulic scaffolding to separate and suspend both wings simultaneously, and the on-the-spot advisory service of Earl Metzler, the modifica­ tion progressed to completion, and several local flights were made to thoroughly check each function of the changed systems.

Basically, the struts are converted by inserting a com­ pressed dry nitrogen accumulator in the upper section at­ tached to an oil damped shock absorber at the bottom end.

On take-off, the air-load lifts the wing tip slightly and the strut extends about 2 inches against the compression of the dry nitrogen gas. This extension provides protection against the jolt of a downdraft and further extension out­ ward is available to reduce the sudden jolt of a positive gust load (updraft) .

If the oil rate control had not been incorporated, the stored kinetic energy of a gust raising the wing-tip 3 feet would simply be returned by the compressed gas whipping the wing down, and while providing load stress protection, the comfort level would have suffered. This is observed in the large jets where a gust can flex the wing upward to a 6 foot wing tip displacement, only to be returned by a similar absorption of thrust to the fuselage as the flexed wing returns to normal, resulting in a double bounce in the cabin.

All local flights were satisfactory so the 180 left Gar­ rett's Roost Airport (near Clinton, Arkansas) about 2 p.m.

- due to earlier low ceilings.

As we flew into Oklahoma, we began a radio search for 80 octane and found this at Seminole, Oklahoma. This stop proved convenient, with a good motel and courtesy car nearby.

On the second day we made Carlsbad our stop, due to the clouds and freezing level being in the hilltops to the west. While descending to Carlsbad, we observed the wing action smoothing the gusty air, while the power remained at cruise and the lAS rose well into the yellow arc. This

was a good indication of the benefits to come throughout the rest of the flight west.

Third day, no weather improvement, but on the fourth day we flew to Brawley, California, getting a good sam­ pling of mid-day desert thermals and the instability of the mountain currents. Those wings kept floating up and down, and left the cabin stabilized for a dramatic improve­ ment in comfort over all my other flights through these areas. By now my confidence was confirmed and full cruise power and speed was comfortably maintained right to the pattern. Our block-to-block speeds were showing a marked improvement over our previous flights with the conven­ tional stiff wings.

Spending a few days in Brawley is always a pleasure.

The airport manager, Ken Bemis, is a man of extensive aircraft background which precedes WW II and extends from Australia to England. Over a dozen years I've bounced many maintenance questions off Ken and have been delighted by the in-depth flow of information he cheerfully provides.

West of Palm Springs lies Banning Pass, which is well known for its frequent low level turbulence. I have often sampled this route when it was too rough for comfort. The pass offered another opportunity to evaluate the "wings with springs" and with a brisk west wind funneling through, we gave. it a go.

Encountering the gusty zone, we were aware of the degree of turbulence, but noticed the dramatic reduction in anticipated cabin motion. The wings moved to alleviate the gust load and substantially reduced the transmission of this movement to the cabin. The abrupt reaction to the unstable air was simply dampened out by the wing action and the ride was in the comfort level of a much larger and heavier aircraft. During this rough air, we never felt it necessary to reduce power and our top cruise speed was maintained in comfort.

After a visit with Gene Gerow (retired TWA captain and author of a very entertaining flying book, (The Umpteenth Voyage) we headed into the mountain country.

Only moderate chop was encountered over Blythe, on to Prescott for more 80 octane, then to Cottonwood, Arizona for an overnight stop.

An early morning departure from Cottonwood toward Amarillo gave a fairly smooth flight over the ridges. Morn­ ing fog was reported in Flagstaff and Winslow so when

the alternator belt shredded, we just shut down the elec­ trics and returned to Blue Sky Aviation of Cottonwood, where Jay Kerger made a quick replacement.

With a new belt, we headed south over Phoenix to Casa Grande and then east to Deming, New Mexico. Approach­ ing Deming under a 9,000 foot broken ceiling, the inevi­ table mid-afternoon chop was in full operation. Again we were impressed by the soft ride and had no inclination to reduce power. What a contrast this was to our previous years of low level flights into this airport when we were forced to reduce to maneuvering speed and just tighten our belts, grit our teeth and hang on.

An early morning departure from Deming gave us a fairly smooth ride over the EI Paso and Carlsbad Moun­ tain areas, and no choppy air was found until 20 miles west of Forth Smith, Arkansas. From there on the air roughened, and we enjoyed watching the struts extend and contract, smoothing the ride to an acceptable comfort level until our farm airstrip (Garrett's Roost) slid into view.

In summarizing the gains of this modification, the in­ creased comfort is the most obvious. Second, as we become more familiar with the strut action and the strength built into each part, the added safety factor is understood . The wing action alleviates a portion of the gust load and there is less shock transmitted to the fuselage.

Third, cruise power was easily maintained through all flight conditions we encountered, thus materially increas­ ing our block-to-block speeds.

To date we have found no negative aspect to this mod­ ification and now that I've been exposed to the benefits, I would honestly prefer not to fly a light plane over that route without "wings with springs".

At a total installed cost of $2,500.00, this has been an easy way to add utilization, comfort, safety and value to that grand old Cessna.

Editor's Note: Ruby Garrett is a retired TWA captain, living on his own airstrip with his wife, Beth. He con­ structed a homebuilt plane in 1931 and started flying the following year. He joined the Army Air Corps and trained at Randolph and Kelly Fields where he received his pilot wings. He has flown his Cessna 180 regularly to Oshkosh.

Additional information on "Wings with Springs" can be had by contacting Earl Metzler, Pleasant Unity, PA 15676, telephone 4121423-2249 . • " Wings with Springs" modification without the fairing on the Cessna 180.

Close-up of the modification . Some Champs and T-Crafts have been flying for 30 years with Wings with Springs installations.

VINTAGE AIRPLANE 13

Phil Coulson (center with mike) briefs the participants for 1984 Parade of Flight.

PARADE OF FLIGHT (Photos by Jack McCarthy, except as noted)

By Gene Chase

(Photo by Gene Chase)

Dale Crites has lead every Parade of Flight at Oshkosh in his 1911 Curtiss Pusher. His ground crew holds back the plane while Sam Huntington, 3rd from right, watches for the signal to start the event.

14 JANUARY 1985

'OSHKOSH '84

Another very successful Parade of Flight program was accomplished on Wednesday , August 1 during Oshkosh '84. This annual event showcases the Antique/Classic Di­ vision and is a popular activity for spectators and partici­ pants alike.

Ninety-three aircraft were flown by pilots from 24 states and 2 Canadian provinces. Two ladies, Norma Baldwin and Marge Gorman piloted their Cessna 195 and Taylorcraft L-2M respectively. Seventy-nine different air­ craft types were flown representing the years from 1911 (Dale Crites' OX-5 powered Curtiss Pusher) to 1955 (Chris Bullerdick's PA-18A).

Some of the pilots, including Dale Crites, have flown in the Parade of Flight every year and some others have flown several years.

The "Parade" is a carefully orchestrated activity di­ rected by event chairman Phil Coulson, Lawton, Michigan and a host of volunteers. These folks handle the pilot brief­ ing, assignment of sequence numbers, staging of aircraft near the take-off area, flagging each plane off at precise times, and directing the taxiing from the Antique/Classic parking area to the staging area and back again.

Last but not least, a list must be prepared, in proper order, showing each plane and its pilot for the public ad­ dress announcer to use in describing this grand spectacle to the audience. All in all, the Parade of Flight is a major effort made possible by the involvement of dozens of dedi­ cated volunteers who are already planning for an even better "Parade" in '85.

(Photo by Gene Chase)

Frank Pavliga's Model A Ford-powered Pietenpol and Ed Wegner's Spartan C-3 in the staging area.

Following is a listing of each participant in the 1984 Parade of Flight: 1. 1911 Curtiss Pusher 2. 1926 Swallow

3. 1929 Spartan C-3 4. 1929 Pietenpol Aircamper 5. 1929 Pietenpol Aircamper

6. 1930 Savoia Marchetti S.56 7. 1930 Stearman C3R 8. 1930 Stearman 4E 9. 1931 DH Puss Moth 10. 1931 Aeronca C-3

11. 1931 Heath Parasol

12. 1931 Waco QCF (F-2) 13. 1931 Great Lakes 14. 1933 Gee Bee Model Y(Replica) 15. 1933 Aeronca C·3 Collegiate

16. 1934 Stinson SR·5E

Dale Crites Waukesha, WI United Airlines Chicago, IL Pilot: "Buck" Hilbert EdC. Wegner Plymouth, WI Frank M. & S. Pavliga Canfield, OH Bill Knight Brodhead, WI Pilot: Dick Weeden Buzz Kaplan Owatonna, MN Jeff Robinson Arleta, CA Ron Rex Oxford, CT Skeeter Carlson Spokane, WA Walter Weber Birmingham, AL Pilot: Edwin Eshelman Bill Schlapman Winneconne, WI Pilot: Jack Wojahn Marion "Curley" H. Havelaar Rapid City, SD Don Browett Independence, MO Ken Flaglor Northbrook, IL E.E. "Buck" Hilbert Union, Illinois Pilot: Bob Hilbert J. Tom Laurie Newport Beach, CA Pilot: Bill Turner

A Stinson SR-9C and Porterfield return to the Antique/Classic parking area;

Ken Flaglor taxies back to his parking spot after a fly-by as Marge Gorman lifts off in her L-2 Taylorcraft for her flight past the crowd.

17. 1935 Corben Junior "E" 18. 1936WacoCustomEQC-6 19. 1936 Beechcraft Staggerwing 20. 1937 Porterfield 35-70 21 . 1937 Stinson SR-9E 22. 1937 Stinson SR·9C 23. 1937 Spartan 7·W Executive 24. 1940 Piper J-4A Cub Coupe 25. 1940 Piper J-4A Cub Coupe 26. 1940 Stinson 10 27. 1940 Porterfield LP-65

28. 1940 Waco UPF-7 29. 1940 Ryan STA 30. 1940 Ryan PT-22

31. 1941 Taylorcraft 32. 1944 Aeronca 65·CA 33. 1941 Porterfield Collegiate 34. 1941 CulverLFA"Cadet" 35. 1941 Beechcraft D17S

Ted &Sharron Travis Flushing, MI Stan Gomoll

Blaine, MN

Dick Fritz & Jerry Wetherling Willmar, MN Ken & Shirley Williams Portage, WI

John &Jodi Swander

Shawnee, KS

Dean Del Bene

Chicago, IL

Peter Hawks

San Carlos, CA

Glenn Charles

Hunker, PA

Alan Anderson

Grosslle,MI

Hudson Salkeld Williams Lake, British Columbia EAA Chapter 304

Rives Junction, MI

Pilot: Eric Ollila Bill Amundson & Dick Peterson Stoughton, WI Bill Rose

Barrington, IL

Bill Rose

Barrington, IL

Pilot: Joe McLaney

Clifford A. Hesterman

Glen Ellyn, IL

Dale Wolford &Jerry Shasky

Ashland, OH

Art Bujnowski

Goshen, CT

Bob Hathaway

Hollywood, CA Ted Giltner Shillington, PA

Ben Schiek flies Gus Limbach's Funk BSSC past the crowd as a Stearman is returned to its parking spot.

VINTAGE AIRPLAN E 15

(Photo by Dick Stouffer) (Photo by Dick Stouffer)

Stan Gomoll heads for the staging area in his Waco EQC-6.

36. 1941 MeyersOTW

Richard Martin Green Bay, WI LeRoy "Hap" E. Stein 37. 1941 NavyN3N·3 Oconomowoc, WI 38. 1941 Stearman PT·13 Bill Rose Barrington, IL 39. 1941 Boeing Stearman N2S·2 Hugh Bikle Mountain View, CA 40. 1942 Interstate Cadet S·1 A Tom Helton Costa Mesa, CA 41. 1942 Meyers OTW Brian Parish Churubusco, IN 42. 1942 Stearman Roy Hayes Maumee, OH 43. 1942 Waco VKS·7 B. Nelson Torrance, CA 44. 1942 Interstate S·1 A McAlister Insurance Agency Baytown, TX Pilot:Mike McAlister 45. 1943 Taylorcraft L·2M George York & Jim Gorman Mansfield, OH Pilol: Mrs. Marge Gorman 46. 1943 Fairchild PT·19 Alan &Chet Brakefield Washington, OK 47. 1943 Fairchild PT·19B Bill Mitchell Coudersport, PA 48. 1944 De Havilland Tiger Moth Victor Fida Wheeling, WV 49. 1945 Taylorcraft BC·12D Thornton J. Cressy Westland, MI 50. 1946 Piper J·3 Stan Gomoll Minneapolis, MN Pilol: Harry Jorgenson Scott Lickteig 51. 1946 Piper J·3 Cub Albert Lea, MN 52. 1946 Piper J·3 Cub Jim Lefevre Green Bay, WI 53. 1946 Aeronca 7AC Ron Wojnar Milwaukee, WI 54. 1946TaylorcraftBC·12Dl Robert A. Gehring Rubicon, WI 55. 1946 Luscombe 8A Tom & Carroll Woodbuin Stanton, VA 56. 1946 Funk B85C Gus Limbach White Bear Lake, MN Pilol: Ben Schiek 57. 1946 Ercoupe 415C Vern Brown SI. Paul, MN 58. 1946 Ercoupe 415C AI Granz Racine, WI 59. 1946 Commonwealth Skyranger Mel Sorton W. LaFayette, IN 60. 1946 Commonwealth Skyranger 185 Albert Barbuto North Adams, MA 61 . 1946 Culver "V" Don Perry Appleton, WI 62. 1946TemcoSwift Kevin Kennelly Denver,CO 63. 1946 Bellanca 14·13·2 Chuck Johanson Albuquerque, NM 64. 1947 Aeronca Chief Gary Heuser Watervliet, MI

65. 1947 Cessna 120 Joe Rostron Clemson, SC 16 JANUARY 1985

With the help of his ground crew, Buzz Kaplan taxies his Savoia Marchetti S. 56 to the staging area.

66. 1947 Cessna 140

67. 1947 Cessna 140 68. 1947 Stinson 108·2 69. 1947 Fairchild 24W46 70. 1948 Piper PA·15 Vagabond

71 . 1948 Luscombe 8E 72. 1948 Luscombe T8F 73. 1948 Luscombe 8F 74. 1948 Ercoupe 154E 75. 1948 Cessna 170

76. 1949 Cessna 195 77. 1949 Luscombe 8F 78. 1949PiperPA·16Clipper 79. 1950 Trojan A·2

80. 1950 Beechcraft Bonanaza "B" 81 . 1950 Cessna 195B 82. 1951 AeroncaSedan 15AC 83. 1951 Ryan Navion B 84. Piper PA-20 85. 1952 Piper PA·22 Tripacer 86. 1952 Cessna 170B 87. 1952 Cessna 195 88. 1953 Cessna 180 89. 1954 Cessna 170B 90. 1954 Cessna 170B 91 . 1954 Piper Pacer PA·20 92. 1955 Piper PA·18A 93. 1931 Stinson Trimotor

Stanley L. Taylor

Akron, IA

Pilol: Doug Taylor Rick and Kathy Paige San Mateo, CA

Zara Royal

Medina, NY

Charles Bell

Sheboygan, WI Mike &Shirley Allison Lubbock,TX

Pilol: Nick Owen

Scott C. Benger

Aurora, CO

Ray Fulwiler

Algoma, WI

Jerry & Delores Adkisson Tusola, IL Bernie "Oaklee" E. Ockuly Median, OH

University of Illinois

Savoy, IL

Pilol: Terry Ladage

Jimmy Rollison

Vacaville, CA James &Alan Bendelius Accord, NY

Tom Janusevic

Rockford, IL

Nancy Grout

Waukesha,WI Pilol: Jerry Grout Donald & Georgene McDonough Palos Hills, IL

Norma Baldwin

San Carlos, CA

Jim Thompson

Roberts, IL

John H. James

Riverside, CA

Philip &Betty Funk

Richfield, MN

Dick &Jeannie Hill

Harvard, IL

Clayton L. Wendt

Lino Lakes, MN

Adrian Smith

Smithtown, NY

Roy Geisert

Atlantic Beach, NY

Michael R. Baas Irving, TX Jim &Joyce Laird

Muskegon, MI

Dr. L. O. Rupe

Elkhart, IN

Chris Bullerdick

Head Lake, Ontario

Bill Brennand, Chuck Andreas &Bryon Fredericksen Neenah, WI

By Dennis Parks (EAA 115388)

Purdue University Libraries NATIONAL GEOGRAPHIC MAGAZINE 1888 to date.

Though not an aviation magazine, National Geo­ graphic is a good source of aviation history. During the 20s and 30s the magazine provided several interesting articles covering current aviation events, exploratory and record-breaking flights. Many of the articles on the his­ tory-making events were written by the participants.

Thus many of the old articles in the Geographic provide primary source material for aviation research.

Among the pioneer aviators writing of their exploits were Charles Lindbergh, Richard Byrd, and Amelia Earhart. Along with these accounts there was generally first class photography. The issue covering the first non­ stop transcontinental flight in 1924 published the first comprehensive series of aerial photographs of the United States.

The National Geographic's first article on aeronautics was in the June, 1903 issue. This was a 32-page article by Alexander Graham Bell, "The Tetrahedral Principle in Kite Structure". In it Bell described his researches into kite form , structures and flight. Included were 70 photos of kites built by Bell.

The following sample articles will give an idea of the coverage provided by the National Geographic and how it reflected the events of aviation to its readership.

1906, April. Wellman, Walter. "Polar Airship," pp. 208-228

Walter Wellman, an American journalist, presents his ideas for an airship to fly to the North Pole and his think­ ing that went into planning the trip. This trip, which was the first attempt to reach the North Pole by airship, was started in August, 1909 from Spitzgergen and ended in failure when the ship became unmanageable.

1907, January. Bell , Alexander Graham. "Aerial Locomo­ tion," pp. 1-34

This article gives a history of the development of pow­ ered flight up to Santos-Dumont's flight of 1906. It covered Lilienthal, Langley, Hargrave, Chanute and the Wrights.

Complete with 34 illustrations and a bibliography, this is a good short summary of early aviation development.

1924, July. Macready, John. "The Non-stop Flight Across America," pp. 1-83, 68 illustrations.

Suffering from public apathy after World War I, the US Air Service undertook new achievements to engender public interest. One of these was the first non-stop trans­ continental flight of Lieutenants John Macready and Oak­ ley Kelley. After two tries on the West to East route they successfully completed the flight on May 3, 1923 using the East to West path. It took them 26 hours to complete the trip which averaged 94 mph.

1926, September. Byrd, Richard E. "First Flight to the North Pole," pp. 357-376, 14 illustrations.

On May 9, 1926 Lt. Cdr. Byrd and Floyd Bennett made the first aeroplane flight over the North Pole. They flew out of Spitzbergen, Norway the same starting point used

by Wellman in his unsu ccessful attempt in 1909. Byrd beat the first airship to reach the pole by 2 days.

1928, January. Keyhoe, Donald. "Seeing America with Lindbergh ," pp. 1-46, 46 illustrations.

This is the story of Lindbergh's 20,000 mile tour of the United States taken after his return from the Paris trip.

Lt. Keyhoe was appointed by the Department of Com­ merce as an aide to Lindbergh. His account was expanded and later published as the book Flying with Lindbergh.

1928, May. Lindbergh, Charles E. "To Bogota and Back," pp. 529-601 , 98 illustrations.

Here is Lindbergh's own narrative of his 9,500 mile flight in the "Spirit" from Washington, DC to 13 Latin American countries.

1930, June. Eckener, Dr. Hugo. "The First Airsh ip Flight Around the World," pp. 653.,688, 37 illustrations.

Dr. Hugo Eckener, one of the greatest of airship de­ signers, gives his account of the first airship voyage around the world. Under Eckener's command the Graf Zeppelin, with 50 persons aboard, captured the attention of the world with its record flight. Leaving from Fried­ richshaffen the ship completed an around the world voy­ age in 20 days.

1932, June. Day, Glady. "Flying the World," pp. 656-690, 41 illustrations.

These two issues gave accounts of aerial activities in the First World War. They had titles such as "Aces of the Air," (Jan. pp. 5-9); "Flying in France, (Jan. pp. 9-26); and "Aces among Aces," (Jun. pp. 568-580).

In contrast to the Graf Zepplin here is the story of the first tour of the world taken in an American-built light plane. Designed and built by Charles Healy Day of New Standard Aircraft fame, the "Errant" was to take Mr. and Mrs. Day in a 16,000 mile flight from London to Shanghai and from San Francisco to New York.

1918, January. Peary, Robert E. "The Future of the Airplane," pp. 107-1 13.

1935, May. Earhart, Amelia. "My Flight from Hawaii," pp.

593-610

1918, January; June

While others were recounting tales of the air war, Ad­ miral Peary was discussing the peacetime future of avia­ tion. He suggested mail service, passenger transport, and proposed a transcontinental airway. He also suggested that in this new era that the United States with its re­ sources had the opportunity to be the first air power in the world.

1921 , March. Smith, Sir Ross. "From London to Australia

by Aeroplane," pp. 229-339, 76 illustations.

Here is the personal narrative of Ross Smith, the pilot of the first flight from England to Australia. The flight, undertaken at the end of 1919 in a Vickers Vimy bomber, covered 11,500 miles and took 29 days.

Departing Wheeler Field, Oahu on January 11, 1935, Amelia Earhart flying solo becomes the first person to fly from Hawaii to the mainland. Interestingly for 1935, the article has a center insert with 8 duotone pictures of surf, surfboards and surfers.

These are just a few of the over 90 articles that the National Geographic published on aviation before World War II . As most public libraries have sets of the journal, it is readily available to those wishing to access some first­ hand accounts of aviation history.

The magazine has continued to cover aviation since 1940, and has gone on to win over ten Aviation/Space Writers awards. A very good record for a non-aviation magazine . • VINTAG E AIRPLANE 17

PIETEIIP'l FIElI IS CLOSED

By Chuck Larsen (Photos by Bob Lickteig)

Part I of how the Bernard H. Pietenpol Hangar takes its honored place at the EAA Aviation Center Pioneer Airport

The field is closed . . . the owner is gone . . . on his flight to eternity. His memory will live on in the hearts of his family and friends, and in his "Air Campers" and "Sky Scouts" that continue to find new fans each year and, now, through the preservation of the hangar proudly pro­ claiming PIETENPOL FIELD. After being hand-built and serving B.H. "Bernie" Pietenpol at his private airfield in Cherry Grove, Minnesota for nearly forty years, this treas­ ure of aviation history will become the second hangar on Pioneer Airport at the EAA Aviation Center, to be ap­ preciated by all who see it today and in the future .

I had visited this field and hangar many times through the years. I had sought Mr. Pietenpol's guidance as I strug­ gled with my Air Camper project, purchased parts and made his field my destination as I spread my wings as a student pilot. I don't remember how many times I was shown his model steam engines.

Pietenpol Field was the site of a reception for Mr. & Mrs. Pietenpol in the late 70's to honor his accomplish­ ments when his family and community were joined by the advocates of his airplane designs.

The field was always too busy and the hangar too full of people, airplanes, engines and tools during those early visits for me to notice the craftsmanship of the building itself. Graceful, handmade laminated arches, a hardwood balcony glued and screwed into place; bifold doors en­ gineered to serve four decades and more, and the wing lift all escaped observation in favor of the man and his airplane.

During the weekend of October 20 and 21, 1984, fam­ ily, friends , members of the B.H. Pietenpol Memorial Chapter 13 of the Antique/Classic Division and EAA Chapter 300 joined forces to carefully disassemble the main hangar, mark each piece and prepare them for trans­ portation to Oshkosh where it will be re-assembled this

18 JANUARY 1985

spring. John Berendt, EAA 36571, who is a member of both Chapters, was engineer and foreman for the project.

A volunteer crew of24 worked to complete the disassembly by noon on Sunday. Those present enjoyed the friendship and camaraderie so common to gatherings of EAAers around the world. In addition they should feel the satisfac­ tion of having helped to preserve a structure that holds an important place in the development of the concept of homebuilt aircraft.

Our thanks to those donating their time and talents: John Berendt Bob Lickteig Gene Bohl Don McDonald Jerry Chaffee Don Pietenpol Marv Davis Kermit Pietenpol Roy Redman Virl Deal, Sr. Paul Egeness Jeff Short Bob Giles Tim Steier Dave Harris Wm. Steier Myron Heimer Gordon Swenson Jim Hiner James Sylling Vern Juaire Gary Underland Vi Kappler Gordon Kimber Pietenpol Field is closed. The turf will no longer feel the bounce and roll of aircraft tires. It was truly fitting that one of the last planes to take to the sky from the field was a Corvair-powered Pietenpol Air Camper owned by Virl Deal, EAA 41394 of St. Ansgar, Iowa.

Spring will see a plow turning the soil into cropland.

Seeds will grow to harvest, much as Mr. Pietenpol's ideas developed into aircraft to further the joy of flight. Thanks Mr. Pietenpol; we look forward to the re-assembly of your hangar at EAA's Pioneer Airport at Wittman Field, Osh­ kosh, Wisconsin.

Editor's Note: Late word received at EAA Headquarters indicates that Pietenpol Field at Cherry Grove, Minnesota may be kept open as an airport. A final decision is yet to be made. Part II, the conclusion of this story, will be pre­ sented when the hangar is re-assembled on Pioneer Air­ port. •

PIETEIIP" FIE" IS CLOSED

Lee Dorrance And HIs SWIFW ==============================================

By Gene Chase

More often than not, Lee Dorrance, 414 Flora, Clinton, MO 64735 takes horne the oldest pilot awa rd from the fly-ins he attends. Lee is 72 years young and flies a beau­ tiful, modified 1946 Globe Swift, GC-lB. Lee assisted with the modifications which include a Lycoming 0-360180 hp. engine with a constant speed prop, one piece windshield, covered wing slots, Model M Bonanza wing tips, extra fuel capacity, and a full panel.

Although the plane has the capability, Lee does not "file and go" because he is no longer instrument qualified.

Lee has nearly 800 hours in this Swift which he has owned for seven years. He says it flies better than stan­ dard versions and with its 52 gallon fuel capacity and five-hour range (double the original) he can fly from his horne in Missouri to the West Coast making only one fuel stop. The plane cruises at a neat 158 mph TAS. Lee started flying in June, 1935 and received his pri­ vate license three three months later. During WW II he operated a CPT/WTS flight school at Kirksville, Missouri training many hundreds of students for t he military in Porterfields.

After the war he became a coporate pilot flying Bonan­ zas, Twin Beechs, a DC-3 and B-25J for a company in St. Louis.

The first plane he owned was a 70 hp Le Blond-powered Rearwin Sportster, followed by an E-2 Cub, Travel Air 4000, one of the last straight wing Stinsons, n umerous Porterfields and J-3 Cubs, a Luscombe, etc., etc., and of course his Swift.

Lee Dorrance has logged over 14,000 hours in many kinds of planes, most of them tail draggers. But more than 1,000 hours of that time is in his favorite a tri-gear, and even the most audacious tail dragger pilot shouldn't be too critical when told it is the North American B-25. Neat airplanes don't lose points because they have nose wheels, and B-25s, P-38s, F7Fs and 1911 Curtiss Push ers fall in that category! •

(Photo by Gene Chase)

" Oldest Pilot" Lee Dorrance and his modified Swift, N3323K, SIN 1316 on 9/23/84 at the 27th Annual Tulsa Fly-In held at Tahlequah, OK. VINTAGE AIRPLANE 19

LETTERS TO EDITOR

Dear Mr. Lickteig, I have been a member of the Antique/Classic Division but a short time and already I regret that I waited so long before becoming a member, having been an EAA member for a number of years.

The October issue of THE VINTAGE AIRPLANE re­ ally got my attention. The article on the Stinson is about my favorite airplane . In reading about the 1984 Aeronca Fly-In my memory was stirred by the account of Johnny Jones' non-stop flight from Los Angeles to New York and the whereabouts of the Aeronca he used for the trip.

Perhaps I can account for the airplane. It is a story that begins in 1934 in West Virginia at a small airport called Patton Field, located 9 miles southeast of Clarksburg in the community of Craigmoor. The airport was operated by a young man, Thomas (Tommy) Smith.

He taught me to fly and in 1936 persuaded me to buy his interests so he could leave for a job as a pilot with a small airline that was starting with headquarters in St. Louis, Missouri.

As you know there was a rush to cash in on Lindbergh's solo non-stop flight from New York to Paris and some of the people and equipment were so inadequately prepared that the (then) CAA began using police action to deny permission for these flights.

Some time after Johnny's Los Angeles to New York trip Tommy Smith stopped in Clarksburg, West Virginia and we had lunch together. Among the subjects we dis­ cussed were Tom's plans to secure the financing to get the airplane used by Johnny and to fly it solo across the Atlantic. He was on his way to New York at that time.

I understand that Tommy was forced to move about in his selection of departure points due to the CAA's denial of a permit for his flight . As I recall, the newspaper ac­ counts of his trip stated that he departed Old Orchard Beach, Maine, with an unfavorable weather forecast in the early hours of the morning.

Residents in the St. John's area of Newfoundland re­ ported hearing an aircraft overhead which might have been him . Freezing rain was falling at the time . A search was conducted but I never saw an account of the results .

Could it have been Johnny's plane? In any event, Tommy Smith is missing and I assume presumed dead.

Your "Vintage Literature" section in the November issue of THE VINTAGE AIRPLANE shows the cover of the 1939-40 issue of Air Progress. I also have one in my collection. I am looking forward to the December issue.

Currently I have a 1947 Bellanca Cruisair, N74228. It is airworthy but not a showpiece. Lacking a big buck budget it will have to suffice in place of a Stinson or Waco .

Sincerely, Harris (Mac) McMann (EAA 54846, NC 8764) Route 1, Box 115B Warrenton, VA 22186

Dear Mr. Parks I am greatly interested in your current series of articles in THE VINTAGE AIRPLANE on the history of the vari­ ous aviation periodicals, and look forward to your future articles on this subject.

I would like to help with the library collection through donation or exchange. Could you send me your exchange lists for Air Trails, Air Classics and any others that may now be available? Also , any other information on the library's needs that might help me to support its efforts.

Thank you.

Sincerely yours , Jim Alaback (EAA 145227 , A/C 5033) 785 South Foley Avenue Kankakee, IL 60901

Dear Mr. Alaback, Thanks for your interest in "Vintage Literature" and in the library. We have exchange lists for Aero Digest, Air Classics and Air Trails. However, there are many boxes of duplicates available for which there are as yet no lists.

Anyone interested in filling the gaps in their collections by purchase or exchange should send a list of their in­ terests to the library and we will check our holdings.

Sincerely, Dennis Parks

Dear Mr. Chase, I am restoring a 1943 Interstate L-6 which had been stored since 1947. I want to restore it to original condition and have searched through back issues of THE VINTAGE AIRPLANE and SPORT AVIATION without finding much on this plane.

I would appreciate any information and/or photos you could provide. I especially need pictures of the interior.

I plan to take photos during the restoration of the plane to have some kind of record of the finished product.

I wish I had done that with my 1946 Bellanca 14-13-2, N77HL, SIN 1034.

Sincerely, Harvey L. Leydecker Rt. 14, Box 92L Gadsden, AL 39503 We suggest you contact Bob Byers, 3378 St. Augustine Road, Saukville, WI 53080, who is interested in forming a "Liaison and Trainer" type club. He may be able to assist you. Also, a source ofmanuals for the L-6 is ESSCO, Mail Order Division, Shawnee Airways, Akron Municipal Air­ port, Akron, OH 44306-9990 . •

By George A. Hardie, Jr.

No doubt many experts among our faithful "aeroplane spotters" will rec­ ognize this month's Mystery Plane.

The design originated with a group of brothers whose names became famous as the designerlbuilders of a series of famous racing planes. The photo was submitted by Vincent Kulick of Lanoka Harbor, New Jersey, who states it was taken sometime in 1940.

Answers will be published in the April 1985 issue of THE VINTAGE AIRPLANE. The Mystery Plane in the October 1984 issue of THE VINTAGE AIRPLANE remains somewhat of a mystery. John Underwood of Glen­ dale, California identifies it as the Model W-LB-50 built in 1929 by the M.W.Z. Aircraft Company of Chicago, Illinois. Power was a 60 hp LeBlond.

However, Mike Rezich of Chicago, who with his late brother Nick started in aviation over 55 years ago and dur­ ing that time says he was acquainted with everything built in the Chicago

area, states he never heard of the M.W.Z. company nor the airplane in question.

More information is needed to clarify this bit of aviation history. No other answers were received.

A word about future Mystery Plane features. Response to this column has been very gratifying and a number of readers have sent in some very in­ teresting photos for future "Mys­ terys". If you don't see your contribu­ tion published soon, please have pa­ tience - I'm trying to rotate them so everyone is represented. My problem is I have enough photos for more than a year of columns. But don't let that

deter you from sending in a favorite photo. Your enthusiastic interest is much appreciated.

John Underwood also identified the unknown airplane shown on page 25 of the October 1984 issue of VIN­ TAGE, which accompanied a letter from Mike Rezich of Chicago. John wrote, "Ah ha, Mike Rezich, you don't know your backwoodsmen. The boy in the bib overalls and straw hat was a Tennesseean from down Lawrence­ burg way. X15552 was the creation of Wilbur Methvin and he called it the XP-101. Powered originally by a 90 hp Brownback Tiger and built in 1936." • VINTAGE AIRPLANE 21

By Marsh Collins (EAA 38026) P. 0. Box 728 Crestline, CA 92325

On a lovely spring morning my non-pilot friend Dave and I kicked the tires and counted the wings of Luscombe N45778 and subsequently climbed upstairs for a look-see at the California countryside. The flight started at Corona and after bumming along over mountain and desert for a couple of hours, we found ourselves to be in the vicinity of old "K-Field", currently known as Hi Desert, between Yucca Valley and Twentynine Palms, and thinking of fuel.

I'd been there before and the approach was sort of 'take your pick.' The sock was limp and there was no traffic .

The day was one of those nice ones where the air was cool and the sun was hot with no breeze at all. I topped the tank, fired it ofT and selected what appeared to be the active - although slightly uphill, I saw no problem. To take ofT downhill meant a long taxi. With my luck if! did opt for that end when I got there a breeze would spring up and I would find myself on the upwind end.

Anyway, I lined up, poured on the coal and listened to the thunderous roar of the 65 and ofT we went! With the uphill run, a fresh tank of80-87, and Dave's leaden behind - not to mention my own, the progress uphill was not as fast as I'd have liked it to be , but V2 was near and we kept pedaling.

We had seen dust-devils here and there, but none right here. At just about V 2 the Luscombe bounced straight up, turned 45 degrees to the left and bounced back down. It wasn't high, maybe five feet or so. The rudder went from stop to stop a few times keeping the pavement under the wheels while the Luscombe emulated a kangaroo. Finally stabilizing in the approximate direction of intended take ofT, at the great height of five feet we ran out of runway .

The brush was averaging three to six feet and we scared the devil out of several sages and scrub oaks.

Since the terrain was going up at about the Luscombe's best rate of climb, this cat-and-mouse with the brush went on for a while, until the panting 65 decided that survival was the better part of eating sand.

Luscombes, particularly the aft-tank 8As, being rather meager of rearward visibility, along with my being some­ what otherwise occupied, I never did get a look back at the airstrip to see if any vestiges of the dust-devil-sans­ 22 JANUARY 1985

dust over the runway had ever showed up. However, a lot of cogitation and even some research in Kerschner and others of his ilk has convinced me that the still, rather cool air plus a very sun-hot runway had generated a little dust-devil . . . but having no dust and staying over the pavement, it remained invisible.

Dave never said a word about it, but after we landed he asked, "How come you always keep looking back over your right shoulder?", as though that had some connection with our didoes. I explained that that's where the fuel gauge was located, and he went away shaking his head and muttering. It wasn't until months later when I was telling another pilot friend of the happening that Dave finally found out what had really happened.

He didn't speak to me again until I'd recovered con­ sciousness . •

In the days gone by I've proved my worth By zooming low across the earth.

I've buzzed down valleys and mountain ridges; I've dove my craft beneath some bridges.

I've looped and spun and rolled my wings; I've sung the song a jet pilot sings.

I've chased the crows on sandy beaches; I never did believe what safety teaches.

I've pressed my luck quite near the limit, Not for need - but the thrill that's in it.

I've tried most stunts it can be said, Yet never learned to use my head.

So here's a toast to you and me ...

But you drink to both - I'm dead, you see!

Author Unknown

Editor's Note: The above poem was submitted for publication by Chuck Faber of Waukesha, WI who received it from Donald Simmons ofSt. Johns, New­ foundland . •

Where The Sellers and Buyers Meet..._

25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Willman Airfield

Oshkosh, WI 54903-2591.

AIRCRAFT: 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 .

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.

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

1931 Buh l Bull Pup. Show condition. 15 hrs. ITAE since June completion of 10-year restoration.

Original 45 hp 3 cyl. Szekely SR3-0 plus spare Szekely with 5 hrs. SCMOH including accessories and prop. $18,000. 818/883-5670 after 6 p.m. (1-1)

MISCELLANEOUS: BACK ISSUES . _. Back issues of THE VI NTAGE AIRPLAN E (and other EAA Division publications) are available at $1 .25 per issue. Send your list of issues desired along with payment to : Back Issues, EAA-Wittman Airfield , Oshkosh , WI 54903-2591.

Wooden wings built for vintage aircraft. FAA certified. Highest quality workmanship. Refer­ ences provided. John and Pam Barker Aeroplane Company, Box 41 1, Germantown, NY 12526, phone 518/537-4945 . (1-2) For sale : (2) Citabria gas tanks, (3) 850 x 10 new

Goodrich tires, (1) electric starter for Warner

145. Combs, 813/845-3251 . (1-2)

WANTED TO BUY: WANTED : Wheel pants for Piper J-3. Paul O'Donnell, 22242 24th Avenue S., F44, Des­ moines, Washington 98188, phone 206/24 1-0855 days.

PIPER J-3 rebuild project wanted. Prefer 500 miles of LA. 714 /62 1-2859, or write P. O. Box 7782, La Verne , CA 91750.

NEEDED : A pair of good wings for a Taylorcraft.

Phone 417/882-4099 or write Craig Morton , 1501

S. Luster. Springfield, MO 65804.

WANTED : Round control wheels for Taylorcraft A. Also, pulleys for '/0" cable , 3", 1'/ 4' and 1'Ii'.

Also, any Fairchild 22 parts. Garber, 1810 Lake­ shore Drive, Fayetteville, NC 28305. Call collect after 6 p.m., 919/484-6316.

WANTED: Desperately need for Boeing P-12EI F4B-4 restoration (not a replica) project: tail feathers, landing gear and wing hardware. Also the spring loaded studs with slotted plates used to hold down cowlings. Dick Baxter, 8410 Dallas Ave. South, Seattle, WA 98108, telephone 206/763­ 0210.

WANTED : Stearman PT-17/N2S. I have some very unique aircraft to trade . Frank Price. 7600 Tallahassee, Waco, TX 76710.

Wanted : Custom Sheet Metal Forming for antique,. classic and warbird aircraft. Museum quality work at reasonable prices. Cowlings, fair­ ings, wingtips, etc. "From Jennies to Wacos ."

John Neel , Georgia Metal Shaping, 521 Experi­ ment Street, Griffin, GA 30223, telephone 4041 227-7514.

53130. 414/529-2609.

1952 Tri-Paeer, 340 SMOH, 1983 restoration with Ceconite , alternator, strobes, electric T & B, Genave 200A, AT 50A transponder. Call 919/335­ 1630. (1-2)

WANTED TO BUY : Serviceable wings to even hardware for wings and rear struts for gear plus what else have you . All for UPF7 Waco . Phone 614-453-6889 or write John Morozowsky, 1629 Wheeling Avenue , Zanesville, OH 43701.

ENGINES:

AIRCRAFT AND ENGINES:

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader ­ EAA, Wittman Airfield, Oshkosh, WI 54903-2591 .

FOR IMMEDIATE SALE 1940 T-Craft BC-12 - Original round control wheels and center round instru ment panel. Ceco­ nite on wings, 412 SMOH. Ferryable, $4700.00.

1948 PA-15 Vagabond - Hand-rubbed finish .

Wheel fairings. Mint condition - $6995.00.

Foster Taperwing $2.495.00.

Baby Ace look-alike. 65 Lyc.

Lye. 0-290G Complete - Original. $800.00.

(2) Lye. 0-480-1A - off twin Bonanza. Military records. One - 1383 SMOH, other, 455 SMOH. $4,800 for the pair or $2,500 each.

Total Word s _ _ __ Number of Issues to Run _ _ __

All above items located at Burlington , Wisconsin Municipal Airport . Contact Mr. Wagner at 414/763­ 7692.

Total $,_ _ __ Signatu re ____________

VINTAGE AIRPLANE 23

[EA~

]

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

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

Price: $2.85 ea. ppd.

SEND CHECK OR MONEY ORDER TO:

EAA AVIATION FOUNDATION, INC.

WITTMAN AIRFIELD ­ OSHKOSH, WI 54903-3065

Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

MEMBERSHIP

INFORMATION

EAA

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 is­ sues of Sport Aviation per year.

Junior Membership (under 19 years of age) is available at $15.00 an­ nually. Family Membership is avail­ able for an additional $10 .00 annually.

ANTIQUE/CLASSIC

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.

MARCH 1-3 - CASA GRANDE, ARIZONA - Arizona Antique Aircraft Association's annual Cactus Fly-In. For more information contact F. O. Kling, Fly-In Chairman, 6021567-4588 or Tom O'Connel, President 6021567-3271 .

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.

APRIL 13-14 - WASHINGTON , DC - 5th Annual Tour of National Air and Space Museum and Paul E. Garber Facility by EAA Chapter 4, Inc. Dinner with speaker of note. Limited to 200. Contact Margarent Scesa, 96"-5'st Place, College Park, Maryland 20704, 3011345-3164.

APRIL 26-28 - KILL DEVIL HILL, NC - 3rd Annual Wilber Wright Fly-In. Three-day festival honoring Wilbur Wright's birthday April 16, 1867. Sponsored by First Flight Society, National Park Service and EAA Chapter 339. Contact Bob Woody, National Park Service, 919/473-2111 or Katherine Martin, 919/441-4124 .

JULV 26 - AUGUST 2 - OSHKOSH, WISCONSIN - 33rd Annual EAA Fly-In and Convention. Make your plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903-2591 .

EAA Member - $18.00. Includes one year membership in EAA An­ tique-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. In­ cludes one year membership in the EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air· plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

lAC

Membership in the International

Aerobatic Club, Inc. is $20.00 an­ nually which includes 12 issues of

Sport Aerobatics. All lAC members

are required to be members of EAA.

WARBIRDS

Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird mem­ bers are required to be members of EAA.

ULTRALIGHT

Membership in the EAA Ultralight Assn. is $25.00 per year which in­ cludes the Light Plane World pub­ lication ($15.00 additional for Sport Aviation magazine). For current EAA members only, $15.00, which includes Light Plane World publication.

It's Exciting! It's for Everyone!

See this priceless coillection of rare, historically significant aircraft, all imaginatively displayed in the world's largest. most modern sport aviation museum. Enjoy the many educational displays and audio-visua l presentations. Stop by-here's something the entire family will enjoy. Just minutes away!

EAA~

~FOUNDATION J""'"~ Wittman Airfield

414-426-4800 24 JANUARY 1985

Oshkosh. WI 54903-3065

HOURS

8:30 to 5:00 p.m.

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

Sundays

Closed Easter. Thanksgiving. Christ mas and New Years Day (Guided group tour arrangements must be made two weeks in advance).

CONVENIENT

IDeATION

The 'fAA Aviation Center is located on

Wittman Field. Oshkosh. Wis. -just off High way 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.

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 fol­ lowing address:

WITTMAN AIRFIELD OSHKOSH, WI 54903·2591 PHONE (414) 426-4800 OFFICE HOURS: 8:30·5:00 MON.·FRI.

STITS POLY-FIBER

Classic owners!

• 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 FINISHES, WILL NEVER RINGWORM, CHECK OR PEEL. • IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA- STC.

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• IS THE MOST ECONOMICAL, CONSIDERING THE YEARS OF TROUBLE FREE SERVICE.

Complete interior assemblies for do-it-yourself installation.

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

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• NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING , REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL.

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Free Catalog 01 complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

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• LATEST CATALOG AND DISTRIBUTOR LIST.

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More Flying For the Dollar

...with EAA'S Auto Fuel STC's Aircraft approved with all 80 octane TCM engines (not fuel inj.) and Lycoming 0-320-A, C, and E engines. STC's are sold and approved only for engine/airframe combinations listed.

STC's AVAILABLE FOR:

FULLY APPROVED BY FAA Switch to readily available, less costly auto gas and cut down your flying costs. STC's for auto gas now avai lable from the EAA Aviation Foundation at 50¢ per engine horsepower. Example - 85 hp Cessna 140 - (.50 x 85) = $42 .50. (Non EAA members add $1 5.00 to totaL) Send c heck with air­ craft N no., aircraft and engi ne model and serial no.'s, EAA mem ber number. Com­ plete low cost insurance protection includ­ ing autogas coverage available through EAA approved program .

EAf' M l ~

Write Attn : STC Wittman Ai rfie ld

Oshkosh , WI 54903-3065

AERONCA, Including 8ellanca, Champion. Try/ek. w.gne( 8&8 AVial/{)n. Inc. 5O·TC 65·TC (L·3J1 65· TAC (L·3EI YO·58 0·58B 5O-58B 0-58-A (L·3AI 7AC 7BCM IL.16AI 7CCM L-16B 70C 7EC 7FC 7JC 7ECA S7AC S70C S7CCM S7EC IIAC

IIBC IICC SIIAC SIIBC SIICC KCA 5O-C 65·C 65-CA S-5O·C S-65-C S-65-CA ARCTIC AIRCRAFT CO., INC_

150. 15OA-H. 15OJ-M. AI 5OK-M 170. 170A. B 172. I 72A-E. 172F !TAl AI. 172G H. I72I.K L M

m1~5~ig6N\1~~

182. I 82A-P

il8g~ (~o1~ (TO-I O. 0-10.

3Og2 rd-lEI. 3050 (0-1Gi. 305F

~

ERCOUPE, Including AiICO. Famey,

BEECHCRAFT, InClUding Bcnanla 35 EAj F_~g5G~g.53~R35.

41 F-I . F-IA A-2, A-2A M-IO

CESSNA 120, 140. 140A

LUSCOMBE S. SA. C. O. E. F. T-BF

g

~3~'4~!l"g~t G. 415-CO

PIPER J-3C-40 J3C-65S J4E (L-4EI J5A·80 L-4J (NE·21 PA-18 PA·28-150 J-3C-5O J4 J5A (L-4FI L-4A PA-II PA-19 PA-28-151 J3C-5OS J4A J-2 L-4B (NE-1) PA-IIS E-2 J3C-65 (l -4) J4A-S

J-3

L-4H

PA-17 PA-28·140 TAYLORCRAFT BC BC120-85 BCS12-65 19 BC12-01 BC-65 BC120-4-85 BCS-120 FI9 BCS12-01 ~n2-65 (l-2H) BCSI2-0-85 OC-65 (l-2.l-2C) BC12·0 BCS-65 BCS120-4-85 OCO·65 (l-2A. B. M)

EAA-WORKING FOR YOU!

Join EAA - be a part of th e dedicated group that works constantly to make flying safer, more enjoyabl e , more affo rdabl e for everyone in aviation .

Ann ual membership $25 .00 includes month ly magazine, SPORT AVIATION and many other benefits. Join today, get the member rate on your STC. VINTAGE AIRPLANE 25

g~L!,1

LOG BOOKS

NEW AND REVISED FOR ...

Pilots: EM Pilot Log Book Aircraft Owners and Builders: EM Amateur Built Aircraft Log Book ...............

EM Propeller (or Rotor) Log Book ...............

EM Engine and Reduction Drive Log Book . . ..... . .. .....

Ultralight Owners and Operators: EAA Ultralight Pilot's Log and Achievement Record EAA Ultralight Engine and Aircraft Log . .... . ....... .

Also Now Available: CAM-18 (Reprint of early CM Manual) ... .. .......

Amateur-Built Aircraft Service and Maintenance Manual

$2.95 ppd. $2.95 ppd.

15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601 $2.95 ppd . $2.95 ppd.

ATTENTION - COLLECTORS

$2.95 ppd.

The EAA Aviation Foundation Library has a limited supply of original editions of the following publication for sale. Each is in mint condition - they are originals, not reprints: 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

$6.95 ppd. $5.95 ppd.

EAA Oshkosh, WI 54903-2591

Phone 414/426-4800

Include payment with order - Wise. residents add 5% sales tax

Allow 4-6 weeks for delivery

. ~ ~@)'>~~~~~~~~~

~

~v-,v

~ WA~T~()

S.l\MPLE ISSUE $4

$2.95 ppd.

Order From: Wittman Airfield

THE JOURNAL OF THE EARLY AEROPLANE

Order from:

EAA Aviation Foundation Library

Wittman Airfield

Oshkosh, WI 54903-3065

Attention: Dennis Parks

FORD TRI·MOTOR

LiD1ited

~diti()n

~ COllEC~ATION ~

MEMORABILIA

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This collectors package includes a rare 1927 brochure reprint of Ford suggestions for Tri-Motor use, circa 1927.

This entire offer, including a personalized certifi­ cate and a book on Ford history by EAA, is avail­ able for $100.00 postpaid to your address or as a gift. mailed directly to requested address. Send your tax deductible contribution to the Ford Tri­ Motor Um~ed Edition Fund. Wittman Airfield,Osh­ kosh. WI 54903-3065. Checks should be made payable to EAA Aviation Foundation.

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26 JANUARY 1985

EAA's Ford Tri-Motor will be flying soon' The wings are installed, engines installed and new exterior finish sparkles.

Interior appointments, gold trim and new seats are in place, the same as it left the factory in 1929. During the restoration some of the corrugated aluminum was replaced and these remaining "original" pieces have been mounted onto a lim­ ited quantity of commemorative Nnumbered" plaques.

The first flight is being planned now and all of us will be seeing this historic aircraft flying again!

Shown here is the actual 1929 Ford NC8407 wall plaque with corrugated alumi­ num artifact, etched photoplate and Ford nameplate.

Relive EAA '84 Anytime ...

• A special EAA video team was on the convention site everyday, capturing all the color and excitement of EAA OSH KOSH '84.

• Only EAA has the experience to produce this unique and dazzling view of the world's greatest aviation event.

• The EAA OSH KOSH '84 documentary will feature the airplanes, airshows, forums, the arrival of Rutan's VOYAGER, the Johnny Rivers' concert, Theatre in the Woods, and on and on ... with exciting coverage you must have to complete your video library.

OTHER VIDEO TAPES AVAILABLE EAA OSH KOSH '83

WE SAW IT HAPPEN 70 minutes covering the history of flight with historical footage from the early 20's through the present. $59.00

A 26 minute film produced by Cumulus Productions for EAA which covers the complete '83 Convention and the opening of the EAA Aviation Center. $39.00

Covers the complete '77 Convention plus some excellent excerpts of the Spirit of St. Louis Commemorative Tour. $39.00

WINGS ON DREAMS The now famous John Denver film which is an innovative in·depth look at EAA, its programs, and features the ground breaking of the new Aviation Center. $29.00

AERONAUTICAL ODDITIES

BASIC WELDING

EAA OSH KOSH '77

Learn the intricacies of welding with practical A historical film which covers the oddities and demonstrations on the subject. An excellent comedies of the history of flight. Has all the film for the builder. newsreel footage you have always wanted for $39.00 your private library, combined into one 17 minute show.

ADD $2.50 FOR POSTAGE AND HANDLING $29.95 WISCONSIN RESIDENTS ADD 5% SALES TAX

Video tapes may be ordered from:

EAA Foundation Video Sales EAA -

Wittman Airfield

ORDER YOUR EAA OSHKOSH '84 VIDEOTAPE TODAY! $52.00

Oshkosh, WI 54903-2591

*AVAILABLE FOR INTERNATIONAL -

SECAM AND PAL $25.00 EXTRA VINTAGE AIRPLANE 27