PUBLICATION STAFF PUBLISHER
Tom Poberezny
DIRECTOR
MARKETING & COMMUNICATIONS
Dick Matt
EDITOR
Gene R. Chase
DECEMBER 1986 • Vol. 14, No. 12
CREATIVE ART DIRECTOR
Mike Drucks
Copyright
<C>
1986 by the EM Antique/Classic Division , Inc. All rights reserved.
MANAGING EDITOR/ADVERTISING
Mary Jones
ASSOC IATE EDITOR
Norman Petersen
Dick Cavin
FEATURE WRITERS
George A. Hardie, Jr.
Dennis Parks
Contents 4 6
President R. J. Lickteig 31 00 Pruitt Rd . Port St. Lucie, FL 33452 305/335·7051
Vice President M.C. " Kelly" Viets Rt. 2, Box 128 Lyndon , KS 66451 913/828·3518
Secretary Ronald Fritz 15401 Sparta Avenue Kent City, M149330 616/678·501 2
Treasurer E.E. " Buck" Hilbert P.O. Box 145 Union, IL60180 815/923·4591
6171366·7245 Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293·4430 Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216
414/442·3631
Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434
10
Gene Morris 115C Steve Court, R R 2 Roanoke, TX 76262 817/491·9110
Daniel Neuman 1521 BerneCircleW. Minneapolis, MN 55421 61 21571·0893
Ray Olcott
1500 Kings Way
Nokomis, FL 33555
John R. Turgyan Box 229, RF.D. 2 Wrightstown, NJ 08562
S.J. Wittman
Box 2672
Oshkosh, WI54903
414/235·1265
6091758·2910 '
14
The Gonzales Aeroplane No.1
15
Type Club Activities
16
Restoration Corner - Certification Requirements, Inspection and Run-Up
18
The 1986 Oshkosh Seaplane Fly-In
21 22
Welcome New Members How Not to Recover from a Spin
419/529·4378
ADVISORS Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620
9161666·1875
3121779·2105
Philip Coulson 28415 Springbrook Dr. Lawton, M149065
Robert D. "Bob" Lumley N104 W20387 Willow Creek Road Colgate, WI 53017
6161624·6490
414/255·6832 S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213
414m1·1545
Page 6
by Dick Hill by Gene Chase
by Dan Neuman by Norm Petersen
Page 10
by Karl H. White
23 24 25
Calendar of Events Letters to the Editor Book Reviews by Gene Chase
26
Mystery Plane by George A. Hardie, Jr.
27
Vintage Seaplane by Norm Petersen
Page 18 FRONT COVER . .. These two handsome Waco UPF·7s shown in flight during Oshkosh '86 are being flown by owners Tom Flock (lead plane) and Dale Cunningham. See story on page 6. (Photo by Carl Schuppel)
813/485·8139
George S. York
181 Sloboda Ave.
Mansfield, OH 44906
Timothy V. Bowers 729·2ndSt. Woodland, CA 95695
The Swift Experience by Clinton P. Lovell
6121784·1172 Esple M. Joyce, Jr.
Box 468
Madison, NC 27025
919/427-0216
Vintage Literature by Dennis Parks
DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MAOl581
A Tale of Two Wacos
by Gene Chase
9
EAA ANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
A/CNews by Gene Chase
W. S. " Jerry" Wallin 29804 • 179 PI. SE Kent, WA 98031
206/631·9644
BACK COVER .. . Thaden T·4 designed and built by Herbert Von Thaden and flown by Louise Thaden in the 1931 Derby from the West Coast to the Cleveland National Air Races. (EM Archives Photo ·Thaden Collection)
The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EM INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC. , WARBIRDS OF AMERICA INC. , are registered trademarks. THE EAA SKY SHOPPE and logos of the EM AVIATION FOUNDATION INC. and EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh, WI 54903·3086. Phone: 414/426·4800. The VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by EM Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh, WI 54903· 3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing oHices. Membership rates for EM Antiquel Classic Division, Inc. are $18.00 for current EM members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation . ADVERTISING - Antique/Classic Division does not guarantee or endorse any product oHered 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 EM Antique/Classic Division , Inc., Willman Airfield, Oshkosh , WI 54903·3086. VINTAGE AIRPLANE 3
GENERAL MITCHELL, PAUL POBE REZNY AND STEVE WITTMAN HON ORED The recently established Wisconsin Aviation Hall of Fame saluted General William "Billy" Mitchell, EM President Paul H. Poberezny and air racing great S. J. "Steve" Wittman as its first three charter inductees on Sunday, October 19, 1986 at the EM Aviation Center in Oshkosh, Wisconsin. Brigadier General Billy Mitchell, who died in 1936, grew up in the Mil waukee area and attended Racine Col lege. At the outbreak of the Spanish American war in 1898, Mitchell left col lege to enlist as a private in the infantry. Shortly after his enlistment, he received a commission as a second lieutenant in the signal corps and embarked on a mil itary career of more than 25 years. Dur ing World War I, he commanded an air armada of almost 1,500 aircraft - the largest concentration of military air power up to that time. An outspoken ad vocate of air power, Mitchell demonstra ted the devastating potential of aerial bombing in 1921 by sinking the cap tured German battleship Ostfries/and with eight Martin biplane bombers, each armed with a single bomb. Mitchell wrote several prophetic books which foretold of future U.S. air power. Faced with stiff resistance to his innovative use of military aviation, Mitchell was con victed of insubordination by a court mar tial and resigned his commission in the army to continue his criticism of artifi cially retarded national aviation policies. History has vindicated Mitchell'S foresight and his reputation. Paul H. Poberezny is the president of the Experimental Aircraft Associa tion, which he founded in Milwaukee in 1953. Today, EM is an international or ganization of over 110,000 members and 700 chapters. EM's annual con vention, which is held in Oshkosh, is the world's largest and most significant aviation event. A former military com mand pilot who retired in 1970 with the rank of Colonel , Poberezny has lo~ged more than 27,500 hours in 364 different types of aircraft ranging from amateur built airplanes to military transports and fighter jets. He is the only pilot to have earned all seven military wings, includ ing glider pilot, service pilot, rated pilot, liaison pilot, senior pilot, army aviator
4 DECEMBER 1986
Photo by Jim Koepnlck
Photo by Jim Koepnlck
Paul H. Poberezny
S. J. "Steve" Wi«man
and command pilot. Poberezny, who was voted Aviation's Man of the Year in 1966 by the National Pilots Association and again in 1985 by the Civil Air Patrol, has received scores of national and in ternational awards and honors for his skills and innovative ideas in aviation. Poberezny has been awarded the NASA Distinguished Service Medal (for unparalleled leadership within the avia tion community"); the FM Extraordi nary Service Award, the National Aeronautics Association's Special Achievement Award and the Frank G. Brewer Trophy for "contributions to the development of aviation education for young people"; and aviation's highest honor, the Federation Aeronautique In-
ternationale Gold Air Medal, to name a few. S. J. "Steve" Wittman is best known for his highly successful air racing career. Since 1928, Wittman partici pated in every national air race until they ended in 1949. Although these races ended in 1949, many sanctioned air races followed and continue to be run today. As recently as 1984, he par ticipated in the EM Oshksoh 500. Wittman has won virtually every major air racing award and trophy in America. One of his most famous and innovative racers, Bonzo, is on display at the EM Aviation Center while another, known as "Buster", is on display at the National Air and Space Museum in Washington, DC.
Photo by Jim Koepnlck
Mrs. Harriet Pillsbury accepted the award on behalf of her late uncle, General Billy Mitchell. George Hardie made the presen tation.
Photo by Jim Koepnlck
Keynote speaker, Sco« Crossfield.
In addition to designing racing air craft, Wittman also designed light planes which could be built by aviation enthusiasts. The Wittman Tailwind was one of the first popular "homebuilt" air craft and many examples of the Tail wind are flying today. He also invented the spring steel landing gear used on thousands of factory-built Cessna air craft. Today, Steve Wittman remains active in designing, building and flying aircraft. The Oshkosh airport, managed by Wittman for 38 years, was renamed Wittman Airfield upon his retirement in 1969. The keynote speaker during the in duction ceremonies was renowned NASA test pilot Scott Crossfield, who was the first man to fly twice and three times the speed of sound. He also pi loted the legendary experimental X-15 aircraft. Crossfield is a personal friend of both Wittman and Poberezny and the three share the honor of being mem bers of the prestigious Society of Ex perimental Test Pilots.
Museum to the attention of the public. It is very fitting that the airplane be re tired to a place of honor in the museum. While Lindbergh's original "Spirit" had flown a total of 489 hours 28 min. when it was donated to the Smithsonian, EAA's replica had logged 1,119 hours 10 min. when it landed at 5:00 p.m. on October 7. Its passenger list has in cluded many aviation notables as well as members of the Lindbergh family, in cluding Anne Morrow (Mrs. Charles) Lindbergh. It has been flown by volun teer EAA pilots who have taken the silver-gray airplane from coast to coast.
EAA OSHKOSH FILMS The U.S. Information Agency has selected the video tapes, "EM '84" and "Oshkosh '85, An Aviation Odyssey" for their WORLDNET television programs and also for showing in American em bassies located abroad.
EAA RETIRES SPIRIT OF ST. LOUIS The EM Aviation Foundation's rep lica of Charles Lindbergh's "Spirit of St. Louis" was officially retired on October 24, 1986 in ceremonies at the EM Air Museum in Oshkosh, Wisconsin. The plane, which has been seen by millions of people during travels to more than 210 cities in the United States and Canada, is now on permanent display in the museum. The plane serves as an inspiration to young and old, pilot and non-pilot, be cause it shows what an individual can reach for and accomplish even under the most adverse conditions. The plane was built by EAA museum staff mem bers and volunteers in 1976-77 to com memorate the 50th anniversary of Lindbergh's historic solo flight across the Atlantic Ocean. Paul Poberezny flew the plane for the first time on May 22, 1977, before it was taken on a tour that included more than 100 cities, many of the same ones Lindbergh visited after his successful trans-Atlantic flight while he toured the U.S. promoting aviation. It was during the 50th Anniversary Tour that millions of people viewed the aircraft and, at the same time, became familiar with EM. EM had always been known among the aviation com munity but not so much by members of the general public. The commemorative tour helped make many more people aware of the significant role EM has played in the world of flight since 1953. It also brought EM's world-class Air
SPITFIRE ON DISPLAY Another new EM Air Museum dis play was unveiled when a Supermarine Mk IX Spitfire was placed on exhibit. The Spitfire is the second World War II aircraft placed with the Museum by movie and television star Cliff Robertson . The other is a Mes serschmitt Bf 108 that has been on ex tended loan. The Spitfire was flown to Wittman Field by Royal Canadian Air Force (RCAF) ace Jerry Billing who flew Spit fires in the European Theater during World War II.
EAA AIR MUSEUM RECEIVES ACCREDITATION The EM Air Museum became the first museum in the country with a strictly aviation theme to receive ac creditation by the American Association of Museums (AAM). The accreditation followed an intensive series of evalua tions and successfully capped a three year EAA Air Museum accreditation process. This accreditation means the exhib its, galleries and displays exceed the high standards of quality the MM has established for its member institutions and confirms that the EM Air Museum is one of the finest facilities in this coun try and in the world. The AAM, founded in 1906 and head quartered in Washington, DC, is the professional organization of museums in the United States. The association's purpose is to raise standards and build a stronger museum profession in a number of different ways, one of which is the accreditation system. To receive accreditation, the EM Air Museum had to reflect the MM's defini tion of a museum - "an organized and permanent non-profit institution . . . " and exceed certain standards and guidelines. After satisfying the MM's museum definition, the intensive evalu ation of EM's facilities began. The MM evaluation, which covered the entire structure and operation of the museum, ·found EM's museum "pos sesses sufficient maturity of concept and breadth of experience" to gain ac creditation. The accreditation period is for 10 years and marks the first time a museum with a strict aviation theme has been accredited in this country. The San Diego Aerospace Museum was the first museum with space exploration and aviation as its theme to receive MM accreditation.•
SUN 'N FUN '87 MOTEL RESERVA TIONS A block of rooms for Antique/Classic Division members only is available from Friday, March 13 through Saturday, March 21 at the Ramada Inn in Lake land, Florida (see page 23 for Reser vation Form). The dates of the 13th An nual EAA Sun 'n Fun Fly-In are March 15-21, 1987. Earlier arrivals may not be able to get rooms as this is the prime season for all Florida hotels/motels. The room rate is $44.10 per night, single or double and a one night deposit is required . Make checks payable to the Ramada Inn and mail to Rod and Sandy Spanier, 502 Jamestown Avenue, Lakeland, FL 33801. For more informa tiori phone them at 813/665-5572. VINTAGE AIRPLANE 5
(L-R) Bob and Becky Poor and Tom Flock with their 1941 Waco UPF-7, NC32158 at Oshkosh '86.
ATale OfTwo Wacos
by Gene Chase
Dale and Betty Lou Cunningham. Dale retired early as an airline captain to have more , time to fly his sport aviation types - an antique, a classic and a homebuilt. 6 I)ECEMBER 1986
(Photos by the author, except as noted) "Take them back, I don't want them!" That's what Tom Flock (EAA 119068, AlC 10397), P. O. Box 166, Rockville, IN 47872 said when he first saw the gathering of parts which were supposed to comprise three Waco UPF-7s. He and his partner, Chuck Wilson had bought them sight unseen in 1979 through an ad in Trade-A-Plane. Tom couldn't leave his business to go pick them up so Chuck and another friend drove to California to retrieve the new acquisitions. The planes had never been dusters so weren't cut up, but they looked pretty bad. The airframes were quite com足 plete, but some parts were missing. Two propellers came with three 220 hp Continental engines, a Curtiss-Reed and a Hamilton Standard. UPF-7s were originally equipped with fixed-pitch Cur足 tiss-Reed metal props and the two Waco owners were able to acquire another in time. As it turned out, Tom did most of the restoration of the two Wacos, however he farmed the engines out to a good friend, John Blouch who in the fifties
Photo by Carl Schuppel
Dale Cunningham flying NC29328, SIN 5355, on August 8, the last day of Oshkosh '86.
and sixties was the chief mechanic for one of the Indianapolis 500 auto racing teams . John is now retired and an ex cellent engine man. He put all new parts in the engine rebuild. The fuselages were stripped to bare bones, primed and built up with new wood. Tom built all new wing panels using new wood throughout. The covering on both Wacos is Stits, including the finish which is Aero-thane enamel. Tom got the planes ready for painting, then Chuck took over and did the finish work. Tom said he and Chuck "stole" part of the paint scheme from a friend's Waco UPF-7, modifying it to suit themselves. The engine cowlings and fiberglass wheel pants really dress' up the Wacos. They're a neat touch in customizing the forty-plus year-old biplanes. UPF-7s were devoid of these niceties as deliv ered new from the factory, as they were working machines, used as primary and secondary trainers during World War II. Tom made up the stainless steel exhaust collector rings himself. He has a tool for bending the tubes and a friend who is a certified welder to do that por tion of the job. When buffed out they look like they're chromed and when they get hot they turn a handsome . golden yellow. NC29328 was completed first and Tom, being a John Deere dealer and partial to green, chose standard Stits colors, Forest Green and Pacer Cream for this one. It's not "John Deere" green, but it does satisfy Tom . The gold pinstriping which separates the two col ors is also a standard Stits color.
Three years after 328 was com pleted, the second Waco, NC32158, was rolled out in April , 1986. The paint schemes on the two planes are nearly identical except that Boston Maroon was used on 158 in place of Forest Green. While restoring the first Waco, Tom and Chuck obtained the records on both planes from the FAA in Oklahoma City. Both were used in the Civilian Pilot Train ing Program (CPTP) during World War II. NC29328 was operated in
California while NC32158 was based at Ft. Collins, Colorado. In going through the paper work on 158 they noted a $45,000 mortgage on it. Thinking that was a bit steep for 1944, they investigated further and learned that 158 was one of 15 UPF-7s that were used as collateral on a $45,000 loan ! About three years ago when the re storation of the green and cream Waco was nearing completion, Chuck had to sell his share when his crop dusting/ spraying business slowed due to the depressed farm economy. After the green one was flying , Tom continued to work on the other, NC32158. About the time 158 was nearing completion , Tom met a Mr. Bob Poor (EAA 118103, AlC 9757) , P. O. Box 276, Cloverdale, IN 46120. Bob is a 1955 graduate of De Pauw University in Greencastle, Indiana where he was active in the ROTC pro gram. After getting his diploma, he re ceived his orders to flight school and as an Air Force pilot flew T-34s, T-28s, T 33s and then C-124s with the Military Transport Service in the Pacific. Bob left the Air Force in 1958 to return to the family feed and grain business and continued flying in the Reserve as a C-119 pilot. He enjoyed flying the heavy military equipment, but also liked light planes, and over the years owned an Aeronca Chief, a Comanche 250, a Citabria and a Pitts which he built in partnership with a friend . Bob said they never took the Pitts to Oshkosh be cause they didn't think it was a "show piece." At Oshkosh '85, Bob still considered himself a Pitts man - that is until his then fiancee Becky who wanted to look at antiques finally succeeded in drag-
Tom Flock prepares to start NC32158. He owns half interest in both of the UPF-7s shown here. The paint schemes are nearly identical except for colors. Each is powered with a 220 hp Continental W670-64 swinging a 102" Curtiss-Reed prop. VINTAGE AIRPLANE 7
ATale OfTwo WacOS
ging him away from the Pitts line. They looked at all the biplanes, especially the Stearmans and Wacos, when they met Bill Amundson (EAA 62759, AlC 339). Bill is from Stoughton, Wisconsin and owns a beautiful red and cream Waco UPF-7. Bob and Becky really got excited about the Wacos before they left Osh kosh and decided they had to have one. Bob started looking in earnest by joining the Waco Club and reading Trade-A Plane. He began compiling names and information in a notebook. One day he heard of a fellow "down the road a piece" in Rockville who had a Waco. Bob couldn't believe that there was one less than 30 miles from his home (he lives in Greencastle but the grain elevator he operates is in nearby Cloverdale). He went there, met Tom Flock and saw the Waco project. But more importantly, Tom took him flying in NC29328 and Bob was hooked. Bob continued to look for a Waco and Tom went with him to look at a couple, but Bob wasn't happy with any of them - they were too expensive and just didn't look like Tom's. Finally Tom said if Bob would help him finish NC32158 he would sell him half interest. What more could a guy ask for! Bob readily agreed and worked with Tom all last winter. He praised Tom's great craftmanship and said he learned a lot. Bob is partial to maroon and that's the color chosen for 158. It was com pleted just this past April. Becky became Bob's wife and she loves to fly, too, especially going to fly ins in the Waco and visiting with other vintage airplane enthusiasts. She plans to take flying lessons one of these days. The Poors are mighty proud of their cream puff Waco. It is housed in a new hangar they built for it at the airport at Greencastle. Tom doesn't mind his half of the maroon Waco being based 30 miles away, as he has the green one to fly. And both Tom and Bob were pleased when NC32158 was named runner-up to the Champion Custom An tique at Oshkosh '86. Speaking of the green Waco, just one month before Oshkosh '86, Tom sold half interest in it to a neighbor, Dale Cunningham (EAA 3691, AlC 5415), R. R. 1, Box 232, Rockville, IN 47872. The two of them have flown together since high school days. Now Dale is a retired airline captain (USAir). He retired two years early after 30 years of flying pas sengers in a variety of airplanes from DC-3s to DC-9s. His reasons for retiring early were 8 DECEMBER 1986
valid - he needed more time to fly the "fun airplanes" including his Cessna 195 and now the Waco. Dale is also
1941 Waco UPF-7, NC32158, SIN 5790. This maroon and cream beauty was named Runner-up Custom Antique at Oshkosh '86. It still has the original single pilot adjustable seat in the front cockpit.
building a Glasair to be powered with a Lycoming 0-320-020, 150hp. It's about 65% completed. After limiting banks to 30 degrees in the airliners, Dale enjoys gentle aero batics in the Waco . . . no snaps, just loops and rolls. NC29328 isn't the first UPF-7 he has owned. He had one 30 years ago, "back when they w,ere cheap." Dale said he never dreamed he would have so much money tied up in
another! But he says, "It's worth it. Fly ing the Waco is the greatest, with hel met and goggles and the whole bit. " The two UPF-7s were parked side by-side during Oshkosh '86 and were real attention-getters. They purposely look a lot alike, but there are some dif ferences that aren't readily apparent. The green one, NC29328 weighs 2,050 Ibs. empty, 150 Ibs. more than the ma roon Waco at 1,900 Ibs. Tom feels that most of that 150 Ibs. difference is in the covering materials. The green Waco is covered with Stits 0-103 fabric while the other has the newer, light weight Stits HS90X mate rial. Also the maroon one still has the original single person adjustable seat in the front cockpit instead of the heavier two person fixed seat in NC32158. At any rate, both planes look and fly great. Tom Flock's flying background is somewhat different than that of his two partners. He started flying in 1945 at age 13 when he worked for a gentleman who owned a grass strip. The owner's brother-in-law was the local flight in structor and the airplane fleet consisted of a Piper J-5, Aeronca Champ and an Ercoupe. Tom soloed at a tender young age and was checked out in all three aircraft before he was old enough to get a license He took his private check ride in a Piper Super Cruiser and over the years has amassed some 3,500 flying hours. Tom 's military stint was as a B 29 gunnery instructor during the Korean War. Tom's wife, Barbara is an artist, spec ializing in still life in several mediums. Tom says she doesn't do airplanes but likes to fly with him and has been to several fly-ins including Oshkosh. For traveling they enjoy flying their Navion Rangemaster which they've owned for ten years . For the past 6-7 years, restoring and flying Wacos has taken up about 95% of Tom's time. Now he's considering ob taining the jigs for building lower wing ailerons; they're the ones that get beat up the most. With over 170 UPF-7s cur rently registered with the FAA, plus other models that use the same ailerons there should be continuing market for the product. Tom is currently restoring the last of the three UPF-7s purchased back in 1979 and his partners in the other two are trying to convince him it should be painted red . This one is Tom's airplane and regardless of what color it's painted, it's a foregone conclusion it will be another mint restoration of a custom Waco . •
by Dennis Parks
Flying by the Book In 1931 for "3 Quaker Oats or Mother's Oats trademarks, or 1 trademark and 10 cents" you could get the 120 page book, How to Fly - text by J. M. Richardson and illustrations by John McCormick with an introduction by Capt. Eddie Rickenbacker. In his introduction, Rickenbacker in troduced J. M. (Jimmy) Richardson as an "old friend" and "comrade-in-arms" over the Western Front. He said that the simplicity and instructive value of the volume could be easily recognized, and it offered boys and girls the "privilege of knowing for the first time the innermost secrets of aviation." Published by Reilly and Lee Company, here was a complete "school of flying"
in picture, diagram and simple text. Every step in the study of aviation, from the principles of the flying machines to the test flight for a pilot's license, was set forth "clearly and carefully in a man ner both engrossing and easy to under stand." The book was a reprint of a series of pictures and text that appeared origi nally in newspapers under syndication by the Premier Syndicate. The book contained a series of 331 pictures, in cartoon style, giving illustration to the principles introduced. While over simplified, the book was a good intro duction to flying and was no doubt en joyed by many and helped fire the flames of aviation growth in the 1930s. I hope you will enjoy the following fly ing definitions from the books . •
PILOT "RE..VS" UP "{'He. MOTOR
t-\O,OR " CONKS II NOTE DEAO STICK
~-------------------J "A motor is said to 'conk' when it stops during flight. If the motor conks at any time, the pilot must shove the stick forward, thus putting his plane in a glide. A plane without motive power maintains its flying speed by descending."
"You 'rev up' the motor when you give it more gasoline and increase the revolutions per minute of the crankshaft. The care ful airman always revs up his motor thoroughly before taking off. Allowing it to run slowly at first, he gradually increases the speed."
~
"If a machine falls to the earth, airmen say that it 'crashed.' Likewise they call the accident a 'crash.' To 'crack-up' a plane means to damage it. Nearly all 'crack-ups' occur on landings."
"A plane is a 'write-off' or 'wash-out' when it has been damaged beyond repair. Here's an example: 'Jerry washed out a plane today while landing. We had to write it off." VINTAGE AIRPLANE 9
I THE SWIF1' EXPERIENCE I
The welcome sign at Swift National Headquarters, Athens, TN is a clever use of a Cessna 337 taillboom assembly.
Author Clinton Lovell and wife, Agna, and their 1946 Globe Swift GC-1A, N80723, SIN 126. Power Is a 220 hp Franklin with a McCauley constant speed prop.
by Clinton P. Lovell (EAA 170469, AlC 6598) 1000 Rue Orleans Slidell, LA 70458 (Photos courtesy of the author) As a child growing up in Baton Rouge, Louisiana, I was introduced to the Globe Swift. Perched above a sleep shop in a terminal dive attitude, an 85 hp GC-1 A had been transformed into a billboard for a local retail establishment. 10 DECEMBER 1986
Local legend has it that a prior owner had bellied it in one day, and in the early 1960s it wasn't worth the cost of repairs. It would be at least ten years before I'd recognize this little plane as civilian rather than a World War II fighter. After all, the lines sure looked right for it to be sharing the tarmac with a Spitfire. Suffice it to say, I developed a severe case of Swiftitis that I still have!! I now own a Globe GC-1A (not the billboard -20 years unpainted does horrors to aluminum). N80723 has 210
horsepower up front and swings a McCauley constant-speed prop. This is my second Swift and hopefully my last, as I have every intention of keeping it well into the next century. Owning any classic or antique can certainly be challenging and some times, severely frustrating when parts break or wear out. Fortunately for Swift owners, we have one of the very best ''type clubs" in existence. Not only do we have our own museum and associ ation foundation, but we own the type certificate and are currently manufac turing new parts. Undeniably, the people in our organi zation are what make it great. Through donations of time, money and in some cases, championship aircraft, our mem bership was able to purchase the type certificate, tooling and parts····entory for the Swift from Univair, Inc. in Col orado. Over the same time period, sev eral members helped restore an original Temco T-35 Buckaroo that the Saudi Arabian government had donated to the Swift Museum Foundation. The Swift Association also provides a wealth of information and knOW-how to the new owner or the prospective buyer. Most Swift owners want to see more Swifts in the air and are always ready to lend assistance. A call to the national headquarters at Athens, T en nessee can usually solve a mainte nance problem or yield a list of Swifts currently for sale by Association mem bers. Whatever the question, if it can't be answered by the people at national, it can't be answered! A love of Swifts is the catalyst for our group, and there is a lot to love. Whether it be an 85 hp GC-1 A or a 220 hp Franklin-powered conversion, the aircraft begs to be taken aloft. This, ladies and gentlemen, is the Ferrari of the post-war two-seaters. Control re sponses are instant and well-acknow ledged, with an aileron roll rate to rival or exceed any passenger-intended pro duction model. Approved modifications for the Swift are too numerous to completely detail in this article, however, the engine con versions and the Nagel bubble canopy seem to be the most popular. There are even stick kits available for those who wish. Bear in mind, though, the original polished bird is still heavily sought by prospective owners. Globe had a ten dency to do things right the first time. Beware the ramp-rats and lounge lizards with their horror stories of the "underpowered" 85 hp and 125 hp Swifts. With any engine up front, the Swift is well-behaved and certainly not
the ground-loop monster they purport it to be. Like any aircraft, its limitations must be known and respected. Hot days, over-gross weights, and short runways are not friendly to any aircraft. The higher powered Swifts are my personal favorites. With 210 hp up front on 80723, I live for take offs. When full throttle is applied, the acceleration is in stant, causing my body to sink into the seat. Climb outs are at a brisk 1500 fpm, fully loaded on a hot day at sea level, and cruise speeds average a solid 175 mph at 10.5 gph. Not bad for a forty year-old airplane. Primary aerobatics are routinely per formed in the Swift. Loops, rolls and other positive G maneuvers beckon to the fighter instincts of its personality. Many Swift owners are flying aerobatic sequences at airshows and rivaling Stearmans and Pitts in their perfor mance. For average Swifters, the love of our lives provides good economical cross country capabilities, and a tremendous ego-boost when we taxi to the fuel pumps. A Swift always draws a crowd. It has an aura that provokes tales of fond memories from old timers and questions galore from new pilots. Each year, Athens, Tennessee comes alive on Memorial Day weekend with the Swift National Convention. Maintenance forums and flying our fa vorite birds fill the daytime hours and "debriefing parties" highlight the nights. Saturday aftemon will find the Swifters searching amongst the attending hundred or so Swifts. The quest will be ended only when each member has made their choice for this year's grand champions in the original and custom categories. And believe me, it's tough to win a grand championship - we're a picky lot. Perhaps the most fascinating aspect of any National Swift Fly-In is the camaraderie of the members. I can well remember 1983's National, when I ar rived with my first Swift and a grand total of 135 hours flying time - less than 20 in the Swift. In no time, I was made to feel right at home. Old-timers took me under their wing and showed me one of the best times I've ever known - and each year it just gets better. Some people say that a man should not be in love with a piece of machinery, be it a car, boat or airplane. Perhaps they are right, but my love affair with the Swift is not confined to just the airplane. The people associated with this forty year-old lady of the sky are endowed with an attitude of excellence. It is these people, their attitude, and this aircraft that I love - that makes the Swift Ex perience something very special. Editor's Note: For information on the Swift type club contact: Charlie Nelson, Intemational Swift Association, P. O. Box 644, Athens, TN 37307, phone 615n45-9548. ... G.R.C.•
Charlie Hopkins of Belmont, California owns this GC-1B N90CM, SIN 1119, with the Nagel bubble canopy. This canopy installation and engine conversions are among the most popular modifications to swifts.
The 1986 Grand Champion Original Swift was this GC-1B, N77752, SIN 3524, owned by Jim Norman of MemphiS, Tennessee.
Stock GC-1B cowling grins at onlookers. Polished birds are heavily sought. VINTAGE AIRPLANE 11
THE SWIFT EXPERIENCE
1950 Temco T-35 Buckaroo, NSSn3, SIN 6008. It's the pride and joy of Swift As足 sociation President Charlie Nelson (EAA 30647, AI C 523) of Athens, TN.
Unusual cowling and Beech-Roby propel足 ler on an early GC-1 A owned and restored by long-time Swifter, Pete King.
A beautiful polished original GC-1B, NC3787K, SIN 1480 owned by Bob Springer, Marina Del Rey, California.
12 DECEMBER 1986
Author's first Swift, N80642, SIN 1047, a CG-1B with 150 hp Lycoming, now owned by Paul Singer, Rochester, NY.
Joey Kemp of Tullahoma, TN owns this highly polished original GC-1B, N2435B, SIN 3735.
Globe GC-1A, N80856, SIN 259 modified with a 160 hp Lycoming and constant speed prop. Owner Is Dwayne Upton, Clinton, Mlasissippl.
VINTAGE AIRPLANE 13
The Reporter photo/Cliff Polland
Bob Gonzales and the 1912 Gonzales Aeroplane in the Travis Historical Society museum.
_ _The_ __
Gonzales Aeroplane
by Dick Hill (EAA 56626, Ale 629) Box 328 Harvard, Illinois 60033
Travis Air Force Base located about 40 minutes northeast of San Francisco on 1-80 is also the site of the Travis His torical Society Museum. As would be expected, the main theme is military with outdoor displays dominated by a Boeing B-52, Douglas C-124 and the military version of the well-known Doug las DC-5. Also on exhibit on the ramp area are several other aircraft including a Convair T-29, Lockheed 18, Stinson 108, Cessna 195 plus several other modern military types. The indoor displays consist of a rapidly developing assortment of air and space memorabilia. Again , the main 14 DECEMBER 1986
theme is military, but in the midst of all this is an odd accumulation of sticks, wires and fabric which make up the Gonzales Aeroplane NO. 1. This machine was first built and flown by 18-year-old twin brothers, Willie and Arthur Gonzales in 1912. They built it in a shop behind their home in San Fran cisco and flew it near Woodland , California. This venture, and others, were financed by proceeds from the sale of their mother's silver mine. The Wright Brothers heard of the Gonzales' efforts and travelled to California to ensure they had not viol ated patent rights. The Wrights liked what they saw and even offered to lend money to the fledgling airmen. Assisted by brother Eddie, the twins operated a flying school and offered courses in aircraft construction. In 1915 they moved their projects to the Los Angeles area, but went out of business
in the 1920s. Their Aeroplane was stored there in a tin shed where it re mained until 1974. That was when a nephew, Bob Gonzales, obtained it, after the death of the last remaining uncle. Bob grew up being interested in the airplane and let it be known that he wanted the old biplane whenever it be came available. Having only seen the fuselage piled in the shed, he had no idea how much was still in existence. Fortunately, it was nearly complete, along with all but one of the original shipping crates. The fuselage sepa rates at the back seat and the wing panels consist of three bays on each side of the center section. Each of these sub-assemblies has its own shipping crate and all but the main fuselage crate was still there. Much of the original fabric was still on (Continued on Page 17)
I
~ ~ype
ClubActivities
Compiled by Gene Chase
The AERONCA CLUB has changed its method of printing newsletters to a more legible format. For this reason and due to increased correspondence ex penses, a dues increase from $3.00 to $5.00 annually has been announced Three newsletters are published annu ally, plus a membership roster. Current membership stands at about 420. The AERONCA CLUB, like most type clubs, is strictly non-profit and its goals are: 1) to maintain a roster; 2) to provide a newsletter for communication; 3) to make available copies of service letters, etc.; 4) to sponsor Aeronca fly-ins ; and 5) to work with all people involved with Aeroncas. For information on the AERONCA CLUB, contact Augie and Pat Wegner, 1432 28th Court, Kenosha, WI 53140. Phone 414/552-9014.
CONTINENTAL SOCIATION
LUSCOMBE
AS
The 10th Annual Luscombe Fly-In and Alumni Reunion sponsored by the CONTINENTAL LUSCOMBE ASSOCI ATION was described as the most spectacular ever. Held at Columbia, California, a total of 90 Luscombes were in attendance, 86 of them on the airport at one time . Highlight of the weekend was the large number of Luscombe factory alumni there . Several were attending
their first Luscombe Fly-In and enjoyed seeing fellow alumni for the first time in 40 years. Over 100 other types of aircraft were flown to the 1986 event. This influx of planes and people overtaxed the Lus combe Fly-In facilities, prompting the decision to allow members only to at tend the 1987 event. For information on the CONTINEN TAL LUSCOMBE ASSOCIATION , con tact Loren Bump, President, 5736 Esmar Road, Ceres, CA 95307. Phone 209/537 -9934.
BUCKER CLUB The 1986 Third Annual Bucker Fly-In at Santa Paula, California set a new re cord for attendance. There were 16 Buckers on the flight line including one from Washington state, over 900 miles away. One of the highlights of this best ever Bucker fly-in was a formation fly-by of 13 Buckers, a very impressive sight. Of interest to not only the owners/re storers of Bucker aircraft might be the following sources of metric hardware: Metric
and
Standard Components
Corp.
409 Heathrow Court
Burr Ridge, Illinois
International Metric Specialists, Inc.
1135 Van Owen Avenue
North Hollywood, CA 91605
For information on the BUCKER CLUB contact John B. Bergeson, Sec
retarylTreasurer, 6438 W. Millbrook Road, Remus, MI 49340. Phone 517/ 561-2393.
HEATH PARASOL CLUB Oshkosh '86 was the biggest year yet in Heath airplane recognition and par ticipation . Three Parasols were on exhibit: Gary Rudolph's LNA-40 which was named Reserve Grand Champion Antique , Mark Lokken's Super "V" Parasol and Bill Schlapman's Super Parasol. All are Continental A-40 pow ered. Gene Chase's Heath/Henderson engine was on display in the Antique Engine Tent and was fired up periodi cally . Monday was a special "Recognition Day For Pioneer Homebuilders" and the three Heaths along with a 1924 Dormoy Bath Rub and a Pietenpol Air Camper were on display at the Interview Circle at the Communication Center. The pilots were interviewed and the planes flown later that afternoon. Attendance was the largest yet at the third annual "Heath Engine and Airplane Forum" at Oshkosh '86. Among those in attendance was Owen Billman who gave an illustrated report on the 75th anniversary commemora tion of Ed Heath's test flight of the first Heath Model 10 airplane ; Roger Loren zen who made propellers for Ed Heath and Cliff Condit, an early student pilot of Ed Heath's who became an instructor at the Heath flying school for several years. Overseas visitors who attended the forum were Antique/Classic Division members Mr. & Mrs. Pedro Gadda from Matheu, Argentina. They are restoring a very early Heath Parasol which has the originai Thomas Morse wing panels. For information on the HEATH PARASOL CLUB, contact Bill Schlap man, 6431 Paulson Road, Win neconne, WI 54986. Phone 414/582 4454 .•
VINTAGE AIRPLAN" ,
j
Restoration Corner
This tenth installment of the "Restora tion Corner" is by Dan Neuman, A&P 16234 IA. Dan covers the all-important FAA paperwork plus proper and legal aircraft markings, inspection of the newly completed restoration and the first run-up of the engine. At Oshkosh '80, his newly restored Buhl LA-1 Bull Pup was named Grand Champion An tique, and it is now on display in the Antique/Classic gallery of the EAA Air Museum. Dan, a retired Northwest Air lines captain, owns several other an tique aircraft and also serves on the An tique/Classic Board of Directors . ... G. R. c.
CERTIFICATION
REQUIREMENTS,
INSPECTION & RUN UP
by Dan Neuman
(EAA 871, AlC 325)
1521 Berne Circle Minneapolis, MN 55421 Certification Requirements, Stan dard - Normal Category The owner/restorer of an antique or classic aircraft who desires to obtain a standard airworthiness certificate for his aircraft in the Normal Category (U.S. re gistered) will be governed by Federal Air Regulations (FAR )Part 21, Subpart H. Once issued, the certificate will be effective as long as the maintenance, preventive maintenance and alterations are performed in accordance with Part 43 and Part 91, and the aircraft is regis tered in the U.S. Your A&P mechanic will prove to be indispensable in helping to complete the application for an air worthiness certificate, and insure that all required data is submitted to your local FAA GADO office. Following a complete restoration, a GADO FAA inspector will inspect your aircraft before certification to determine that it conforms to the type design and is in condition for safe operation. FAR 21 .183 (d) (2) (iii) requires that an A&P mechanic will have previously per formed a 100-hour inspection on your aircraft and found it airworthy. Many FAA maintenance inspectors possess extensive knowledge and ex perience with a wide variety of aircraft, therefore you can often expect their help and advice when they inspect your aircraft and process your application for an airworthiness certificate . It is suggested that you review the list of all 16 DECEMBER 1986
Dan Neuman in his 1931 Buhl LA-1 Bull Pup, N34SY. This aircraft was named Grand Champion Antique at Oshkosh 'SO. required items with your A&P mechanic before making application to your FAA GADO office.
Certification Requirements, Experi mental Category FAR Part 21 outlines the require ments for obtaining an experimental certificate on an aircraft. Listed are seven different categories of certifi cates. This author licensed an antique aircraft under FAR 21.191 (d) which is the Experimental Exhibition Category. The applicant for an Experimental cer tificate must submit a letter to his local FAA GADO office with a request and include pertinent information pertaining to his aircraft and intended operation, as outlined in FAR 21.193. The local FAA GADO office will issue the certifi cate after inspecting and approving the aircraft and will establish operating limi tations as deemed appropriate.
Identification and Registration Mark ings FAR Part 45 prescribes the require ments for identification of certificated aircraft and components. This part also prescribes the nationality and registra tion marking of U.S. registered aircraft. Your antique or classic aircraft mark ings will need to conform with these re quirements. In general, all aircraft and aircraft en gines, propellers and propeller blades
and hubs, critical components, and ap proved modification parts must be iden tified in accordance with the methods prescribed in th is section. Nationality and registration marks are described in 45.21 Subpart c. The location and size of registration marks may vary accord ing to the intended use and age of the aircraft. FAR 45.21 through 45.33 describe in detail the various requirements. Special rules apply to exhibition, antique and other aircraft. An interesting provision (45.22) allows the operation of these aircraft without displaying these marks anywhere on the aircraft, under certain conditions. Another provision allows air craft built at least 30 years ago to be operated with the original type markings as described in this section. However, the special rules do not allow the oper ation of this aircraft in an ADIZ, in a foreign country, or in certain other oper ations such as charter, scheduled ai r line service, etc. Size of the markings (45.29) now re quires that aircraft that have 2 inch high marks that were legal under certain conditions may display those marks until the aircraft is repainted or the marks repainted, restored or changed . The new marks must then be at least 12 inches high for fixed wing aircraft. This change does not apply to exhibi tion, antique or other aircraft in accor dance with 45.22
There are also other exceptions, one of which allows marks at least three in ches high on certain types of aircraft having a maximum cruising speed of 180 knots or less. 45.29 (b) (1) (iii) . Inspection
Previous articles in "Restoration Corner" have emphasized the need for obtaining the assistance of an A&P mechanic, if not so licensed yourself. Your A&P mechanic can supervise your work and he is authorized to perform certain inspections. Annual or 100 hour inspections on Standard - Normal Cate gory aircraft are authorized by A&P mechanics who hold an inspection au thorization. Your local EAA chapter can usually refer you to a suitable A&P mechanic if you don't already have one available. FAR Part 43, which includes mainte nance, preventive maintenance, re building and alternations, can be used as a guide for setting up your inspection programs. Appendix D of Part 43 con tains an itemized list of all required in spections. It is essential that rebuilding and alteration records be completed, re
corded and made use of in accordance with FAR 43.11 . FAA Form 337, Repair and Alterations, will have to be com pleted as appropriate. Appendix A of Part 43 lists major alt erations, major repairs and preventive maintenance. Inspecting your aircraft for conformity with airworthiness stan dards and compliance with applicable FAA regulations will be expedited if all work is done using approved data such as manufacturer's maintenance and overhaul manuals, pertinent FAA data, etc. Run-Up
Following a major or top engine over haul, a complete inspection of the en gine and installation in the aircraft should be performed. The engine man ufacturers recommendations should be followed with regard to proper engine oil, and coolant for liquid cooled en gines. When necessary, reliable engine overhaul agencies can also be con sulted. Non-detergent engine oil is usu ally recommended for break-in and a specified number of hours. Before starting the engine, take all
necessary precautions to insure safety. Insure that no one will be near the pro peller or exhaust. Engine noise may also be a consideration. A suitable fire extinguisher should be handy. Wheel chocks should be in place and brakes set, as appropriate. The tail should be secured if there is any possibility of a nose-over. Only properly qualified per sons should be allowed to hand prop the engine if it's not equipped with a starter. Likewise, only a qualified per son should be allowed to operate the throttle and engine controls. Some of the older engine overhaul manuals contained procedures for breaking in after overhaul. These proce dures involved extended ground run time. Many present day experts agree that minimum time should be spent with ground run-up before take off and that for proper cooling the initial run-in should be in flight. Much depends on the initial start and run-up of the engine, so pay close at tention to all recommended tolerances with regard to temperatures, pressures, RPMs, etc. as listed in FAA Engine Specifications, Data Sheets, Operating Manuals, etc., as applicable .•
---The Gonzales Aeroplane
(Continued from Page 14)
the plane but most of it has been taken off to facilitate viewing . During one of the craft's earlier moves, it was drop ped, brp.aking the lower center section. A new section was built and this is the only portion of the plane which isn't orig inal. Even some of the old cockpit coaming remains which was cut and formed from sheet material similar to gasket paper. The original "between-the-wings" ai- · lerons are on display with the original fabric in place, but the ailerons the plane was last flown with are now mounted on the wing trailing edges and are uncovered. In this final configuration there were four ailerons with a curious arrangement of cables and sticks be tween them. When Bob took possession of the biplane he hauled it back to where he lives near the original site in San Fran cisco. Much time was spent separating and organizing the many cables and wires used to rig the plane. After clean ing the parts and making some minor repairs, he then put it on display when and wherever time permitted. For sev
eral years the plane had once again re turned to its original job of visiting fairs and special shows plus fly-ins. The two-seat, wire braced biplane sits on long, ski-like members with dual wheels that are reminiscent of other early tractor-type trainers . The four cy linder Kemp 1-4 engine has 255.36 cu . in. displacement and weighs 192 Ibs. It is rated at 35 mph at 1150 rpm and has been overhauled. The original propeller was broken and delaminated but still good enough for use as a pattern for making a new one. Now the Gonzales Aeroplane has a permanent home in the museum at Travis Air Force Base. It is assembled for the first time in some 60 years and is a fitting tribute to the pioneers of early aviation. The display also includes a very interesting collection of original photographs taken by the Gonzales brothers. These show this plane and other aircraft and gliders of their design, both on the ground and in flight. The records show at least one crash of the biplane. Bob Gonzales is now retired and
Photo by Jeannie Hili
Author Dick Hill and. Bob Gonzales.
spends several days a week at the museum as President of the Travis His torical Society. He is a pilot himself and flies his own Navion. Thanks to him and his long-time interest in his uncles' airplane, another rare piece of aviation history has been preserved for others to enjoy .• VINTAGE AIRPLANE 17
The 1986_ _ _ _ __
Oshkosh Seaplane Fly-In
Story and photos by Norm Petersen
Loading their gear and "goodies" into a boat with AI Ziebell at the helm are Gordon and Regina Jones of Rt. 2, Chute-A-Blondeau, Ottawa, Ontario, Canada. These lovely people really enjoyed their stay in Oshkosh. 18 DECEMBER 1986
Operating at 110% of capacitY is be coming almost routine to the "crew" at the Brennand Seaplane Base, located approximately seven miles southeast of Wittman Field on the west shore of Lake Winnebago . More than ever, the quiet, peaceful solitude of Billy Brennand's (EAA 13078, AlC 4061) seaplane an chorage with its attendant camping facilities has enamored its way into the hearts of the "web foot" crowd . 1986 saw no less than 77 aircraft re gistered during the 8-day fly-in, a sub . stantial jump from the 56 aircraft of 1985. Seaplane pilots flew in from the east coast, west coast, down south and one-third (25 aircraft) flew in from all over Canada! Luckily, not all . of the pilots elected to come at the same time! The largest total aircraft present at one time was approximately 45. This repre sents about 110% of capacity! As Billy Brennand says, "Next year we will have
to do like the lemonade stand - add more water." Most of the float aircraft are moored to buoys fastened to huge concrete blocks on the bottom of the lake. Room has to be left for each airplane to swing in the wind without hitting a neighboring craft. Some 38 anchor buoys were em ployed this year with room for a few more for next year. The balance of at tending aircraft are primarily amphibi ous "hull" types that are nosed up on shore and tied down. With the limited amount of accessible shoreline at the base, the tie down spots Qecome a sought-after item. It is a good thing that seaplane pilots are an amicable lot! The small dock area is used primarily for deplaning passengers and camping gear. In addition, all fueling is done at dockside via a long hose from the main storage tank (100LL). Once an aircraft is unloaded and fueled, a small power boat is used to tow the floatplane to its mooring buoy. When visitors are ready to leave, they are loaded in a boat and taken to their airplane. Once everything is loaded aboard the aircraft, the "bridle" (which causes the aircraft to nose down in a wind) is untied and the float plane is pulled into a clear area for start-up and taxi to take off. Again, the small shel tered bay is ideal for seaplanes as it protects them from high winds. A small "slot" allows floatplanes to enter and exit the bay - a possible source of con frontation in case someone is coming in as another pilot decides to fly out! Often an observer is stationed in the slot with a portable radio to advise pilots taking off through the slot. Again, common sense and simple courtesy go a long way in preventing accidents. In later years, more and more ground around the base has been cleared for campers. Many tiny tents dot the shoreline around the west side of the bay during the EAA Convention. In the late evenings, the flicker of lanterns re flects across the water as the cool breeze comes in from Lake Winnebago and the waves slap against many pon toons. The hustle and bustle of Wittman Field is not here! Volunteers are the lifeblood of the seaplane base, led by AI Ziebell (EAA 55055) of Oshkosh who has literally put his heart and soul into the Brennand Seaplane Base for many years. Replac ing his right-hand man, Charlie Ott, who was unable to attend this year, were two young men from Oshkosh - David Blust and Erik Shaw. Other most welcome helpers were Bill and Kay Culbertson and family (EAA 36174), Gene and Pearl Michel along with longtime volunteer Lou Gilli land. In addition, much help was re ceived from Ron Scheid, Tom Wirth and Dennis Kolpin. Bob· Williams (EAA 37190) of Chip pewa Falls, WI donated drinking water
With everything loaded on board their Cessna 180 on CAP 3000 floats, Gordon and
Regina Jones wave farewell as they get ready to fly back home. "See you next year!"
Pulling away from shore to go to his buoy is John Eckert from McHenry, IL in his J-3 Piper Cub on 1500 Aqua floats. Yellow floats with lightning stripe really adds to the pretty yellow Cub.
Mr. and Mrs. David Erickson from Georges Mills, New Hampshire, are busy unpacking their Piper PA-12 Super Cruiser on 2000 Edo floats. This was their first trip to Oshkosh and the first long trip in their recently acquired PA-12. As the docks were full, they unloaded their gear directly on shore. VINTAGE AIRPLANE 19
Dave Erickson taxies the PA-12 over to the refueling dock with the water rudder down. With 150 hp Lycoming and auxil iary fin below the tail, the Super Cruiser makes a dandy floatplane with its 40 gal Ion fuel capacity.
Quietly resting their noses against the shore are two Canadian amphibians; Arden Black's Lake LA-4 from Williams burg, Ontario on the left and Eric Robin son's SeaBee from Kirksfield, Ontario on the right. The reversible prop allowed the SeaBee to back away from the shore!
Seaplane Fly-In
fountains which also doubled for mak ing hot coffee. His van was one of sev eral making the run to Wittman Field and back every hour during the Con vention. Gene Michels' van and AI Ziebell's van also did yeoman service in transportation duties. Many of the detail duties were hand led by Bill Brennand and his lovely wife "Sam" throughout the Convention. And we must not forget Mercury Marine, who donated the use of several out board motors and a large floating dock to help in refueling aircraft. .The camaraderie of the seaplane pilots is exemplified by the Seaplane Pilots Association (SPA) and its able Executive Director Mary Silitch, 421 Aviation Way, Frederick, MD 21701 . This group sponsors the annual "Corn Roast" at Oshkosh on Monday after noon following the seaplane fly-by at Wittman Field when the entire EAA crowd gets a first hand look at seap lanes of all types as they fly down run way 18-36 in trail formation. It makes for a rare sight indeed and the an nouncer identifies each craft as they fly past. 1987 promises to be better than ever at the Brennand .Seaplane Base with more and improved facilities and possi bly - don't hold your breath - base telephones to close flight plans! If you like floatplanes and don't mind getting your feet wet - be there in '87!. 20 DECEMBER 1986
Busy scene at the fueling dock as two Pipers get ready to leave. On the far left is Keith Frances' PA-11 on 1400 Edos from Toronto, Ontario, Canada and in the center is Ted Rankines' J-3 on 1400 Edos from Keswick, OntariO, Canada. On the right is Randy Hebron's Volmer Sportsman from Westland, Michigan.
"We hold your plane while you start it!" AI Ziebell holds the tail of the J-3 Cub as Ted Rankine cranks the prop to get things going. Note dual water rudders.
WELCOME NEW MEMBERS
The following is a listing of new members who have joined the EAA Antique/Classic Division (through August 20, 1986). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members. Spivey Jr., Currie B.
Greenville, South Carolina
Geeting, Steve
Cement City, Michigan
Cochran, John Peoria, Illinois
Vieaux, Earl E. Chicago Heights, Illinois
Klein, David A.
SI. Paul, Minnesota
Berardi, Randal Louis
Pekin, Illinois
MacDonald, Walter North Tonawanda, New York
Gippner, Gerald W. Olathe, Kansas
Volk, Kenneth R
Bedford , Texas
Croushore, Robert H.
Croton, Ohio
Schuetze, Russell M. Waukesha, Wisconsin
Mahoney, Lloyd M. Frankfort, Kentucky
Weaver, Martin E.
Sterling, Virginia
Eastberg, Ron
Minnetonka, Minnesota
Hill, Robert A. Kingsford, Michigan
Hoelker Jr., Redmund W.
Blue Bell, Pennsylvania
Carter, Cecil C.
Lafayette, Indiana
Lamberd, Dennis
Topeka, Kansas
Gleiter, Myron Cochrane, Wisconsin
Abrahamson, Duane
Manawa, Wisconsin
Kellogg, Kenneth L.
Davison, Michigan
Bowman, Brian R.
Columbia, Missouri
Robb, Martin A. Downey, California
Pettit, James M.
Santa Barbara, California
Barron, Carrol S.
Fremont, Ohio
Martin, Victor F.
Chesterfield, Missouri
Diehl, Gary Kelseyville, California
Hitt, Thomas W.
Augusta, Georgia
Nelson, Howard E.
South Milwaukee, Wisconsin
Newell, Timothy A.
East Sparta, Ohio
Bouska, Gene Schaumberg, Illinois
Conklin, Matthew J.
Cornwall, New York
George, Tommy K.
Valley Center, Kansas
Widmer, Arnold
Oakes, North Dakota
Elliott, James G. Chicago, Illinois
Goodwin, Bill J.
North Little Rock, Arkansas
Gisler, William
Leetonia, Ohio
Chew, William B.
Troy, Michigan
Wafer, James R. Solvang, California
Pickrell III, George M.
Kensington, Maryland
Grisez, David N.
Logansport, Indiana
Hall, Robert C.
Arlington Heights, Illinois
Harper, Mal L. Griffin, Georgia
Lang, Joseph
Genoa, Ohio
Smith, James G.
Clementon, New Jersey
Wheeler, Boyd L.
Keithwood, Louisiana
Anderson, Vernon E. Neenah, Wisconsin
Clark, Perry W.
Cross Lake, Minnesota
Tubbs, Ralph C.
Green Lake, Wisconsin
Seyfert, Michael
Rochester, Minnesota
DeHaan, James J. Rensselaer,lndia路na
Glowienka, Robert T.
Zebulon, North Carolina
Rouse, Jack G.
Boynton Beach, Florida
Warnock, Richard
Haverhill, Massachusetts
Woodward, Denis L. Van Buren, Ohio
Loughridge, Raymond H.
Kent, Ohio
PenticQff, Allen L.
Freeport, illinois
Tilley, John C.
Rhinelander, Wisconsin
Campbell, Pennelope Anne Berkeley, California
Smith, Dwight S.
Ann Arbor, Michigan
Sales, Robert C.
Northbrook, Illinois
Holcombe, Pier J.
Ridgefield, Connecticut
Johnson Sr., Fred R. Nappanee, Indiana
Zipkin, Herbert
Mount Kisco, New York
Ryan, Tracy K.
Duncanville, Texas
Treacy, Gabriel
Offaly, Ireland
Worth, John C. Willingboro, New Jersey
Maslow, Michael J.
SI. Paul, Minnesota
Royall, James Dan
Malakoff, Texas
McKee, Daniel T.
Hughesville, Pennsylvania
Rothwell, David John Austa, Australia
Aldrich, Richard T.
Mojave, California
Mercer, Dean
Beloit, Ohio
Arcand, Norm
North Kingston, Rhode Island
Axley, Raymond L. Englewood, Tennessee
Simmers, Wallace
Chicago, Illinois
Redmon, Robert
Lebanon, Tennessee
Kirtland, Kenneth E.
Findlay, Ohio
Charles, Horace J. Danbury, Connecticut
Westlake, Richard
Derwood, Mar),land
Applegate, Paul H.
Queen City, Missouri
Lissauer, Ted
Carrollton, Kentucky
O'Brien, William R. Warwick, New York
Gerken, John
Woodland Hills, California
Palmgren, Paul
Mahomet, Illinois
Pierce, Jack L.
Marietta, South Carolina
Phillips, Clyde A. Mauricetown, New Jersey
Pearson, Jack C.
Wichita, Kansas
Vacek, Karl J.
Brookfield, Illinois
Lohmeyer, Edward H.
Cream Ridge, New Jersey
Morphew, David Wausau,Wisconsin
Dacy, Phil
Harvard, Illinois
VINTAGE AIRPLANE 21
HOW NOT
TO RECOVER FROMA
SPIN by Karl H. White (EAA 44000) 144 K Street Seaside Park, NJ 08752 Airplane spins have been an impor tant subject as far back as I can re member and recent articles are still cau tioning about faulty training and other aspects related to spins. I would like to relate my experience with the hope it will help some new pilot from getting into the same trouble. It was a long time ago and require ments to obtain a private pilot's license were not as rigid as now. I had learned to fly in a Curtiss-Wright Junior in 1931, more or less the old fashioned way just being a passenger with various pilots. Passing all the requirements lob tained my Private Pilots License at St. Louis, Missouri on May 31,1931 . One Saturday I donned a parachute and climbed into the back seat of a Cur tiss-Wright Junior to get instruction on spins from a friend who was a test pilot. We flew around some and then entered a spin at 3,000 feet. I greatly enjoyed it and coming out seemed quite simple for the experienced pilot. After landing I felt that spinning would be a very sim ple thing for me to accomplish. As I recall I decided that on the follow ing day, June 6,1931, I would do some spinning by myself. Inasmuch as it was apparently quite a simple maneuver, I casually put on the nearest parachute available which happened to be big enough to fit a six-foot man. I was 5'6". Tightening the straps for safety, I climbed in the the new company-owned Junior which was available for flying. I concentrated on spinning and the gen eral information I had learned (not from my test pilot friend) that "when in doubt push the stick forward. " I took off and after flying around a bit, I climbed to 3,000 feet, pulled the nose up and pushed left rudder. I rolled partly over, nose down and immediately pushed the stick forward and added 22 DECEMBER 1986
Karl White in 1983 near his home in Seaside Park, NJ.
right rudder. The plane came out in a sort of a dive and I leveled off. I became uneasy and decided I was yellow, but still I would try again. Climbing back to 3,000 feet, I per formed the same operation but waited longer with the nose up before I pushed left rudder. Soon I did not know what my attitude was and being in doubt I pushed the stick forward! To do this I had to use my feet as I had slid partially out of the cockpit. I was inverted, so pushing the stick forward was the wrong thing to do. Next the engine sputtered and when I noticed the plowed field spinning below, I knew what was going on. I kept my feet on the stick and con tinued to push hard. Suddenly, I realized that everything had gone slack. The engine stopped sputtering and the fuselage had buckled up about 90 de grees from immediately behind the rear cockpit. Things then became quiet ex cept for the swishing noise of the spin ning airplane. Centrifugal force had me hanging out of the cockpit in my loose parachute. I released the safety belt buckle and found myself free falling head down. Not waiting for the count to ten as was recommended, I pulled the rip cord and swung in a large arc to see the beautiful parachute canopy billow out above me. Never was anything as beautiful as that silken sky over my head. Next I saw the inverted Junior with its fuselage bent at a 90 degree angle pass overhead. It was all too close but it cleared me. I remember the exuberant feeling and then, as I looked down, I landed almost
immediately in a plowed field next to a grape arbor. The wind dragged me a short .distance as I only weighed about 125 pounds. Gathering up the parachute I found myself shaking at an amplitude of about 6 inches. A farmer appeared and thinking that I had gotten out of the Junior just before I landed, I asked him if he saw me leave the airplane. He replied, "No, but I saw you up high over the barn there and you were kicking all the way down." I have always regretted that I don't remember this part of my trip back to Mother Earth. Being inverted, all of my attempts to right the plane were exactly opposite to the correct procedure. So my advice is: 1) Do not think you know everything there is to know about flying when you have had practically no experience; 2) Include spinning in your flight training; 3) Forget loose talk about spinning techniques; and 4) Get a good instruc tor and listen to him. I learned a lot that day and I got my Caterpillar pin! We thought this personal account of an emergency parachute jump would be of interest to the readers of THE VIN TAGE AIRPLANE. The incident has been documented before but not in Karl White's own words Among Karl's many design credits are the Curtiss-Wright CW-1 "Junior" when he worked for Cur tiss-Wright in 51. Louis. During his avia tion career, at various time he was as sociated with Chance Vought, Glenn L. Martin, Walter Beech and others. Karl is 89 years of age and a long-time sup porter of EAA.... G. R. C.
1931 Curtiss-Wright Junior, N623V, SIN 1012, similar to the plane Karl White parachuted from.
Sun 'n Fun '87 March 15-21 Antique/Classic Division Room Reservations Rooms are available from Friday, March 13th, through Saturday, March 21st at the Ramada Inn in Lakeland. Earlier arrivals may not be able to get a room as this is prime season for all Florida motels. Room rate per night is $44.10 for single or double per night. One night deposit is required . Please complete this form and mail your deposit (make your check payable to Ramada Inn) to: Rod & Sandy Spanier 502 Jamestown Ave. Lakeland, Florida 33801 If you have any questions you may call Rod or Sandy at (813) 665-5572. NAME: _ _ _ _ __ _ _ _ _ _ANTIQUE/cLASSIc # ADDRESS: CITY/STATEIZIP_'_ _ __ _ __
ANTIQUE/CLASSIC CHAPTER # _ __ ~EAA
# _ _ _ _ _ __ __ __
PHONE: _ _ __ _ _ _ __ _ _CHECK IN DATE: _ _ __ __ __ NO. OF ROOMS: _ _ _ __ __
~CHECK
_ _-,",DOUBLE OR _ _ _-'SiNGLE COMMENTS:
OUT DATE : _ _ __ _ __
CALENDAR
OF EVENTS
MARCH 15-21 - LAKELAND, FLORIDA - 13th Annual Sun 'n Fun EAA Fly·ln. Contact: Bonnie Higbie, P. O. Box 6750, Lakeland, FL 33807. MAY 22-23 - JEKYLL ISLAND, GEORGIA First Annual Twin Bonanza Association Con· vention with headquarters at the Hilton Inn. Technical seminars and social activities. Con· tact: Richard I. Ward, 19684 Lakeshore Drive, Three Rivers, MI49093, 616/279·2540. JUNE 25-28 - HAMILTON, OHIO - 28th Annual National Waco Reunion. Contact: National Waco Club, 700 Hill Ave., Hamilton, OH 45015. JUNE 12-14 - TAHLEQUAH, OKLAHOMA - Na· tional Ercoupe Fly·ln. Contact: Skip Carden, P. O. Box 15058, Durham, NC 27704. JULY 19-24 - SAN DIEGO, CALIFORNIA -19th Annual Convention of the International Cessna 170 Association at Montgomery Field. Primary motel is the new Holiday Inn on the airport. Contact: Duane and PrietC\ Shockey, 714/278· 9676. JULY 24-26 - COFFEYVILLE, KANSAS - Funk Aircraft Owners Association Annual Fly·ln. Contact: Ray Pahls, 454 South Summitown, Wichita, KS 67209. JULY 31-AUGUST 7 - OSHKOSH, WISCONSIN - World's Greatest Aviation Event. Experi mental Aircraft Association International Fly-In and Sport Aviation Exhibition. Contact: John Burton, EAA Headquarters, Wittman Airfield, Oshkosh , WI 54903-3086, 414/426-4800 . • VINTAGE AIRPLANE 23
Letters To The Editor
Dear Sirs, Enclosed is my check for combined membership in EAA and the Antique! Classic Division. I am 24 years old and currently hold a Commercial Pilot's License with an instrument rating and have about 600 hours logged over eight years of flying . I soloed in a Cub at 16 and more than 90% of my flying time is in antique or classic aircraft. I grew up around Cole Palen's Old Rhinebeck Aerodrome in New York and have been flying in his shows there for the past five years including the last couple of years as the Red Baron flying one of Cole's two Fokker Triplanes. I have also flown his Curtiss Jenny, New Standard D-25, Davis V-3, Great Lakes 2T-1 E, Fleet 16B and Monocoupe 90. My father, Bill King, is a long-time EAA member and he owns a 1944 DeHaviliand Tiger Moth. I enjoy flying aerobatics in it and we both enjoy giving rides in it. We've been to Oshkosh twice, once in 1976 in a Cessna 140A and again in 1980 in a Funk B-85C. Currently we're rebuilding a 1946 Luscombe 8-A. Yours, Andrew King Woodvue Court Valley Cottage, NY 10989
Bill King hopping a passenger in his Tiger Moth.
Andrew King in Cole Palen's Fokker Triplane. 24 DECEMBER 1986
reviewed by Gene Chase
CARGO FLIGHT by Foster A. Lane. Prop Press, 1986. 96 pages, numer ous photos and illustrations. Cargo Flight is an historical adven ture that covers in detail the wClrld's first cargo shipment by air. Powered flight was but seven years old when the event took place. The "freight" was 200 pounds of silk and although the originator of the idea, the owner of a department store in Columbus, Ohio paid a handsome price for the job, he made a profit from the venture through clever merchandising. The historic flight took place in the Wright Brothers' "back yard" so natur ally they were involved. Many of the ex cellent photos are from the Wright arc hives. Author Foster Lane is a member of EM and the Antique/Classic Division. He has never lost the feeling of adven ture even after sixty years. He flies with a commercial license, works a full day's schedule, is founder of the Ohio History of Flight Museum and writes about avi ation history. His extensive research and personal comments make this soft cover book a welcome addition to any aviation buff's library. Order for $7.95 plus $2.25 postage and handling from: The SunShine House, Inc., P. O. Box 2065, Terre Haute, IN 47802 . •
by Robert S. DeGroat (EAA 140610) 21-B3 Brookedge Court Newark, DE 19702 Amelia Earhart, The Final Story, by Vincent V. Loomis with Jeffrey L. Ethell. Random House, 1985. 160 pages; 16 page photo insert; maps. Amelia Earhart. I first came across the name while reading a book on sea mysteries in the sixth grade. Fasci nated, I have since read all I could find on the subject of her disappearance. Most theories and speculations were so ludicrous, however, that the strangest thing seemed to be that they ever reached print at all, much less pre sented as serious research. Well , what finally happened to Amelia Earhart and her navigator Fred Noonan on July 2, 1937 has now been deter mined. Amelia Earhart, The Final Story
provides the crucial evidence neces sary to reconstruct the events of that fateful day almost 50 years ago. The book is well researched and forcefully written. Suspect theories are refuted one by one. The authors back their own findings with the actual course that Earha1 and Noonan finally flew, eyewitness accounts and official Japanese records and ship logs. The reader is taken through each step that ultimately lead to the disaster the ex perts feared would happen. People who have read my copy of the book have been unable to put it down. This is an important milestone in the documentation of Aviation History. It should, without a doubt, be on the book shelves of historians and Amelia Earhart fans alike. Order from Random House, 201 East Fiftieth Street, New York, NY 10022 for $16.95 . • VINTAGE AIRPLANE 25
- - - - - - - - - - - - - - - - - b y George A.
This month's Mystery Plane comes from one of our overseas members. Cliff Carman (EM 161929, AlC 5830), who lives in Orpington, England, took this photo in a hangar at Biggin Hill air field near his home. He says the airplane was built in 1929. This will be an extreme test for our experts, but it is not impossible. Answers will be pub lished in the March, 1987 issue of THE VINTAGE AIRPLANE. Deadline for that issue is January 10, 1987. The Mystery Plane in the September, 1986 issue was an easy one for many readers. It is a Laird LC-EW 450 Ses quiplane, a 6-place transport designed by E. M. "Matty" Laird. The airplane had been ordered in 1931 but construction was not completed until the fall of 1934. Flight tests showed a cruising speed of 180 mph and over 200 at full power. However, the purchaser was not satis fied with other flight characteristics, even after several modifications, so in 1935 the airplane was dismantled and 26 DECEMBER 1986
Hardie, J r . - - - - - - - - - - - - - - - -
donated to the Rensselear Polytechnic Institute in Troy, New York. The "mystery" concerns the reasons
for the poor flight characteristics, as evi denced by the differing fin and rudder configurations as shown in the two
photos , plus the incorporation of a re tractable landing gear. Correct answers were submitted by C. C. Cannon, Greenfield, Iowa; Steve Givens, Anderson , Indiana; Ricky Frost, Derby, Kansas ; Charley Hays, Park Forest, Illinois (who remarked on its re semblance to a Brown-Young) ; Mike Rezich , Chicago, Illinois, who watched it being built about four blocks from his home ; Richard Edmiston, Visalia, California; David Byrd, Greensboro, North Carolina; Jack D. Brown, Patter son, Louisiana; Ben Bowman, Elizabethtown, Pennsylvania ; Tony Morozowsky, Zanesville, Ohio; Joe Tarafas, Bethlehem, Pennsylvania ; and Ted G. Linnert who wrote : "Dear Mr. Hardie, It was a great pleasure to see the Mystery Plane photo in the September 1986 issue of THE VINTAGE AIR PLANE. It's a Laird Sesquiplane, an advanced 6-place corporate aircraft. I worked on this airplane with about 5 others for a couple of years starting in 1933. Only one was built and it was a special order Mr. George Horton, the President of the Chicago Bridge and Iron Company. Matty Laird and his chief engineer, Rudy Heinrich, designed the plane. Small-size drawings were made and as a draftsman, I enlarged them to full size as needed by the few super mechanics. The fuselage of the Sesquiplane was monocoque construction of advanced design. The metal tail surfaces were full cantilever and the wings had conven tional spruce spars with built up ribs . Large fuel tanks were installed in the upper wing panels and small tanks in the lowers. The powerplant was a P&W Wasp. The sound proofing and large glass windows provided an automobile type ride. The Laird was flown by pioneer cor porate pilot, AI Sporrer, who gave me my first ride in a cabin airplane in it. It was a thrill for me to fly in an airplane which I helped build. As airJine service expanded, offering scheduled twin-en gine reliability, the Sesquiplane was no longer needed by Mr. Horton and it was donated to an engineering school. Sincerely, Ted G. Linnert (EAA 94496, AlC 1716) 16008 Avenida Aveiro San Diego, CA 92128"
VINTAGE SEAPLANES
Photo by Norm Petersen
A somewhat rare combination of an 85 hp Aeronca Champ on 1400 Edo floats taxies into the Brennand Seaplane Base during Oshkosh '86. N1404E, SIN 7AC-4952 was flown by Dan Vavra (EAA 263656), 19526 W. Taylor Lake Ct., Mundelein, IL 60060.
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-visual presentations. Stop by-here's something the entire family will enjoy. Just minutes away!
EA~
~ FOUNDATION I""'~N Wittman Airfield
414-426-4800
Oshkosh, WI 54903-3065
8:30 to 5:00 p.m.
thru Saturday HOURS Monday 11:00 a.m. to 5:00 p.m. Sundays Closed Eastec Thanksgiving. Christmas and New Years Day (Guided group tour arrangements must be made t'Ml weeks in advance).
CONVENIENT LOCATION The EM Aviation Center is located on Wittman Field. Oshl<osh. WIS. -just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follow signs. Rlr fty-ins-free bus from Basler Right Service.
VINTAGE AIRPLANE 27
Where The Sellers and Buyers Meet...
25e per word, 20 word minimum. Send your ad to
The Vintage Trader, Wittman Airfield
Oshkosh, WI 54903-2591.
AIRCRAFT: Rare 1948 Emigh Trojan, 1640 TT, C90, 460 SMOH. Recent annual. $11,900 or $12,500 w/KX 170A KT-78, etc. Excellent. 503/838-1292. (1-3) Taylorcraft 1941 BC12, A75 , 961 SMOH, 3 tanks, metal prop, new tires and plugs, mags rebuilt. Trade, $5100. 4171457-6579. (12-1)
$10.00 plus $2.00 postage. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Cor ners, WI 53130. 414/529-2609. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac $5.00. Send check or money order to : ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130.414/529-2609.
PLANS: 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 V2 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. 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
ENGINES & ACCESSORIES: CONTINENTAL A-40-4 Complete, Engine $635.00. Also Taylorcraft '46 Wing Parts; OX-5 Curtiss Engine Piston Rod Assemblies $75.00 set. OPALACK, 1138 Industrial, Pottstown, PA 19464. (12-2) 1932 Wright Cyclone - R-1820-F53, 750 hp. For merly owned by Max Conrad. Will sell or trade. Mike Potvin, Rt. 3, Box 281A, Winona, MN 55987, phone 507/452-9379. (12-1)
MISCELLANEOUS: BACK ISSUES ... Back issues of THE VINTAGE AIRPLANE (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 . FUEL CELLS - TOP QUALITY - Custom made bladder-type fuel tanks and auxiliary cells, any shape or capacity for Warbirds, Experimental, Vin tage, Sport and Acrobatic aircraft. Lightweight, crashworthy, baffled and collapsible for installation. Typical delivery 2-3 weeks. Call or write for details: 1-800-526-5330, Aero Tec Labs, Inc. (ATL). Spear Road Industrial Park, Ramsey, NJ 07446. (C5/87) Howard DGA·15 parts - fuel tanks, front and main; vertical fin , rudder, horizontal stabilizer, elevators, tail gear, etc. 513/868·0084 evenings. (1-2)
WANTED: Wanted - Operation and Construction plans for 1927 Buhl Airster, two-cockpit biplane, Model CA 3A, Wright J-5 motor. George W. Polhemus, P.O. Box 1208, Pembroke, North Carolina 28372. (3/87)
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader - EM, Wittman Airfield, Oshkosh, WI 54903-3086.
Total Words _ _ __ Number of Issues to Run _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Total $,_ _ __ Signature _ _ _ _ _ _ _ _ _ _ _- -_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address
28 DECEMBER 1986
W·W·1
THE JOURNAL Of THE EARLY AEROPLANE
MEMBERSHIP
INFORMATION
The most aulhor1tatNe journal on lllose \\bn<krful ilytng Machi~ 1900· 19 19
EAA Membership in the Experimental . Aircraft Association. Inc. is $30.00 for one year. including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $18.00 annual/y. Family Member ship is available for an additional $10.00 annual/y.
WORLD WAR I ~, INC. 15 Crescent Road. Poughkeepsie. NY 12601. USA
ANTIQUE/CLASSICS 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.
J
Non-EAA Member - $28.00. In cludes one year membership in the EAA Antique-Classic Division. 12 monthly issues of The Vintage Air plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.
FLYING AND GLIDER MANUALS 1929 - 1931 - 1932 Price: $3.50 ea. ppd.
SEND CHECK OR MONEY ORDER TO:
EAA A VIA TION FOUNDATION, INC.
WITTMAN AIRFIELD OSHKOSH, WI 54903-3065
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an
nual/y which includes 12 issues of
Sport Aerobatics. All lAC members
are required to be members of EAA.
Allow 4·6 Weeks for Delivery
Wisconsin ReSidents Include 5% Sales Tax
WARBIRDS Membership in the Warbirds of America. Inc. is $25 .00 per year. which includes a subscription to Warblrds. Warbird members are required to be members of EAA.
LIGHT PLANE WORLD EAA membership and Light Plane World magazine is available for $25.00 per year (Sport Aviation not included). Current EAA members may receive Light Plane World for $15.00 per year.
FOREIGN
MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dol/ars. Make checks payable to EAA or the division in which membership is desired. Address al/ letters to EAA or the particular division at the fol lowing address:
WITTMAN AIRFIELD OSHKOSH, WI 54903-3086 . PHONE (414) 426-4800 OFFICE HOURS: 8:15-5:00 MON. FRI.
BYU-HAUL® Call Our Toll Free Reservation Line
1-800-821-2712 In Arizona Call Collect 1-263-6679
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VINT AG E AIRPLANE 29
Classic owners!
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Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.
STITS POLY-FIBER ~ AIRCRAFT COATINGS P.
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List: $12.00 per bottle EAA Price : $9.95 per bottle EAA Case Price (12): $72.00 Above prices include shipping for Continental U.S.A. Only. Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00 for each case of 12 - 16 oz. bottles to :
EAA • Wittman Airfield. Oshkosh , WI 54903-3086 Wisconsin Residents Add 5 % Sales Tax
30 DECEMBER 1986
A PHOTOGRAPHIC ESSAY OF ANTIQUE AND CLASSIC AIRPLANES
Hard case bound with deep blue padded leather cover stamped in gold foil , elegant end papers, exquisite color and detail.
165 ANTIQUE AND CLASSIC AIR足
CRAFT ALL SHOWN IN BEAUTIFUL
FULL COLOR 4 X 7 PROTRAITS .
1915-1955 AN
EXCELLENT
CHRISTMAS
HOW TO ORDER YOUR COPY TODAY SEND TO:
PREWAR PUBLICATIONS
P.O. BOX 262
WARRENSBURG, MO 64093
Please send me _ _ copies of The Aviator's Timeless Choice. Total amount enclosed $ at $26.95 each plus $3.00 postage and handling for each book. Missouri residents add 6.225% sales tax . NAME ADDRESS CITY
ZIP
STATE Please allow 6 to 8 weeks for delivery.
GIFT
IDEA
With over 20,000 words of fascinating information this beautiful book will answer the most often asked questions about over 90 types of antique and classic airplanes. Selected from award winning aviation photographer Eric Presten's collection of over 10,000 high quality photograph s, they cover the types that are seen on the U.S. airshow and fly-in circuit. Not the big warbirds, (although the trainers and liason aircraft are covered) or the hot modern aircraft, but the fascinating antiques and classics (1915-1955) of less than 450 h.p.
It's all here in 128 glossy pages, over 150 4x7 color photographs, fascinating text, profuse color, and beautiful binding. VINTAGE AIRPLANE 31