VA-Vol-14-No-4-April-1986

STRAIGHT AND

by Bob Lickteig

High Cost of Flying -

How High?

At the February Board of Directors meeting the current cost of flying was again discussed. The cost of new gen­ eral aviation aircraft, fuel , hangar or tie down rent, insurance plus maintenance and annual inspection is high and there seems to be no end. Your Board of Di­ rectors in representing you has ac­ cepted the responsibility of doing all that is possible to control and work towards reducing these costs.

Antique/Classic Division members and others who own the aircraft that meet the EM Antique/Classic criteria make up a large segment of the general aviation community. As I mentioned, the present cost of flying is high, however we are fortunate because our kind of flying is still reasonable when compared to flying the modern machines. I know you will take exception, so I did a little research as suggested by one of your directors, Mr. Art Morgan.

Many of us dream of owning a Staggerwing, a Spartan, a Taperwing Waco or a Stinson Gullwing just to name a few. These prestigious birds make up a small percentage of our members' aircraft. The vast majority of our vintage aircraft are the pre-war and post-war planes manufactured up through 1955. These aircraft, the J-3

2 MARCH 1986

Cubs, the Champs and Chiefs, the 120s, 140s, 170s and 180s, the T­ Crafts, Luscombes, Ercoupes, Vag­ abonds, Clippers, Pacers and Tri-Pac­ ers, etc. all make flying relatively low cost.

To make my point I checked the vari­ ous aviation publications that carry classified sales ads. I considered only the individual ads where an asking price was stated. Realistically we all know that when a sale is made the price usu­ ally comes down before money changes hands.

The asking price in these classifieds ads were averaged, considering aircraft with comparable total time, engine time, and remarks regarding overall general condition. I think you will find the results to be interesting.

J-3 Cubs averaged out at $9,378, Taylorcrafts at $5,450, Ercoupes at $5,589, Luscombes at $8,100 and Cessna 120-140s at $8,600. C-170As were $10,500 and C-170Bs were $13,100. Aeronca Champs and Chiefs, $6,616; Pacers and Tri-Pacers, $6,833; Vagabonds and Clippers were $8,650.

These numerous certificated aircraft are nearly all priced less than a new compact, modern automobile. The 1985 study just released places the av­ erage cost of a compact automobile at $9,834 and the operating costs for 1985 at 50.3 cents per mile. At this pOint I am sure we all agree that the cost of one of these classic aircraft is reasonable .

Regarding fuel expenses, all of these safe, fun machines are eligible for the EM auto fuel STC and we read every day that the cost of auto fuel is down and headed lower. $1.00 and even less per gallon is plenty reasonable.

Many are talking about the high cost

LEVEL

of insurance, but it's not expensive for all of us. I have a J-3 Cub insured for $1 million liability at a cost of $363 per year. My insurance broker tells me that this amount would insure most of the two-place aircraft listed above for pilots with tail dragger experience. My au­ tomobile insurance costs three times that much and for less coverage. Again, we must consider this reasonable.

With regard to hangars, most of our kinds of aircraft do not need heated and well-lighted hangars. I have seen two and even three aircraft in the same hangar, which again makes the rent reasonable.

Many of us who fly these fun machines are capable of and do per­ form preventive maintenance under FAR. Part 43, Appendix A. This is legal and is instrumental in keeping aircraft ownership expense to a minimum. And when we open and close all the neces­ sary panels and inspection holes, the AI has less to do in performing an an­ nual inspection on most well-main­ tained airplanes. All of these things help to keep our flying expenses down.

We see in many aviation publications, monthly lists of ADs on modern aircraft.

How long has it been since you read one pertaining to our classic aircraft?

These simple, sturdy certificated air­ craft have been flying for a minimum of 30 years, and the bugs were worked out long before many of our members started flying.

We must admit that flying modern, high performance aircraft is expensive, but when you look at the facts regarding our kind of flying , the costs are very reasonable. So my tag line has more meaning this month Welcome aboard - join us and you have it all.

PUBLICATION STAFF PUBLISHER Tom Poberezny DIRECTOR MARKETING & COMMUNICATIONS

Dick Matt

EDITOR Gene R. Chase

APRIL 1986 • Vol. 14, No.4

CREATIVE ART DIRECTOR

Mike Drucks

Copyright :e 1986 by the EAA Antique/Classic Division, Inc. All rights reserved .

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITOR

Norman Petersen

FEATURE WRITERS

Dick Cavin

George A. Hardie, Jr.

Dennis Parks

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President

R. J.lIcktelg

3100 Pruitt Road

Port SI. Lucie, FL 33452

305/335·7051

Vice President

M.C. "Kelly" Viets

RI.2, Box 128

Lyndon. KS 66451

913/828·3518

Secretary

Ronald Fritz

15401 Sparta Avenue

Kent City, M149330

616/678·5012

Treasurer

E.E. "Buck" Hilbert

P.O. Box 145

Union, IL60180

815/923-4591

DIRECTORS John S. Copeland

StsnGomol1

9 Joanne Drive

1042 90th Lane, NE

Westborough, MAOl581 Minneapolis, MN 55434

6121784-1172

6171366-7245 Dale A. Gustafson

7724 Shady Hill Drive

Indianapolis, IN 46278

317/293-4430

Esple M. Joyce, Jr.

Box 468

Madison, NC 27025

919/427-0216

Arthur R. Morgan

3744 North 51st Blvd.

Milwaukee, WI 53216

414/442-3631

Gene Marris

115C Steve Court, R. R. 2

Roanoke, TX 76262

817/491-9110

Daniel Neuman

1521 Berne Circle W.

Minneapolis, MN 55421

6121571-0893

Ray Olcott

1500 Kings Way

Nokomis, FL 33555

813/485-8139

John R. Turgyan

Box 229, R.F.D. 2

Wrightstown, NJ 08562

6091758-2910

S.J. Wittman

Box 2672

Oshkosh,WI54903

414/235-1265

George S. York

181 Sloboda Ave.

Mansfield, OH 44906

419/529-4378

ADVISORS

Contents 2

Straight and Level

by Bob Lickteig

4

AlCNews

by Gene Chase

5

Vintage Literature

6

The BOeker Jungmann

by Dennis Parks

by Norm Petersen

10

Restoration Series - Family

Involvement/Researching Your

Vintage Airplane

12 13 14

Letters to the Editor Type Club Activities The Kid At the 1938 National Air Races

19 20

Welcome New Members Love That Interstate

Page 6

by Art Morgan and Wes Schmid

by Ted Businger

Page 14

by Carol Skinner

22 23

Calendar of Events Antique/Classic Chapter 9 Fly-In

by Ken Russell

24

Best Birthday Yet!

by Steven J. Plourde

26

Thank You Volunteers!!

28

Mystery Plane

28 29

Vintage Seaplane Vintage Trader

by Bob Brauer

by George Hardie, Jr.

Page 20

FRONT COVER .. . Jose Martin's BOcker Jungmann over Wisconsin farmland near Oshkosh. See story on page 6.

(Photo by Carl Schuppel) BACK COVER ... The front cover of the 1938 National Air Races program book on display in the EAA Aviation Foundation Museum's Publications Section. See Ted Businger's story on page 14.

(Photo by Jim Koepnick) 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.

Timothy V. Bowers Robert C. " Bob" Brauer Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles 729-2ndSI.

9345 S. Hoyne

are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material Chicago, IL 60620

Woodland, CA 95695

should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086.

916/666-1875

3121779-2105

Phone: 414/426-4800.

Robert D. "Bob" Lumley The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Philip Coulson

28415 Springbrook Dr.

Nl04 W20387

Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , Oshkosh, WI 54903­ Lawton, M149065

Willow Creek Road

3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for 616/624-6490

Colgate, WI 53017

EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is 414/255-6832

for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

W. S. "Jerry" Wallin S.H. "Wes" Schmid ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­ 2359 Lefeber Avenue 29804 - 179 PI. SE ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising Wauwatosa, WI 53213 Kent, WA98031 so that corrective measures can be taken.

414ml-1545 206/631-9644 Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield , Oshkosh , WI 54903-3086.

VINTAGE AIRPLANE 3

is "busier than ever", but plans to con­ tinue his EAA activities.

Congratulations, Dale.

JOHN LOUCK, 1914-1986

We regret to report the passing on Feburay 11, 1986 of "Capt. " John M. Louck, Sr., of Monmouth, Illinois. John was a long-time EAA member who in the 1960s brought his Ford Tri-Motor to EM Conventions at Rockford , Illinois several times. In recent years, he and his wife, Kate, ran the Lost and Found booth at Oshkosh Conventions. To John's family and many friends, we ex­ tend our deepest sympathy.

Compiled by Gene Chase NEW ADVISORS NAMED

The Antique/Classic Board of Direc­ tors at their February 7, 1986 meeting named two new Advisors . They are Robert D. "Bob" Lumley (EM 106377, AlC 6560) N104 W20387 Willow Creek Road , Colgate, WI 53017 and Robert C. "Bob" Brauer (EM 81504, AlC 4319), 9345 So. Hoyne, Chicago, IL 60620.

Both men have been very active in leadership roles as volunteers at the an­ nual EM Conventions at Oshkosh and will have much to offer as advisors to the Antique/Classic Board of Directors.

Bob Brauer has been an officer in his local EM Chapter and has chaired parking and flight line committees at local fly-ins. He has been a volunteer at every Oshkosh Convention since 1970 and from 1976 to 1983 he served as Co-chairman of the Volunteers Commit­ tee. At Oshkosh '84 and '85 he was Co­ chairman of the Antique/Classic Park­ ing and Flight Line Safety Committee.

His responsibilities in that job included the briefing and training of the Flight Line parking volunteers .

Bob Lumley has been equally as ac­ tive at Oshkosh Conventions. He has served as Co-chairman of the Porch Committee and the Volunteer Booth. He is Chairman of the Fly-Out Committee and has organized the fly-outs to Wautoma since that activity was reinstated. Bob was one of the organiz­ ers of Antique/Classic Chapter 11 in Milwaukee, Wisconsin and serves as Program Chairman for that group. He is also Chairman of the Construction Committee and will head up the addition to the west end of the Antique/Classic Headquarters (Red Barn) which will be completed by Oshkosh '86.

We are pleased to welcome Bob Brauer and Bob Lumley as Antique/ Classic Advisors.

MORTON LESTER STEPS ASIDE

Morton W. Lester, one of the original Antique/Classic directors, announced his resignation from the Board on Janu­ ary 20, 1986. In recent years, Morton's responsibilities as a director of the EM Aviation Foundation have limited his participation in the Antique/Classic Divi­ sion and he felt it was time to step aside.

4 APRIL 1986

NEW PRODUCTS

Morton Lester

Morton's expertise was invaluable during the early, formative years of the Division and he continued to contribute much during its growth and develop­ ment into the successful organization it is today. He continues to serve on the Foundation board. For his many years of dedicated involvement and support of EM and its activities, we are most grateful. Thank you, Morton!

TWIN COUNTY AIRPORT EXTENDS INVITATION

The Twin County Airport Commission again welcomes fliers enroute to/from the EM Fly-In and Convention at Osh­ kosh .

The airport serves Menominee, Michigan and Marinette, Wisconsin and has two runways: 14/32 - 5100' and the new instrument runway, 3/21 - 6000'.

Both are lighted.

Facilities include: Unicom 122.8, free telephone to Green Bay FSS, free tie down with gas purchase, Phillips 100/ 130 and 80/87 avgas plus jet fuel, free transportation to/from Holiday Inn and Road Host motels. Phillips credit cards are accepted.

VOR frequency 109.6 should have DME and RNAV instrument ap­ proaches for summer.

AIRLINE CAPTAIN RETIRES

Dale A. "Gus" Gustafson (EM 8891, AlC 108), Indianapolis, Indiana retired on December 31 , 1985 ending a 35­ year career as an airline pilot. Gus, 57, was USAir's senior pilot and has logged more than 35,000 hours.

He is a long-time member of the An­ tique/Classic Board of Directors and has served for many years on the An­ tique/Classic Aircraft Judging Commit­ tee . Like most who retire, Dale finds he

Tom Houle (EAA 105271) of Tom Thumb Sky Tracings, has three new R/C quarter scale plan sets available: the Pietenpol Sky Scout, Monocoupe 90AL and Pitts Special S-2A. These designs have been in development for over two years including test flying of the three prototypes. For information, send an SAS.E. to Tom Thumb Sky Tracings, P. O. Box 84, Mequon, WI 53092, phone 414/241-5785 after 6 p.m.

PARKS ACCEPTS POST AT EAA

Dennis Parks has been named Li­ brary/Archives Director for the Experi­ mental Aircraft Association. The an­ nouncement was made recently by EM Aviation Foundation President Tom Poberezny.

Prior to joining EM, Dennis had served as a SciencelTechnology Libra­ rian at Purdue University in West Lafayette, Indiana. He had joined the Purdue staff in 1970 as Head of the Sci­ ence/Technology Reference Service in General Library. He also held positions including Aviation Technology Libra­ rian, Assistant Engineering Librarian and Physics/Geoscience Librarian.

In 1985, Parks took sabbatical leave from the University to develop EM's li­ brary and on-line computer catalog . His special interests have been in reference service, the bibliographic control of liter­ ature and automated information re­ trieval. He has developed computerized library information systems for Purdue's Engineering and Physical libraries.

His publications include articles on history and bibliographic control of mili­ tary history and aviation literature. He has also presented papers on alterna­ tives to the card catalog and the use of non-professional staff members in lib­ raries. Besides doing regular reviews of aviation history books for EM publica­ tions, Dennis currently writes a regular column entitled "Vintage Literature" for THE VINTAGE AIRPLANE. •

VI~TA(3~ LIT~12ATU12~

by Dennis Parks Library/Archives Director

VINTAGE LITERATURE - 1925 This is the first in a series of three articles that will take a look at aviation literature in the 20s and 30s. The first will cover 1925, two years before Lindbergh 's flight; the second, 1928, the year after Lindy and the last, 1939, the boom period before World War II. In the series we will take a look at what was happening in aviation, what literature was being published, and sub­ jects being written about.

The Aircraft Year Book recognized 1925 as a "fruitful year", that there was "undoubtedly, a renaissance of flying."

Two hundred and ninety operators had returned reports to the Aeronautical Chamber of Commerce, and nearly 5.5 million miles were flown with over 200,000 passengers carried . The an­ nual report recognized that a large change in attitudes had changed since 1924, that aviation was being recog­ nized as a business, and that it had taken its first steps to prove its useful­ ness in commerce and its indispensabil­ ity in national defense.

The yearbook also remarked on the efforts of the industry to produce truly commercial aircraft mainly due to "the disappearance of war-time stocks and

the organization of air transport com­ panies" and concluded that during 1925 much real achievement was accom­ plished.

Event Among the memorable events of 1925 was the taking of the Schneider Cup Race in October by Lt. James Doolittle flying a Curtiss R3C-2 seap­ lane. Later he broke the official seap­ lane speed record at 245.713 mph. On the commercial side, President Coolidge signed the Kelly Bill authoriz­ ing to contract air-mail routes with pri­ vate operators.

In December, the Guggenheim Foun­ dation was established for the promo­ tion of civil aviation. Also in December Colonel William Mitchell was found guilty of violating the articles of war for his efforts to promote military aviation.

Some of the records standing in 1925 were : Duration - 45 hr. , 11 min.; Dis­ tance - 4,400 km; speed 278.480 mph.

All the above records were set by the French.

Aircraft The Douglas Aircraft Company was formed in November. Among the other activities, the Advanced Aircraft Com­ pany was producing the Waco "Nine" biplane; Alexander was building the OX-5 powered "Eaglerock"; Edo Aircraft was formed (and is still afloat); Heath introduced the "Humming Bird" pow-

ered by a 24 hp. Henderson motorcycle engine; T. Claude Ryan produced his first own-designed and built mono­ plane, the M-1; and Travel Air was pro­ ducing its first OX-5 powered biplane and the new Curtiss C.6A powered "Special".

The standard aircraft at this time was still a liquid-cooled biplane. Most of the aircraft using the new air-cooled en­ gines were mainly naval types. Some exceptions were the Fokker tri-motor, Bellanca six-seater, and the Ryan M-1 , all monoplanes.

Aviation Journals In 1925 Ayer's Periodical Directory listed five aviation journals covering the slowly growing and emerging aviation industry. These were: The Ace(Los Angeles): US Air Service (Washington DC) ; Aero Digest (New York): Aviation (New York) and Slipstream (Dayton).

They were all published monthly except for Aviation which was weekly.

Slipstream had a circulation of 9,000 which was the largest of the group. Aero Digest was listed with a circulation of 7,000 and Aviation 3,000 .

These were not large circulation fig­ ures as at this time Popular Science had a circulation of 262,784 and Cos­ mopolitan 1,182,548. Aero Digest, which began in 1921 , ceased in 1956; Aviation, which began in 1916, con­ tinues today as Aviation Week and Space Technology. The Ace ceased in 1925; Slipstream became AilWay Age in 1928 and ceased in 1931 . Aviation averaged 35 pages per issue; Aero Di­ gest and Slipstream about 50.

Some of the popular journals from England were The Aeroplane and Flight. They were both weekly and aver­ aged about 20 pages. Flight, which began in 1909, is still being published today accounting for almost 4,000 is­ sues.

Articles

EAA Aviation Foundation - Walter Klose Collection

The Bibliography of Aeronautics for 1925 lists over 3,600 aviation articles world wide. The most popular topic was that dealing with engines, which had 115 entries. Given the dubious reliability of powerplants, this was of obvious in­ terest. Some of the titles were: "The de­ velopment of the light plane engine" (Aero DigesQ; "Increasing aero engine power at altitude" (Aviation) ; "On engine failures and forced landings" (FlighQ. The continued availability of surplus engines was attested to by an article in

Pilot Dick Allen and passenger, Russell Putman ready for a business flight in the Stinson-Detroiter.

(Continued on Page 30) VINTAGE AIRPLANE 5

Photo by Carl Schuppel

The classic lines of a Bucker Jungmann with its 11 degree sweepback of both wings, forward jutting landing gear and long, lean, fuselage can raise the pulse rate of nearly any grassroots flier! Note wing shadow in grass.

The Bucker "Jungmann"

by Norm Petersen The soft voice on the other end of the telephone line had a distinct accent that reminded me of Desi Arnaz of the "I Love Lucy" show. He even had the same laugh. In just two months, he would be flying to Oshkosh in a beauti­ ful customized Bucker Jungmann and

wondered where to park the swept-wing biplane. As it was designed in 1933 by a Swedish aeronautical engineer named Anders Andersson for Carl Cle­ mens Bucker, company owner, we mutually agreed on the Antique/Classic section of the big EAA show.

Oshkosh '85 produced many pleasant surprises, but none finer than to meet

the person I had spoken with two months previously - Jose Martin (EAA 100127, AlC 3023) of 30 Wakefield Drive, Fairfield Crest, Newark, DE 19711 . Jose and his lovely wife Pat had flown the pretty green and white Bucker Jungmann from Delaware to Oshkosh .

They both admitted the really outstand­ ing part of the trip was flying past the

Photo by Carl Schuppel Photo by Norm Petersen

A happy threesome, meeting for the first time at Oshkosh '85.

On the left, the legendary Albert Reusch of Switzerland, a Bucker pilot for 50 years, with Pat and Jose Martin.

6 APRIL 1986

Head-on photo shows unique landing gear that hinges from a center tripod with air-oil shocks in the gear legs. Note tiny fill caps half way up the gear legs. Large spinner and stout Sen­ senich prop make an excellent combination with the 180 Lycom­ ing.

Chicago skyline and viewing the city from the lakeside as they flew along the shore heading north towards Wiscon­ sin .

The origin of this sojourn goes back to the late fifties when Jose, born and raised in Spain, entered the Spanish Air Force as an ROTC Cadet and learned to fly in a Bucker Jungmann . Although he also flew a Fieseler Storch and was co-pilot on Heinkell III , Junkers 52 and Douglas C-47 and C-54 aircraft, the de­ licate touch and supreme control qual­ ities of the Jungmann were always in his dreams.

An unusual chain of events began when Jose Martin received a scholar­ ship to attend Cornell University in Ithaca, New York (high above Cayuga's waters). His goal was a Master's De­ gree in mechanical engineering. Always a flier at heart, Jose suddenly discov­ ered the United States was the land of the airplane - even the citizens owned them! Following graduation from Cor­ nell, he became a U.S. citizen and de­ cided to stay in the "land of opportunity."

After several years in construction work, Jose was hired by the duPont company where he has worked for the past 17 years. He is presently in charge of a group developing electronic medi­ cal diagnostic equipment.

Knowing that one day the Spanish Air Force would have to replace their aging Bucker Jungmann trainers, Jose kept in close contact with the situation through his old buddies whom he had flown with years earlier. In 1978, a deal was struck with Jose Martin buying 87 Bucker Jungmanns with 115 spare "Tigre" engines, which are the Spanish­ built copy of the German Hirth four-cy­ linder, inverted engine. Sixty-eight of the CASA-built 131 s were crated and shipped to the United States while nine­ teen were sold throughout Europe.

Once the word got around that Spanish Buckers were for sale, it didn't take long to sell 66 of the 68 airplanes to anxious "aficionados". Jose kept two

A·" ".

for himself - the subject of this article, N131JM, and one more that is currently going through the rebuild process.

N131JM, SI N E3B-360, was Spanish built under license by CASA in 1958 as a Bu 131 l using a 150 hp Tigre engine.

The airplane was totally disassembled and the airframe was sandblasted. Ab­ solutely no corrosion was found so it was painted with metal prep and a two­ part polyurethane finish. All wood was replaced in the fuselage and finished with a phenolic finish for long term ser­ vice. In like manner, the wings, with their delicate wood ribs and spars, were carefully inspected and found to be in excellent shape.

The entire Jungmann was covered with Ceconite 102 fabric and finished with Randolph dope. An investigation of historical records in Europe revealed that Carl Bucker had sold a number of Jungmanns to civilians prior to 1938 and the exact colors were faithfully re­ produced on N131JM to come up with the beautiful green and white paint scheme. The name "Esperanza" on the cowl is a Spanish word meaning "uni­ versal hope." The leather around the cockpits is all original, just as it came from the CASA factory in 1958.

Once the Jungmann parts and pieces were all rebuilt, the airplane was as­ sembled with its original 150 hp Tigre engine and flown for some sixty enjoy­ able hours. At that time, Joe Krybus, originally from Czechoslovakia and now of Santa Paula, CA was hired to convert the Bucker to a brand new AE10-360­ B4A 180 hp lycoming with Bendix fuel injection and an extended Christen in­ verted oil system. Joe used a 6-point suspension of his own design on the engine mount, which maintains the same C/l of thrust as the Tigre. In addi­ tion, Joe's molded fiberglass cowl is most impressive and seems to flow into the total airplane design. Jose is most impressed with the resulting handling qualities, which are equal to or better than the original and noticeably better

Photo by Carl Schuppel

A true gentleman in every sense of the word, Jose Martin stands by his favorite airplane with the Oshkosh tower in the background.

in inverted flight. The very shallow angle of attack while inverted allows hands off flight with forward trim rolled in.

A special wooden propeller was de­ signed by Bob Bristol, chief engineer of Sensenich in lancaster, PA. Using a wide chord and plastic leading edge, the KZ76 x 60 prop is extremely smooth and light in weight. The dampening ef­ fect of a wooden prop on the 0-360 is very beneficial considering metal fixed pitch props have a mandatory 500-hour overhaul due to the severe impulses of the large 90 cu. in. cylinders.

The wheelpants on N131JM were molded from an original Swiss

LA . C.

S v'

"0

abWt.~

Photo by Carl Schuppel

Photo by Gene Chase

The baggage compartment cover on Jose Martin's Jungmann displays three EAA logos and three aerobatic logos from his native Spain.

Expert cowling installation by Joe Krybus is displayed in this photo. Note smooth line to large spinner and Sensenich prop.

Classic Bucker logo can be seen to the right.

VINTAGE AIRPLANE 7

Photo by Gene Chase

Pilot and co-pilot of the Jungmann at Oshkosh '85 were Jose and Pat Martin, shown in front of their beautifully rebuilt and re-engined machine. Pat is also a licensed pilot.

Jungmeister wheel pant. They were widened just a bit to accommodate 600 x 6 Cleveland wheels and brakes, yet maintain the classic "Bucker" look.

Besides the normal instruments, the rear cockpit has a Tomorrow Apollo II Loran C, a Terra 720 channel trans­ ceiver, a Communication Specialists 720 transceiver and a Terra Transpon­ der with altitude encoder. The full elec­ tric system is powered by a 60 amp al-

ternator. An intercom with voice acti­ vated mikes handles communication from one cockpit to another - and it really works!

Just behind the firewall, a 22-gallon tank feeds the engine and is good for up to three hours maximum. Normal cruise is 115 mph at 65 percent power, burning 7 to 8 gallons per hour. All-out aerobatics will consume up to 10 or 11 gallons per hour.

Jose and his wife Pat have made five trips to Oshkosh, but 1985 was the first trip in an open cockpit biplane. Both admit it was by far the most exciting trip to date. Pat, who is a licensed private pilot with some 300 hours in a Cessna 150, loves to fly in the Jungmann and is especially adept at navigating. Jose maintains that if he can get the Jungmann up and down, Pat can al­ ways find their destination! (It's called

Photo by Carl Schuppel

Photo by Carl schuppel

Doing what he likes to do best, Jose Mar­ tin pulls in close for a photo of his Bucker Jungmann. Note APU plug near lower longeron.

8 APRIL 1986

Substantially built tail group reveals closely spaced rib stitching (common on all aerobatic aircraft) and trim tabs on both elevator and rudder. Elevators are hinged several inches behind the gap to give the pilot an almost exquisite "feel" unlike any other airplane.

Photo by Carl Schuppel

"Sorry, Clemens, your Jungmann never came equipped like this!" Beautiful in­ terior of the rear cockpit shows 720 ch. radio, Loran C, tailwheellock on left, and trim handle on right. Tach registers 65.2 hours since 180 engine installation.

teamwork!)

Although Pat enjoys aerobatics, she does tend to suffer from motion sick­ ness. However, she admits that practice helps and if she is doing the piloting, it seems to go better. With a delightful fly­ ing biplane like the Jungmann on hand, it can really cause a person to "want" to do aerobatics.

Jose Martin has been active in lAC (lAC 8026) for over four years and hopes to participate in their contests in the future. In the meantime, he is start­ ing the rebuilding process on his sec­ ond Jungmann, which will no doubt be a first class airplane as his present machine is.

At Oshkosh '85, Jose and Pat were most pleased to meet Albert Ruesch of Switzerland who has been teaching aerobatics for fifty years in a Bucker Jungmann and probably has more Bucker time than any man alive. "Albi" Ruesch is still teaching aerobatics on a daily basis at age 76!

PILOT REPORT

by Norm Petersen An invitation to fly a genuine Bucker Jungmann was, no doubt, the high point of my flying career, which spans 30 years. Sure, I've read nearly everything published on the Jungmann and its single-place version, the Jungmeister, and admired every one I have ever laid eyes on, but the thought of actually fly­ ing one was almost too much.

However, the final Friday of Oshkosh '85 was upon us and Jose was busy checking over the plane with an eagle eye - as all aerobatic pilots instinc­ tively do. With everything in readiness, cloth helmets were put on, with the built­ in headsets for the intercom making the ears feel very large!

Stepping into the front cockpit, I slid down into the seat and began buckling up the five-point aerobatic harness. I was surprised how snug the cockpit fit my 220 lb. frame. All controls were close at hand and when the cockpit sides were closed up, you definitely had that "part-of-the-airplane" feeling. Jose wiggled into the rear cockpit and when everything was fastened down and con­ nected, he turned the key on the 180 Lycoming and, with wing walkers, we taxied down the lines of parked aircraft.

I tried to look very "debonaire" as we passed numerous bystanders. It was a good thing they were unable to see the shivers going up and down my spine and the cotton in my mouth!

My first impression of the engine and prop combination was one of extreme smoothness with very little vibration.

The beefy wooden Sensenich propeller really calmed the big four-cylinder Lycoming. (With a couple hundred

LUFTWAFFE ­

WORLD WAR 11

Designe d And Buill 8y: BUcker flugzeugbau GMBH , Berlin. Germany (BU·n, A. 8, C. OJ first Prototype flew In 1934 Basic And Ae robatic T,.iner For The Germ.lOA-ir for ce Built Under licen5e

In~

SWITZERLAND (OORNIER-WERKE A.G.) 1936 SPAIN (CASA)

1938

BU -131 B

1.131 H, E, L

CZECHOSLAVAKIA (TATRA) 1937

T-131

JAPAN (WATANABE CO.) 1942, K9W1 (NIPPON K.K .)

1943, KI-86.

All Ge unan Airplane s W e re In Ch·ilian Markings Until About 1938 Du e To Th ... Ver sailles Treaty (Cermillny Was Not Allo we d To Build Anything That Could Be Used fo r Military Aggression ).

Photo by Gene Chase

The lineage of the Bucker Jungmann and its license-built versions that were constructed in four other countries. This airplane was a CASA built Bu. 1.131L version.

hours in a 180 .Starduster Too using a metal prop, I could really appreciate the difference!) The Jungmann has a soft landing gear with air-oil struts that seem to soften the bumps as the plane rolls across the grass.

Before long, Jose had lined us up with runway 18 and the FAA flagman waved us off as the plane ahead cleared the runway. I saw the dual con­ trol tailwheel lock move to the forward (lock) position, and Jose opened the throttle. With only 65 hours on the en­ gine, it was quick and lively and within a few hundred feet we were airborne and climbing. The wings, with their unique 11 degree sweepback, seemed a bit small, but my how they did their job! This bird can really fly!

The bright morning sun glistened on the waters of Lake Winnebago as we flew south at 2000 feet. Jose made a slow turn to fhe left as we cleared the area in all directions. A final check of chute and aerobatic harness was made as Jose executed a slow roll to the left with the nose of the Bucker not moving over 1/2 inch from the imaginary point on the horizon! (My immediate thought was that I was in a league way over my head! This guy was butter smooth!)

Several more slow rolls were then ac­ complished to the left and right with a half roll finish, leaving us in the inverted position. The plane was rock steady as we were suspended in our harnesses and the Lycoming never missed a beat.

We rolled back upright and Jose an­ nounced over the intercom, "It's all yours."

I swallowed hard and took the stick in hand, doing a few turns to get the feel of the aircraft. The light and delicate ai­ lerons were most noticeable. The rud­ der was very effective and elevators

mony between the three axes is unbe­ lievable. No wonder people like this airplane!

Building up speed to about 130 mph, I pulled up into a big country loop, letting the airplane almost float over the top.

Coasting down the back side, I began the pullout and soon realized, this airplane handles "G" load so easily, without tightening up the controls. I pulled the nose up and fed in aileron for a barrel roll to the left. It was almost too easy! As it came around to level, I pulled to the vertical and waited for the speed to bleed off before kicking left rudder in a hammerhead stall. Duck soup! Pulling out, I rolled inverted and hung there for a few seconds. The amount of forward stick necessary to hold an inverted flight was easy to handle. A little aileron and rudder soon had us back upright. (A guy could easily get "ruined" with this airplane!)

After a bit more dicing around, it was time to head back to Wittman Field and enter the pattern for a landing. Jose took over and after making a go-around because of traffic, we came in the sec­ ond time, putting the Bucker on the run­ way in a perfect three-point landing.

Even Jose admitted it was a good one.

We taxied back to the line of antiques and moved slowly to the Bucker's "home".

With the smooth and quiet Lycoming shut down, I sat there for a moment try­ ing to make myself realize I had just fulfilled one of my supreme ambitions - to fly a Bucker. I am not sure if it showed or not, but Jose Martin had made me a very, very happy person.

Thank you Jose! You are a "gentleman and a scholar - and a judge of fine airplanes!" • VINTAGE AIRPLANE 9

Restoration Corner

Family Involvement

By Art Morgan

(EAA 17674, AlC 2355)

So you finally did it. After years of payin' for the home, puttin' the little nip­ pers through school, and makin' sure your life mate is taken care of, you did it. You bought your dream airplane.

You made the decision to do it some time ago. Now with the encouragement of your family and the help of the local EAA chapter, and friends old and new, you've found it. Sure you paid more for it than you wanted to, and so what if it needs a complete rebuild, it's yours.

That loosely assembled pile of tubes, rags, aluminum, engine, etc. is your treasure and by the powers, you're darn proud of it.

So there you sit in your favorite chair.

Leaned back, hands behind your head, legs outstretched, with your crooked lit­ tle toes trying vainly to point skyward, dreaming of "Soaring with Eagles." Like the man said, "It don't get any better than this."

Then you feel it. Just a little at first, you glance over and there they sit, your heir apparent and sibling, and the one who promised to love, honor and over­ look occasional bouts of stupidity.

They're not trying to, but by gum they are. They're staring at you with puppy dog eyes that are saying, "Oh great loved one, what about us, your devout family? What shall we, the great un­ washed do while thee bury thyself and not a small amount of our money on that heap of broken bones and torn skin that thee have so thoughtfully deposited in our yard, driveway and garage?

Surely we are not to be put from your life for the next few years? Are we to be only makers of coffee, runners of er­ rands, or worse yet, the third hand when needed? Are we to be relegated to the role of assuring the neighbors (most of whom are thinking about selling before property values start to nose dive) that no, we have not opened a home for mental midgets. Is this to be our fate?"

Dear friend, you may not know it, but you stand on the threshhold of triumph or tragedy.

10 APRIL 1986

Opportunities present themselves in strange ways. That airplane you just bought could be one of the greatest ways you will ever have of pulling your family closer together. Conversely, it can drive them apart. It's up to you. But how you ask, do I involve my family.

What can they do? Or for that matter, what can I do? Well, old saw, purveyor of bent bolts and corrosion, I'm glad you asked . I'll tell ya. I don't know.

Every family group is as different as there are snowflakes in a blizzard.

How's that for helpin' you along? But here is the bright spot on the oily garage floor. You know your family better than anyone. You know their skills and tal­ ents, their likes and dislikes, what they will and won't do. It's up to you to recog­ nize these talents and likes, because whether you like it or not, this is not just your project. You are an integral part of the family unit, and what they do you want to be part of, and what you do they want to be part of.

I once read a story where a fella was buildin' a Thorp T-18 and his grand­ mother, bless her heart, bucked every rivet. We have all heard stories where the life mate did the upholstery or helped with the covering. The kids be­ came involved in rib making, former cut­ ting, welding, etc. We all marvel at how lucky that individual is. Well, I'll tell ya, that's a bunch of horse hair balls.

There's no luck involved, the members of the family were invited to join in.

In my own case, my wife had very little interest in things mechanical. She would help when needed, (always wanted) and at the end of the job she would be very proud of what she had done. At the end of the project (Lus­ combe) I think the airplane was more hers than mine. To this day, heaven help the unqualified person who touches or bad mouths "Go Whizz Kate"! All 5'2", 115 Ibs. of her become meaner than a Marine "D.I." and she will walk away with a piece of that per­ son's ear dangling loosely from the corner of her mouth. All because I asked her to become involved.

Now that we are flying our time machine she finds that although she does not want to learn to fly, she loves to navigate, sooo whenever we plan

any kind of trip she grabs the sectionals, plots our course and has been telling me where to go ever since. (Some bles­ sings are more hidden than others.)

Now this isn't unusual. If you look around your local airport at all the people who have, or are restoring an airplane, you are going to find that there is a family involvement. Somewhere along the line a spouse and kids helped get that pretty little "Sky Queen" into the air. They are now telling the neighbors (who have since decided that maybe you're not crazy and are eyeing an old car, boat or, heaven forbid, an airplane as something to work on) how much fun they've had over the past few years.

It makes no difference that you 're driving a car that is a little older (trans­ lated - a lot) than theirs, or that the carpeting should have been replaced two years ago, or maybe the place does need painting. So what! So what? Well , I'll tell ya. "We have got an airplane."

You don't have an airplane. "We have got an airplane." "We" go to breakfast fly-ins, here and there (100, 200 to 500 miles away). Sometimes "we" bite the bullet to make a repair or to add some­ thing such as radio, instruments, etc.

Sometimes "we" fly just for the beauty of it. But by crackers "we" have an airplane. We stand tall ya' all." Nice feelin' ain't it?

So lean back in your chair. Look at your children. Capture the soul of the mate who promised to "Love, honor and buck your rivets" and say, "Cast away your fears. This is not a field lying fallow.

We will have more than just a project, more than an airplane at the end of it.

We will have 'family involvement.'"

Researching Your Vintage Airplane

by S. H. (Wes) Schmid (EAA 3113, AlC 6688) At first glance some aircraft, particu­ larly World War I and many 20s and 30s type aircraft built of wood, appear deceptively simple in construction . Un­ covered, however, it's another story.

Structures emerge that are highly com­

plex with routed wood spars and longe­ rons, Rube Goldberg metal fittings, complicated castings, and enough wire, splices and turnbuckles to string a sus­ pension bridge together. And there's al­ ways the difficult task of finding scarce engine parts, instruments, wheels, hardware and hundreds of other vital parts that go into such an aircraft. Be not dismayed. EAAers tackle these re­ storation jobs and produce fantastic re­ sults. Research is one of the key ele­ ments in award-winning restorations.

Depending on the condition of the air­ craft being restored, it is not unusual when basket cases are involved that entire structures must be totally rebuilt or duplicated. If you are lucky, enough fittings will be available to serve as pat­ terns. Regardless of what type aircraft construction is involved - tube , wood or metal - at this stage a complete set of plans is important. For every Ap­ proved Type Certificated aircraft - and this goes back to March 1927 when the Department of Commerce issued ATC NO. 1 to the Buhl-Verville Airster, CA-3 - a complete set of engineering draw­ ings and specifications exist. What's particularly great about this is that much of this data is available for today's re­ storers of antique and classsic aircraft.

Not available, however, is data on ATC aircraft currently classified as Proprietary Data - type certificates held by manufacturers such as Taylor­ craft, Maule, Cessna, Piper, Beech, or individuals who already own the rights to specific ATC aircraft. In these cases owners' consent to use specific data is required .

On the other hand the hundreds of ATC's classified under Public Informa­ tion are in the public domain and there­ fore available for examination. Docu­ ments can be copied.

For access to this data one simply applies - preferably by letter - to the FAA Aircraft Certification Office that is­ sued the original ATC. There are 12 such offices scattered around the United States. Some of these regional offices go back to the early days of the Department of Commerce and the CAA era. A few phone calls or letters should quickly determine what office is in­ volved - especially so if the original factory location is known. Newer FAA records are on microfiche. Older data consists of blueprints and documents.

Duplicating services are available and costs will vary depending on quantity and size of records to be reproduced.

Another great source for data is the Smithsonian Institution and the National Air & Space Museum. Here's the mother lode for information on specific aircraft, drawings, books, photos and

documents. There are many contacts within the facility, but for starters try : Archival Support Center National Air and Space Museum 3904 Old Silver Road Suitland, MD 20746 202/287-3480

Edward Pupek Susan Ewing (Supervisor) NASM is presently in the process of putting their photo archives on laser discs. Three are now available, each with 100,000 photos for $39.95 each.

The Archival Support center is particu­ larly strong on Fairchild 24, Waco and Stearman series aircraft. Duplicating facilities are available.

There are many outstanding civil and military aviation museums around the country and each one is a potential gold mine of data you seek. General interest museums such as Chicago's Museum of Science and Industry, Ford's Deer­ field Village and Thompson Products Musuem display aircraft and other avia­ tion memorabilia, so these too can pro­ duce results . Any understanding curator will often permit you to cross barriers for photos and measurements - not to mention opening files that nor­ mally are not available to the public.

And don 't overlook the small local museums or historical societies. Amaz­ ing what can turn up!

Check if drawings or data exists from the original manufacturer. If the com­ pany still exists, files may be stored someplace. Through the years com­ panies have folded , some have merged, names have been lost in ac­ quisitions, so it's possible a thorough investigation can uncover forgotten documents. Usually there are manuals, parts lists, overhaul manuals, rigging data, sales and advertising brochures.

Search for the aircraft's original owner and those that followed . Study the logs (if available). Seek out person­ nel who were involved in producing the aircraft - company officers, factory workers, designers, test pilots, mechanics, the company's dealer net­ work. One contact in this area invariably leads to another, and another, and the circle widens - producing pictures, stories, artifacts and sales literature that are all part of the researcher's world . In some respects the contact with people involved in the aircraft's early history is more rewarding than the actual mechanics of restoring the aircraft. Ad­ ditionally, it uncovers many people who would otherwise be forgotten - their aviation contribution lost. How many of the old-timers have been discovered

with such a restoration project? How many of these old-timers are regulars at Oshkosh because of it?

Books such as the Aircraft Yearbook series (1920-1959); Jane 's All The World 's Aircraft (1909 to present); Jupt­ ner's U.S. Civil Aircraft nine-volume series containing ATC'd aircraft (#1 through #817) are invaluable reference sources. Aviation journal indexes such as: Bibliography of Aeronautics (1910), Paul Brockett; Bibliography of Aeronau­ tics (1909-1932), NACA ; Aircraft, En­ gines and Airmen (1930s to late 1960s), August Hanniball : Aerospace Periodical Index (1973-1982), NASM; and John Bergeson's Reference Guide to EAA monthly publications - SPORT A VIA­ TlON, THE VINTAGE AIRPLANE, WARBIRDS, and LIGHT PLANE WORLD (formerly UL TRALIGHT, and UL TRALIGHT AND THE LIGHT PLANE). These publications will permit you to zero in on pertinent data and save a lot of time when researching a project.

Old aviation magazines need to be scoured. Pre-World War II issues of Aero Digest, Aviation and Popular Aviation are some of the most helpful.

Lots of pictures and specs. Great for checking paint schemes of aircraft from that era. Even the ads are interesting and often contain valuable information.

The American Aviation Historical So­ ciety quarterly Journal offers thoroughly researched articles on many of the old aircraft.

The government makes available Technical Manuals - Army, Navy, Civil Aircraft Design Critera Committee; Bureau of Air Commerce Bulletins, CAA, FAA Publications such as Civil Air Manuals, Advisory Circulars, Federal Air Regulations, Type Certificates and Data Sheets, and AD Airworthiness Di­ rectives. Technical books such as Avia­ tion Engines (1918) by Victor Page ; Dyke's Aircraft Engine Instructor (1928)

by Andrew Dyke; Modern Aircraft (1929) by Victor Page; and Aircraft Handbook (1942) by Fred Colvin will provide much information.

If you are a World War I buff, plans for quite a number of these aircraft are available. Advertisements appear regu­ larly in aviation journals offering original drawings or modernized versions for replica builders. Several publications such as Cross & Cockade and Leonard Opdycke's World War I Aero are excel­ lent research sources for pictures, data, specs and plans.

Type Clubs have been formed for many of the old antique and classic air­ craft being flown today. Newsletters contain information on where to find parts, restoration techniques, mainte-

VINTAGE AIRPLANE 11

Restoration Corner

nance, ADs, flying - whatever - and permit a sharing of interests and ac­ tivities. Information on these clubs ap­ pears regularly in THE VINTAGE AIRPLANE. Structural parts for many classics are readily available from Uni­ vair Aircraft Corp., and Wag-Aero, Inc. Further information can be gained by attending EM and EM Antique/ Classic chapter meetings. Go to fly-ins - all of them. Talk it up. You'll be sur­ prised how often a casual conversation can lead to a solution to your restoration project. When hard to acquire parts are needed, watch the classified ads in Trade-A-Plane. Advertise if necessary.

And, the most important of all sources of information is right in your own back yard. EM! Its members and its chap­ ters, and The EM Aviation Founda­ tion's Museum with its priceless collec­

tion of aircraft, books, magazines, man­ uals, drawings, photographs, instru­ ments, artifacts, and files of data pro­ vide an excellent bank of information.

When it comes time to actually start your restoration a decision will have to be made. Will it be a complete, original, factory new restoration or will certain liberties be allowed to make it more compatible with today's aviation envi­ ronment of radios and hard surface run­ ways? Brakes or no brakes? Tail wheel or tailskid? Every instrument, every bolt to match the original equipment when the aircraft was rolled out of the factory?

Finding original parts is time-consum­ ing, challenging and expensive. Match­ ing paint colors can be as simple as taking a patch of fabric to your local paint store. On the other hand it can be totally frustrating and demand an inordi­ nate amount of your time until the right shade of color is achieved. Finding the proper wheels is a story in itself. Up­ holstery creates special problems as

Letters To Editor

Dear Sirs,

Dear Gene,

I am preparing a history of the Paramount Aircraft Corporation of Saginaw, Michigan 1928-1931. Could you help? The two princi­ pal men in the company were Joseph Behse and Walter Carr. Behse was from Saginaw and trained as a flier during the First World War in Florida and at Wright Field, Ohio. Carr soloed near Chicago in 1914 and started making exhibition flights as early as 1915.

Before coming to Paramount, Carr cam­ paigned the "Carr Special" and the "Maiden Saginaw" in the Cleveland Air Races. Prior to formation of Paramount, Carr was chief pilot for Northern Airways, a Detroit to Saginaw airmail and passenger carrier.

Paramount built nine "Cabinaires". These were three or four seat, metal frame, fabric covered biplanes. Most were powered by the 110 hp Warner Scarab engine. One was powered by a 165 hp Wright J-6 and one by a 165 hp Continental. Behse and Carr flew a Cabinaire to 15th place in the 1930 Na­ tional Air Tour.

So far, I have located a couple dozen photographs and an under-restoration Cabinaire. I have also heard rumors of Cabinaires in Iowa and New York. Can you or anyone in your membership help with in­ formation or photos? I know very little of Behse or Carr in their pre-Paramount days.

I know nothing of them in the 1930 Air Tour.

I have only pictures of Carr's Cleveland Rac­ ers. I'm very interested in learning all I can about the men, the company and the airplanes. Can you add anything to this his­ torical puzzle?

I was pleasantly surprised to see that great action photo of my brother, Nick Rezich, making a landing in our Travel Air 0-4-0.

Thank you for featuring NC606K on the back cover of the February issue of VINTAGE. Incidentally, brother Frank tells me that Travel Air NC8115 has been sold again to an airline captain in the Los Angeles area.

He's the third owner since Nick.

Sincerely, William J. Ballard, Jr. D.D.S. 324 West Cedar Avenue Gladwin, Michigan 48624 12 APRIL 1986

many of the fabrics in use during the 20s and 30s are no longer available from mills. Upholstery shops usually have cloth in storage or know of sources for fabrics you require. Check with antique auto buffs.

It's a long road spanning many years from initial research efforts to complete a restoration and make the first flight.

But whatever the cost, whatever the sacrifice, however much of your time it took - it will be worth it. Not only will you have resurrected and brought to life a bit of history so that everyone can share in our aviation heritage, but you have also gained the respect and admi­ ration of your fellow airmen. Also, a mantel full of trophies and plaques usu­ ally follows.

And, of course, if your research and restoration is truly outstanding you may even join the most select fraternity of all - being named winner of the Grand Champion trophy for your antique or classic. That's the ultimate! •

Hello Gene, Here is a photo of the Taylor J-2 Cub, N17283, SIN 950, manufactured 4-7-37. We completed the restoration on 5-11-85. The color is Loening yellow over ceconite. We added brakes and a steerable tailwheel.

The total time on the airframe is 790 hours.

The Continental A-40-2 engine has 30 hours since major. We've flown the plane 14 hours and it flies great!

The enclosed check is for my Antique/ Classic membership renewal.

Best regards,

Regards,

Mike Rezich (EAA 510, AlC 2239) 6424 So. LaPorte Avenue Chicago, IL 60638

Stan Siggins (EAA 10555, AlC 5017) R. D. 1, Box 491

Finleyville, PA 15332.

I

~ ~ype

ClubActivities

Complied by Gene

('hast'

AI Meyers Airport 1936-1986 Meyers aircraft, their owners and pilots will be "coming home" July 3-5 to celebrate the 50th Anniversary of the AI Meyers Airport at Tecumseh, Michigan. This will be the site of the Annual National Fly-In of the Meyers Air­ craft Owners Association.

There will be community participation in­ cluding a special July 4th celebration, and fly-bys of Meyers aircraft. Activities on Satur­ day, July 5, include maintenance sessions for Meyers OTWs, 145s and 200s.

For information on the Meyers Aircraft Owners Ass'n, contact: Jacque Merrihew, 199 South Washington Street, Sonora, CA 95370, phone 209/532-2826.

The Ercoupe Owner's Club, Inc. as custo­ dian of the Fred E. Weick Scholarship Fund is seeking applicants for educational assist­ ance. The fund is comprised of many indi­ vidual contributions which have accumulated to approximately $9,000 as corresponds to the most recent years' interest earned on the principal sum.

All students pursuing an aviation-related field of study are eligible, except that flight instruction reimbursements will not be con­ sidered. Applicants need not be members of the Ercoupe Owners Club (membership is $20 per year), but preferential consideration will be given to members, family of members and recommendations by members. Finan­ cial need is not a prerequisite, but will be considered.

No formal application is required . Appli­ cants should submit an essay describing themselves, their aspirations, their progress to date and how they would utilize funds if selected to: Fred E. Weick Scholarship Com­ mittee, clo Ercoupe Owners Club, Inc., P. O. Box 15058, Durham, NC 27704, postmarked no later than June 30, 1986.

The committee shall complete its review of applicants so that selection of the recipient may be announced at their annual fly-inl meeting which will be at Cablel Union airport, Wisconsin, July 31 through August 3.

For further details as well as information on the Ercoupe Owners Club, Inc, contact Skip Carden, P.O. Box 15388, Durham, NC 27704, phone 919/471-9492.

Middletown '86 On June 13-15, 1986, the Aeroncas will flock home again to Middletown '86, the Aeronca Factory Fly-In at Middletown, Ohio.

All registered Aeronca owners are extended a special invitation. Enthusiasts won't want to miss this one either. Champion and Bel­ lanca owners are welcome, and will be parked adjacent to the Aeroncas. This is ex­ pected to be the largest gathering of Aeron­ cas ever assembled.

Activities will consist of tours of the Aeronca factory in Middletown and the Wright-Patterson USAF Museum in Dayton .

On Saturday night the banquet will feature aircraft awards in several Aeronca categories and banquet speakers. Many Aeronca veterans will be on hand for the weekend, and will be the featured guests at the banquet.

For further information, contact Fly-In Chairman Jim Thompson, Box 102, Roberts, IL 60962, phone 217/395-2522 .

For information on the four active Aeronca type clubs, contact:

A member of the Bucker Club, Sam Burgess (EM 16214), P. O. Box 3224, South San Antonio Station, San Antonio, TX 78211 is building a Jungmeister which will be powered with a turbo-prop engine. Three wing panels are completed and he is working on the center section and plumbing the fuel system. The only mods Sam has made in consideration of the turbine engine are a canopy, .049 wall tubing from the cockpit for­ ward and a Pitts type tailwheel. He antici­ pates needing the extra directional control to handle the additional torque produced on take off. The cowling will be longer to house the engine.

Sam bought the wing fittings from Marcus Bates which saved him a lot of work. He could have made them but due to the swept back wings, the fittings are very complicated .

Sam should know because in the late sixties he built a Warner 165 powered Jungmeister while living in Honolulu, Hawaii then shipped it to California where he began a flight which took him to all the other 49 states in 1970.

The following year Sam donated this fine example of a homebuilt Bucker to the EAA Air Museum.

For information on the Bucker Club, con­ tact: John Bergeson, SecretarylTreasurer, 6438 West Millbrook Road, Remus, MI 49340, phone 517/561-2393.

Aeronca Aviator's Club Julie & Joe Dickey 511 Terrace Lake Road Columbus, IN 47201 8121342-6878 Aeronca Club Aug ie and Pat Wegner 1432 28th Court Kenosha, WI 53140 414/552-9014 Aeronca Lover's Club Buzz Wagner Box 3, 401 1st Street East Clark, SO 57225 605/532-3862 Aeronca Sedan Club Richard Welsh 2311 East Lake Sammamish PI., S.E. Issaquah, WA 98027

Thomas McClish has sold the rights to Funk Aircraft (and all the parts) to Larry Smith, 5 Court Street, Canfield, OH 44406, phone 2161792-4299.

Mr. Smith plans to continue making and selling parts for the Funk. A little delay can be expected until he gets all the items moved in and arranged for easy access. Smith is also making all new jigs for the aircraft.

Smith and his partner hope to attend the annual Funk Fly-In July 25-27, 1986 at Cof­ feyville, Kansas to meet with members of the Funk Aircraft Owners Association.

For information on this group, contact G. Dale Beach, 1621 Dreher Street, Sac­ ramento , CA 95814, phone 916/443-7604 .• VINTAGE AIRPLANE 13

The KI D at the

(Part 1 of a 2 part article)

by Ted Businger (EAA 93833, NC 2333) (Photos by the author, except as noted)

---1938--­ NATIONAL AIR RACES

The means of airport access that I had developed for the 1937 races (see Ted 's ar­ ticle in 11183 T. V.A. .. Ed.) were used again in 1938. Once the program was underway, the 50 cent admission to the grandstand area had to be paid, if the entire show was to be properly viewed.

In late 1937, the world began preparing for war. This resulted in a surge of business that would reduce global depression . Naturally, profits rose and part of this additional reve­ nue was diverted to increase prize money by the Bendix, Thompson and Cleveland Pneumatic Tool organizations (L. W. Greve, Pres.) . As an illustration, the 1938 Thomp­ son Trophy winner was guaranteed a greater purse than was paid to the entire field of contestants in either the 1936 or 1937 races; and twice the amount paid to the field from 1929 to 1934. The Bendix and Greve events also reflected this phenomenal increase.

The 1938 rules governing closed course competition had been substantially revised.

All races of less than 550 cubic inch dis­ placement (c.Ld.) were eliminated . Also gone were the thrilling qualifying races, and the shorter race courses.

Qualifying consisted of a timed , two lap speed dash around the ten-mile quadrilateral course. Each pilot was allowed three at­ tempts and could elect to fly the speed trial on Wednesday, Thursday or Friday (August 31st to September 2nd). The minimum speed for the Greve event was raised to 200 mph with the distance increased to 200 miles. The Thompson Race minimum speed was set at 220 mph and the distance lengthened to 30 miles. Another major rule change prohibited any plane from being flown in both the Thompson and Bendix events in the same year.

The purpose of the increased duration of the racing events was two-fold: (1) To prom­ ote advances in military pursuit plane de­ velopment, and (2) To quiet critics of air rac­ ing by discouraging those designs that today would be regarded as "hot rods".

Generally, the airlines were the most vocal critics of air racing. The airline industry of that era faced the formidable problem of try­ ing to lure passengers away from other com­ mon carriers. At that time, every aircraft ac­ cident made front page headlines with arti­ cles describing every gory detail. Such re­ ports had a substantial impact even on vete­ ran air travelers and thwarted efforts of the airlines to relieve their tenuous financial pos­ ition .

The greatly increased racing purse gener­ ated a flurry of activity among those inclined 14 APRil 1986

to pit their skill against all comers. More brand new racing planes had been built than ever before. Some obsolete racers were re­ surrected and refurbished and many of the old stand-bys were reworked and updated.

Bendix Trophy Race Listed below are the aircraft as listed in the 1938 program book, followed by a brief description of each : Jackie Cochran's Seversky externally was a duplicate of Frank Fuller's. Undoubtedly there were internal differences.

The Spartan 7-W Executive was a beauti­ ful but stock commercial entry. The Spartan was an all-metal low wing, four place ship with retractable gear and a P&Y:J single row Wasp Jr. driving a Hamilton Standard propel­ ler. Aircraft dealer John Hinchey was listed as pilot, however when they landed in Cleve­ land, Charles La Jotte was in the left seat.

LaJotte was a very fine flight instructor from Long Beach, California whose most famous student was Howard Hughes. The Spartan Aircraft Co. seemed intent on beating the Beech 17s for the advertising value they would realize. This 7-W still exists in Ken­ tucky.

G. M. Bellanca designed and built the tri­ motored 28-92 racer as Alex Papana's entry in the cancelled 1937 trans-Atlantic race. It is an enigma among the many marvelous machines that carried the proud Bellanca label. It has never been clear how the mix­ ture of power plants was arrived at. Certainly the Menasco C6S-4s installed outboard and the V-12 Ranger in the nose posed serious maintenance problems. Apparently Papana refused to accept delivery of the plane after the trans-Atlantic race was off. Bellanca chose to race it in an effort to stir up interest

with other potential buyers, and to defray a portion of the expenses involved.

The Bellanca 28-92 had a wingspan of 46 ft. 4 in . and was 28 ft. 4 in . long. The fuselage was chrome moly tube construction , while the all-wood wing was fabric covered over a plywood skin . Sheet metal covered the out­ board engine/landing gear pods, plus the nose to cockpit area of the fuselage . The aft fuselage was fabric covered.

As in most Bellancas, the selection of col­ ors and finish left a good deal to be desired .

When Frank Cordova landed the ship in Cleveland, one of his first statements was, ''That is one of the easiest planes I've ever flown ." Indeed, the landing looked as easy as one in a Cub, and was completed under less than ideal conditions. A recent reliable report stated the 28-92 was sold to a wealthy Brazilian in late 1941 or early 1942, with a fair possibility that at least a portion of it still exists some place in South America.

A new Bendix entry in 1938 was Ross Hadley's Beech Staggerwing . Certain refine­ ments and paint color were differences be­ tween it and Louise Thaden's 1936 Bendix winner and Jackie Cochran's D17W. Jac­ kie's Beech was flown by movieman Max Constant in this race.

An interesting sidelight was the entry of Bernarr McFadden. Mr. McFadden was 70 years old and a health food fanatic . He was well known as publisher of the popular weekly magazine, Liberty. Because of his age he was required to have a co-pilot for the face. His Northrop Gamma had originally been Russell Thaw's.

Lee Gelbach's Wedell-Williams racer had been given a facelift following Art Davis' landing accident in it in 1937. Owner Jack Wright had it repaired, including cosmetic im­ provements. A gleaming white paint job com-

BENDIX ENTRIES

Racing No. Pilot 9 Paul Mantz 13 Jackie Cochran 31 Max Constant 44 Ross Hadley

Plane Lockheed Orion Seversky SEV-3 Beech D17W Beech D17S

C.I.D. 1823 1830 985 985

61 70 72 77 85 92 99 (no show)

Gee Bee QED Northrop Gamma Spartan7-W Seversky SEV-3 BeechA17F Wedell-Williams Bellanca 28-92 Lockheed Orion

1690 1823 985 1830 1823 985 1860 1823

George Armistead Bernarr McFadden Charles LaJotte Frank Fuller Bob Perlick Lee Gehlbach Frank Cordova Roy Hunt

Color Red & Lt. Cream Silver/Green Trim Dark Green Med. Green/Red, White, Blue Trim Cream/Lt. Red Trim Silver Ivory and Blue Silver

?

White Flat Green & Black

?

Jim Vliet Collection

Ground Crew restrains the Schoenfeldt "Firecracker" during engine run-up. William Schoenfeldt is at right with sleeves rolled up.

Ross Hadley's Beech Staggerwing was a newcomer to the Ben足 dix race In 1938.

Wm. Yeager Photo

Wm. Yeager Photo

The Brown B-2 "Miss Los Angeles" was modified for the 1938 Greve Race. Note new tapered wings.

Roy Rusaell Photo

Elmendorf Special "Jackrabbit". This aircraft is on display in Bellanca 28-92 with two Menasco C6S-4s and one Ranger V-12. the EAA Aviation Museum. pleted the rebuild. Close examination follow足 showed the greatest design ingenuity. En足 of Art Chester's Jeep and Benny Howard's ing the Bendix revealed a pretty tired Wasp gine size restrictions dictated that approach "Mike" was tucked in a hangar. Neither was Jr. It is not clear why this entry was placed if they were to be competitive in the officially entered, and later events would in the Bendix rather than the Thompson Thompson Race. It is a point of conjecture have made them welcome additions. One where it was designed to fly. that the continued development in this class biplane was also entered. would have resulted in domination of the Art Chester's Goon was undergoing final Thompson in a few more years when WW II construction and test flying just prior to the GREVE TROPHY RACE intervened. qualifications. This procedure broke Art's The entrants in the Greve Race always Tom Stauch was there as the new owner rule of making all preparations away from VINTAGE AIRPLANE 15

GREVE ENTRIES (550 CJ.D.) Class Racing No. Pilot Art Chester 5

Plane Chester Goon

15 17

Joe Jacobson George Dory

18 19

AI Larry Walter McClain

549 173

Robin Egg Blue Lt. Blue & Yellow

21 22

Russ Chambers Earl Ortman

326 489

Medium Yellow BlacklYeliow Wings

33

Marion McKeen

489

Red/Gold Markings

49 52 70

Clarence MacArthur Harry Crosby Tony LeVier

Folkerts SK-4 Bushey-McGrew (ex-Rider R-2) Rider R-6 8-Ball Light Aircraft Developer's F-15 Chambers Chambermaid Marcoux-Bromberg Jack Rabbit Brown B-2 Miss Los Angeles Delgado Flash CrosbyCR-4 Schoenfeldt Firecracker

549 549 549

Black & White Silver/Ok. Blue Wings Ok. Yellow/Maroon Trim

(no show)

Jimmy Malone

Lindberg Special

266

the race site. When completed, the Goon was one of the most beautiful ships in this class ever built. It was a true midwing with retractable gear and tail skid. The French Ratier prop was, to my knowledge, the only one ever built to turn clockwise as viewed from the cockpit. The Menasco C6S-4 Super Buccaneer engine was extensively reworked with all moving parts being statically and dynamically balanced. The top of the crank­ case contained four aluminum inserts that served as additional breathers.

The canopy on the Goon had a wrap­ around windshield with a sheet metal top to reduce glare. The unit was slide rail mounted , push to open, pull to close, and could be left partially open in flight. As with the Jeep, Art built his planes a trifle heavier than most in this class, relying on superior finish and attention to detail to even things out. Cowl louvers were thermostatically con­ trolled.

The Folkerts SK-4 was very similar to Rudy Kling's SK-3, but with improvements.

A two-bladed metal prop was used and the nose section was a great deal cleaner. Many louvers had been eliminated from the cowl­ ing design of the SK-3. The landing gear legs were less angled and probably a few inches longer, making the SK-4 stand higher. The rudder was a totally new component and the wing fillets and gap sealing were improved.

The overall appearance was terrific.

The Crosby CR-4 was the only all-metal ship in this class. The landing gear legs and wheels were very rugged and unlike most, were of decent size. The wood Fahlin prop was out of character with the rest of the plane (one doubtful report claims it was from the SK-3).

16 APRil 1986

2

Color C.I.D. 549 Lt. Cream/Black Markings 549 Red 363 Silver

?

The low wing was very thick at the root, tapering in all directions toward the tip. The thick roots were needed to house the retract­ able gear. The seat and canopy were linked to allow a raised position during landings and take offs (similar to "Time Flies"). The fuse­ lage tapered to a near perfect cone at the rudder. A semi-retractable tail skid was used.

The CR-4 looked fast just sitting in the haflgar and was the fastest straight-away plane ever entered in the Greve race.

The Chambers Chambermaid was the smaller of two planes designed by engineer Tom Floyd. It was powered by a Menasco Pirate and featured a shoulder-mounted wing that was extremely short. A novel light weight gear retraction system consisted of a few sprockets and bicycle chains that re­ sulted in a Grumman type action. The ship was painted Cub yellow. Lateral balance was minimal , which resulted in a pretty exciting time during landings and take offs.

Keith Rider's R-6 Eight Ball was typical Rider design philosophy but was the largest in-line engined racer he ever built. The orig­ inal concept was to power it with a special V-16 engine from race car builder Harry Mil­ ler. Apparently, cost considerations pre­ cluded the installation of the V-16. Mr. Rider seemed to be applying the design criteria developed by the 1936 Caudron C-360 to this plane. The entire exterior was plywood that had been impregnated with a plastic compound. This resulted in a glass smooth finish and the effect was tremendous. One airport wag stated, "10,000 flies broke tileir necks trying to sit down on it. " Vincent Lindberg was a Missouri National Guardsman who modified the Knight Twister design for his entry. Called the Lindberg

3

1. Steve Wittman's " Bonzo" ready for the 1938 The 2. Harold Johnson's aerobatic Laird "Continental

~

3. Fine tuning the 825 hp Curtiss V-12 Conqueror ir a la Steve Wittman's "Bonzo" was source of coe 4. Russ Chambers' "Chambermaid" with mechanic 5. Military Aircraft Corp. HM-1 with P&W R-1830.

6. Estimated landing speed of the Hosler Fury w equipped with skis.

Special, it was not seen at the 1938 Cleve­ land races.

Racers which had been built for the Greve race included the Bushey-McGrew which was originally the Rider R-2 Bumblebee. The changes were mostly cosmetic, with the skin smoothed out and then polished to a high luster. The Menasco Pirate was completely rebuilt.

C. Claude Flagg had nearly built a new racer out of the Light Aircraft Developer's F­ 15. It featured a new wing with retractable undercarriage, a rebuilt aft fuselage, plus a new light blue and yellow paint job. Even with all of these improvements, it would be hard pressed to qualify for the Greve. It just did not have the horsepower needed to com­ pete.

Byron Armstrong 's students at the De­ 19ado Trade School in New Orleans had nearly built a new race plane since 1937.

The Delgado Flash had a new spinner, nose section and cowl. The cockpit sported a new windshield with a hatch cover. The fixed gear was fully spatted and fitted with decent-sized wheels. All the old wrinkles in the fabric had been smoothed out with seams and gaps neatly covered. The high gloss black and white paint job really sparkled. The Menasco C6S-4 did not have the ear-piercing sound of the other Super Buccaneer engines which seemed to indicate that Armstrong and his students were unable to obtain the maximum power output.

Marion McKeen installed a new cantilever wing and a rather fragile appearing retracta­ ble landing gear on the old reliable Brown B-2 Miss Los Angeles. The thicker wing de­ tracted from the appearance of the Brown.

The Schoenfeldt Firecracker had received a thorough clean-up and face lift. All Rider racers required several years of racing in order to debug them and, Tony LeVier was instrumental in fine tuning the R-4.

The Elmendorf (Rider R-5) was bought by Hal Marcoux after the Golden Gate Races.

In repairing the belly damage, they had

deepened that area. Other than a new black and yellow paint job and a new prop, it was the same racer. In flight, it had turned into a bucking bronco, which probably accounted for the Jack Rabbit name.

THOMPSON TROPHY RACE The four new entries in the unlimited cate­ gory marked a resurgence in' that class. One additional entry was reworked to the extent that it too could be considered as new. At any rate , Time Flies had never been flown in competition .

The Pearson-Williams' PW-1 was de­ signed by Rod Nimmo, engineered by C.R. "Bud" Pearson and financed by Pasadena, California socialite Mrs. Edith Boydston Clark. (Mrs. Clark had been the financial angel on the earlier Rider R-3) . Lee Williams was the man who accomplished most of the fabrication , being a first class A&E for Marion McKeen for several years. The airplane fitted its name, Mr. Smoothie, perfectly. It gave the immediate impression of being a large size Folkerts.

It was a dramatic looking racer with its superior finish giving it a touch of elegance.

The nose section included a hollow spinner fitted with fan blades (a la Wittman 's Bonzo).

A steel Storey-Gawley prop was used, driven by a re-built Curtiss Conqueror engine. The only breaks in the cowling were the required scoops and louvers. There is ample evi­ dence that the original plan was to use an Allison V-1710 engine but military security thwarted this idea.

Sheet metal covered the hot section of Mr. Smoothie with the aft fuselage and the wings being fabric over plywood. The semi­ monocoque skin was fastened in place with a jillion tiny brass screws. The wing tapered in both plan form and thickness. The instru­ ment panel carried a host of dials, unusual for such a limited purpose aircraft. A simple center-hinged pyraline hatch enclosed the cockpit.

ion Race. ial".

Pearson-Williams "Mr. Smoothie". Hollow spinner air for engine radiator. .tractlng landing gear.

,ver 100 mph. Racer was flown off a frozen lake

THOMPSON ENTRIES (1830 C.I.D.) CLASS

Racing No. 2 3 11 25 29 41 (no show)

? (no show)

Pilot S. J. Wittman Earl Ortman Lee Williams Joe Mackey Roscoe Turner Leigh Wade George Nelson Dale Meyers Russ Hosler

Plane Wittman Bonzo Marcoux-Bromberg Pearson-Williams PW-1 Wedell-Williams Comet Turner-Brown-Laird Mil. Air. Corp.-1 Armitage Racer Spartan 7-W Hosler Fury

C.I.D. 1145 1535 1569 1690 1830 1830 700 985 1145

Color Red/Silver Cowl Yellow & Black Orange-Red Gold Silver Navy Blue & Yellow Blue Silver/Red Trim V. Dark Red

AIRPLANE 17

The MAC .-1 (Military Aircraft Corp.) was the rebuild of the beautiful Time Flies. Howell W. "Pete" Miller designed and engineered this racer for Frank Hawks. The Granville Brothers built it originally and then rebuilt it into the two-place tandem configuration after Hawks had bent it.

MAC.-1 was too large a racer to permit the favored "pylon polishing" turns which most pilots desired. The belly area around the wheel wells and the gear doors showed evidence of the earlier bad landing by Hawks. The Granville's continued to make repairs to this area, right up to race time.

Mainly, they attempted to just smooth out the belly wrinkles and get the gear and gear doors to function properly. This damaged area and overly large greenhQuse detracted from the plane's otherwise good looks.

Many high ranking milit{lry officers showed great interest in the ship, especially the U.S. Navy. Those examining it were: Jimmy Doolittle, "Hap" Arnold , AI Williams, Bill McKittrick, Commander Browning, Ira Eaker and "Pete" Mitscher. These entourages greatly interfered with the work being at­ tempted by the Granvilles.

The Spartan 7-W Executive entered in the Thompson was a duplicate to the one en­ tered in the 1938 Bendix but without the long range fuel tanks and sporting a different paint job.

Russ Hosler's Fury was entered but not seen at the 1938 race, therefore this descrip­ tion is from a later date. The Fury had a shoulder-mounted wing that was rectangular in plan form. The airfoil was very thin, with a razor sharp leading edge that swept up!

Hosler used a Curtiss 0-12 engine with a Hamilton Standard prop. The coolant radiator was automotive style, mounted ahead of the engine. The landing gear re­ tracted Folkerts' style, but into two external pockets. The cockpit canopy and seat were linked together, similar to Time Flies. Except during take off and landing the canopy was nearly flush with the cowl, resulting in no for­ ward visibility. The tail feathers were similar to those on Chester's Jeep. It is doubtful if the red hot Fury could take off or land within the confines of the Cleveland Airport.

Modifications to the Turner-Brown-Laird racer included added wheel pants, shorter exhaust stacks and a few new air control ducts. Somehow Don Young (or P&W) had found a way to extract several hundred more horsepower out of the P&W twin Wasp Sr. As usual , Roscoe Turner had a new sponsor.

Hal Marcoux made similar modifications to the big Marcoux-Bromberg Special.

AI Williams had great success in signing three additional German "stunt pilots" for the 1938 race program. Both Alex Papana of

Photo by George Washburn

Engine run-up prior to first flight test of Art Chester's "Goon" with Menasco Buccaneer

290

Collect-Air Photo

Keith Rider R-6 "8-Ball" placed in both the 1938 Greve and Thompson races.

Romania and Count Otto Von Hagenburg re­ turned with Bucker Jungmeisters. Emil Kropf brought the unique Fiesler Storch from Ger­ many. The Storch was an early and success­ ful S.T.O.L. aircraft. The peerless Hanna Reitsch and Peter Riedel flew the very first sailplanes that I had ever seen . They were called Habichts and were extremely man­ ueverable. Their beauty in flight had all of us spellbound .

Dick Granere, the WW I R.CAF. ace, had his Curtiss-Wright Jr. fitted with four model airplane engines on the wing leading edge, in addition to its Szekely power plant.

He used the model engines to prove that fl ight could thus be maintained. He also teamed up with Mike Murphy for a dual com­ edy act. Dick wore a top hat and tails. His plane was called DTs-4 (a pun aimed at the DC-4, and an inebriate) .

Mike Murphy abandoned his "aircraft car­ rier" routine following the Golden Gate Show and in 1938 had a pair of standard Edo floats on his CUb. He took off and landed on the grass in front of the grandstand. Mike's cos­ tume was that of a Swiss admiral. In another sequence, Mike and four others used Wacos and demonstrated smoke writing.

The great Tex Rankin put on a fine aero­ batic performance in his Great Lakes. The Lakes was a fine aircraft, but could not com­ pete with the Bucker Jungmeister in aerobat­ ics. It is regretable that Mr. Rankin never per­ formed in one of these superb machines. He was a better pilot than Papana or Von

Hagenburg who flew Jungmeisters.

Because Harold Johnson was such a big hit at the 1937 races, he was accorded two spots on the 1938 program. In what might have been a scheduling mix-up, he per­ formed at high speed in a Laird (billed as racing plane aerobatics), landed then sprinted to his Ford Tri-Motor for the con­ cluding aerobatic act. Between the two, Harold performed every manuever in the book. (The lomcevak was yet to be intro­ duced.)

Rev. Leonard Peterson used a brand new Dart to show his aerobatic prowess. The little two-place, side-by-side Dart was not de­ signed as an aerobatic ship, but Peterson did a creditable job with it. Cliff Henderson would not have used the act if it were not up to his standards.

Von Hagenburg did not repeat the reck­ less abandon of his 1937 performances and in comparing the two, Papana had to be con­ sidered the more precise.

A few days prior to the start of the races, all Navy pursuit ships were grounded with defective props. AI Williams took over that time slot with the orange and white Grum­ man Gulfhawk. The highlight of Major Will­ iam's routine was an outside loop. Those who have not seen one of those done in ex­ cess of 250 mph have a remarkable experi­ ence in store for them . • (to be continued in May THE VINTAGE AIRPLANE)

--------------1938 Program-------------­ 11 :30 a.m.

11 :40 11 :50 12:00 12:25p.m.

12:35 12:45 1 :00 1:05 1:10 1:15 1 :25 1:50 2:00 18 APRIL 1986

Band Music Leonard Peterson in a Dart Alex Papana in a BOcker Parachute spot jumping contest "Tex" Rankin in a Great Lakes Glider Trio (Ted Bellak, Chet Decker, & Emil Lahecka) Aviation on Parade (Commercial aircraft circle the field) Inaugural Ceremonial Daylight Pyrotechnics Mike Murphy & Linco Flyers (Aerial smoke writing) Dick Granere in a Curtiss-Wright Jr. (Comedy) U.S.N. Time Slot (Filled by AI Williams - see story) Harold Johnson in a Laird Harold Johnson in a Ford Tri-Motor

2:10 2:20 2:45 2:55 3:05 3:15 3:25 3:50 4:00 5:30 5:45 6:00

Hanna Reitsch & Peter Riedel (Sailplane aerobatics) U.S. Marine Corps in Grumman F3F-4s Emil Kropf in a Feisler Storch against Earle Eckles in a Pitcairn Autogyro (S.T.O.L. & hovering contest) "Admiral" Mike Murphy in a Cub with pontoons 10,000 ft. delayed chute opening. Faye Cox & 3 men.

Count Otto Von Hagenburg in a BOcker U.S. Army Air Corps in Seversky P-35s.

Dual crazy flying by Mike Murphy & Dick Granere Race of the Day (Greve or Thompson) Mass parachute jump Prize drawing for attendees Band music

WELCOME NEW MEMBERS

The following is a partial listing of new members who have joined the EM Antique/Classic Division (through mid-December, 1985). 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.

Cartica, William Hammonton, NJ

Bucksat, Albert

Belleville, Illinois

Turbayne, Stephen A.

Medfield, Massachusetts

Mull, Harold K.

Mission, Kansas

Scott, Thomas M. Seattle, WA

Hill, Bruce

Hollywood, Florida

Lockwood, Bradley, P.

Milford, Ohio

Dow, Errol K.

Salem, New Hampshire

Beckworth, Brad Jacksonville, Florida

Woolworth, James H.

Malibu, California

Marchino, Heath

Vincennes, Indiana

Glause, George, R.

Orwell, Ohio

Bartlett, Mark Cary, Illinois

Gilchrist Jr., Richard S.

Lynn, Massachusetts

Brydon, Loy

Tucson, Arizona

Bierman, Paul

Anchorage, Alaska

MCilrath, Paul

Cedar Rapids, Iowa

Espejo, Ron

Lafayette, Colorado

Verser, Jack

Greeley, Colorado

Harvey, James H. St. Louis, Missouri

Rathje, Paul C.

Peotone, Illinois

Gilchrist, Alice M.

Lynn, Massachusetts

Anderson, Danny

Dayton, Ohio

Ainsworth, A. G. Luling, Texas

Chafin, Buiel

Gardendale, Alabama

Daunt, William A.

Norton, Massachusetts

Shimpa, Sandi

Mayodan, North Carolina

Winget, Jay Sunnyvale, California

Peace, J. L.

Auckland, New Zealand

Zipp, Eugene G.

West Bloomfield, Michigan

Larson, Janna

Scottsdale, Arizona

Hammond, William R. Rhinebeck, New York

Burt, Daniel J.

St. Paul, Minnesota

O'Brien, D. G.

Oregon, Wisconsin

Mayo, Nancy

Fremont, California

Staples, Norman Sussex, Wisconsin

Williams, Terrence W. Yellowstone Park, Wyoming

Boston, Emerson C.

Aurora, Colorado

Gray, George I.

Santa Maria, California

Bowen, Robert P. Memphis, Tennessee

Buck, Robert O. Marietta, Georgia

Kerfoot, John D.

Tampa, Florida

Malsby III, J. C.

Belton, Missouri

Rothhammer, L. Dale Tulsa, Oklahoma

Piercy, Rick Olympia, Washington

McCoy, John R.

Vancouver, BC, Canada

Lengen, John

Ocala, Florida

Wilson, Stephen Osgood, Indiana

Patus, Nandor F. South Bend, Indiana

Schmitt, John A.

Northridge, California

Masse, T. J.

London, Ontario, Canada

Nucklos Jr., Royd M. Lima, Ohio

Sanford, James T. APO, New York, New York

Macomber, John

Warrensburg, Missouri

Hellmann, Norma J.

Black Hawk, South Dakota

McMaster, John B. Kansas City, Missouri

Schreur, Harold P. Mahwah, New Jersey

Bousman, John C.

Waukesha, Wisconsin

Rollison, James H.

Vacaville, California

Amlie, Paul Benson, Minnesota

Morgan Jr., Gilbert E. Chicago Heights, Illinois

Kivi, Lorraine

San Diego, California

Wilson, J. R.

Lynnwood, Washington

Lipton, Leonard White Plains, New York

Young, C. Rockdale, Texas

Felkins, Larry

Talala, Oklahoma

Storey, Toni M.

Mission Viejo, California

Wahl, Marvin Englewood, Colorado

Otto, R. S. Wilmette, Illinois

King, Max

Toronto, Ohio

May, Gordon S.

Arnoldsville, Georgia

Conway, Mickey Tucson, Arizona

Knapp, Louis Girdwood, Alaska

Lauletta, Nicholas J.

APO, New York, New York

Shafer, Jay

FPO, San Francisco, California

Gatzke, Ron . Lexington, Massachusetts

.

VINTAGE AIRPLANE 19

LOVE THAT lNTERSTA:

NC37262 over the beautiful Willamette Valley after winning an award at Evergreen Field, Vancouver, Washington.

by Carol Skinner (EM 151919, AlC 7660) I fell in love, for the second time, at age 52. No, it wasn't another man. It was our newly restored 1941 Interstate Cadet S1A. Yes, I had watched the re­ storation taking place, even helping my husband pick out exterior colors (with the approval of the restorer) and coor­ dinating the interior colors and fabrics myself, but it wasn't until she sat there so beautiful and looking as if she could hardly wait to fly, that the love affair re­ ally began.

As with most trainees, my husband and I learned to fly in a Cessna 152 about 4-1 /2 years earlier. Hal, my hus­ band, and both our sons have always been in love with airplanes, but it wasn't until he decided to buy a C-152 in partnership with two other men and learn to fly that I also took an interest in flying . I decided if he was going to "get his wings" I'd better get mine, too, or I'd be left at home while he was off flying somewhere. So in due time, we both got our licenses and put a few more hours on the 152. However, we both are still low time pilots.

The airport where we had our 152 tied down is a small, 2100' x 19' strip at Creswell, Oregon, about 10 miles south of the Eugene-Springfield area. It was 20 APRIL 1986

also home to several antiques and classics so it wasn't long before we came to the conclusion that a 152 didn't have near the class of a taildragger.

Who ever comes up to look over a C­ 152 when it lands at a new airport? We had been airport bums for many years seeking out unusual aircraft and photo­

graphing them, but never dreaming that one day we would not only fly one but have one newly restored.

Our restorer, Tim Talen of the Rag­ wood Refactory just outside Springfield, was the founder and president of the Oregon Antique and Classic Aircraft Club. We had seen the quality of his

Carol Skinner proudly poses with the Interstate Cadet.

Hal and Carol Skinner's Interstate.

work in a couple of restoration projects and were very impressed. One of the things we really appreciate is that he, with a master's degree in history, is de­ dicated to keeping his restorations as close to original as possible. He re­ searches every detail and has contacts for many of the parts he needs.

Before the Interstate, we had traded our 152 for a different taildragger, one with a round engine, but found it a little more than a couple of low time pilots could fly comfortably. So we began looking around for something that more closely met our ''frustration level". Be­ sides, we were looking for something we could fly without having to put in five hours of work for every one hour flown .

Knowing that, Tim made an appoint­ ment to talk to us about acquiring an Interstate Cadet project and restoring it for us.

During the summer of 1984, OACAC had organized and sponsored an Ore­ gon Air Tour in which Tim, his wife Ma­ rian and two-year-old daughter Ariel flew their Interstate. Hal and I also par­ ticipated . At one of our overnight stops, Hal went up with Tim and was very im­ pressed with the responsiveness of the controls and the general characteristics of the Interstate. The seed had been planted.

The project Tim located was mostly all there. It had had several Oregon owners but was never completely re­ stored. There is not much information available on Interstates, but Tim knew they were built at EI Segundo, California as a CPT trainer during WW II, and he had assembled all the information he could find . It didn't take much convinc­ ing that an Interstate was just what we needed. Hal and I agreed we wanted the plane to look as authentic as possi­ ble without sacrificing comfort in flying .

And I also wanted the interior, as spar­ tan as it is, to be as attractive as possi­ ble.

So on November 1, 1984 the project was acquired and the cleaning of the airframe and checking of parts began.

Tim had hired Ron Englund, an A&P at Lane Community College, to assist him in the restoration , under close supervi­ sion. Much to our delight, and Tim's, Ron proved to be a meticulous and in­ novative worker and was responsible for a great deal of the restoration . This was his first such job and he was very pleased with the results.

Tim and Ron began by inspecting, sandblasting, sanding out rust spots and priming the fuselage frame. The wings were in great shape and none of the spars had to be replaced . New con­ trol cables and wiring were installed and after putting in gap seal stiffeners, they were set aside. The firewall was refur­ bished and new floorboards and win­ dow frames built. Since the Interstate can be soloed from either seat, we had

Tim raise the back seat 1-1 /4". He liked it so much he plans to do the same in his Cadet.

The biggest problem at this point was figuring the geometry for dual Adams ...

Bodell hydraulic brakes. The way In­ terstate achieved this was to grind off the word "Cadet" and turn the pedals upside down giving toe brakes. We de­ cided we wanted the brake pedals in the original position and to keep the word "Cadet" on them, which we did with the small sacrifice of heel instead of toe brakes.

The tail wheel steering was converted direct to the rudder pedals and the rud­ der cables were installed.

Lightweight Stits covering was applied to the bottom of the fuselage ; the wings were covered and the en­ velope for the fuselage sewed up.

About this time, the controls and flying wires were sent to the plating shop and the Sensenich propeller arrived .

Next to be covered were the control surfaces and the gear. The entire pro­ ject was given four coats of silver with lots of good hand work between each coat.

The time had come to select the ex­ terior colors. I wanted to do as much color coordination with the Interstate decal as possible, both inside and out­ side. Tim didn't approve of our first color selections and we're really glad he didn't because the finished product turned out to be just the way we wanted it. We settled on a modified Miami Blue for the fuselage and Tucson Cream for the horizontal flying surfaces and the stripe on the fuselage. Gold pinstriping was applied to the fuselage stripe, a necessary addition in my opinion.

Assembling some of the pieces that had been stacking up helped quiet my impatience somewhat. The fuselage

On the runway at Creswell Airport.

VINTAGE AIRPLANE 21

was mounted on the gear, and the motor mounts, baggage and seat slings installed. In an attempt to quiet the air­ craft, extra sound proofing material was placed behind the firewall, sides and under the floorboards. A wooden door was built and with the addition of control sticks and fuel tanks we got a hint of things to come.

The majored Continental A65-8 looked like a starter motor compared to the round engine I was used to. I just wasn't sure that little thing could get the airplane off the ground. But by the time the nose bowl and the "smiley face" were added, it looked like a tandem trainer for sure.

We opted for black face instruments since we had all of them. A Model A gas gauge adorns the center of the instru­ ment panel. We wanted interior colors that would make the cockpit look larger so we chose gray for the headliner and sides, the same color as the tubing . The seat upholstery and carpet are the same color as the fuselage. This was Tim's first attempt at upholstering an airplane and not only did he enjoy it, he did a superb job. His attention to detail, very important to me, was outstanding.

The addition of the official Interstate Cadet decals and new data plates were the finishing touches. Extra data plates of etched aluminum were obtained and are available from Tim Talen at $50.00 per set.

New sheet metal was made where needed and the single coat of Stits color was covered with two coats of clear for a long lasting finish. With the addition of the tail wheel, rudder, oil tank, carb and mags, the Cadet was ready to be moved outside the paint shop. What ex­ citement when the wings and stabilizer were added. A complete airplane! On June 6, 1985, Tim flew our Cadet, with a hands off climb out, from the Jasper Ridge Airfield. He was off the ground in 225 feet.

That's my very untechnici'!1 report on the restoration of a beautiful 'aircraft that has become a big part of my life. Much to my delight, I soloed NC37262 last summer and look forward to a long and happy love affair. I discovered just how much the Cadet loves to fly when, on my first solo flight, I was flying almost before the throttle was fully advanced, and was over 250 feet AGL by the time I reached the end of the 2100 foot strip.

I was truly in love.

Since the completion of the restora­ tion, the Cadet has won awards at Merced and Evergreen. And while win­ ning awards is fun, it's even more fun to go to fly-ins and meet folks who flew an Interstate ''way back when". It seems there is no better way of meeting in­ teresting folks than to tie down your air­ craft, sit under the wings and talk to people who come by. It's what we look forward to doing in the summer time .• 22 APRIL 1986

CALENDAR OF EVENTS

APRIL 19 - AMERICUS, GEORGIA - Lindbergh Days Celebration at Southard Field, com­ memorating Lindbergh's 1st solo flight there.

Aviation pioneers to be honored. Vintage and homebuilt aircraft are invited. Contact: Linda Deriso, home 9121937-5507 or work 9121924­ 4456.

APRIL 19- COMPTON, CALIFORNIA - 2nd An­ nual International Cessna 120/140 Association Regional Spring Fly-In and 40th Anniversary celebration at Compton Airport. Contact: J. R. (Jack) Rhines, California State Representative, 213/869-1662.

APRIL 25-27 KITTY HAWK, NORTH CAROLINA - 4th Annual Wilbur Wright Fly-In at Wright Brothers' National Memorial. Gather­ ing of antique and classic airplanes along with vintage automobiles. Contact Gene O'Bleness, First Flight Society, 919/441-3761.

MAY 2-4 - COLUMBUS, INDIANA - Annual In­ diana EAA Convention. Come to Hoosierland and celebrate Spring with forums, commercial displays, banquet, entertainment and good food. Contact: Julia Edwards Dickey, Presi­ dent, Indiana EAA Council, 511 Terrace Lake Road, Columbus, IN 47201, 8121342-6878.

MAY 2-4 - BURLINGTON, NORTH CAROLINA - EAA Antique/Classic Chapter 3 Annual Spring Fly-In. Contact: Ray Bottom, 103 Powhatan Parkway, Hampton, VA 23661, phone 8041722-5056.

MAY 3 - COLUMBUS, INDIANA - Third Annual Airport Awareness Day sponsored by Colum­ bus Municipal Airport, Rhoades Aviation and Hangar 5 Restaurant along with EAA Chapter 729 and Indiana EAA Council. Fun all day.

Contact: J. E. Dickey, 511 Terrace Lake Road, Columbus, IN 47201, 812/342-6878.

MAY 3-4 - COLUMBIA, TENNESSEE - 3rd An­ nual Hunter Field Antique/Classic fly-in. Spon­ sored by Nashville EAA Chapter No. 162. Con­ tact: Allen Curtis, 615/361-5625.

MAY 4 - ROCKFORD, ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast. Easton Aviation, Greater Rockford Airport, 7 a.m. until noon.

Contact: Wallace Hunt, 815/332-4708.

MAY 16-18 - COLUMBIA, CALIFORNIA - 18th Annual Continental Luscombe Association fly­ in, Columbia Airport - FFI. Contact Continental Luscombe Association, 5736 Esmar Road, Ceres, CA 95307, phone 209/537-9934.

MAY 17- HAMPTON, NEW HAMPSHIRE -11th Annual Aviation Flea Market. (Rain date - Sun­ day, May 18.) Fly-in, drive-in, bring your junk.

Buyers and sellers welcome. No fees. Anylhing aviation related okay. Contact: 603/964-6749 (days) or 6031964-8833 (evenings).

MAY 17 - CAMARILLO, CALIFORNIA - EAA Chapter 723's 5th Annual Fly-In/Swap Meet.

Prizes for best antique, claSSiC, conventional homebuilt and composite homebuilt. Contact: Tom Henebry, 1172 Milligan Drive, Camarillo, CA 93010, phone 805/482-3823.

MAY 23-25 - ATCHISON, KANSAS - 20th An­ nual Fly-In of Greater Kansas City Area Chap­ ter of AAA. Amelia Earhart Memorial Field.

Contact: Lynn Wend I, Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, phone 913/888­ 7544.

MAY 24-25 - ANDERSON, INDIANA - Taylor­ craft Fly-in at Ace Airport. All light plane en­ thusiasts invited. Camping on field. Contact: 317/378-3673.

MAY 24-26 - LAMPASAS, TEXAS - 7th Annual Deer Pasture Fly-In, Memorial Day Weekend.

Contact: John Bowden, Rt. 2, Box 137, Lam­ pasas, TX 76550, phone 5121556-6873.

MAY 3O-JUNE 1 - LELYSTAD, NETHERLANDS -15th Annual NVAV/EAA Chapter 664 Fly-in at Hoogeveen Airfield. Special 15th anniver­ sary celebration. Contact: Wolanda I. Verlaan, President, Kerkstraat 34, 6627 AL Maasbom­ mel, Netherlands, phone 31-8876-1726.

MAY 31-JUNE 1-COLDWATER, MICHIGAN­ Fairchild reunion. All Fairchilds invited. Con­ tact: Mike Kelly, 22 Cardinal Drive, Coldwater,

MI 49036, phone 517/278-7654.

JUNE 12-15 - STAUNING, DENMARK - EAA Chapter 655 KZ & Veteranfly Klubben 19th An­ nual Fly-In at Stauning Airfield. Contact: Dr. Magnus Pedersen, President, Hovedgaden 54, 6971 Spjald, Denmark, phone 07-38 1020.

JUNE 13-15 - MIDDLETOWN, OH - All America Aeronca Fly-In. Tours of the Aeronca factory and the U.S.A.F. Museum. Banquet on Satur­ day night with speakers and judged aircraft awards. Contact: Jim Thompson, Box 102, Roberts, IL 60962, telephone, 217/395-2522.

JUNE 14-15 - HERMISTON, OREGON - EAA Chapter 219 Annual Fly-In. Awards for home­ built, kitbuilt, classic and antique. 20th Anniver­ sary Fly-In. Contact Douglas Ankney, Jr., 5031 567-3964 or 503/567-7531, or write: L. W. Amacker, 4529 N.W. Ave., Pendleton, OR 97801 JUNE 15-17 - WACO, TEXAS - 5th Annual Short Wing Piper Convention. Contact: Jerry Knapp, President - Southwest Chapter Short Wing Piper Owners, Rt. #1, Box 39J, Purdon, TX 76679 or Dan Nicholson, Chairman - South Texas Chapter Short Wing Piper Owners, Box 239, Tomball, TX 77375.

JUNE 20-21 - TULSA, OKLAHOMA - Annual EAA Chapter 10 Fly-In at Riverside/Jones Air­ port. Contact LeRoy Opdyke, 13535 N. 155th E. Ave., Collinsville, OK 918/371-5770.

JUNE 21·22 - STURGIS, KENTUCKY - 2nd An­ nual Fly-In. Breakfast, fly-bys. Antiques, class­ ics, homebuilts, warbirds welcome. Two-day event. Awards for best in class. Facilities avail­ able to tent. Auto fuel available. Contact: Stur­ gis Airport, 5021333-4487 or 5021333-4890.

JUNE 26-29 - HAMILTON, OHIO - 27th Annual National Waco Reunion. Contact National Waco Club, 700 Hill Avenue, Hamilton, OH 45015.

JUNE 28-29 - ORANGE, MASSACHUSETIS ­ 10th Annual New England Regional Fly-In. Trophies for best and outstanding antique and classic each day. Fly market, camping, food.

Contact: Paul Dexler, 617/544-6412.

JUNE 28-29 - MANKATO, MINNESOTA - EAA Chapter 642 Fly-in pancake breakfast both days in conjunction with Mankato Airfest. Con­ tact: Bob Holtorf, 208 Capri Drive, Mankato, MN 56001, phone 507/625-4476.

JUNE 29-JULY 4 - OREGON AIR TOUR - Ore­ gon Antique and Clasic Aircraft Club sponsor­ ing a leisurely flight around the northwest, like the Tex Rankin tours of the 30s. Contact: Leonard Tarantola, 2643 Moon Mountain Drive, Eugene, Oregon 97403.

JULY 3-5 - TECUMSEH, MICHIGAN - Meyers Aircraft Owners Association National Annual Fly-In and AI Meyers Airport 50th Anniversary celebration. Contact: 517/423-7629.

JULY 4-6 - BLAKESBURG, IOWA - Type Club Fly-In at Antique Field. Aeronca, Pietenpol, Corban, Fairchild, Hatz, Great Lakes and others. Fly-outs, awards. Contact: AAA, Route 2, Box 172, Ottumwa, IA 52501 , telephone 5151 938-2773.

JULY 4-6 - COTIAGE GROVE, OREGON - 6th Annual Gathering of Antiques and summer meeting of the Oregon Antique and Classic Air­ craft Club. Contact: TIm Talen, 5031746-6572.

JULY 13-19 - LOCK HAVEN, PENNSYLVANIA - A Piper Cub fly-in called "A Sentimental Journey to Cub Haven". Flight contests, dis­ plays, pilot seminars, flea market, tours of the area and banquet. Camping available. Contact: Irving L. Perry, P. O. Box J-3, Lock Haven, PA 17745.

JULY 2 8-AUGUST 1 - MANASSAS, VIRGINIA - 18th Annual International Cessna 170 As­ sociation Convention. Contact: Byrd Raby, 3011743-7623.

AUGUST 1-8 - OSHKOSH, WISCONSIN ­ World's Greatest Aviation Event. 34th Annual EAA International Fly-In Convention and Sport Aviation Exhibition. Contact EAA Headquar­ ters, Wittman Airfield, Oshkosh, WI 54903­ 3086, phone 414/426-4800. •

restaurant, the classic cars that showed up and, of course, looked over the fine display of visiting aircraft. That evening the crowd was treated to a cook-your­ steak over an open barbeque grill, fresh corn, baked beans. coleslaw and hot coffee or cold drinks.

Following dinner, the following awards were presented . GRAND CHAMPION - Lew Wallick's Boeing P-12 from Se­ attle; PEOPLE'S CHOICE - Ron Peck's Stinson "w" from Yelm (it also received "club choice" from members of the visit­ ing Oregon Antique and Classic Air­ craft Club [OACAC]); BEST WARBIRD Floyd and Marilyn Tuckness' DeHavi­ land Chipmunk from Auburn; BEST SILVER AGE ANTIQUE (1928-1932) ­ Brian Martell's Student Prince from Port Townsend; BEST CONTEMPORARY AGE (1933-1945) - Tim Talen's In­ terstate Cadet from Springfield, Ore­ gon; BEST CLASSIC CLASS I (up to 100 hpj - Jim and Roz Casad's Cessna 140 from Renton; and BEST CLASSIC CLASS II (over 100 hpj - Don White's Beech Bonanza 35 from Auburn.

Following the presentation of awards, a terrific array of door prizes were handed out by Keith Laird and Tom Ed­ wards. The evening concluded with the lucky raffle winner receiving a trip-for­ two anywhere (except Sun Valley) on the Horizon Airlines system!

Sunday started with another great sunrise breakfast prepared by the 99s.

Early cloudy weather to the south and west delayed the planes from heading for home but about 10 a.m. with weather clearing, members began firing up and winging into the blue. A few more planes dropped in during the day but most activity had ceased by early afternoon.

The Puget Sound Antique Airplane

ANTIQUE/CLASSIC

CHAPTER 9 FLY-IN

Photo by Jim Morrow

Snoopy gets some cockpit time in Lew Wallick's GRAND CHAMPION Boeing Model 100 (P-12) from Seattle, WA.

by Ken Russell (EM 241637, AlC 9185) After terrific summer weather and a very active flying calendar in the state of Washington , the weekend after Labor Day brought Puget Sound its first pre­ lude to fall by a rain-threatening weekend - the weekend the Puget Sound Antique Airplane Club (PSAAC) had elected to hold its annual fly-in at the beautiful hangar of member Orville Tosch at the south end of the Tacoma Narrows Airport near Gig Harbor, Washington.

Friday evening was a potluck (bring your own) hangar party followed by a hangar dance with music provided by the South Hill Puyallup Jazz Band. Be­ cause of threatening weather, most PSAAC members arrived by car. The evening was highlighted when it was discovered that comedian and good will ambassador Bob Hope's Citation jet was parked down the flight ramp. Bob Hope had been the featured performer to open the Western Washington State Fair at Puyallup, a community just south of Tacoma, Washington.

PSAAC mmebers, along with the band, wandered down to the plane at about the time Bob Hope returned from Puyallup. A little impromptu serenade followed with a few bars of "Thanks for the Memories" while club president Keith Littlefield presented Mr. Hope with a PSMC T-shirt. After Mr. Hope left, the party returned to the hangar for

another couple of hours.

Saturday started with a sunrise breakfast cooked by the local women pilot organization of the 99s. With the weather breaking up and the sun begin­ ning to come through , the airplanes began arriving. By late afternoon about 35 planes were parked in front of Tosch's hangar of which 22 had regis­ tered to be judged for awards in 7 categories.

During the day PSAAC members vis­ ited the FAA control tower, the airport

(Continued on Page 25)

Phoio by Jim Morrow

People's Choice and Oregon Antique and Classic Aircraft Club's Choice was Ron Peck's Stinson "W" from Yelm, WA. VINTAGE AIRPLANE 23

Steve Plourde waits for the 40 hp Continental to warm up. Face mask and snowmobile suit protect against the cold December weather.

by Steven J. Plourde When I was eight years old we moved to Harvard, Illinois. The house was on the edge of town not far from a small grass strip airport, so on weekends I would sit on my front lawn and watch biplanes doing aerobatics there.

Curiosity got the best of my dad and me and soon weekend visits to the airport became routine with us. For years, hanging on the airport fences was as close as we could get to the action.

Then one day while we were at the airport investigating a formation fly-out of five antique biplanes, we encoun­ tered a couple who were also obviously interested in what had just taken place.

My dad quickly started up a conversa­ tion with Dick and Jeannie Hill. I was half watching the airplanes and half lis­ tening when I heard Mr. Hill say, "We've got a couple of planes. Why don't you come with us? It's a beautiful evening for an airplane ride." By this time I had

completely forgotten about the other five planes.

Before I knew it we were there. But where was there? I didn't see any airplanes, just a house, shop and barn.

Mr. Hill said, "Come on, the planes are in the barn." I had heard of some strange things before, but this was the ultimate - airplanes in a barn!

So it was. The hangar door was opened and I found myself in the front seat of a 1937 J-2 Taylor CUb. I didn't know that much about airplanes, but I could tell that this was not your average run-of-the-mill airplane. First of all, there were no doors or windows . . . only a windshield. Next, Mr. Hill explained we had no brakes. No brakes! Oh well , I figured he must know what he's doing.

By then, I didn't even care. I was going flying!

To make a long story short, I was in­ vited back the following day and have been going to the Hill's ever since.

Finally, after years of flying, learning

Steve and the J-2 are ready to go. Note horizontal windsock behind the tree.

24 APRIL 1986

and waiting, December 27, 1985 rolled around. It was my 16th birthday. I went to bed the night before with a few hundred butterflies in my stomach to keep me company. By morning I was feeling much better. I took a peek out­ side. It was completely overcast. The wind was from the west at about 20 mph - a 90 degree crosswind! Snowflakes were beginning to fall , along with my hopes.

I guess somebody upstairs was on my side that whole week though. Four days earlier seven inches of snow had fallen, so out came the skis for the airplane. We had put them on the night before my birthday. It was decided that with so much snow I could take off across the north-south runway and use part of the adjacent snow-covered farm field for our "active" runway.

After the hangar door was opened and the airplane was out it was time to preflight the Cub. I checked the oil, gas and oiled the valve guides and stems

Steve touches down on his first solo as his instructor, Dick Hili, looks on. It was Steve's first time ever on skis!

- standard procedure with a Continen­ tal A-40-4. After a short walk around, the airplane was ready to go.

By now my family had arrived, includ­ ing my grandparents who were visiting from Williamsburg, Virginia. They were watching my every move.

I called , "Cracked and contact." Mr. Hill swung the prop through and the 40 hp engine came to life purring a steady 800 rpm .

After a few words from Mr. Hill and a couple of pictures, I taxied to our makeshift runway 27. I glanced at the four - yes that's right, four - instru­ ments, checked the trim and controls and gave it full throttle. In seconds I was in the air. I was so excited I barely heard myself repeating, "Right rudder, 2300 rpm, etc."

I knew I would have only this one chance for my first solo flight so I tried to slow myself down (not the airplane).

No good. It's amazing what a gallon of adrenalin can do. I wasn't even cold with the minus 10 degree wind chill blowing in my face!

I turned crosswind , then downwind.

600 ft! Already?! I didn't know this thing could climb this high . With Mr. Hill in the front seat we were lucky to get to 400 feet during the entire pattern!

Next I realized that I would have to land this airplane, and on skis at that.

That would have been no problem ex­ cept for the fact that I' had never flown on skis before. Oh well , Mr. Hill said it would be easy, so let's go for it.

I turned on final slightly high and with a gentle slip was back where I be­ longed. Stick all the way back and with a puff snow I was on the ground . Sooner than I would have liked, it ended.

After congratulations from Mr. and Mrs. Hill and my family, I got to thinking about my horoscope, which I had read several days before. It simply (and ac­ curately) stated, "You'll have your best birthday yet!'" •

ANTIQUE/CLASSIC CHAPTER 9 FLY-IN

(Continued from Page 23)

Photo by Ken Russell

Best Classic Class I (0 to 100 hpj went to Jim and Roz Casad's Cessna 140 from Renton, WA.

Club (PSAAC) was formed in the early '70s and was chartered Chapter 9 of the EAA Antique/Classic Division in 1979. The first three annual fly-ins were held at the Shelton Airport west of Olympia, Washington while the last two have been held at Orville Tosch 's hangar at the Tacoma Narrows Airport in Gig Harbor. PSAAC members enjoy dinner meetings with a program to fol­ low every other month September through May, and participate in many summer flying activities throughout the Pacific Northwest, such as the Oregon

Antique and Classic Aircraft Club (OACAC) fly-in in July, the EAA regional gathering at Arlington in August, the Northwest Antique Airplane Club (NWAAC) August fly-in at Evergreen in Vancouver, Washington, and often par­ ticipate as a club at various major air shows throughout the area. Persons in­ terested in antique and classic airplanes are invited to join the Puget Sound Antique Airplane Club by send­ ing for a club application to : Tom Ed­ wards, PSAAC treasurer, Box 338, Gig Harbor, WA 98335 . •

Photo by Ken Russell

A happy Steve Plourde celebrates his first solo on his 16th birthday with hot chocolate and Christmas cookies.

Best Contemporary Antique (1933-1945) award went to Tim Talen's Interstate Cadet from Springfield, OR. Tim is immediate past president of the Oregon Antique and Classic Aircraft Club.

VINTAGE AIRPLANE 25

- VOLUNTEERS!

By Bob Brauer (EM 81504, AlC 4319) It is the volunteers who make the Antique/Classic Division's participation in our Convention a success. Recognition should go to those people who devoted long hours of hard work from dawn to dusk under the hot sun, in the cold and rain, carrying out the various duties relating to the Division's activities.

The following men and women have earned the "Round Engine" patch award for serving the Division for 15 hours or more at Oshkosh '85: Abresch, Robert C. Brookfield, WI

Broadfoot, David Wauwatosa, WI

Doyle, Mike Oshkosh, WI

Fryling, Ken Jenison, MI

Arvanite, Chris G. Bolingbrook, IL

Callentine, D. R. Dayton,OH

Dwight, Ken Houston, TX

Gamble, Kenneth Hamilton, Ontario, Canada

Christian, Robert Green Bay, WI

Ellshoff, Karl Moorsville, TN

Geiling, Eric Franklin, IN

Enger, Jack H. Traverse City, MI

Girard, Judy San Carlos, CA

Auger, Thomas E. Strum, WI Baldwin, Norma San Mateo, CA Beecroft, Paul Long Beach, CA Beecroft, Gloria Long Beach, CA Benedict, Donna Wayland, MI Benedict, Willard Wayland, MI Bennett, David Highland, MI Beyer, Greg Cedarburg, WI Bihary, Karl C. Dearborn, MI

Classen, Charles C. Gurnee,IL 31 Colburn, Jim Key West, FL Coleman, Dr. Don St. Louis, MO Coleman, James L. Springfield, VA Coulson, Ruth Lawton, MI Coulson , Phil Lawton, MI Copeland, Jack S. Westborough, MA Covington, C. W. "Pete" Spencer, WA

Falkenstein, Joe Akron,OH Farrell, Richard Glendale, NY Faux, Dale Lakeland, FL Faux, Marty Lakeland, FL Finiello, John G. Albuquerque, NM Fogerty,John Minneapolis, MN

Gomoll, Stan Minneapolis, MN Gruizenga, Dennis Portage, MI Gustafson, Dale A. Indianapolis, IN Gygax, Larry Waukesha, WI Hammer, Jim Traverse City, MI Hampshire, Tom Menomonee Falls, WI Harmon, Barbara San Jose, CA

D'Attilio, Lawrence Brookfield, WI

Fowler, James W. Houston, TX

Bihary, Raymond A. Taylor, MI

Depew, Robert Geneva, NY

Fowler, Mary Jean Houston, TX

Bowers, Tim Woodland, CA

Dion, Joe Salem, NH

Francke, Tim Prairie du Sac, WI

Hewett, Mike Cedar Rapids, IA

Brauer, Bob Chicago,IL

Doughty, Dick Ogdensburg, WI

Fritz, Ron Kent City, MI

Hilbert, E. E., "Buck" Union,IL

26 APRIL 1986

Harmon, Loina San Jose, CA Hawks, Peter San Carlos, CA

Hilbert, Bob Carpentersville, IL

Mahoney, Jim Anderson, IN

Olcott, Ray Nokomis, FL

Siavicek, Kathleen Des Plaines, IL

Hill, Jeannie Harvard, IL

Mahoney, Luzetta Anderson , IN

Payne, Brad Dayton, OH

Soerens, Andy Brookfield, WI

Hoffman, Jan Dayton, OH

Majka, Bob Hoffman Estates, IL

Payne, Steven R. Dayton, OH

Sorcsek, Martin Lebanon, PA

Hoppenworth, Marv Cedar Rapids, IA

Martin, Richard K. Green Bay, WI

Peckman, Linda Little Compton , RI

Steinhilper, Rick Clifton Springs, NY

Howard, Brett Glen Ellyn, IL

Mason, Robert Camfield, OH

Pedersen , Jimmy A. St. Paul Park, MN

Stephenson, Paul Albuquerque , NM

Johanson, Chuck Albuquerque, NM

May, Matthew D. Dayton , OH

Pelletier, Fran No. Vancouver, BC, Canada

Steuer, Rebecca Oxford, MS

Johnson, Ron Jackson, MN

Maynard, Art Warwick, RI

Perkins, Red

Milwaukee, WI

Stumpp, Dieter Plasserville, CA

Johnson, Robert C. Jackson, MN

McCarthy, Jack Crestwood , IL

Peterson, Ted

White Cloud , MI

Swalheim, Keith Stoughton, WI

Krautner, George West Allis, WI

McRae, Jim Vancouver, BC, Canada

Pitchard, Fred

Milwaukee, WI

Swalheim, Richard Stoughton, WI

Kuick, Ken Wheaton , IL

Meade, George Milwaukee, WI

Pitts, Billie

Aurora, CO

Telhelm , Kirk C. Flushing, MI

Lachendro, Mark Butler, PA

Mercial, Sharon Fulton, MO

Redman , Roy

Faribault, MN

Thompson, Jim Aurora, CO

Lachendro, John Butler, PA

Mitchell , Wi lliam Coudersport, PA

Rollison , Jimmy

Montora, CA

Tupper, Don Laramie, WY

Ladage, Terry Champaign , IL

Morgan Arthur R. Milwaukee, WI

Rowland , Ann

EI Cajon , CA

Tupper, Susan Laramie, WY

Lando, Jay Seattle, WA

Morgan, Katie Milwaukee, WI

Rowland , Thomas

EI Cajon , CA

Viets , Edna Lyndon , KS

LeMay, George Calgary, Alberta, Canada

Morgan, W. J. Appleton, WI

Royall , Karen

Malakoff, TX

Wallin, Jerry Kent, WA

Lembcke, R. W. Carbondale, IL

Morris, Gene Roanoke , TX

Ryan, Sally

Mounds View, MN

Whitney, Bob Romeo, MI

Leskiven , William Madison , WI

Morrissette, Don Sussex, WI

Sandlin, Lisa

Appleton , WI

Wittman , Steve J. Oshkosh , WI

Lickteig , R. J. Albert Lea, MN

Neuman, D. G. Minneapolis, MN

Sandlin, Dani

Appleton , WI

Wolfe, Kenneth W. Helotes, TX

Loy, Glenn A. Flint, MI

Newman, Alex Hood River, OR

Shoen, Konrad

Denver, CO

Wolford , Dale Ashland , OH

Loy, Marilyn, Flint, MI

Olcott, Ben Appleton, WI

Schreiber, Clarence E.

Wauwatosa, WI

Womack, John lola, KS

Lumley, Bob Brown Deer, WI

Olcott, Jo Nokomis, FL

Shaw, Dave

Penn Yan , NY

York, George Mansfield, OH

Most of the volunteers in 1985 worked for us in previous years. We are truly grateful for this continued response and show of confidence in the Division's efforts for a successful Convention.

To ALL the men and women who have responded to our request for volunteers, we give a hearty salute! They deserve our praise for a terrific job and special thanks for their time and special talents.

We are looking forward to the challenges of a successful Convention in 1986. Continued involvement will guarantee success.

See you at Oshkosh! • VINTAGE AIRPLANE 27

Here's another mysterious bfplane, obviously a homebuilt effort. The photo was sumitted by Hugh Butterfield of Mo­ mence,IL - place and date unknown.

Engine is a 5-cylinder radial , possibly a LeBlond. Answers will be published in the July, 1986 issue of THE VINTAGE AIRPLANE. Deadline for that issue is May 15, 1986.

The Mystery Plane in the January 1986 issue of THE VINTAGE AIRPLANE was no mystery to our many experts. The airplane is the Lanier Paraplane II. The date for the photo ap­ pears to be in question. Dick Gleason of Austin, MN notes that the Cessna 150 in the background is listed in the 1972 FAA Register as a 1967 model.

The Lanier Paraplane was a develop­ ment of a design that originated in 1929 as the Vacuplane XL-1. It was designed

by Edward H. Lanier of Covington, KY and built and flown at the University of Miami in 1931. Later, assisted by his son, Edward M. Lanier, development of Models XL-2 to XL-4 was undertaken by the senior Lanier during the next year. The next model in 1933, the XL­ 111 , changed the configuration consid­ erably and was the basis for later mod­ els.

The history of the development of the Paraplane is outlined in a company stock prospectus punlished in 1946, a copy of which was sent in by Charles E. Stewart of Grand Terrace , CA. Pre­ senting the STOL flight characteristics of the Model 120, the slogan "Every Field an Airport" was adopted. A de­ tailed description of the 120 and the "Vacu-jet" airfoil can be found in the September, 1949 issue of FL YING

magazine. The single seat Paraplane Commuter 110 first flew in 1958. Lanier announced that a series of design studies were underway for types rang­ ing from a 50 hp single seat sportplane to a 4-6 seat commuter model with a 260 hp engine and a retractable landing gear. The ultimate fate of the Paraplane 120 is unknown. Evidently, it never re­ ceived an ATC for, as Charley Hayes points out, the word "Experimental" ap­ pears on the fuselage.

A detailed history of the Lanier de­ velopment would require more space than is available here. References can be found in POPULAR A VIA TlON for November 1931 , April 1933, April 1935 and February 1938; AERO DIGESTfor February 1932 and February 1935; FL YING for September, 1949 and Oc­ tober 1950; AIR PROGRESS 19571 1958 Annual and Uncommon Aircraft by Peter M. Bowers.

Vintage Seaplan

(Courtesy EDO Corporation) Ann and Charles Lindbergh at Edo, College Point, New York in 1931 just before their famous flight to the Orient.

Their plane is the prototype Lockheed Model 8 "Sirius", NR211 , SI N 140, built in 1930 as a land plane but shown here mounted on EDO Y-6075 floats. Each float contained a 150 gallon fuel tank and was equipped with an automatic water rudder. Before the twin float in­ stallation, Lindbergh replaced the origi­ nal 420 hp P&W Wasp engine with a supercharged Wright Cycline which de­ veloped 680 hp at 2100 rpm . Two years later a 710 hp Cyclone was installed.

This Lockheed with its floats is in the collection of the National Air and Space Museum in Washington , DC. 28 APRIL 1986

Answers were received from Bob Scheidly of New Haven, IN ; Doug Rounds of Zebulon , GA (who sent copies of pages from Jane 's All the World's Aircraft); Joe Tarafas of Beth lehem , PA, Dave Harris of Mason City, IA; Dick Gleason of Austin, MN ; C.H. Armstrong of Rawlings, MD (who sent photos of the Paraplane taken in 1968); Charley Hayes of Park Forest, IL, Dave Jackson of Toulson , IL and Charles E. Stewart of Grand Terrace, CA. •

Where The Sellers and Buyers Meet...

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

The VIntage Trader, WIttman Airfield

Oshkosh, WI 54903-2591.

AIRCRAFT: 1932 Monocoupe 110 Project - 75% complete less wing. Includes fresh majored Warner 125. $13,500, negotiable. 704/594-5938. (3-3) Tiger Moth Enthusiasts - We have Australian­ made parts to suit Tigers and wish to trade for U.S. antique aircraft or parts (e.g., Waco, Stearman, Travel Air, Fleet). Large variety Tiger parts avail­ able. Write Tony Stinson, P.O. Box 531 Brookvale, N.SW. 2100 Australia, phone (2) 981-5611.

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 - $80.00. Info Pack - $5.00. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

For Sale: Pitts S2A, N80003. New solid shaft 200 hp, good solid aircraft. All A.D.S. done (stick, etc.).

919/427-0216, "Butch", days.

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 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.

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.

REFERENCE GUIDE FOR EAA JOURNALS. This publication allows the user to locate (by topic), any article or item of information that has been written in any issue of SPORT AVIATION, VINTAGE AIRPLANE, LIGHT PLANE WORLD, SPORT AEROBATICS or WARBIRDS. It is logically or­ ganized and simple to use. 1953-59, $5.00; 1960­ 69, $5.00; 1970-74, $5.00; 1975-79, $5.00; 1980­ 84, $5.00; 1985, $4.00. SPECIAL - ALL SIX FOR $25.00. Copy service available for 25¢ per page, $3.00 minimum. Can make copies from any issue.

John Bergeson, 6438 W. Millbrook Road, Remus, MI49340.

"GRAND CANYON", 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically

acclaimed. Details FREE. Beerger Productions, 327-V12, Arville, Las Vegas, NV 89102 , 702/876­ 2328. (C-l0/86) Howard DGA-15 PARTS Rudders, fin, elevators, front gas tank, some accessory cowl, tail gear, etc. Call after 5 p.m. 513/868-0084. (4-2) VULTEE BT-13 PARTS - Rudder, elevators, ai­ lerons, flaps, windshields, left gear, complete tail gear, cone, engine cowl, etc. Call after 5 p.m. 513/ 868-0084. (4-2) SAGA - Historical airmail treasure long out-of­ print. Accurate research, AMP data, photos, stories. Quality reproduction. $15 - bound copy, includes mailing. Gerry Casey, 945-104 Ward Drive, Santa Barbara, CA 93111 . (5-3)

WANTED: Wanted: An STC for a J-3 Cub to install a 90 hp Continental using a Piper PA-ll Pressure Cowling .

Butch Joyce, P.O. Box 88, Madison, NC 27025.

30 x 5 DISC WHEELS without brakes, 28 x 5 wire wheels, good condition only. New day standard parts, manuals, basket case. Lindbergh items, any­ thing, autographs, letters artifacts. Lou Lufker, 184 Dorothy Rd. , West Islip, NY 11795, phone 516/661­ 1422. (5-3) 65 hp MC CAULEY KLIP-TIP PROPELLER. Have a 65 hp crankshaft and some Champ parts for pos­ sible trade. 218/894-2092, Mike Gregg, 311 6th Street N., Staples, MN 56479. (3-1)

VINTAGE TRADER AD fORM

Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh, WI 54903-3086.

Total Words _ _ __ Number of Issues to Run _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Total $'---_ __ Signature _ _ _ __ _ _ _ _ _ __ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ __ Address

VINTAGE AIRPLANE 29

EAA OFFICIAL

THE JOURNAL OF THE EARLY AEROPLANE

VIDEO

The most authoritative journal on 1llose \\bnderful hying Machines 1900-1919

VHS & BETA

The official EAA Foundation video collection offers these great tapes for your viewing pleasure: EAA '84

55 minutes of Fly-In excitement from pre-Con­

vention preparaton to the arrival of Voyager.

Includes great Warbirds show scenes.

$52.00

EAA OSHKOSH '83

A 26 minute film covering the complete '83

Convention and the dedication of the EAA

Aviation Center.

$39.00

EAA OSHKOSH 'n

The '77 Convention plus excellent excerpts of

the Spirit of St. Louis Commemorative Tour.

$39.00

AERONAUTICAL ODDITIES

17 minutes of fun featuring the oddities and

comedies of the early flight as seen in news­

reels of the day. A great addition to your

personal library.

$29.00

WE SAW IT HAPPEN

60 minutes covering the history of flight as seen

in rare early footage and interviews with many

aviation pioneers.

$59.00

WINGS ON DREAMS (1981)

This famous John Denver film is an in-depth

look at EAA Oshkosh '81 and features ground

breaking ceremonies for the Aviation Center.

$29.00

BASIC AIRCRAFT WELDING

Learn the intricacies of welding with practical

demonstrations on the subject. An excellent

film for the builder.

$39.95

IN PURSUIT OF DREAMS - New Release

EAA member actor/pilot Cliff Robertson is

narrator host of a film that features Founder

Paul Poberezny and tells of EAA's early days.

philosophy and accomplishments.

$29.00 (16 minutes)

BASIC AIRCRAFT WOODWORKING - New

Release Woodworking knowledge is essential to any homebuilder project. This tape covers the basics of wood construction techniques. $39.95 BASIC AIRCRAFT WELDING AND BASIC AIRCRAFT WOODWORKING Now combined on one tape for your conveni­ ence! $69.95 Add $2.50 for postage and handling

Wisconsin residents add 5% seles tax

Guaranteed Immediate Delivery

Watch for New Releases

30 APRIL 1986

WORLD WAR I

~

I

INC.

15 Crescent Road. Poughkeepsie. NY 12601. USA

ATTENTION

AIRCRAFT OWNERS

SAVE MONEY ... FLY AUTOGAS

If you use 80 octane avgas now, you could be using less expensive autogas with an EAA-STC. Get your STC from EAA - the organization that pioneered the first FAA approval for an alternative to expensive avgas.

CALL TODAY FOR MORE INFORMATION­ IT'S TOLL-FREE 1-800-322-4277 (in Wisconsin call 414-426-4800) Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065 For faster service. have your airplane's "N" number and serial number; your en­ gine's make. model and senal number; and your credit card number ready.

VINTAGE LITERATURE (Continued from Page 5)

Aero Digest in July - "Dodge buys 2,592 OX-5 engines". This was the final sale of all OX-5 engines remaining on hand by the Air Force. 2,800 engines were sold. Dodge paid $80.26 per en­ gine. They were intending to use them in the construction of speed boats.

Commerical aviation had 78 articles listed. With the letting of the 12 airmail routes, this was a growing area of in­ terest. Some of the optimistic titles were: "Big business in the air"; "Busi­ ness by air"; "Commerce in air encour­ aged by postal service"; and "Some technical aspects in commercial de­ sign".

This was also an era of interest in light plane design. Aero Digest had a series of articles on light planes by George McLaughlin. Ivan Driggs of Driggs "Dart" fame, had a series of five articles on lightplanes in Slipstream. A review of the DeHavilland "Moth" called it the first practical light plane.

Not only were the aviation magazines covering the emergent commercial in­ dustry, trade and mass consumer magazines also were. The Magazine of Business provided a series of articles endorsing private busines flying. One such article was "Big business in the air". So enthused were they that the magazine publisher purchased a six­ place Stinson for use by R. L. Putman, a company vice-president based in

Chicago. In 1928 Putman wrote an arti­ cle, "Business Flight to the Pacific Coast".

Titles from other trade and consumer magazines include: "Business by Air" (Outlook) and "Our future lies in com­ mercial aviation" (Literary Digest) .

The need for new aircraft was refer­ red to in, "You can't make taxis of war planes" (Colliers) .

Books

Very few new books were published on aviation in 1925 but one was out­ standing.

This was J. E. Hodgson's History of Aeronautics in Great Britain. This very detailed book covered the development of aviation in Britain to the latter half of the 19th Century. It still remains a stan­ dard work.

Other new works were: Winged De­ fense by Col. William Mitchell. (Mitchell was prolific in espousing his causes in print. He also had published over one dozen articles in aviation and mass con­ sumer magazines.); Aerial Transporta­ tion by L. Bryan; and Book of the Aerop­ lane by J. Pritchard.

Most of the materials mentioned in this article are available in the EM li­ brary. The main exception is Slipstream. We have no issues of this journal. Does anyone out there have a set? The addition of this title would be a great asset to the library.•

Classic owners!

STITS POLY~FIBER COVERING MATERIALS

Interior looking ....bbvf

rCJ

FOR OVER 20 YEARS THE CHOICE OF THE GRAND CHAMPION WINNERS

* PROVEN DURABILITY ON THOUSANDS OF AIRCRAFT. * FAA-STC AND PMA FOR OVER 630 AIRCRAFT MODELS. * ALL COATINGS DEVELOPED ESPECIALLY FOR AIRCRAFT FABRIC, * * *

Finish it right with an airtex interior

NOT MODIFIED ACRYLIC LATEX WATER HOUSE PAINT OR BRITTLE AUTOMOTIVE FINISHES. WILL NOT SUPPORT COMBUSTION .

LIGHTEST COVERING METHOD APPROVED UNDER FAA-STC AND PMA. MOST ECONOMICAL COVERING METHOD CONSIDERING YEARS OF TROUBLE FREE SERVICE.

Complete interior assemblies for do-it-yourself installation.

Custom Quality at economical p-ices.

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

WRITE OR PHONE FOR FREE • • • • • • • •

* SAMPLE OF HIGH STRENGTH, VERY SMOOTH, 1.7 OZ. POLYESTER FABRIC DEVELOPED ESPECIALLY FOR AIRCRAFT COVERING . * NEW 68 PAGE MANUAL #1 , REVISION 13, WITH DETAILED IN­ *

STRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL. LATEST CATALOG AND DISTRIBUTOR LIST.

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.

o.

Qlr-tex

."".

products , inc.

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

BOX 3084-V RIVERSIDE, CA 92619 PHONE (714) 684-4280

• CLEAN • SHINE • PROTECT For the discriminating Pilot and F.B.O. who demand excellence in performance products. RACE GLAZE® Polish and Sealant is EAA's choice.

:B,AtLCEI ~I..AtLZEl

po\\/h&

:' • 'k 4 ClbM • MIcfuIIII

leo\Oot

.(.vI,........

:' . t~ l

· "I4Ia .. ,lIiMiII _ _ _

I

CAUTION ~~''M\.,

.

!

or

'It-, II .""'"

:ftt>W&.ll'uc::not ......

.""'t l<1Cl" ~ ptK;~ :i'! ~ ~

The EAA Aviation Center's staff uses RACE GLAZE to preserve and protect the museum 's price­ less collection of aircraft.

• • • • • • • •

Easy To Use Reduces Drag Removes Exhaust Stains Protect Leading Edge Removes Oxidation Resists UV Fading Cannot Yellow Unbelievable " G loss"

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. On ly.

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 VINTAGE AIRPLANE 31