VA-Vol-15-No-1-Jan-1987

STRAIGHT

AND

LEVEL

by Bob Lickteig

Restoration Corner

When your EAA Antique/Classic Divi­ sion was formed in 1970, the founding fathers and charter members estab­ lished objectives to guide our future ac­ tivities.

Our number one objective is to en­ courage and aid the restoration and fly­ ing of antique and classic aircraft.

Maybe we are, as they say, "the chosen ones" - not only the keepers but also the responsible ones to preserve the treasures of this golden era of aviation.

We are indebted to the men who created these timeless machines: Eddie Stinson, Walter Beech, C. G. Taylor, W. T. Piper, Claude Ryan, Benny Howard, Matty Laird, Don Lus­ combe, Clyde Cessna to name a few.

Now we have the opportunity, the re­ sponsibility and the ability to assume custodianship of this exciting segment of aviation. Beginning with the Feb­ ruary, 1986 issue, a monthly series of "Restoration Corner" articles covering all aspects of an aircraft restoration pro­ ject have been printed in THE VIN­ TAGE AIRPLANE. I believe this is the first time any organization has attemp­ ted to present a step-by-step series of "how to" articles covering a complete aircraft restoration. This series has been authored by your EAA Antiquel Classic Division officers and directors and our good friend Dip Davis.

2 JANUARY 1987

On behalf of our membership and yours truly, I would like to thank and congratulate these contributing editors for their individual articles.

Aircraft Selection & Locating a Restora­ ble/Rebuildable Airplane - George York - February, 1986 Selecting & Buying and Purchase Price - Buck Hilbert - March, 1986 Retrieving your Treasure - Ron Fritz ­ March,1986 Family Involvement - Art Morgan - April, 1986 Researching Your Vintage Airplane Wes Schmid - April, 1986 Disassembly of an Aircraft - Stan Gomoll - May, 1986 Inspection and Storage - Buck Hilbert ­ May, 1986 Where to Start - Butch Joyce - June, 1986 Fuselage and Landing Gear - Buck Hil­ bert - June, 1986 Engines - Kelly Viets & Ron Fritz - July, 1986 Round Engine - Dale Gustafson - July, 1986 Tail Group and Wings - Stan Gomoll ­ August, 1986 Fabrics and Finishes and Installation Thereof - Dip Davis - September, 1986 October, 1986 Assembly and Rigging - Gene Morris ­ November, 1986

Certification Requirements, Inspection and Run-Up - Dan Neuman - De­ cember, 1986 Taxi Tests, First Flight and De-Bugging - Steve Wittman & Norm Petersen ­ January, 1987.

I know by now that all of us can ap­ preciate the dedication and the talents exhibited by these men. I was sched­ uled to write an article for the series, however after seeing the expertise of the other authors, I decided my con­ tribution would not be up to those high standards . . . and why not quit when we are ahead.

I had selected the topic, "Enjoy Your Pretty Bird." This doesn't need any mechanical genius to write, and the subject is what EAA Antique/Classic Di­ vision membership is all about. Enjoy­ ing your new restoration comes natur­ ally and requires no special instructions.

During the lengthy project, all of us have dreamed of what we would do with our love affair when it was completed.

A special thanks to our editor of THE VINTAGE AIRPLANE, Mr. Gene Chase, for his help in editing and scheduling this series. To you, our members, thank you for your support, encouraging thoughts and for your fine comments on the value of this "Restora­ tion Corner" series.

Welcome aboard, join us and you have it all. •

PUBLICATION STAFF PUBLISHER

Tom Poberezny

DIRECTOR

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Gene R. Chase

CREATIVE ART DIRECTOR

Mike Drucks

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITOR

Norman Petersen

Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President R. J. Lickteig 3100 Pruitt Rd. Port St. Lucie, FL 33452 305/335-7051

Vice President M.C. "Kelly" Viets Rt. 2, Box 128 Lyndon, KS 66451 913/828·3518

Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI49330 616/678-5012

Treasurer E.E. "Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591

JANUARY 1987. Vol. 15, No.1 Copyright " 1987 by the EAA Antique/Classic Division, Inc. All rights reserved .

Contents 2

Straight and Level

4

A/CNews

5

Vintage Seaplanes

6

A Pilot and Plane from England ...

Auster Mark 6A

by Bob Lickteig

by Gene Chase

by Norm Petersen

by John Morris and Norm Petersen

11 12

Calendar of Events Type Club Activities

by Gene Chase

13

Vintage Literature

by Dennis Parks

14

Volunteers ... A Book of Heroes

by Art Morgan and Bob Brauer

15

Roger and Belinda Dunham's Waco YK5-7

by Gene Chase

16

Wedell Williams Photo Album

20

A Pair of British Veteran Aircraft

by Truman "Pappy" Weaver

by Michael Peare

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

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-1172

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 Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

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

Page 6

21

Book Reviews

22

Restoration Corner ... Steve Wittman on Taxi Tests, First Flight and De-bugging

24

New Products

Page 16

by Gene Chase

by Norm Petersen

by Gene Chase

25

1940 Experiment in Air Freight

by Bob Geier

26

Volunteers At Work

by Gene Chase

27

Page 20

Mystery Plane

by George A. Hardie, Jr.

27 28

Sun 'n Fun Reservation Form Welcome New Members

FRONT COVER ... 1916 Sopwith Pup N5195/G-ABOX on a beautiful grass field in England. See story on page 20.

(Photo by Mark Edwards) BACK COVER ... John Morris flies his award-winning silver and black Auster Mark 6A over the farmlands of Illinois. For the story on this ex-warbird, see page 6.

(Photo by Ed Burns) 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 729-2ndSt. Woodland, CA 95695 916/666-1875

Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE , Wittman Airfield , Oshkosh, WI 54903-3086.

Phone: 414/426-4800.

Philip Coulson 28415 Springbrook Dr. Lawlon, M149065 616/624-6490

Robert D. "Bob" Lumley Nl04 W20387 Willow Creek Road Colgate, WI 53017 414/255-6832

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield , Oshkosh , WI 54903­ 3086. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices . Membership rates for EAA Antique/Classic Division , Inc. are $-18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414m1-1545

W. S. "Jerry" Wallin 29804 -179 PI. SE Kent, WA98031

206/631-9644

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

Postmaster: Send address changes to EAA Antique/Classic Division , Inc., Wittman Airfield , Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 3

Compiled by Gene Chase

RARE AERONCA LC ON DISPLAY AT EAA AVIATION MUSEUM One of only two Aeronca LCs known to be flying in the U.S. today has been placed on display in the Antique and Classic Gallery of the EM Aviation Museum. This beautiful aircraft was re­ stored by Dave and Phyllis Powell (EM 194005) of West Des Moines, Iowa over an eight-year period from 1975 to 1983.

Dave and Phyllis along with their youngest daughter lost their lives in an aircraft accident in July 1986 and Dave's sister, Julene Powell, executrix of the estate, made the Aeronca avail­ able to EM. The plane had been idle for four months and EM members Harold and Mike Lossner and Tom Burmeister of Des Moines prepared it for its flight to Oshkosh on November 5, 1986. It was flown here by member Jim Thompson, who owns the other flyable Aeronca LC. The 1937 LC is registered NC17484, SIN 2060 and was one of the last of the low wing series manufactured. It is pow­ ered with a 90 hp Warner. An article about this aircraft appeared in the Au­ gust, 1983 issue of THE VINTAGE AIRPLANE.

NASM TOUR, APRIL 25-26 The 7th annual tour of the National Air and Space Museum's Paul E. Garber Restoration Facility will be hosted by EM Chapter 4 of the Wash­ ington, DC area. This program has been a great success in past years and is a chapter project for raising funds for the EM Aviation Center.

The featured after-dinner speaker this year will be Mary S. Feik (EM 102696, AlC 2760). Mary is on the re­ storation staff at the Paul Garber facility, and an acknowledged authority on the restoration of vintage aircraft. Dinner is limited to 200.

The dates of this popular activity are April 25 and 26, 1987. For information, contact Margaret Scesa, 9611-51 st Place, College Park, Maryland 20740.

Phone 301/345-3164.

4 JANUARY 1987

Carl Schuppel Photos

Jim Thompson and the Aeronca Le.

SKYWAYS This was the subject of Dennis Parks' "Vintage Literature" column in last month's issue of THE VINTAGE AIRPLANE. SKYWAYS was the title of a magazine published from 1942 until the final issue in 1963.

A publication titled SKYWA YS will once again be available to aviation buffs, this time in the form of a quarterly journal starting with the January, 1987 issue. The complete title of this new publication is SKYWA YS, the Journal of the Airplane 1920-1940.

In addition to featuring aircraft and events of that period, a Models section will show work in various areas of scale modelling of the '20s to '40s, including structural and three-view drawings.

SKYWA YS will be edited by Kenn Rust of Glendale, California and pub­ lished by Leonard E. Opdycke (EM 1076, AlC 6933), 15 Crescent Road, Poughkeepsie, NY 12601 . Leo's name will be familiar to many readers of THE VINTAGE AIRPLANE as the publisher of WW I Aero, the Journal of the Early Aeroplane. This outstanding publication comes out five times per year.

SKYWA YS will start on the basis of four issues per year, with the same con­ tribution system as with WW I Aero: members contribute what they think best, starting with a minimum of $20.00.

Checks can be sent to the publisher's

New York address (see above).

The current December 1986 issue of WW I Aero is the 25th Anniversary Issue. For this we congratulate Leo Op­ dycke and wish him equal success with his new venture, SKYWA YS.

NOMINATIONS FOR ANTIQUE! CLASSIC DIVISION OFFICERS AND DIRECTORS In accordance with the Division's Bylaws, the terms of six Directors, the Vice-President and Treasurer will ex­ pire at the Division's Annual Business Meeting at Oshkosh, Wisconsin on Fri­ day, August 7, 1987. In addition it is anticipated that a Resolution to amend the Bylaws of the Corporation will be presented at the annual business meet­ ing so as to permit the election of an Interim Director to fill the present vac­ ancy on the Board of Directors. If the Bylaws are amended to provide for such a position, the person receiving the highest number of votes for Interim Director will be elected to that position for a one-year term.

Nominations for any elective office (including the six elective Directors, the Vice-President, the Treasurer and the Interim Director described above) can only be made on official nomination forms which may be obtained from EM

Headquarters (contact Mrs. Carol Blake) . Each nomination form must contain a minimum of ten (10) signa­ tures of members in good standing, to­ gether with their membership number and expiration date. The nominating petition shall contain a brief resume of the nominee's experience and back­ ground and shall be accompanied by a recent photo. To be eligible for nomina­ tion, a candidate must be a member in good standing.

Nominating petitions must be submit­ ted to the Chairman of the Nominating Committee, clo of EM Headquarters, no later than the end of the sixth month (February 28) prior to the annual busi­ ness meeting. Voting instructions and the official ballot will be published in the June, 1987 issue of THE VINTAGE AIRPLANE. HOW TO ORDER The following information was inad­ vertently omitted from the book review on Iowa Takes to the Air - Volume Two in the November 1986 issue of THE VINTAGE AIRPLANE: Order from Aerodrome Press, Box 44, Story City, Iowa 50248 for $24.95 postpaid. Iowa residents add $1.00 state sales tax.

We regret any inconvenience this omission may have caused .

FAA GRANTS ADDITIONAL AP­ PROVALS FOR AUTOGAS USE The EM Flight Research Center has been working with the FAA to allow cer­ tain airplanes whose type certificates of "Group 2" documentation did not call out the use of aviation gasoline (refer­ ence was made to "gasoline"), to use autogas. The rationale was that airplanes could use any gasoline since no specific gasoline was mentioned in the certification paper work. We have received written confirmation from the FM that "ATC" and "Group 2" airplanes approved prior to July 10, 1929 can use autogas without the need for a Supplemental Type Certifi­ cate (STC).

Although these aircraft likely used au­ togas in the 1920s, modern autogas is formulated differently. The EM has not tested autogas in these airplanes and the following should be considered be­ fore commencing its use.

1) Both leaded and unleaded autogas can be used but unleaded is recom­ mended because of the absence of potentially corrosive chlorine andlor bromine lead scavengers.

2) The affects of additives or high concentrations of aromatics have not been tested in the fuel system components of these airplanes.

3) Because of its higher volatility, au­ togas may increase the tendency to­ ward carburetor icing . Antique airplanes could have marginal or no carburetor heat rise. Caution should be used when icing conditions are present.

4) The higher Reid vapor pressure of autogas contributes to the tendency toward vapor lock in fuel systems of inadequate design. Since no testing has been conducted in these antique aircraft, caution should be used especially in low wing airplanes.

The approved airplanes make up a list of over 100 manufacturers repre­ senting over 900 different models. In­ cluded in this list are: Aeronca C-3 Curtiss Robin Travel Air 4000 (Curtiss Wright) Fairchild KR-21 Fleet, 1, 2, 7, 9 Ford Tri Motor Great Lakes 2T-1A series Lockheed Vega series Monocoupes - various Stearman C-3-B Stinson SM series Timm Collegiate Waco ASO, ATO, GXE, RNF For additional information, call Dick Roemer, Senior Project Engineer, at EM Headquarters, 414/426-4800 . •

--VINTAGE SEAPLANES-­

Photo by Norm Petersen

Resplendent in the early morning sunshine is a Stinson 108-3 Station Wagon mounted on Edo 2425 floats. Registered CF-ZHZ, the Stinson was flown to Oshkosh '86 by Ric Henbel, Box 911, Lac du Bonnet, Manitoba, Canada. Note Hartzell constant-speed prop signifying something more than standard 165 hp Franklin engine!

VINTAGE AIRPLANE 5

A PILOT AND PLANE FROM

ENGLAND ... Auster Mark 6A

by John Morris and Norm Petersen (Photos courtesy of John Morris, except as noted) It's the next best thing to an open cockpit.

So says John Morris of his rare Aus­ ter QA. ''The visibility is incredible. But then it ought to be, surrounded by all that perspex."

All that what? Yes, perspex. You folks this side of the Atlantic call it plexiglass.

For both John, 34, and his Auster are British. Both are imports. And both came into this world in January 1952 ­ John in Hull, England, and the Auster at what until a short while before was Taylorcraft Aeroplanes (England) Ltd., at Leicester, a Midlands city surrounded

by William Blake's "dark satanic mills."

From there the Auster went globetrot­ ting, serving its country in Korea and in the Suez campaign before finding a friendly home with renowned test pilot and British aviation figurehead Air Com­ modore Allen Wheeler. But more of that later.

For those of you who see Taylorcraft characteristics in the Auster - yes, 6 JANUARY 1987

they're there. Much of the structure looks the same; the wingspan's the same; the airfoil is the same NACA 23012. However, nothing is inter­ changeable with the American-built cousins.

And for those of you who ask why the British turned a perfectly good, 1,200 lb. gross weight T-craft design into a 2,300 lb. beastie, there is an answer: military needs. At 1,490 Ibs. empty, the Mark 6 Auster will carry a load of 800 Ibs. - as much as an empty BC-12D T-craft! Or the emptier it is, the more impressive its short field performance; in civilian life the mark was limited to towing only two gliders at once!

First, a brief history of the link be­ tween the American and British Taylor­ craft companies. It all began in 1938.

Members of the British County Flying Club were so impressed with their new 40 hp Taylorcraft Model A they deter­ mined to build it under license. Thus Taylorcraft Aeroplanes (England) Ltd., was formed in November of that year.

Separately, five American model Bs were imported into England in 1938.

. ,It,was decided to build the Taylorcraft Model B instead of the A, with various refinements to meet different British standards.

Manufacture began at the end of 1939 with the British Model C, powered by a 55 hp Lycoming 0-145. Some 24 were built before World War II broke out in September, 1939.

Taylorcraft replaced the Lycoming with a 90 hp Blackburn Cirrus Minor en­ gine - a four cylinder inverted in-line, and this became the Model Plus D. From mid-1938 the British War Office began studying the Army's views on Air­ borne Observation Posts, but wasn't enthusiastic.

Trials in February 1939 showed that the Westland Lysander and Hawker Audax biplane were too fast and too heavy for this job. Taylorcraft volun­ teered its Plus 0 in the face of official derision.

As part of the trials, the T-craft had to dogfight a Spitfire - and it proved that flying low and slow gave it a good chance of survival.

The British T-craft's biggest battle

Auster A.O.P. 6 (later G-APRO) in its early life as an aerial observation plane in Seoul, Korea. Picture taken at K-16 airfield on September 10, 1954 by Charles N. Trask (EAA 69291, AlC 3163), York Haven, PA.

Interior of the Auster Mark 6 upon arrival from England. Single controls and quadrant throHle are typical of type including the large "Turn and Slip" indicator. Note parking brake on lower left side.

VINTAGE AIRPLANE 7

Off loading the Auster following shipment from England in the summer of 1984 at The Landings near Huntley, Illinois. Note the large oil tank mounted on the lower firewall.

John peels off some scale as the framework is bared for a complete rebuild. Overall condition of the airplane was very good considering the trials and tribulations of over 30 years of service.

Photo by Gene Chase

Julie Morris dopes the surface tapes on the ailerons as the rebuild begins to go together. Note quality of workmanship which caught the judges eye at Oshkosh.

was with bureaucracy, but it finally won.

In early 1942 the Army received its first Taylorcraft Auster 1 (really a modified Plus D). And so the Auster line was born. Just!

Austers served in all subsequent theaters of war.

Continuous development led to the first flight of the Auster AOP6 in May 1945. Some 312 were built for the RAF by 1953.

The aeroplane was essentially a beefier version of the 130 hp Lycoming 0-290 powered AOP5, but with a British engine: the 145 hp deHaviliand Gipsy Major four cylinder inverted in-line.

By the end of the war the name Aus­ ter was much better known in England than that of its maker. So in March 1946 the company became Auster Aircraft Ltd. After the war many military Austers were converted into civilian airplanes, 8 JANUARY 1987

Side profile of Auster G-APRO (NX370WJ) at Oshkosh '86 re­ veals Taylorcraft influence in overall design, especially in the NACA 23012 series wing. Silver and black paint scheme is very rich looking.

including G-APRO. This particular aeroplane began in life as a 145 hp, Gipsy-powered, green and brown camoflaged AOP6 in January 1952, and was lent by the RAF to the Army. A year later found it in Iwakuni, Japan, and in service in Korea based at K-16.

The British had a penchant for haul­ ing metal around the globe, so WJ370, as the Auster was then serialled, re­ turned to the UK in 1954 and went to the Fighter Command communications flight at Middle Wallop .

Suez cropped up in 1956, and WJ370, painted in sand and brown de­ sert camoflage, ventured forth with 651 AOP Squadron.

Despite one or two intriguing refer­ ences to WJ370 as ''the veteran of the Egyptian campaign" nothing can be found to illuminate this chapter in its his­ tory. However, the 30-year ban im­

posed by the Official Secrets Act on opening up 651 's logbooks and news­ letters expires this year, so something might come to light.

The Auster quietly returned to Eng­ land and was put out to grass until bought at the end of 1958 by Allen Wheeler.

The Air Commodore began his career in aviation in 1925, and became very friendly with Richard Shuttleworth ; in­ deed that friendship before World War II was the driving force behind his post­ war career as a trustee of the Shuttleworth Collection , Britain's pre­ mier "keep them flying " museum.

During the war, he commanded the Royal Aircraft Establishment at Farnborough, and established proce­ dures for investigating aeroplanes with problems that are still used today. Later he commanded the experimental and research station at Boscombe Down,

Photo by Norm Petersen

Head-on view shows what a bug sees just before he enters the cooling air intake! The German-made Hoffman propeller works very well according to John - albeit a bit spendy!

Photo by Norm Petersen

The Auster restoration is complete, right down to the English " Dunlop Tyres", which are a tad larger than our 6:00 x 6.

VINTAGE AIRPLANE 9

Photo by Gene Chase

Tail surfaces of the Auster reveal excellent workmanship and meticulous rib stitching. Our FAA is to be commended for allow­ ing the English registration to remain on the aircraft along with the U.S. registration on the rudder.

and was a member of the panel that investigated the DH Comet airliner dis­ asters in 1954.

On leaving the service he acted as technical advisor to such films as Those Magnificent Men in their Flying Machines and Blue Max and in 1964 he became president of the Popular Flying Association .

He regularly flew the Shuttleworth Trust's aeroplanes, and personally owned a Tiger Moth and a Spitfire as well as the Auster.

Not surprisingly, the Shuttleworth Trust engineers were called upon to civilianise WJ370, and it flew from Old Warden aerodrome as G-APRO in 1961 - the first civilian conversion of that mark of Auster. Allen Wheeler used it mainly to commute between his home and the Trust.

He owned G-APRO until his death in 1984 at the age of 80, and it became well known in British aviation circles as his personal mount.

Enter John Morris and his wife, Julie.

They visited England in December 1981 and saw G-APRO lurking quietly in a hangar in the Shuttelworth Trust. They already owned a Taylorcraft BC-12D and were dreaming of buying a British cousin as a stablemate.

Allen Wheeler was willing to sell, but the price was more than they could af­ ford .

Then about two years later, out of the blue, came a letter: Allen Wheeler had died. Mrs. Wheeler wanted to know if they were still interested.

"When an aeroplane comes begging for a home, what can you do, ?" asked John Morris.

The dollar was exceptionally strong at that point, and a transatlantic buy, sight unseen, seemed feasible. Friends over there helped out, and in July 1984, G-APRO arrived in a container at The Landings airport, near Huntley, Illinois.

A quick inspection showed that time had taken its toll. The Auster was air­ worthy, but only marginally. Some of the 10 JANUARY 1987

Photo by Gene Chase

Unique trailing flaps are constructed of metal and quite effec­ tive, allowing the useful load of 800 Ibs. to be handled nicely.

Large perspex roof can be warm in the hot sun!

Photo by Norm Petersen

A smiling John Morris holds the plaque awarded at Oshkosh '86 for the Outstanding Limited Production Aircraft in the Classic Division.

Empty weight ­ Gross weight ­ Useful load ­ Wing SpanLength .

PowerPower loading (gross) ­ Airfoil Section ­ Chord ­ Cruise ­ Stall (full flap, power on) ­ Fuel-

AUSTER 6A G-APRO (NX370WJ) 1,488Ibs. 2,300Ibs. 8121bs.

36 ft.

23ft. 7 in.

145 hp 15.86 Ibs per hp NACA23012 5 ft. 3 in.

97 knots at 1900 rpm 30 knots 26 gallons

TAYLORCRAFT

BC-12D 6401bs.

1,150Ibs.

5101bs.

36ft.

21 ft. 9 in.

65hp

18.46Ibs. per hp

NACA23012

5 ft. 3 in.

95 mph at 2150 rpm

38 mph full power

12 gallons (nose tank only)

24 optional (2 - 6 gallon

wing tanks)

Irish linen on it proved to be over 30 years old, and wasn't quite a match for the fabric tester!

Nothing to do but recover it. "So we thought we'd do a complete rebuild, " said John. "And that's a story in itself, especially as neither of us had ever done this before."

Fourteen months and 1,500 man and woman hours later, and with the help of many friends with their various skills, G­ APRO flew again in October 1985. John has flown 60 hours in it , and owns the aeroplane alone since he and Julie are now divorced.

Although it would pass muster as a genuine warbird, John decided not to camouflage the Auster but to leave it in civilian colors in deference to Allen Wheeler. In addition, John grew up as a line boy at the Battle of Britain airfield at Biggin Hill in Kent, and his personal nostalgia harks back to days when Cessnas were rare and all Austers ­ which formed the backbone of British flying clubs - were silver.

"I always dreamed of owning one, and now I do. It's funny that the dream came true on this side of the Atlantic," he said.

John is business editor of the Mil­ waukee Journal newspaper, and still flies the Taylorcraft as well as the Aus­ ter. He is also building an aerobatic ver­ sion of a 1946 Taylorcraft with a 180 hp Lycoming engine, "but you won't see that for a few years yet," he smiled.

No other Taylorcraft-type Austers are currently flying in America. Another Mark 6 is under rebuild in Oregon; a purely civilian J-1 Autocrat with a Cirrus engine is a candidate for restoration with the Mid-Atlantic Air Museum; and a Lycoming-engined Mark 5 is stored in Idaho. In addition two or three non­ Taylorcraft Mark 9s are known to exist over here, although only one - Charlie Luzier's in Florida - is flying. That's it for the US Auster population. A mere handful of Mark 6s grace the Canadian register, but few venture south of the border.

Between 1939 and 1965 a total of 3,607 Austers were built, including post­ war civilian versions.

Australia now has 138 Austers of all marks left out of 311 imported ; Canada has about a half a dozen Mark 6s and one Mark 5; and England has about 320 assorted marks. That's a total of 464.

Adding those in Europe, South Africa, New Zealand, Scandinavia and Pakis­ tan , there are probably no more than 550 Austers of all types left in the world .

Auster Aircraft went out of existence towards the end of 1960 when it was merged with Miles Aircraft and Wallis Autogyros to form a British Executive and General Aircraft Ltd. (BEAGLE), makers of the Pup and 206 executive twin. Beagle itself has since expired as well, closing another chapter in British aviation history.•

AUSTER COMBAT NOTES

by John Morris Air Chief Marshall Sir David Lee wrote in his book Eastward that Austers were the most versatile of all aircraft deployed in the Malaysian campaign in 1953 and 1954, being used to mark targets for strike and transport forces , making low level reconnais­ sance, constantly used for communications flights , leaflet dropping and casualty evacua­ tion.

Here's one short description of Austers in action, taken from a recent newsletter of the International Auster Pilot's Club. It's written by a Mr. Barwick, who served as ground crew in the British Army; "I came back from Tripoli in time to join 654 squadron for the invasion of Sicily. Capt. Butterworth was our pilot. We went up through central and east­ ern Sicily; charged around Mount Etna quite a lot. My job as well as engine mechanic ­ which took up very little time - was de­ spatch rider, anti-aircraft gunner, bren gun, part-time cook, truck mechanic, slit trench digger and anything else which came along .

"After Sicily we loaded the Austers into trucks for the invasion of Italy at Salerno.

Captain Carr - we didn't nickname him 'Crasher' for nothing - won a Distinguished Flying Cross for doing battle with enemy re­ giments. In the Auster he used to offer him­ self as a target to tempt them into disclosing their positions and then bring down the wrath of whatever the artillery had on them. It was him that landed in a potato field , down the rows. Once, in a bog, we had to go and turn the kite back onto her wheels and borrow a yoke of oxen to pull it out. He flew high rank­ ing officers to look at the ground they were approaching and seemed to be completely oblivious to the risks he took. He crashed so often only because he insisted on flying from the strips that were most convenient from a gunnery point of view. One strip, 113 of my paces was regarded as long enough , was a clover-like crop which when wet with dew gave no braking. It terminated in a ditch . The trick there was to get up before light and land in first light, which meant a wet surface. After he'd slid into the ditch we had a broken prop, bent exhaust stub and bent longeron to fix before the next morning. We, the ground crew, decided to be brakes. To this effect we waited a few yards from the ditch and tried to grab the struts as the kite hurtled by. It only partially worked and tended to end up

with the whole bunch of us in the ditch with the prop to change and the longeron t o straighten out. The Austers were definitely second hand when we'd finished with them .

"Once we had a mainplane wrecked on a Mark 4 and they sent us a Mark 1 mainplane.

We fitted it. The first Auster with flaps on one side only! The C. O. came to fly it out - we told him not to use his flaps, or if he did , to expect some funny effects.

"The Austers were popular with our front line troops because after Crasher's efforts the enemy were loth to use their guns when one was in the air. I remember the 2nd Parat­ roop regiment holding a section north of Casino complaining about there being no peace at meal time - until they gave us the times required and we put a stooging flight for them which ensured a peaceful meal break.

"The Germans had Storches to do the same job but they were far too big. We could dig in an Auster in a few minutes and with a couple of nets it could be hidden very effec­ tively. The Americans had Pipers, but they didn't seem as effective as our Austers (perhaps they didn't have enough Crashers).

The British Government's Official History of World War II states that at the Battle of Anzio the Germans soon associated the air observation posts with their difficulties . 'The great activity of American and British spotter aircraft, which were unaffected by the weather because they hopped off and on to their airstrip and flew very low, gave the Ger­ mans the impression that all their prepara­ tions were observed, and lowered their morale.' But there were losses; two British Austers were shot down and their pilots kil­ led; three more with artillery and anti-tank guns closely packed in a small area, were hit by their own shells. At Anzio, not one single sortie was called off for unserviceabil­ ity or abandoned for engine failure .

"Normally an observer was not carried un­ less enemy fighter aircraft were expected in the vicinity: then the observer would watch for those while the pilot carried out his nor­ mal spotting duties.

After the war many military Austers were converted into civilian airplanes, and many more were built specifically for the civilian market. Between 1939 and 1965 a total of 3,607 Austers were built, including the civi­ lian versions .•

CALENDAR OF EVENTS

Three Rivers, M149093, 6161279-2540.

JUNE 25-28 - HAMILTON, OHIO - 28th Annual National Waco Reunion. Contact: National Waco Club, 700 Hill Ave., Hamilton, OH 45015.

JUNE 12-14- TAHLEQUAH, OKLAHOMA-Na­ tional Ercoupe Fly-In. Contact: Skip Carden, P. O. Box 15058, Durham, NC 2n04.

JULY 19-24 - SAN DIEGO, CALIFORNIA - 19th Annual Convention of the International Cessna 170 Association at Montgomery Field. Primary motel is the new Holiday Inn on the airport.

Contact: Duane and Prieta Shockey, 7141278­ 9676.

JULY 24-26 - COFFEYVILLE, KANSAS - Funk Aircraft Owners AsSOCiation Annual Fly-In. Contact: Ray Pahls, 454 South Summitown, Wichita, KS 67209.

JULY 31-AUGUST 7 - OSHKOSH, WISCONSIN - World's Greatest Aviation Event. Experi­ mental Aircraft ·Association Intemational Fly-In and Sport Aviation Exhibition. Contact : John Burton, EM Headquarters, Wittman Airfield, Oshkosh, WI 54903-3086, 4141426-4800.

MARCH 15-21 - LAKELAND, FLORIDA - 13th Annual Sun 'n Fun EAA Fly-In. Contact: Bonnie Higbie, P. O. Box 6750, Lakeland, FL 33807.

APRil 25-26 - WASHINGTON, DC - 7th Annual Tour of the National Air and Space Museum's Paul E. Garber Restoration Facility. Dinner speaker Mary Feik. Limited to 200. Contact: Margaret Scesa, 96"-5,st Place, College Park, MD 20740, phone 3011345-3164.

MAY 2-3 - WINCHESTER, VIRGINIA - EM Chapter 186 Spring Fly-In at Municipal Airport.

Trophies for winning showplanes. Pancake breakfast Sunday. Annual Apple Blossom Fes­ tival downtown. All welcome. Contact : George Lutz, 7031256-7873 .

MAY 22-23 - JEKYLL ISLAND, GEORGIA ­ First Annual Twin Bonanza Association Con­ vention with headquarters at the Ramada Inn. Technical seminars and social activities. Con­ tact: Richard I. Ward, 19684 Lakeshore Drive,

VINTAGE AIRPLANE 11

I

~ ~ype

ClubActivities

Compiled by Gene Chase

AERONCA LOVER'S CLUB Emergency Locator Transmitters (ELTs) are required equipment on most of the vintage aircraft flown by EAA An­ tique/Classic Division members. The following maintenance tips appeared in an issue of the Aeronca Lover's Club newsletter and are reprinted here as an important reminder.

To continue to fly legally, the battery in your ELT must be replaced according to the date shown on the sticker. If the sticker is missing you can remove the battery from the case and check the date on the battery itself. It makes it all the easier if you record the date in the aircraft log book, too.

For most batteries, the replacement time is 20 months although it does vary with different makes and models. CAU­ TION - observe how the battery is in­ stalled. If the replacement battery is in­ stalled backwards and/or the leads con­ nected improperly the ELT will be per­ manently damaged. Be sure to connect the red wire to the red wire and the black wire to the black wire.

Also, before discarding the old bat­ tery you should clip the wires off so they cannot make contact. If they do make contact the battery can get very hot and may start a fire in your trash can.

For information on the AERONCA LOVER'S CLUB contact Buzz Wagner at Box 3, 401 1st Street East, Clark, SD 57225. Phone 605/532-3862.

AERONCA CLUB Operators of early Continental 65s made before November, 1941 which still have the original crankshafts with the 1-3/16" lightening holes in the crank pins should know that pre-World War Two AD 296 PROHIBITS grinding the crank pins. The FAA no longer lists this AD but it is still in effect. This includes some ADs on Aeronca airframes, too.

12 JANUARY 1987

It seems that a number of ADs were dropped from active listing after the war.

Those who are restoring pre-war Chiefs or tandem models should contact the AERONCA CLUB for a copy of these ADS. On another subject regarding Conti­ nentals, if you need an "up" exhaust en­ gine for your pre-war Aeronca or Piper Cub Coupe, it is legal to install the "up" exhaust cylinders from the -3 engine onto the -8 engine. We were aware that they would fit, and we have the corres­ pondence from Continental confirming the legality per Continental Service Let­ ter 47-16. If you are contemplating such a conversion , drop us a line for addi­ tional data.

For more information on the AERONCA CLUB, contact Augie and Pat Wegner, 1432 28th Court, Kenosha, WI 53140. Phone 414/552­ 9014.

FUNK AIRCRAFT OWNERS ASSOCIATION 1986 Annual Funk Fly-In Many owners of Funk aircraft at­ tended including 13 Funks and several others types. The airport at Coffeyville, Kansas was immaculate thanks to Bob Ingmire, the new airport manager (his title is Airport Industrial Complex Coor­ dinator). He gave his full support to the Funk Fly-In, obtaining publicity in the newspapers and on radio. He got most of the business occupants on the airport to set up exhibits in the hangar as added evidence of more local support.

Members attended from as far away as California and Alaska.

For information on the FUNK AIR­ CRAFT OWNERS ASSOCIATION, contact G. Dale Beach, 1621 Dreher Street, Sacramento, CA 95814. Phone 916/443-7604.

HEATH PARASOL CLUB The one and only Heath Model TN is owned by Paul Schumacher (EAA 246138, AlC 9423), 18430 U.S. 12 East, White Pigeon, MI 49099. Paul is restoring this rare, two-place Heath and is looking for a Velie M-5 engine.

Jim Jacobson, (EAA 11188), 2461 Lake Street, Niles, MI 49120 is looking for Heath Super Parasol parts and a Heath/Henderson engine for the local EAA Chapter 865 project of building up a Heath for donation to the Smithso­ nian's National Air and Space Museum.

Anyone having information and/or available parts, etc. is asked to contact these gentlemen direct.

For information on the HEATH PARASOL CLUB, contact Bill Schlap­ man, 6431 Paulson Road , Win­ neconne, WI 54986. Phone 414/582­ 4454.

TWIN BONANZA ASSOCIATION '87 Convention Headquarters Changed As announced in the November 1986 issue of THE VINTAGE AIRPLANE, the First Annual Twin Bonanza Association Convention will be held at Jekyll Island, Georgia, May 22-23, 1987, but the headquarters site has been changed from the Hilton Inn to the Ramada Inn. Beech's prototype B-50 Twin Bonanza was first flown on 11 /15/49 and certificated on 5/25/51. Most are now in the hands of dedicated owners whose interest is high in the upcoming convention. A good turnout is expected.

For information on the TWIN BONANZA ASSOCIATION, contact Dick Ward, 19684 Lakeshore Drive, Three Rivers, Michigan 49093. Phone 612/279-2540 .•

by Dennis Parks EAA Library/Archives Director

Heath Airplane Company, Inc. Chicago, Illinois turrnlhilltl fur _\ir ([raft .··~:!!~~~_H!:.~~

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HEATH CATALOG "K"­ 1919 Charles B. Hayward in his Building and Flying an Aeroplane of 1912 stated that expenses could be cut down by the builder making all the necessary parts at home, or they could use a supply house, for "there is practically nothing about the modern aeroplane which can­ not be found in stock at one of the aeronautic supply houses."

Ed Heath, later famous for his parasol aircraft, founded one of the first large supply houses. It was established in Chicago in 1909 as the E. B. Heath Ae­ rial Vehicle Co. The Heath Company sustained itself by manufacturing parts for the homebuilders.

His company made and sold propel­ lers, wire , cables, turnbuckles, fittings, dope, etc. If the required item was not on hand it would be made in-house to specification.

In 1912 Heath bought the Bates Aeroplane Company, also in Chicago.

His company began to produce airplanes and introduced the idea of sei­ ling do-it-yourself planes in kit form . The name of the company was then changed to the Heath Airplane Com­ pany, Inc. After World War I the com­ pany also sold surplus military aircraft.

The EAA Library has a copy of one of the older aircraft/parts catalogs. It is listed as Catalog "K". The company did not date its catalogs, but the back page stated that the company had been in business for ten years, so 1919 seems to be the publishing date.

The catalog which contains 23 pages, lists complete aircraft, aircraft kits, plus aircraft parts and supplies. The intro­ duction to the catalog stated that though the most immediate demand was for military aircraft, "Aeronautics is fast be­ coming related to every line of human

endeavor and it is about to extend . . . as a popular sport and for utilitarian purposes."

The first section of the catalog was devoted to "Complete Machines. We are builders of all the standard types of aeroplanes, and produce machines that cannot be improved on in workmanship or material. " Twelve complete aircraft were listed including Monoplanes, Biplanes and Flying Boats. Among the Monoplanes were Bleriot, and Nieuport types. The Biplanes included Curtiss, Farman and Wright types along with Heath's own 2B and 6B Tractors. Prices ranged from $800 for a Curtiss Biplane type to $10,000 for a Heath 6-B Flying Boat.

The company was also able to furnish all the aircraft unassembled. This was the start of kit building. "The parts are so made that anyone with ordinary abil­ ity can readily put them together, thereby gaining the gratification, and at the same time saving money.

A Curtiss Biplane kit went for $265 and Heath 2B for $325. The motor for the 2B cost $550. Included on the left is a listing of the bill of materials for the Heath 2B kit.

The rest of the catalog was devoted to aircraft parts and supplies. Some of the items and their prices: Goodyear tubes - $3.00, tires - $9.00; Varnish ­ $4.00 per gallon; Fabric - 55 cents per yard ; Bleriot Turnbuckles - 40 cents to $1.00. They also provided Spruce, Ash and Bamboo for construction . Instru­ ments available included an air speed indicator, a skid indicator and an angle of incidence indicator - a very neces­ sary instrument for the beginner to pre­ vent stalling .'"

Heath was in business from 1909 till his death in 1931 . This must hold some kind of record in the aviation kit and sup­ ply business. Untold numbers of build­ ers over the years must have been influ­ enced by Mr. Heath and his company.

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THE WAY WE TURN OUT PROPELLERS VINTAGE AIRPLANE 13

YOLUtl,.EERS

A Bool< Of Heroes

Photo by Jack McCarthy

Unfortunately, not everyone could be present for this group photo of the Antique/Classic Aircraft Parking Committee at Oshkosh '86.

(L-R) Back row standing - Bill Campbell, Earl Nicholas, Ted Peterson, Ben Olcott, Jerry Hanson, Geoff Foote, Karl Bishop, Reinhart Kuntz, Jeff Hinklin, Roy Hinklin, Peter Vine, Cletus Cisler, Selene Bloedorn and Anna Osborn.

Back row, on bikes, etc. - Geoff Robinson, Tom Howard, Ann Howard, Milon Thorley, Brett Howard, Bob Brauer (kneeling), Ken Kuick, Bob Mason, O'Niel Gederos, and Bob Majka.

by Art Morgan and Bob Brauer This first installment of a new monthly feature in THE VINTAGE AIRPLANE will serve as an introduction to a column devoted entirely to EM volunteers. It will tell their stories .. . some funny . . . some sad . . . some just plain and. simple . .., but all heroic.

We will attempt to tell the stories in a way that will praise all and embarrass no one, and hopefully encourage those who have never "gotten involved" to join in the fun and "have it all".

But, before we go any further, let's examine the words "volunteer" and "hero": Volunteer - to offer or bestow vol­ untarily (one's service) of their own free will, without receiving any real or valu­ able consideration.

Hero - a person admired for their 14 JANUARY 1987

(achievements and qualities). One who shows great courage.

So says the well-known word mer­ chant, "Webster" in his New Collegiate Dictionary. When you read those defini­ tions they both seem to say the same thing. You're looking at courage, achievement and free will whenever you go to a fly-in and see someone working on the flight line or garbage truck or whatever. Where do they come from? What makes them tick? Are they any different than you or me? Well, I'll tell ya neighbor, they are about as dif­ ferent as two peas in a pod.

The average volunteer is 16 to 80 plus years of age, male/female, execu­ tive/blue collar, airplane owner/non­ airplane owner, from the midwest, east, west, north and south. They come from every free country in the world and a

few that aren't so free. That's quite a variety, don't you agree?

In describing EAA volunteers, we say they are a unique group of people who do have one common bond. Oh, sure, we all love airplanes and we all enjoy people, but the EAA volunteer seems to be beyond that. In fact, we can't come up with a hard and fast definition of an EM volunteer. That's just great, but where does it leave us?

To say the volunteer has commitment is trite. Of course they do or they wouldn't be there. Do they do it out of a sense of responsibility? Maybe. Is it because they have so much fun in sport aviation that they want to give some­ thing back? Sure, sometimes. Maybe it's just to have fun. Yer dern tootin'. It is fun. Each and every volunteer has his or her own reason. And that old saw,

dirty, sweaty EM cap screwed down on their heads so the wind won't blow it off. They are the ones with that certain sparkle in their eye, and a big, wide toothy grin stretching from here to there that says for all the world to hear. "Hot dog. That's fun ."

Here is where the stories will be told of those behind-the-scenes heroes who "do it" because they love it. And we will tell it because they deserve it.

It's our honor this month to give a tip of the Oshkosh kepi to all EM volun­ teers, past and present. "Stand tall y'all. " By the way, "Join us and you have it all." .

Photo by Jack McCarthy

(L-R) Bob Brauer, Art Morgan and Dani Sandlin. Bob and Art are co-chairmen of the Antique/Classic Aircraft Parking Committee at Oshkosh.

is the common bond.

They are there every year - every fly-in - everywhere - working 10-12 hours and more a day. They're out in the sun or rain , or working in a hot kitchen. They are bumping their back­

sides into black and blue blisters riding over a rough field on a motor scooter, designed for sidewalks.

You can recognize these volunteers at a glance. They are the ones with the sunburned nose and wet feet with a

Editor's Note: Art Morgan is a member of the Antique/Classic Divi­ sion board of directors and Bob Brauer is an advisor to the board.

They have long been involved with the Division's volunteer program at EAA's Annual Convention at Oshkosh and will co-author a monthly column on the subject. The authors' intent is to recognize the efforts of these dedicated people at all levels from the smallest local chapter activity to the annual big one at Oshkosh . . . G.R.G.

ROGER AND BELINDA DUNHAM'S WACO YKS-7

I, Roger and Belinda Dunham with daugh­ ter Blair.

by Gene Chase On July 20, 1986, the Roger Dunham family stepped into their newly-pur­ chased 1937 Waco Cabin and departed the Seattle, Washington area for their home in New Milford, Connecticut with a planned stop-over at Oshkosh '86.

That's faith in an airplane and the per­ son who restored it.

The restorer of this Waco YKS-7, NC17736, SI N 4665, was George Fran­ chini (EM 57692, NC 3076) of Black Diamond, Washington . He bought the plane in Southern California and re­ stored it in 1984. The Waco had spent most <pf its life on the West Coast.

George is currently restoring two other

Wacos for a customer, a 1934 model and a ZPF. Roger Dunham (EAA 90676, NC 5912), his wife Belinda and daughter Blair had an uneventful flight to Osh­ kosh behind the smooth-running 220 hp Jacobs. Roger has it fitted with a fixed pitch wood propeller which he says yields .115 mph cruise, a noticeable im­ provement over the original Curtiss­ Reed metal prop.

Roger isn't new to Wacos, having owned a 1936 YKS-6, NC16236 which he sold in 1985 to a fellow in eastern Pennsylvania. It is being restored in the

colors of the Civil Air Patrol, and hope­ fully will be flying sometime this year.

The Dunhams camped in the Show­ Plane Camping Area at Oshkosh '86 and thoroughly enjoyed meeting many new friends. He particularly had a good time flying in the Parade of Flight on Tuesday, August 5. He followed an older Waco in the traffic pattern and en­ joyed being a part of the show.

Roger calls the Annual EM Conven­ tion and especially the Parade of Flight, "a great tradition" and he plans to attend the 1987 event and partake some more of the "good EM hospitality.".

The Dunham's 1937 Waco YK5-7, NC1n36.

VINTAGE AIRPLAN E 15

Photo Air Force Photo

Jimmie Haizlip, being congratulated by Amelia Earhart and Senator Hiram Bingham. Jim had just returned from New York after setting a new transcon足 tinental record of 10 hours and 19 minutes.

by Truman C. " Pappy" Weaver

(EAA 151476, AlC 7699)

P.O. Box 707

New Baden, IL 62265

Editor's Note - Truman C. "Pappy" Weaver is a recognized authority on air race history, especially the 1929-39 era.

His intense research has produced some of the most comprehensive arti足 cles of that period. He also co-authored with S. H. "Wes" Schmid, the EAA pub足 lication, The Go/den Age of Air Racing recently re-printed in two volumes total足 ling nearly 600 pages. Pappy is a retired U.S. Air Force command pilot and holds several FAA pilot ratings. Until recently he lived on the airport at the original Wedell-Williams Field at Patterson, Louisiana where he was curator of the Wedell-Williams Memorial Aviation

Charles E. Thompson Trophy

The three Wedell-Williams racers are pictured with the Wedell-William third in the 1932 Bendix Los Angeles-to-Cleveland Trophy Race. PicttJ Jimmie Haizlip (who had just set a new coast-to-coast speed record), Ross, Guy Kaufman, Palmer Peterson, Cyril Vetter, Don Young and F Thompson Race.

16 JANUARY 1987

,

Wedell­ Williams Album Museum. This museum was estab­ lished by the Louisiana Legislature as the Official State Aviation Museum and is responsible for the preservation and exhibition of documents concerning all of Louisiana's aviation history. The Wedell-Williams Memorial Foundation has several levels of membership par­ ticipation starting at $15 per year. Mem­ bership includes a quarterly newsletter containing much air racing history and detailed accounts of yesteryear's avia­ tion events. These newsletters, titled , "Home Pylon News" have become col­ lectors items among aviation history buffs.... G. R. C.

-

Roscoe Turner and, I believe, Cecil B. DeMille, MGM movie director, with the Gilmore Special - taken in California in 1932. Note Gilmore Lion Cage in background.

Vincent Bendix Trophy USAC Photo

S crew in front of the Cleveland hangar after finishing first, second and Ired as they prepare the racers for the Thompson Trophy Race are left, Walter Wedell, Jimmy Wedell, R. D. "Bo" McNeely, Eddie Roberton, Roy ~oscoe Turner. The team finished second, third and fourth in the 1932 VINTAGE AIRPLANE 17

University of New Orleans Photo

Part of the Wedell-Williams crew - taken in Patterson during September, 1930. Across the top: Doug Worthen, Frenchy Fortun, Harry Williams, R. Henderson, Eddie Roberton, Charlie Fersen, Stanley Lasha, Tom Lemmon. Sitting: Snake Hurst, R. Hendrick, A. J. "Shine" Adams and Fulton "Dub" Felterman. Aircraft pictured is .t he #90 Cirrus Racer, the Wedell-Williams Lockheed Sirrus NC-167W - left wing of #90 "We Will" and right wing of " We Winc" #92 just visible.

Wedell- Williams

Photo Album

Lockheed Altair departs Patterson Air足 port. Thought to be James G. Hall's air足 craft. He had held Three-Flags record prior to Jim's 1931 December speed run.

Hall had been in Patterson during Sep足 tember 1931 to have long range fuel tanks installed for the Bendix. The Lockheed factory was unable to handle the job in minimum time and they sent him to Wedell-Williams for the installation.

Arrow

Jimmie Wedell and #44 in California after setting the Three-Flags record in-De足 cember 1931. Jim always flew in a new suit. Before each race or record attempt Pop Rizzo, Patterson tailor, would tailor Jim a new suit and Rizzo cravat.

The Wedell-Williams #92. Picture taken in Cleveland shortly after Mary Haizlip's world record run of 255.513 mph.

Wedell-Williams #44 shortly after the Bendix Race 1932 - note oil streaks on fuselage. No outward visible changes were made for the three-capital record flight.

PrattIWhltney

Jimmie and Mary Haizlip at the Cleveland Air Races 1932. Bendix, Transcontinen足 tal, 1000 CII and world speed record win足 ners.

A PAIR OF BRITISH VETERAN AIRCRAFT

by Michael Peare 12 Nash Drive Redhill RH1 1LH Surrey, England

The Sopwith Pup N5195/G-ABOX was built in 1916 and was last flown in October, 1918. It was discovered by Desmond St. Cyrien in a grain silo in 1960 and he acquired it and stored it until the late seventies. Desmond's last Pup N5182 was put into the RAF Museum at Hendon leaving Desmond with nothing to do, so he decided to re­ store N5195.

N5195 was rebuilt with the aid of British Aerospace, British Caledonian, and several local companies. The en­ gine was dug out of the ground in Salis­ bury Plain and rebuilt using French, British and American components plus

locally machined items. Andrew Cox re­ built the engine, a LeRhone rotary of 80 hp.

Altogether a lot of effort was put into the rebuild of this aeroplane, and I feel very honoured to be the appOinted pilot.

The Pup flies like an angel and does tighter turns than anything I have yet flown. She's a gentle and easy aero­ plane to fly.

I am trying to get some decent aerial photographs, but since the Pup can only fly when the airport director's "back is turned," this is difficult.

The Heath Parasol is an American design and this one, G-AFZE, was built in the late twenties in Epsom, England .

It is powered with a Bristol Cherub two­ cylinder aero engine of 32 hp. This aeroplane has a long history of crashes.

It has done more miles on the road than

in the air, but when flown properly is safe enough .

The Heath has been stored for a number of years, but now it is to be re­ built yet again, continuing its colorful career.

Editor's Note - This article and accom­ panying photos were obtained by An­ tique/Classic Director Gene Morris of Roanoke, Texas. Gene flies for Amer­ ican Airlines and met Michael Peare on one of his layovers in London. We have since learned that the Pup was dam­ aged in a crosswind landing at Middle Wallop. Pilot Peare was unhurt but the Pup received damage to its landing gear, upper wing, engine casing, cowl­ ing and propeller. It is being rebuilt. . . . G. R. C.•

Photo by Mark Edwards

Heath Parasol G-AFZE and the Sopwith Pup. 20 JANUARY 1987

by Gene Chase

BOX SEAT OVER HELL by Hardy D. Cannon. Published by the author, 1985. 138 pages, numerous photos.

This is the true story of America's World War II Liaison aircraft and the brave men who flew and maintained them. From training bases in the States to combat areas in Europe, Asia and across the Pacific, these L-Bird mis­ sions were vital to the war effort.

These light, unarmed aircraft were flown under extreme conditions, from decks of ships, narrow roads, unpre­ pared fields , wherever and whenever needed. Read about General Patton 's use of an L-Bird, how one of the "Grass­ hoppers" downed an Me 109, how a

THE FL YING KEY BROTHERS AND THEIR FLIGHT TO REMEMBER by Stephen Owen. Southeastern Print­ ing Company, 1985. 128 pages, plus photos.

On July 1, 1935, two pilots in Meri­ dian, Mississippi proved to the world just how far an airplane could fly and how much it and its pilots could endure.

When their Curtiss Robin J-1 , NR526N,

named "Ole Miss" for the state of Mis­ sissippi landed before a wildly en­ thusiastic crowd of more than 30,000 well-wishers , AI and Fred Key had stayed above the earth longer than any other human beings.

For 653 hours and 34 minutes - a total of 27 nonstop days and nights - the brothers had circled the city of Meridian.

Had their flight been in a straight line, they would have circumnavigated the globe more than twice . Not until 1973 would man stay above the earth longer - when NASA's Skylab II mission was launched.

Although other brief accounts of the Key Brothers' long-standing world re­ cord flight have been written , Steve Owen's book is the first comprehensive work of this fantastic accomplishment.

Read about the brothers' early flying days and the inspiring story of their struggles to reach their dream of setting the world endurance record .

By accomplishing their goal, the Keys showed the world the extent of their tenacious spirits. During the Great De­ pression, operating on a shoestring budget in one of the most impoverished areas far from the nation's aeronautical centers, they assembled a ground and mid-air refueling crew that displayed as­ tounding genius. What these men and women lacked in formal education, they

Liaison pilot downed a German Storch with his .45 Colt.

The reader is in for some surprises . . . most of us know the designations of the L-Birds but how many know that Monocoupe built some. The research by author Cannon and his friend Bill Stratton (EAA 147044, NC 6853) has resulted in a book you will not want to put down until you've read it all. This book is long overdue and is guaranteed to bring the respect so well-deserved by everyone involved in the wartime op­ erations of L-Birds.

Order for $7.50 plus $1 .50 postage from : Hardy D. Cannon, Rt. 5, Box 388M, San Antonio, TX 78221 .

improvised with pragmatic down-home American ingenuity. For example, the fuel shut-off valve in their refueling equipment is virtually the same as used in today's daily air-to-air refueling mis­ sions by the military.

The brothers had lots of help in their efforts and they earned the support of not only the local townsfolk, but some well-known aviation personalities in­ cluding (then) Major Claire Chennault.

One of their prinCipal motives for the endurance flight was to draw attention to aviation in the Meridian area so that the Municipal Airport would not be con­ verted back to farm land. This they ac­ complished and lots more. When the U.S. was drawn into World War Two, AI and Fred Key enlisted and both flew heavy bombers in combat. They were highly decorated for their wartime exploits.

The Brothers' Curtiss Robin "Ole Miss" now rests in the Smithsonian's National Air and Space Museum in rec­ ognition of the importance of that re­ cord-setting flight over 50 years ago.

This book pays tribute to the memory of AI and Fred Key and I heartily recom­ mend it as a welcome addition to any aviation buff's library.

Order for $7.95 (postage paid) from Southeastern Printing Company, P. O. Box 5027, Meridian, MS 39302.•

VINTAGE AIRPLANE 21

Restoration Corner

This is the twelfth and final installment of the current series of "Restoration Cor­ ner" articles. The series began in the February, 1986 issue of THE VINTAGE AIRPLANE and the subjects covered are summed up in President Bob Lickteig's "Straight and Level" column on page two of this issue. The intent of the series was to present information of a general rather than highly detailed nature, therefore more could have been written on each subject. We encourage readers to share their restoration techniques with us for future "Restoration Corner" articles.

... . . ..................... GRC

It is one thing to spend years restor­ ing an airplane with attendant sore hands, tired muscles and a flat pocket book - only to suddenly realize - now you have to fly the critter! To enlighten us on the many details of flying a newly rebuilt airplane for the first time, we asked the old master, "Steve" Wittman to give us his thoughts on the proper procedure.

The first item on the agenda, accord­ ing to Steve, is to properly "rig" the airplane during final assembly. This in­ cludes putting in the proper wing dihed­ ral and wing incidence. And when es­ tablishing incidence, don't forget the all.­ important "wash-out" at the wingtips per the manufacturers recommendations.

"Wash-out" tips the trailing edge of the wingtip upward, allowing the wing to stall first at the root of the wing progres­ sing to the wingtip in a very controllable fashion . "Wash-in" lowers the trailing edge of the wingtip, causing it to stall first. This is a bad situation for two reasons: The stall is violent and uncon­ trollable and the wingtip can suffer structural failure from overloading.

Don't be lulled into using the old "eyeball" method. Use proper means to establish the necessary measure­ ments, be it a plumb, inclinometer, transit or incidence board. A final mea­ surement to determine that both wings (or four on a biplane) are square with each other and the fuselage is most im­ portant. And along this line, make sure the stablizer has the proper incidence (most often negative).

Steve says that years ago it was com­ mon to rig for ''torque'' - the large,

22 JANUARY 1987

STEVE WITTMAN ON TAXI TESTS, FIRST FLIGHT AND DE-BUGGING

by Norm Petersen imaginary hand that would twist the fu­ selage opposite to the crankshaft rota­ tion . "This was a bunch of gobbledy gook!"

"I once flew Bonzo into Cleveland for the National Air Races only to read a story in the evening paper that it couldn't fly! Supposedly, there was in­ sufficient aileron to offset the huge amount of torque! The newswriter esti­ mated that 300 mph was necessary be­ fore Bonzo would fly straight and level!

I am most happy to report that such was not the case!" Steve went on to explain that when you have a mid-wing aircraft using a thin wing section with a large chord , the propeller slipstream is "anti­ torque" as it goes by the wing, allowing the aircraft to be nicely controlled by the ailerons about the roll axis.

Once the rigging is determined to be okay, the taxi tests may begin. This is almost an art in itself and should only be attempted on a tail dragger if you have tailwheel experience. Without ex­ perience along this line, the taxi tests can be dangerous endeavors! If you don't feel comfortable making the taxi tests yourself, by all means, swallow the pride and find a competent taildragger pilot whom you can trust.

The taxi tests allow you to check many items, including wheel alignment, brakes, tailwheel control, rudder effec­ tiveness at low speeds and control pressures in general. This author well remembers a Minnesota pilot who had finished a total rebuild of a red and silver Porterfield. Anxious to take it up for the first flight, he taxied downwind to the far end of the hard surface runway. As he came to the end of the runway, he step­ ped on the brakes - in that same in­ stant he remembered he had not con­ nected the brakes! The Porterfield went off the end of the runway into tall grass where it promptly went up on its nose, shattering the new wooden propeller and bending nose metal.

Steve Wittman's wise words coming from sixty years of experience: "Don't fly until you are ready to fly. And when ready, have your mind made up - don't extend the agony!" Steve relates how they once lost a "Knight Twister" at Osh­ kosh because the pilot wasn't sure what he wanted to do. Making a high speed taxi down the runway with the tail in the air, the pilot abruptly closed the throttle and lowered the tail. The resulting in­ crease in angle of attack caused the Twister to leap some 10 feet into the air. The pilot was so surprised he "lost it" and proceeded to wrap the small bip­ lane into a ball.

Photo by Dottie Gheen

Steve Wittman and 40 hp Taylor E-2 Cub.

According to Steve, his normal proce­ dure is to take off and climb for altitude, watching the temperature gauges closely. Once he has 1500 feet AGL, he checks for wing heaviness and pro­ ceeds through stalls and slow flight.

This helps to relieve the tension about coming in for a landing . If the aircraft will stall at the proper nose-high at­ titude, he knows it will make a three­ point landing. (And a minimum of 1500 feet is the best insurance you can have when doing these manuevers.)

Some years ago, Steve was invited to fly another racing airplane, only to discover in flight that it had a vicious stall and would not get into a normal three-point attitude! The only option left was to make a tail high wheel landing, which he did with the usual Wittman finesse. After the flight, he wondered what might have happened if the engine had failed, as it would have been an absolute bearcat to land without power.

Curiously, the owner never gave so much as a hint of the weird flight charac­ teristics before the flight!

The nearest thing to such an unusual flight envelope in a commercial airplane was a twin-engined pusher amphibian which Steve was invited to try from the

ASP

co-pilot's seat. Following take off, Steve says, "I was in the right seat as we leveled off in cruise and the pilot turned it over to me. After a few turns, I slowed the bird to check the stall. The pilot looked over at me and said, 'Watch it, it comes off the hook pretty fast! ' Be­ lieve me, never in my life have I heard a better description! It was a clean , sharp, abrupt stall - just like someone had cut the string!"

When queried about the age-old question of toe-in versus toe-out, Steve thought a minute and answered, "Toe in is the worst of the two as it exacer­ bates the swing of a turn arid makes it worse. Toe out is easier to control , how­ ever, on hard surface runways, it will wear out a set of tires in nothing flat! I have always liked 'straight ahead' the best with neither toe-in or toe-out. I love grass over hard surface runways as you can fly for years from a grass runway and never wear your tires out! The in­ side of the tire carcass will look like new after many years while the outside gets all weather checked and cracked ."

When it comes time to get your nicely restored classic or antique up to its ad­ vertised cruising speed, Steve says there are many little things to consider.

Close fitting fairings are important along with eliminating lumps, bumps and ex­ traneous protuberances. Be very critical of any intersection of less than 90 de­ grees as they create extra drag. Round tubes should be faired to a streamline shape and gaps should be sealed.

Good common sense will help a great deal in ''tweaking'' your airplane to op­ timum performance. Even a close look at a Wittman "Tailwind" will give you a number of clues as to making an airplane go fast. A look at the strut stub reveals a cleaner juncture as the bolt head and nut are moved out of the high speed air! Even the wing roots and the wingtips are tapered down in size to save drag on each end. Little, tiny im­ provements, when all added together, make for a very fast airplane.

One of the real joys in life is to sit back and observe Steve Wittman look over an airplane from nose to tail. As each part is examined by Steve, you can almost hear his brain figuring out a way to make it go 25% faster. It is just a natural thing with Steve - and after sixty years of dOing the same thing ­ you get pretty good at it!

Thank you , Steve Wittman, for setting an example for the rest of us to follow .

•

TI• • RE-UVE IT! \ The fabulo us times of Turner. Doolittle. Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years.

Volume 1 and 2 sold at $14.95 each- add $2.00 postage for first item and $ 1. 00 for each item there­ after - a total of $3.00 for both volumes. SPECIAL OFFER! With purchase of both THE GOLDEN \ AGE OF AIR RACING , Vol. 1 and Vol. 2, above, . you may select FREE, one of the following: EAA Pilot Log Book (#11 -16552), EAA Propeller (or rotor) Log Book (#11 -16566), or EM Engine and Reduc­ tion Drive Log Book (#11 -13951). Offer good while supplies last! Send check o r money order to: EAA Aviation Foundation, Wittman Airfield. Oshkosh , WI 54903-3065.

VINTAGE AIRPLANE 23

~ew

Vr-()ducts

Compiled by Gene Chase

GUIDEBOOK FOR AVIATION HIS­ TORICAL RESEARCHERS A new, specialized report has been produced by the Ottawa Chapter of the Canadian Aviation Historical Society in response to a perceived need for a guidebook to assist aviation historical researchers in finding their way about the complex and confusing structure of libraries, museums, institutions, clubs, etc., in the Ottawa region that collect, husband and dispense information in this field . To the embryo researcher it can serve as a primer on where and how to get started ; and to the more ex­ perienced it can help speed access and do much to ensure that comprehensive searches are done.

The booklet is entitled "A Survey of Sources of Aviation Historical Informa­ tion in the Ottawa Region ." In its present first edition form it lists approximately 30 primary sources of information and each is described in tabular form ac­ cording to the resources offered , the lo­ cation, address(es), contact persons, nature and cost of services available, accessibility, physical amenities, and hours of operation. In each case a brief description is provided of the scope and depth of the information available. As response to the report and cir­ cumstances warrant, the contents will be updated periodically to include addi­ tional significant sources (including pri­ vate collections), and may ultimately in­ clude repositories outside the Ottawa region as well. A short cross-index lists subject categories of research and serves to bring the researchers' atten­ tion to specific sources that may be most relevant to his or her area of study.

For reasons of economy, and in rec­ ognition of the highly specialized nature of the guidebook, only a limited number have been published and placed at selected locations. Some of the loca­ tions are: A) Atlantic Canada Aviation Museum Society, 1747 Summer Street, Halifax, NS, B3H 3H6.

B) McGill University Library, 845 Sherbrooke Street West, Montreal, Quebec, H3A 2T5.

C) Public Archives of Canada, Ot­ tawa - Library Division, 395 Wel­ lington Street, Ottawa, Ont. , K1 A ON3.

24 JANUARY 1987

D) Toronto Public Library, 40 Orchard View Blvd., Toronto, Ont. , M4R 1B9.

E) National Headquarters, Canadian Aviation Historical Society, P. O. Box 224, Willowdale, Ont. , M2N 5S8.

F) Western Canada Aviation Museum, Inc., Hangar T-2, 958 Ferry Road , Winnipeg, Manitoba, R3H OY8.

G) Canada's Aviation Hall of Fame, Edmonton Convention Centre, 9797 Jasper Avenue, Edmonton, Alta. , T5J 1N9.

H) Canadian Museum of Flight and Transportation, 11040 Cambie Road , Richmond B.C. V6X 1L2.

Over the years, many airplanes have changed hands between American and Canadian owners, and this new infor­ mation source may provide research data previously unobtainable or at best, very difficult to obtain.

For additional information, contact Mr. Christopher Terry, President, Ot­ tawa Chapter, Canadian Aviation His­ torical Society, 648 Denbury Ave. , Ot­ tawa, Ontario, K2A 2P3, Canada.

Engine exhaust gaskets by Rapco, Inc. REPLACEMENT ENGINE EXHAUST GASKETS INTRODUCED BY RAPCO A complete range of replacement en­ gine exhaust gaskets have been de­ veloped by Rapco, Inc. for all Continen­ tal and Lycoming engine applications.

The gaskets are being manufactured in two types - one being a solid high compression style, made of solid stain­ less steel. The other is also made of stainless but is designed with a heavy duty "spiral wound" insert. This insert allows for movement between the exhaust system and the cylinders caused from expansion and contrac­ tion . This in turn assures tight sealing of the exhaust gasses over long time periods.

A new catalog showing engine appli­ cations and features of both gasket types is available free from the man­ ufacturer. Rapco Inc., which stands for "Replacement Aircraft Parts Company," is the holder of a number of FAA ap­ proved products being produced for the aircraft aftermarket. Their products are marketed by a network of Warehouse Distributors stationed throughout the world.

For information contact: Michael White, President, RAPCO, Inc. , N16 W22020 Jericho Drive. , Bldg. 3, Waukesha, WI 53186. "

1940 EXPERIMENT IN AIR FREIGHT

by Bob Geier 2202-5 River Run Drive San Diego, CA 92108

Air freight to small towns has come a long ways since 1940 when experi­ menting with it was conducted in, of all things , an open cockpit biplane.

"We have had a refrigerator shipped to Los Angeles by air from the East and for publicity purposes need to have it shipped here to Santa Ana by air," explained the Montgomery Ward store manager to Martin School of Aviation owner Floyd Martin in early 1940.

When he described the appliance and its size, Martin said, "We don 't have any ship here that could handle that big an item ."

"Maybe I do," Bob, a recently licensed Commercial pilot listening to the con­ versation , said. "I know it won 't fit into any of your cabin jobs, but maybe I can get it into my open job." He was refer­ ring to his old Lincoln Page biplane.

"Let's do some measuring and find out."

Together they trooped over to the di­ lapidated, leaky-roof hangar in which the Page was resting on the old Eddie Martin Airport. Measuring across the top longerons, they found that there was a little extra room in that direction but the dashboard presented an obsta­ cle fore and aft.

"I can probably remove the dash and fasten it in the front cockpit," Bob, need­ ing the cash , explained. Measuring it that way found it would fit. So, he had the job.

With "all" of the instruments attached; an altimeter, compass, oil pressure and water temperature gauges and ignition

switch , (there were a few less of them than on a 747 panel) it took a little less time to rearrange. He fastened the panel in place in the front cockpit with wire and reconnected the instruments.

The removal of the cowling around the two cockpits was a cinch , exposing the two top longerons and somewhat di­ minishing the overall beauty of the fuse­ lage.

The rear joy stick was easy to re­ move, and the pedals were low enough that they did not interfere. The plane already had dual controls in the front.

So the funniest looking biplane in Southern California was soon ready to head to the Telegraph and Atlantic Air­ port in East Los Angeles to begin the experiment in air freight.

Its landing attracted a crowd, all howl­ ing with laughter at this plane with the wide "slot" across the middle of the fu­ selage. The laughter escalated to a roar when the Wards people set the re­ frigerator in the back cockpit, resting it on the seat. Its top extended an inch or so above the top wing. The sweat (not perspiration, but sweat) was rolling off Bob, worried more about the CAA tak­ ing away his newly won Commercial ticket than about whether the appliance would interfere with the rear controls of the plane. But after all, he thought, didn 't he have a "Commercial" ticket, and wasn't this a commercial venture, er, experiment? So the plane wasn't licensed for air freight. Neither was the Wright Brothers' plane licensed for flight and look what came from that experi­ ment.

Since the horizontal stabilizer trim was adjusted by a "joy stick" affair on the right side of the rear cockpit and could not be reached from the front

cockpit, Bob had to guess at where to set it for the fifteen minute flight to Santa Ana. He estimated it to weigh a little less than a man and set the control ac­ cordingly.

After seeing that the device was sec­ urely tied in place so it would not fall out if he should feel the urge to attempt a slow roll enroute, he ignored the "friendly" advice of the local experts ­ and their peals of laughter - and headed for the end of the runway .

As he started the take off, and had not seen any men with badges, he was able to forget about the CAA but began to worry about aircraft control. To his relief he found there was little trim change from normal, except that while he had guessed pretty close about the stabilizer, he still had to hold forward pressure on the stick to keep the plane level. This got a little tiresome by the time he reached Santa Ana. The first commercial air delivery to Orange County was completed without incident and with a landing that was de­ scribed by an onlooker as if it was "set­ ting down on eggs." The completion was accompanied by more howls of laughter from the Santa Ana locals who witnessed the bizarre looking aircraft re­ turning, but their amusement was over­ shadowed by the sighs of relief of the Wards management at the safe delivery of their refrigerator. They were espe­ cially overjoyed at being able to start publicity concerning their air freight ven­ ture.

Fortunately, everyone forgot to tell the CAA about the experiment, so Bob kept his prized ticket and had the addi­ tional "joy" of rebuilding the cockpits of his air freighter, the forerunner of the somewhat larger Air Force C-5A .• VINTAGE AIRPLANE 25

Photo by Irene Gomoll

Stan Gomoll, Minneapolis, MN and John Fogarty, Roberts, WI after loading the cupola and parts for the two observation towers fabricated by John at his home and loaded onto his truck for transport to Oshkosh. Stan and Irene Gomoll painted the units at John's place two weeks prior to Oshkosh '86.

Photo by Gene Chase

John Fogarty (EAA 24499, AlC 1834) with the cupola and its base for the Red Barn. In the background are the two observation towers he assembled after arrival at Oshkosh on 7/22/86, 10 days before the Convention.

VOLUNTEERS

AT WORK

by Gene Chase

Photo by Gene Chase

John points to the ultimate location of the cupola atop the Red Barn.

Photo by Bill Johnston

One of the two observation posts in use during Oshkosh '86.

26 JANUARY 1987

Photo by Carl Schuppel

The ever-popular Red Barn -

Oshkosh '86.

·

....

.....

.....

.

... ....

by George A. Hardie, Jr.

Here's another entry in the "Iight­ plane" race in the Golden Age era. This was the period when the supply of cheap war-surplus Curtiss OX-5 en­ gines was nearing exhaustion. Man­ ufacturers were designing lighter weight aircraft to meet the rising demand re­ sulting from the Lindbergh boom in avi­ ation. The photo is from the AI Meyers collection in the EAA library archives.

Location is not given. Answers will be published in the April, 1987 issue of THE VINTAGE AIRPLANE. Deadline for that issue is February 10, 1987.

The Mystery Plane in the October, 1986 issue of THE VINTAGE AIRPLANE is the West Coast WCK2 "Sportster", also known as the Schmuck Brothers "Sportster". Little else is known about the airplane or builders, but this was Tony LeVier's first experience as

test pilot when he flew the tests on the airplane.

As this issue of THE VINTAGE

AIRPLANE went to press, no correct answers had been received for the Oc­ tober mystery plane .•

Sun 'n Fun '87 March 15-21 Antique/Classic Division Room Reservations Rooms are available from Friday, March 13th, through Saturday, March 21 st at the Ramada Inn in Lakeland. Earlier arrivals may not be able to get a room as this is prime season for all Florida motels. Room rate per night is $44.10 for single or double per night. One night deposit is required. Please complete this form and mail your deposit (make your check payable to Ramada Inn) to: Rod & Sandy Spanier 502 Jamestown Ave. Lakeland, Florida 33801 If you have any questions you may call Rod or Sandy at (813) 665-5572.

NAME: _ _ _ _ _ _ _ _ _ _ _ANTIQUE/CLASSIC # ADDRESS: _ _ _ _ _ _ _ _ _---.JANTIQUE/CLASSIC CHAPTER # _ __ CITY/STATEIZIP ~·_ _ _ _ _ _ _--'-EAA

# _ _,--_ _ _ _ _ __ __

PHONE: _ _ _ _ _ _ _ _ __ _C,HECK IN DATE: _ _ _ _ _ _ __ NO. OF ROOMS: _ _ _ _ _ _ _ _CHECK OUT DATE: _ _ _ _ _ __ _ _....J.JDOUBLE OR _ _ _-'SiNGLE COMMENTS : VINTAGE AIRPLANE 27

WELCOME NEW MEMBERS

The following is a listing of new members who have joined the EAA Antique/Classic Division (through October 14, 1986). We are honored to welcome them into the organization whose members' common interest is vintage aircraft.

Succeeding issues of THE VINTAGE AIRPLANE yvill contain additional listings of new members.

Sonnenschein, Brian A. Willowbrook, Illinois

Stough, Lynn D. Bryan, Ohio

Mann, James R. Ontario, Oregon

Towerton, Carol L. J. Austin, Texas

Jorgensen, David L. Riverside, California

Gay, Steven C. Tunkhannock, Pennsylvania

Hinkle, Jim Dayton, Ohio

Oler, Robert Gayles Dallas, Texas

Brasseur, Donald R. North Andover, Maryland

Granfors, Gary M. Inver Grove Heights, Minnesota

Simpson, G. D. Hanna, Alberta, Canada

Stanger, Mary Louise Poplar, Missouri

Perrier, Jack Baltimore, Maryland

Futrell, Roger Wausau, Wisconsin

Smith, Harry J. Mason, Michigan

Bauer, Steven Western Springs, Illinois

Hoffman, Paul ,Mount Airy, Maryland

Pixley, Henry J. Phoeniz, Arizona

Shepherd, David L. Bakersfield, California

Walters, Linn Palm Bay, Florida McNeill,D. L. Dhahran, Saudi Arabia

Hasenfus, William A. Oshkosh, Wisconsin

Pase, Richard L. Jupiter, Florida

Watkins, Mark D. Port Neches, Texas

Fox, H. B. Ickenham, Middle England

Wheelock, Robert L. Dayton, Ohio

Hall, Harry Scott Park Forest, Illinois

Dirkse, Harold D. Holland, Michigan

Christie, William C. Tallahassee, Florida

Packard, Howard S. Laguna Hills, California

Warner, Joel S. EI Segundo, California

King, Andrew Valley Cottage, New York

Gebhardt Jr., Charles Lombard, Illinois

Hampshire, Tom Menomonee Falls, Wisconsin

Gennuso, George Lakewood, California

Grady, John F. Rockville, Maryland

Hurthlbise, Michael D. Cornell, Michigan

Holloway, Howard A. Acacia Ridge, Queensland, Australia

Talsma, Donald Saline, Michigan

Compton, Burt Miami, Florida

Hamm, William R. Rockford, Illinois

George, W. E. Indianapolis, Indiana

Wiesner, E. P. Littleton, Colorado

Kukulski, Michael APO, San Francisco, California

Miller, Travis L. Lees Summit, Missouri

Weaver, Ted R. Smyrna, Georgia

White Jr., Murray M. High Point, North Carolina

Towery, Daniel T. Cheswold, Delaware

Pohlman, Mike Boynton Beach, Florida

Mercer, Geary P. Lakewood, California

Beck, Douglas Plano, Texas

Sellers, Dorothy F. Berwyn, Pennsylvania

Rheams, William New Orleans, Louisiana

Humphreys, Randy G. Levelland, Texas

Humm, Joseph D. Bloomsbury, New Jersey

Abernathy, Tommy Mount Holly, North Carolina

Holtz, Jeff Woodridge, Illinois

Boos, M. L. Palatka, Florida

Hoffman Jr., Paul Mount Airy, Maryland

Galpin, Henry M. Kalispell, Montana

Woldow, Frederic Peoria, Illinois

Browne, A. M. Rosmere, Quebec, Canada

Weeks, Larry J. Orangeville, Ontario, Canada

O'Connor, Timothy P. Marietta, Georgia

Hamilton, Franklin C. Reno, Nevada

Harvey, Todd E. Highland Park, New Jersey

Alexander, John Sacramento, California

Pester, W. Bruce Bonita, California

Hays, Gary R. Phoenix, Arizona

Clark, David J. Renton, Washington

Potvin, Michael F. Winona, Minnesota

Hultberg, Randy S. Newport News, Virginia

Miller, David P. Plainfield, Illinois

Sherman, Robert S. Oklahoma City, Oklahoma

Johnson II, Warford B. Columbia, Missouri

Davidson, Morris J. Tucson, Arizona

Hodges, Ronald Miamisburg, Ohio

Horsley, Garnet R. Neche, North Dakota

Gowell, Earle Fort Lauderdale, Florida

Collier, William S. Allentown, New Jersey

Trub, Rudolf Aarau, Switzerland

Piraino, Robert David Minnetonka, Minnesota

Lindeman, David Rockford, Illinois

Martin, R. Jan Argyle, Texas

Bell, Burke, A. Boulder, Colorado

Bowers, David Washington, D. C.

Vonlanthen, Bruno Schmitt, Switzerland

Otzen Jr., Lorenz D. Flagstaff, Arizona

Kirby III, John Henry Houston, Texas

Marsh, Richard G. Howell, Michigan

Williams, J. D. Fort Worth, Texas

Cahill, Robert R. Cape Coral, Florida

28 JANUARY 1987

Where The Sellers and Buyers Meet...

2~

per word, 20 word minimum. Send your ad 10 The Vintage Trader, Wittman Airfield

Oshkosh, WI 54903-2591.

AIRCRAFT: Stinson L5-E, N5624V. Partially restored. Parts, manuals complete. Two engines. Fuselage and controls finished. Hard work done. N. Howell, 213/ 317·5646 or 805/488-9353. $6500.

Rare 1948 Emigh Trojan, 1640 TT, C90, 460 SMOH. Recent annual. $11,900 or $12,500 w/KX­ 170A KT-78, etc. Excellent. 503/838-1292. (1-3)

PLANS: POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilOt. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to

follow plans includes nearly 100 isometrical draw­ ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $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.

FUEL CELLS - TOP QUALITY - Custom made bladder-type fuel tanks and auxiliary cells, any shape or capacity for Warbirds, Experimental, Vin­ tage, Sport and Acrobatic aircraft. Lightweight, crashworthy, baffled and collapsible for installation .

Typical delivery 2-3 weeks. Call or write for details: 1-800-526-5330, Aero Tec Labs, Inc. (ATL), Spear Road Industrial Park, Ramsey, NJ 07446. (C5/87)

WANTED: Wanted - Operation and Construction plans for 1927 Buhl Airster, two-cockpit biplane, Model CA­ 3A, Wright J-5 motor. George W. Polhemus, P.O. Box 1208, Pembroke, North Carolina 28372 (3/87) Wanted : "U.S. Civil Aircraft" by James Juptner, Vol­ umes 1, 2, 3, and 5. Ron Testerman, 1839 Oxford Ave . S. W. , Roanokae, VA 24015. Phone 703/345­ 2320 (2-2)

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

THE JOURNAL OF THE EARLY AEROPLANE

MEMBERSHIP

INFORMATION

The most authoritatille journal on ll10se \lbnderful hying Machines 1900-1919

EAA Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $18.00 annually. Family Member­ ship is available for an additional $10.00 annually.

WORLD WAR I ~,INC. 15 Crescent Road, Poughkeepsie, NY 12601. USA

ANTIQUE/CLASSICS EAA Member - $18.00. Includes one year membership in EAA An­ tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

Non-EAA Member - $28.00. In­ cludes one year membership in the EAA Antique-Classic Division, 12 monthly issues of The Vintage Air­ plane, one year membership in the EAA and separate membership cards. Sl?!'rt Aviation not included.

] FLYING AND GLIDER MANUALS

lAC

Membership in the International

Aerobatic Club, Inc. is $25.00 an­

nually which includes 12 issues of

Sport Aerobatics. All lAC members

are required to be members of EAA.

1929 - 1931 - 1932 Price: $3.50 ea. ppd.

SEND CHECK OR MONEY ORDER TO:

EAA A VIATION FOUNDATION, INC.

WITTMAN AIRFIELD ­ OSHKOSH, WI 54903-3065

Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax

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

LIGHT PLANE WORLD EAA membership and Light Plane World magazine is available for $25.00 per year (Sport Aviation not included). Current EAA members may receive Light Plane World for $15.00 per year.

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars.

It's Exciting! It's for Everyone!

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

Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the fol­ lowing address:

WITTMAN AIRFIELD

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

OFFICE HOURS:

8:15-5:00 MON. FRI.

30 JANUARY 1987

EA~

~ FOUNDATION "....'"""~ Wittman Airfield

414-426-4800

Oshkosh, WI 54903-3065

HOURS

8:30 to 5:00 p.m.

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

Sundays

Closed Easte~ Thanksgiving. Christmas and New Years Day (Guided group tour

arrangements must be made two weeks

in advance).

CONVENIENT LDCATION The EAA Aviation Center is located on Wittman Field. Oshl<Dsh. Wis. -just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follOW signs. For fly·ins-free bus from Basler Flight Service.

Classic owners!

STITS POLY-FIBER

COVERING MATERIALS

Interior looking ahabby?

CJ

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 ESPECIALL Y FOR AIRCRAFT FABRIC. * WILL NOT SUPPORT COMBUSTION. * LIGHTEST COVERING METHOD APPROVED UNDER FAA-STC AND PMA. * MOST ECONOMICAL COVERING METHOD CONSIDERING

Don't fly a dog Finish it right with an nirtex interior Complete interior assemblies for do·it·yourself installa tion.

Custom Quality at economical prices.

YEARS OF TROUBLE-FREE SERVICE.

• 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, VERV SMOOTH, 1.7 OZ. * *

POLVESTER FABRIC DEVELOPED ESPECIALLV FOR AIRCRAFT COVERING. MANUAL 1 WITH DETAILED INSTRUCTIONS 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

· tex Qlr

-

I

.,?r

products , inc.

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

P. O. BOX 3084-V RIVERSIDE, CA 92519

PHONE (714) 684-4280

VISA

•

I

~

• 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.

~~CEl ~I.~ZEl

pon/"'&

· ~<1 t l .lItI

• • Ic:resak

lea\Ont

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 Unbel ievable " Gloss"

List: $12.00 per bottle EAA Price : $9.95 per bottle EAA Case Price (12) : $72.00 Above prices include shipping for Continental U.S.A. Only.

Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00

for each case of 12 - 16 oz. bottles to :

EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5% Sales Tax

VINTAGE AIRPLAN E 31