VA-Vol-15-No-3-March-1987

STRAIGHT

AND

THE AVEMCO CONNECTION Since EAA's first announcement in our July and August publications, we have read various bulletins and seen the ads in our magazine regarding the EAA AVEMCO Connection. Most of us know of AVEMCO's previous alliance with another aviation association and we have read the reports, pro and con , of their departure and new association with EAA. My experience in the past with AVEMCO has been the same as reported by many of you , that they were not in­ terested in antique and classic aircraft.

My first contact regarding this EAA AVEMCO courtship was during Osh­ kosh '86 when I had an opportunity to meet the AVEMCO people and listen to their plans for offering insurance cover­ age to antique and classic aircraft own­ ers. Following the Convention, I have worked at various meetings with Chuck Hubbard, executive vice-president of AVEMCO Insurance Company, regard­ ing the needs, questions and qualifica­ tions of our Antique/Classic Division membership.

To date I have been surprised and impressed in AVEMCO's overall ability to serve our Division, and I would like to share a few facts that may be of in­ terest to you . A few years ago there were 98 companies writing aircraft in­ surance. Today there are 14 and AVEMCO Insurance Company is the largest insurer of aircraft. Currently they insure over 50% of the entire general aviation fleet, an impressive credential.

AVEMCO opened for business in 1960 and the AVEMCO group today owns three subsidiaries which write avi­ ation insurance. They are AVEMCO, Eastern Aviation and Marine Underwrit­ ers, and National Aviation Underwriters.

AVEMCO Insurance Company, with whom we are associated, is described as a direct writer of insurance. When you call AVEMCO you do not work with middlemen or agents, you work directly with a company employee who can and will answer your questions without cal­ ling or checking with someone else.

AVEMCO has 10 branch offices lo­ cated in Van Nuys and Sacramento, California; Atlanta, Georgia; Columbus, Ohio; Rockford , Illinois; Frederick, Maryland; Memphis, Tennessee ; Fort Worth , Texas ; Seattle, Washington and Orlando, Florida. Each of these branches is staffed with qualified insur­ ance underwriters and over 90% of their employees are pilots. You can contact anyone of the branch offices, prefera­ bly the one nearest your home, using a toll-free number and request a price 2 MARCH 1987

by Bob Lickteig quotation. The average time for an indi­ vidual to receive a quotation from AVEMCO varies upon the aircraft, the limits of liability, and the explanation of the coverage requested . In most cases you will receive a cost quotation im­ mediately over the phone or a return call the next day. In most cases you will also receive a binder over the phone if you request it, and to me that is excel­ lent service.

I asked a few "antique/classic" stock questions regarding our kind of flying, and they answered as follows - re­ garding grass strips and privately owned strips versus hard surface run­ ways - no problems as a grass or turf runway is treated just the same as a hard surface runway. They do consider factors such as airport density altitude, length of runway, obstructions, runway conditions and of course, pilot qualifica­ tions. Aircraft with no electrical systems which must be hand propped will be co­ vered with a stipu lation that competent people be in the cockpit and do the propping. Winter layup is no problem . . . all that is required is a phone call when you store your bird and another phone call when you are ready to fly.

AVEMCO offers a renewal credit on hull insurance after the first year with no claims as follows : one year, 10%; sec­ ond year, 15%; and third year, 20%.

AVEMCO offers additional discounts if aircraft are kept in fully enclosed and locked hangars. All the years I have paid insurance premiums (I come from one of the two states where aircraft in­ surance is mandatory), I have never heard of an incentive of additional dis­ count. AVEMCO offers the Antique/ Classic member almost any kind of in­ surance one would want, including full ground, in-flight and liability, full ground no inflight and/or liability, liability only etc. Other good news is that all AVEMCO policies cover the USA, Canada, Mexico

LEVEL

and the Bahamas.

I asked them for a sample quotation on a Cessna 140 with the average pilot having 2,500 hours total including 500 hours conventional gear, and average time in make and model. For this hypothetical case I set liability limits at $100,000 each person (that's people both inside and outside the aircraft), $500,000 propery damage (property not in your care or custody) and $500,000 each accident (the total they will pay for persons injured and property damage). Also for the terms of this quote, the Cessna 140 has a hull value of $10,000. Their quote on the two seat Cessna 140 (liability only) would run $223. Hull coverage (physical damage to the aircraft) at a value of $1 0,000 with a deductible of $200 not in motion and $300 in motion would cost $505. For the same aircraft valued at $20,000, the deductible would be $200 not in motion and .$400 in motion and the hull cover­ age would cost $750.

Using the same pilot qualifications and liability coverage of $100,000 each person, $500,000 property damage and $500,000 each accident on a three-seat Fairchild 24, the premium is $382. If the Fairchild has four seats the premium would be $421 . Hull coverage at a value of $10,000 and using the same deduc­ tible as the Cessna would run for ground and in-flight, $894. Excluding in­ flight coverage the premium would be $358. Increasing the hull value to $20,000 and again using the same de­ ductible as on the Cessna, ground and inflight coverage would cost $1 ,328; excluding in-flight, $531.

You will notice that the hull coverage deductibles change with the value of the aircraft. To me these seem to be reasonable and very competitive quotes. AVEMCO also has a wide range of deductibles available. A lower deductible will increase the hull pre­ mium by a certain percent while a higher deductible will lower it. This would give all of us an opportunity to tailor our insurance to our own personal requirements, and from my past experi­ ence, these sample quotations are reasonable and competitive .

I suggest when your policy comes up for renewal , you call AVEMCO and ask for a comparison quotation. You have nothing to lose. Their toll-free number is 1-800-638-8440.

So, as we launch the AVEMCO con­ nection, on behalf of the EAA Antique/ Classic Division, I would like to wel­ come AVEMCO to EM's wonderful world of sport aviation.

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

PUBLICATION STAFF PUBLISHER

Tom Poberezny

TIl-=

DIRECTOR

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Gene R. Chase

MARCH 1987 • Vol. 15, No.3

CREATIVE ART DIRECTOR

Mike Drucks

Copyright ' 1987 by the EAA AntiquelClassic Division , Inc. All rights reserved .

MANAGING EDITOR!ADVERTISING

Mary Jones

ASSOCIATE EDITOR

Norman Petersen

Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

STAFF PHOTOGRAPHERS

Jim Koepnick

Carl Schuppel

Contents 2 4 5 6

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President R. J. Lickteig 3100 Pru itt Road Port St. Lucie. FL 33452 305/335-7051

Vice President M.C. " Kelly" Viets Rt. 2. Box 128 Lyndon . KS66451 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, IL60180 815/923-4591

10 11 12 15 16 22 24

DIRECTORS John S. Copeland 9 Joanne Drive Westborough , MA 01581 617/366-7245

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-11 72

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430

Espie 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, A.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. A.F.D . 2 Wrightstown, NJ 08562 6091758-2910

S.J. Wittman

Box 2672

Oshkosh , WI 54903

414/235-1265

George S. York

181 Sloboda Ave .

Mansfield, OH 44906

419/529-4378

ADVISORS Timothy V. Bowers 729- 2nd St. Woodland , CA 95695 916/666-1875

Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 312/779-2105

Philip Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490

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

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 4141771-1545

W. S. " Jerry" Wallin 29804 - 179 PI. SE

Kent, WA 98031

206/631-9644

25 26 27 27 28 29

Straight and Level

by Bob Lickteig AlC News

by Gene Chase Vintage Literature

by Dennis Parks The Key Brothers

by Steve Owen What Is It?

by Gene Chase Volunteers - A Book of Heroes

by Art Morgan and Bob Brauer Coffman OX-5 Monoplane

by George Goodhead Mystery Plane

by George A. Hardie, Jr. Parade of Flight

by Gene Chase Ski Flying - Wisconsin Style

by Norm Petersen Members' Projects

by Gene Chase

Type Club Activities

by Gene Chase

Letters to the Editor

Vintage Seaplanes

by Norm Petersen Calendar of Events Welcome New Members Vintage Trader

Page 12

Page 22

FRONT COVER .. . Roy Cagle (EAA 15401 , AlC 1691), Juneau, Alaska took this photo of AI Sorenson's snowbound 1941 Taylorcraft BF-65, N36133.

BACK COVER . . . Jack Brown of Brown's Seaplane Base, Winterha­ ven , Florida and one of the flying school's 85 hp Cubs.

(Photo by Dick Matt)

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

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

Phone: 414/426-4800.

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by 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 AntiquelClassic Division , Inc. are $18 .00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - 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 AntiquelClassic Division, Inc., Wittman Airfield , Oshkosh , WI 54903-3086.

VINTAGE AIRPLANE 3

Compiled by Gene Chase THE WONDERFUL WORLD OF FLOATS (See back cover photo.) Jack Brown's Seaplane Base in Winterha­ ven, FL is the setting for an hour­ long video on seaplane flying. The video, dedicated to Jack's memory, covers everything from basic Cubs to Edo's Cessna 206 Turbo on floats.

Written and directed by Dick Matt, Jack's close personal friend and fly­ ing companion, The Wonderful World of Floats offers an excellent overview of seaplane flying. It's a great introduction to this exciting type of flying for "novices' and a solid refresher course for "veterans." To order your copy of The Wonderful World of Float Flying, send check or money order for $39.95 to EM Vid­ eos, EM Headquarters, Wittman Airfield, Oshkosh, WI 54903-3065.

Please include $3.00 shipping and handling (Wisconsin residents add 5% sales tax) . IMPORTANT: Please remember to specify Beta or VHS. For credit card orders, phone 1-800­ 843-3612 (1 -800-VIDEO 123).

SECOND HANGAR COMPLETED AT PIONEER AIRPORT

Pennsylvania will run from July 10 through July 19 encompassing two weekends. The evening corn roasts, the melodramas, and that famous Pennsyl­ vania cooking will be available, too.

William T. Piper Memorial Airport of­ fers a 3350' hard surface, lighted run­ way with good approaches and secure tie-down space. The summer climate is delightful, and provisions will be made for family entertainment. Activities will include flight contests, poker runs , dis­ plays, pilot seminars, air acts, a flea market, tours of interesting places in this area of Pennsylvania, including daily tours of Avco-Lycoming, and an opportunity to meet and talk with other Piper enthusiasts.

RV parking and comping (tent and under-the-wing) will be available. There will also be provisions for float planes.

Those who can't fly in are welcome to drive.

Clyde Smith, Jr. will be in charge of judging restored Piper show planes and awards will include Grand Champion, Reserve Grand Champion, Oldest Cub, Custom ClassiC, Farthest Distance Traveled, etc.

For pre-registration details and other information, contact A Sentimental Journey to Cub Haven, Inc. , P. O. Box J-3, Lock Haven, PA 17745. Phone dur­ ing business hours, 9:00 a.m. to 5:00 p.m. (eastern time) , 717/893-4201.

WIN A TIGER MOTH As part of the Christchurch, New Zea­ land International Airport golden jubilee celebration , a handicap air race will be held later this month from Singapore to Christchurch.

Contestants in the 5,000 mile race will be crossing the finish line at Christ­ church between March 27 and 29. En­ tries in two categories, Light Aircraft and Commercial/Military, will be eligible to win the handicap prize which will be a DeHaviliand Tiger Moth.

NEW KERMIT WEEKS' ACQUISI­ TIONS Kermit Weeks (EM 52310) of Miami, Florida continues to expand his collec­ tion of vintage aircraft (mostly military).

At the auction in Boise, Idaho last Sep­ tember, he acquired the well-known 1916 Avro 504J/K N3182 and the 1930 Genairco N240G. From England, he ac­ quired the Morane Saulnier MX.230 G­ BJCL. It is currently being restored be­ fore being brought to the U.S.

60 YEARS OF ATCs Sixty years ago on March 29, 1927, the newly instituted Aeronautics Branch of the U.S. Department of Commerce issued the first "Approved Type Certifi­ cate." A.T.C. #1 was awarded to a Buhl-Verville "J4 Airster" CA-3, a three­ place open cockpit biplane powered with a 200 hp Wright J4 radial engine.

This was the initial effort by the govern­ ment agency to set standards and reg­ ulate the manufacture of aircraft for sale to the U.S. civi l market.

Coincidentally, the first two aircraft owned and operated by the Aeronautics Branch of the Department of Commerce were "J4 Airsters." This served as an endorsement of the plane's worth . •

The second hangar at EM's Pioneer Airport, Oshkosh, Wisconsin was com­ pleted this January. Thanks to an un­ usually mild winter in this area, the con­ struction was completed in record time.

The structure is 125' x 125', somewhat larger than the 100' x 125' size of the first hangar.

SENTIMENTAL JOURNEY '87 The first annual "Sentimental Journey to Cub Haven" fly-in is history and de­ spite weather problems, some 6000 avid aviation fans from virtually every state in the union attended.

Sentimental Journey 1987 will be a celebration of "Fifty Years of Aviation History," paying tribute to William T. Piper's vision and contribution to avia­ tion from the humble beginnings of the legendary Cub through the outstanding Cheyenne 400LS. This historic Family Reunion at the home of the Cubs, Lock Haven, 4 MARCH 1987

The EAA Aviation Museum's Standard J-1 being moved into the new hangar as workmen on the roof apply finishing touches.

Among the tall tales told were: "Dunner VI~TA~~ Vetter!, Vot Did Hans Done in California," the story of a flight to California by three local pilots.

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that"Juddtheywasdidn'tthegetnavigator. any further off their of the Gorst Air Transport Service.

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by Dennis Parks Tale Spins - 1930-31

Walt and Ann Bohrer, well known for their book This Is Your Captain Speaking, were responsible for the creation of America's first and only humorous aviation magazine, Tale Spins.

Begun in 1930, Tale Spins was a very orig ­ inal, hand-lettered , mimeographed publica­ tion advertised as the "The Monkey Glands of Aviation ."

The Bohrers, brother and sister, had learned to fly with Tex Rankin ; Walt at the age of 16 in 1926 and Ann in 1929. Walt and Ann barnstormed with Tex for several years and Walt remained with Tex through World War II at his contract primary training facility.

Begun in 1930 and published monthly in Portland , Oregon, Tale Spins was full of car­ toons and articles lampooning people, planes and aviation events, Special treat­ ment was given to local personalities.

Among the cartoon features were the "Phonygravure" section, which featured drawings of pilots and thei ~ doings, and the "Aerophoneys" which parodied news photo­ graphs. Among those caricatured in the "Phonygravure" section in December 1930 were the superintendent of the Portland Air­ port; Cecil Pounder, operator of a flying school near Portland ; and Vern Gorst, head

course than Cleveland ;" and "The Odor Motor" which described a powerful new motor which ran on the odor of Limburger cheese.

The publication apparently lasted for 10 years. The library has a few issues from 1930 and 1931 . •

APTAIN/ON SHIP: "HC'(,THERE, N(EOAN~ HELP"?" . A "IATOR -'0f'I<?rfloa fOU/'day3 sea.]: ., H -" - ) NO! I'M JUST CI-IAI-.JG I NG- A TI RE: ~"

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VINTAGE AIRPLANE 5

TH E KEY BROTH ERS

FAR MORE TitAN MONkEY TRicks/

ENduRANCE FLiGItTs AdvANCEd AviATioN

(Part 2 - Conclusion)

by Stephen Owen English Department Meridian Junior College Meridian, Mississippi 39301

(Photos from Mrs. Fred Key collection, except as noted) The Key brothers soon discovered they would have to earn every hour of the record . The tiny sleeping space dashed all pre-arranged hopes for an adequate routine. Every few hours the pilot, attempting to sleep, could stand the cramped confines no longer. The blaring motor and the sloshing gasoline in the belly tank made for a weary life aloft. They flew through the night until sunrise tinged the wings with a soft red tint. Below, at Meridian Municipal Airort, life began to stir. The refueling pilots rolled out at 4:30 a.m. and by 5:00 re­ fueled "Ole Miss." On this hop they took up a supply of gasoline, motor oil, fresh clothes, shaving suplies and various 6 MARCH 1987

tools and newspapers. At 6:45 the sec­ ond contact delivered another tank of gasoline along with a meal in the supply sack. In the afternoon the procedure was repeated .

Meal preparation was a grueling ordeal for the two wives. The owner of Weidmann's Restaurant sent out the ground crew's meals free of charge. But Mrs. Key explained, "Dr. Key said there was too much of a chance of Fred and AI getting sick in the close quarters. Al­ though he didn't make out menus, he supervised the type of food they ate, and we prepared every bite. As a physi­ cian I'm sure he was far ahead of his time. He insisted that they have a quart of orange juice every morning. Then we sent them extra oranges to eat during the day."

The tiny plane, left to perform its task alone, slowly found its niche in the sum­ mer sky. Lazily it circled the city at about 65 miles per hour. Not competing for a speed record, the engine had been ad­ justed to use as little fuel as possible and to fly just fast enough to keep the

ship in the air. The payoff came when calibrations indicated the engine was breaking in nicely, using .Iess oil, and drinking only 9 to 10 gallons of gasoline per hour.

Included in the wide, sweeping circle was a trip over the swamp on the south­ west side of the airport. When the time came for the pilots to relieve them­ selves of waste, they used a chamber pot and conveniently swooped over the swamp. Mrs. Key chuckled about their not so up-to-date flushing method. "The swamp was the best place to dump it.

There wasn 't anything down there but a swamp and just one old moonshiner's still. They could see the smoke curling up from it and mad o sure not to dump it on his head."

On June 26 they took on a load of bad low octane fuel. The engine was damaged to the point that Fred, on one of his inspections, discovered flames jumping around the number five cylin­ der head. It was so loose it was in danger of falling off any second. Meet­ ing the crisis in his forthright manner,

James Keeton fired a wire to Wright Aeronautical in Paterson, New Jersey: "Endurance plane reports NO. 5 cylinder head loose from barrel. Is there any danger of failure? Request sugges­ tions."

The discouraging reply stated : "There is danger of head coming off at any time , if at present loose enough to de­ tect wobbling . May be able to carryon for a few hours if looseness is assumed because of oil leakage. Suggest run full rich to facilitate cooling."

Against all hope the crew constructed a makeshift steel brace so that Fred could go out on the catwalk and literally strap the cylinder down to the engine's case. AI took the plane to a high altitude and cut the engine. Fred scrambled out onto the catwalk, loosened the first two sets of nuts and got half the brace on before they descended so low that AI had to crank the engine and climb back up for the second part of the brace to be put on . But the patchwork job held only a few hours until heat buckled the brace's non-treated metal. Once again flames shot from the base of the NO. 5 cylinder.

At 10:45 p.m ., 123 hours into their flight, "Ole Miss" limped back into her home port. After all the fanfare , after all the high hopes, the Keys had stayed up only three hours into the fifth day - 430 hours and 40 minutes short of the Hunter brothers' record .

From the moment they landed , they began to plan the second flight. Assess­ ment of damage was frightening. fred had come very close to meeting his maker. Vibration had worked the rear of the catwalk loose. Had he put his fu ll weight on that section, he would have surely plunged to his death.

Wright Aeronautics, embarrassed about the performance of their engine, agreed to sell the Keys a brand new Wright Challenger engine for $1 ,000.

The Meridian Junior Chamber of Com­ merce took over sponsorship of the sec­ ond flight. They doggedly raised the money for the motor by selling lapel but­ tons and cartoon illustrations of the Keys for 25 cents . They solicited con­ tributions, printing names in the paper of all who gave a dollar or more.

Assured the money would be raised , AI and Bill Ward left on Independance Day and arrived after a night's layover in Washington , D.C. at Wright Aeronau­ tics in Paterson. Mechanics pulled the sickly engine and replaced it with a sparkling new J6-5-E model, the newest and most advanced engine in its class .

Charles Lindbergh had made the same visit in 1926 to purchase a larger Wright Whirlwind for the "Spirit of St. Louis." In his book, named after his famous plane , Lindbergh described what AI and Bill must have felt when they saw the new engine for the first time . "It's like a jewel, lying there set in its wrappings. Here is the ultimate in lightness for weight and power ... compressed into nine deli­ cate, fin-covered cylinders of aluminum and steeL" Lindbergh wanted only 50 hours of performance from his engine ; the Keys were asking theirs to go more than 553 nonstop hours!

On July 12, 1934, "Ole Miss" arrived back in Meridian. The crew circled the new engine like parents looking at a new baby. They patted its hot sides and whooped with joy seeing the clean silver and black mechanism that held the stamina to take "Ole Miss" beyond the record . Ben Woodruff began to work the bugs out of his radio . Stephenson sparked the sharp blue flame of his welding torch to life again and rewelded every exposed cluster joint between the catwalk and the plane. Next, he rein­ forced each joint by drilling holes through them and then looping heavy duty cable through the holes. The cable served as a backup safety should vibra-

Bill Ward (L) and James Keeton working on supply sack.

Fred Key works on the engine in flight.

tion fatigue soften crucial metal jOints.

To avoid getting another batch of bad gas, they prepared to strain all fuel seven times before it reached "Ole Miss" tank.

By July 20, 1934 the seasoned vete­ rans of one failed flight once again took off determined to succeed . A crowd of 1,500 people gathered in the muggy twilight to watch the red and black plane begin her second endurance attempt.

As the hot southern twilight faded into a katydid screeching, swamp frog croaking and cricket chirping night sym­ phony, occasionally nature's sounds quieted as "Ole Miss" droned directly overhead . Once again the city of Meri­ dian and outlying communities settled in to hearing the familiar steady sound forever circling day and night.

Signs of first danger appeared at sun­ rise the next morning. The nautical adage "red sky at morning, sailor take warning ; red sky at night, sailor's de­ light" applied when they found the sun­ rise colored a deep red. Dust raised by winds over dry earth and moisture drawn up by excessive heat tainted the sky, foretelling future weather troubles.

Parts of dust bowl Oklahoma reached temperatures of. 117 degrees while Chicago, the week John Dilinger was gunned down by police, reached a re­ cord-breaking 108 degrees. With so much earth baked like a brick, cooler upper air currents rolled against hot, earth-warmed air, causing "Ole Miss" to buffet so badly her pilots feared the wings would rip from her fuselage.

On the fifth day, at 6:35 p.m., great bolts of lightning lashed from angry pur­ ple clouds. The .pilots headed west to avoid the front, but the storm followed .

The tiny plane, caught in the tremend­ ous thunderheads, bounced like a child's toy. Lightning lit the cockpit bright as day. With the turn and bank VINTAGE AIRPLANE 7

indicator on the blink, AI decided to try and climb out of the storm as he headed further west. He set the stabilizer trim for a moderate climb and turned the stick loose entirely in an attempt to hold the battered plane on her westerly course. Slowly they climbed : 2,000, 3,000, 4000 feet - still no relief from the storm. Five thousand , 6,000 and all the way up to 11 ,000 feet AI climbed before he finally leveled off. Suddenly the engine began to sputter from lack of proper air and fuel mixture. Some­ where high in the east Louisiana sky, the plane started to descend. As if in a drama on a silent movie screen, since he couldn't be heard over the blaring engine nose, he motioned to Fred to put on his chute and prepare to jump.

Then , suddenly a soft, faint silver glow tinged the clouds in front of them . Im­ mediately the buffeting winds stopped as they broke out of the storm into bright, clear moonlight!

Knowing they had expended great amounts of fuel , AI turned the ship and headed for home. He found his bear­ ings over the Mississippi River, located Vicksburg and then shot for Jackson, riding the coattails of the storm that had nearly killed them.

Observers in Jackson spotted "Ole Miss" and phoned Meridian at 3:15 a.m. the morning of July 26. As they raced for home, as if the storm had not punished them enough, gas started spewing from the carburetor. Fred scrambed out onto the catwalk and stuck his finger over the hole where a bolt had worked loose. AI hurriedly whit­ tled a piece of wood which Fred could use to plug the hole.

With fuel very low, they began calling desperately on the radio , advising the ground crew of their position . Finally their voice broke through , "We are in the area and have little fuel left."

Keeton rushed for his plane and then stopped. Where was Ward? Ward had gone with A.D. Hunter in a taxi cab to

Crowd waiting for " Ole Miss " to land -

attempt to spot "Ole Miss." At that mo­ ment from the shadows of the hangar raced Germany Johnson , the black air­ port janitor and Ward 's substitute. ''I'll climb down that rope and put gas in with buckets if I have to," he vowed as he climbed aboard the plane. They made the refueling in the nick of time .

After two more days another storm entered the area. Knowing they couldn 't ride it out, the Key brothers decided to call it quits. At 7:45 p.m. "Ole Miss" once gain limped home. Through the lashing rain the dejected pilots landed and taxied to the hangar.

"Will you try again this year?" a repor­ ter asked .

"We are not going to try again this year. Next year? Perhaps. Who knows?? came a feeble reply .

Two days after landing, an unex­ pected wire arrived from World 's Fair officials asking : Would you consider proposition to stage endurance flight to break record over Century of Progress,

The three champions (L-R) Roscoe Turner, Fred Key and Lou Meyer. Turner's Boeing Model 80-A Trimotor in background.

S MARCH 1987

3rd flight, July 1, 1935.

Chicago? Advise immediately what equipment and crew you have avail­ able. Also , condition of equipment?"

During the next three days, the crew assessed damage to "Ole Miss" and the possibilities of making a third fl ight. On August 2, 1934, the same day Adolph Hitler assumed the presidency of Ger­ many upon the death of 86-year-old Paul Von Hindenburg , the Keys re­ sponded that they would make the fl ight if "Ole Miss" could be re-covered and several blind flight instruments be pro­ vided .

Much to their disappointment, the World 's Fair deal fell through . Ground crew members, dependent on local jobs, could not afford to go to Chicago.

In addition , "Ole Miss" had been badly damaged by the storm. However, the flattering invitation did serve several purposes: it kept the Keys and their crew from having to mope about the second failure ; they were put in the pos­ ition to begin thinking immediately about the possibilities of a th ird flight ; and , it reminded several local business leaders that the Keys had a potential "class act" worthy of continued support.

Meridian businessman "Babe" Pearce was especially instrumental in rallying the Junior Chamber of Com­ merce around the Keys' cause. The re­ spected leader, a former All-American football player at Alabama and particip­ ant in the 1927 Rose Bowl gave the Junior Chamber's blessings to the third flight : "You boys go ahead with your plans ; somehow we'll keep you in the air. " With local suoport secured , the de­ voted crew began reworking the storm­ tattered plane. They patched tears in its fabric, toughened it with 15 coats of clear aircraft dope, and then finished the job with a spiffy coat of bright silver paint. Because the exhaust pipe system had worked loose on the last flight and

(L-R) AI Key, Roscoe Turner and Fred Key pose with "Ole Miss."

shot flames dangerously close to the endurance plane's oil-soaked under­ belly, A.D. Hunter says, "We cut new aluminum exhaust stacks. The interest­ ing thing about them was they not only didn 't shoot flames under the plane, but we turned them up at an angle so who­ ever was piloting the 'Ole Miss' could see the color of the exhaust flames.

That way they could adjust the mixture for the most economical fuel/air ratio. " Blind flight instruments were ex­ tremely expensive and rare ; yet, they were needed because of the adverse weather conditions that frequented the area. James Keeton recalls the day he watched a U.S. Army Air Corps Boeing P-12 circle and land at Meridian Munic­ ipal. The pilot, Capt. Claire Chennault, a close friend of the Keys, took several boxes from his plane and carefully car­ ried them into the hangar. Chennault, later to become famous as commander of the "Flyer Tigers" Squadron in China, had secured instruments from the Army and the Sperry Instrument Company.

If ever there was a "tide in the affairs of men to be taken at the flood ," it was the summer of 1935. Aviation events filled newspapers. Amelia Earhart sol­ oed from Hawaii to California. Dr. God­ dard launch~d his first rocket equipped with a gyroscopic stabilizer. Mississippi author William Faulkner's novel Pylon, about air races, was published. On June 4, 1935 a scant crowd of only 100 townspeople watched "Ole Miss" lift from the dirt runway at 12:32 p.m. on the third attempt to set an endurance record. The majority of the locals re­ quired convincing before they dared put their faith in those "fools" who dreamed of 'staying in the air nearly a month.

Some even called the airport and com­ plained that the infernal plane was dis­ turbing their sleep!

Then, about 10 days into the flight , the community started showing signs of

interest. Calls to the airport turned from complaints to concern. "I haven't heard 'Ole Miss' fly over. Is it all right? I can't go to sleep until I hear it pass over my house," one caller inquired. Summariz­ ing the days and nights she spent hear­ ing the plane circle her hometown, Meridianite Mary Erie Smith com­ mented, "We went to bed with the sound of the buzzing of that plane in our ears, and we woke the next morning in hope that it would still be up there .

Somehow riding in it was a kind of hope for us aiL" Word spread across the nation over news wires. By the halfway point, repor­ ters, newspapermen, and newsreel camera crews began checking into Meridian hotels. On Sunday, June 16, 10,000 spectators celebrated at the air­ port. They stood on the field and waved handkerchiefs and hats as the Keys cir­ cled overhead .

Hour by hour the tension grew.

Hopes and prayers went up to the tiny

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silver plane. Junior Chamber of Com­ merce concession stand volunteers sold soft drinks and hot dogs and passed the hat for contributions when the refueling team made contacts over the excited crowds . In the carnival at­ mosphere, hard-earned nickels and dimes clinked into the coffers to help defer expenses.

June 17's statistics added to everyone 's hopes. As they finished their second full week in the air, calculations indicated the Keys had traveled the equivalent.of the earth's diameter. Re­ gattas of tour planes filled the skies car­ rying curious sightseers, photographers and newsreel cameramen . As they en­ tered the last week with the countdown ticking towards 3:13 p.m. on June 27 when the official record would be bro­ ken, nothing seemed to stand in their way.

However, on June 22, AI radioed that he had a toothache. It grew worse through the night and developed into an abscess. The next day, 25,000 to 30,000 spectators visited the airport and listened to the broadcast over the public address system. AI 's tooth hurt so badly he signed out early stating, "It's so bad that it makes me want to jump out of the plane, parachute or no parachute. " The crisis sent Dr. Key and Dr. Rush , a local dentist, and the crew into an emergency conference. One crew member suggested that Keeton- and Ward lower Dr. Rush down to "Ole Miss" so he could pull AI's tooth and then parachute back to earth. Dr. Rush nixed the idea with an emphatic, "Hell, no!" Luckily that evening the abscess surfaced and Dr. Rush - safely on the ground and giving instructions over the radio - told AI how to perform in-flight surgery using cotton , iodine and a nee­ dle which was lowered by Ward in the supply sack. After AI lanced the abscess, he experienced instant relief.

With the tooth crisis behind them, ex-

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VINTAGE AIRPLANE 9

citement built to a feverish pitch. On June 25, news arrived that newborn twins in Newton, Mississippi had been named AI and Fred. Day and night crowds visited the airport - some driv­ ing hundreds of miles to witness the event. On the day the record was bro­ ken . the Key brothers circled over downtown Meridian and found the town empty. They looked toward the airport and saw thick clouds of dust rising from thousands of vehicles headed for the airport.

As the time for the big event drew near, 3,000 anxious faces looked sky­ ward . Then the announcer over the public address system shouted that the record had been broken. "Ole Miss" cir­ cled low and dipped its wings as AI stood on the ·gas tank and waved from the hole in the roof. The Meridian Boys' Band played "Praise God From Who All Blessings Flow" and thunderous cheers shook the silence. The Meridian Starre­ ported "Horns, cheers, and rebel yells, factory and engine whistles blew, hats were tossed in the air, and many wept. . . ." And to end a perfect day, the mayor of Meridian announced Meridian Munic­ ipal Airport was renamed "Key Field."

That evening Kate Smith relinquished her radio program so the events could be broadcast nationwide.

On they flew with no intentions of coming down. Their next goal was to beat an unofficial record held by Dale Jackson and Forrest O'Brine. As they pursued this record , so there would be no doubt about who the true world 's en­ durance champions were, they came closer to death than at any other time during the third flight.

James Keeton says that June 29th wi ll forever be etched in his memory. "A metal oil can touched some wires and shorted them out, causing the cockpit to fill with smoke and flames . Ward and I had just made a refueling so "Ole Miss" was heavy with gasoline and primed for an explosion. AI immediately cut the en­ gine and went in to a glide as Fred put out the fire with a fire extinguisher.

"And to add to the drama of the event, a newsreel cameraman was strapped to my landing gear strut trying to get novel shots. Of course, he just knew he had 'the novel shot' of the decade - a real live fiery airplane crash! 'Stay with them! Stay with them!' he kept shouting as we watched 'Ole Miss' descend below treetop level before AI managed to pull her up. And wouldn't you know it? He had used all his film before the fire and he missed filming the whole episode."

A storm-damaged stabilizer finally forced the Keys down, but not until they left no doubt they were holders of the world's endurance record . They had left the earth unknown and returned 653 hours, 34 minutes (27 - 1/3 days) later with the eyes of the world upon them.

Their story from that summer of 1935 10 MARCH 1987

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AI Key poses with "Ole Miss" at the Smithsonian's National Air and Space Museum at Washington, DC. AI died in 1976 and his brother in 1971.

comes from an innocent age when avi­ ation was in its golden years - when pilots took to the skies to distinguish themselves in airplanes.

Twenty years later, in 1955, "Ole Miss" was taken out of mothballs in a delapidated shed at Key Field , restored

and flown to Washington , DC . Today the proud little plane hangs in the Na­ tional Air and Space Museum . It repre­ sents endurance flyers - those daring souls who advanced aviation while per­ forming monkey tricks "up front" for pub­ lic attention . •

WHAT IS IT?

by Gene Chase Marc Stearman of Stearman Aircraft Products Corp., P.O. Box 156, Valley Center, Kansas 67147 located this cast bronze lever while rummaging through some old aircraft parts recently. He has been unable to identify it and hopes that someone among the readers of THE VINTAGE AIRPLANE can help. •

OLUtl,.EERS

A Bool< Of Heroes

by Art Morgan and Bob Brauer

Volunteer work is important, and fun.

An EAA volunteer is the first person a showplane pilot meets when arriving at Oshkosh during the annual Convention.

Just try to imagine the pilot who has flown from who-knows-where for many, many hot and tiring hours. Next he holds over Omro (check point) trying to maintain VFR separation from other traffic. He has monitored ATIS and then waits for landing instructions from the tower by color and type, and who knows what else.

He lands at Oshkosh, the EAA Con­ vention, the world's largest aviation event. Now what? This fine person is hot, tired, hungry, bewildered and over­ whelmed . Who can blame him?

This is where one of the many volun­ teer jobs becomes an important func­ tion very quickly. Whether the pilot wishes to camp with their showplane or park in the Antique/Classic display area, or go to any other area on the field , our volunteers direct them to the desired area and get them headed in the right direction as quickly, safely and smoothly as possible. If this job sounds easy, believe me it isn't. It a" depends on the numbers and experience level of the available volunteers.

The thing to remember is that some of the volunteers have just gone through the same thing as they arrived, and they might be a bit tired also. But they love it. And there it is ... the reason for the whole thing . The job isn't easy, but it sure is FUN! Our Division has been fortunate to work with a dedicated cadre of volun­ teers, many of whom have returned year after year. They have been able to direct showplane pilots in a safe and effective manner in a" kinds of weather.

Our EAA volunteers come from a" walks of life, from a" over the country and from many countries around the world. Although their aviation involve­ ment varies, the one thing they a" share is the satisfaction of know they are able to help.

This month's ''Tip of the Oshkosh Kepe" goes to Selene Bloedorn of Ap­ pleton, Wisconsin. Selene is a 17-year­ old high school student. 1986 was her first year at an EAA Convention. For two

Experience of a Lifetime

(L-R) Selene Bloedorn and Anna Osborne.

weeks, the week before and, of course, the big event itself, whenever you saw Selene, you saw big eyes, a big grin and her blond hair streaming out behind her as she hurried on yet another er­ rand. Her unbridled enthusiasm was a tonic to a" who came in contacat with her.

Selene put her feelings on paper and we'd like to share them with you:

"Putting feelings into words is a very complicated task , even for someone who likes to write .

"I was touched by last year's experi­ ence at EAA, 'An Air of Adventure , 1986. ' "This was my first time ever at EAA and it was definitely an experience to be remembered. I now realize how much I missed, being 17 years old be­ fore ever attending the air show. The wonderful people, places and things to do have drawn me into an open door of love and friendship.

"I suppose I should explain how a" this happened. My good friend invited me to help set up for the air show a week before the opening.

"During this period, I met the most touching and influential people in my life. Mr. Art Morgan is the most predo­ minant figure in my mind. My friend in­ troduced us one sunny afternoon, and now I refer to Mr. Morgan as my 'EAA dad.' He's a very special friend who wi" forever have his picture hung in the . front room of my memory.

"There were many others, too many to name them a", but they a" have made a lasting impression on me.

"After preparations were complete, I returned home, ending my experience into a new world, possibly to forget it for another year. Fortunately I received word that I could come back and work during the Convention itself.

On the day of my return, I scouted around, informing people that I was back and to familiarize myself with the grounds. During my second week there, I met many more friends including a pilot who trusted me enough to fly his plane. I truly admired his trust and re­ spect, something few people still hold today.

My job was volunteer pedestrian con­ troller. I worked with a girl who became a wonderful companion, and we had a lot of fun doing our part of the job.

I anxiously await the approach of Oshkosh '87 and wi" be there to lend my services once again.

In closing I must say - EAA is truly an 'experience of a lifetime.''' .

VINTAGE AIRPLANE 11

.;thiS Coffman Monoplane, X569E, SIN 3 and later NC569E was the first produced' after t,he factory moved to Oklahoma City.

It was destroyed in a windstorm in 1933 (see text).

Coffman OX-S Monoplane

by George E. Goodhead (EAA 3603, Ale 5176) 6326 E. 4th Street Tulsa, OK 74112

The first CoHman OX-5 Monoplane was designed, built and flown by Sam CoHman at the Clinton Airport, Clinton, Oklahoma in 1927. The following year Sam CoHman organized the CoHman Monoplane, Inc. company at the old Midland Truck Company plant located in southwest Oklahoma City, not far from the stockyards and packing plants.

This was also near the location of the original Oklahoma City Municipal Air足 port at southwest 29th Street just west of May Avenue. William G. "Billy" Tipton was Chief Engineer and Shop Foreman at this time.

Information received from diHerent sources indicates that from ten to twenty of these aircraft were built. The plane was a three-place cabin job, simi足 lar to the Curtiss Robin and similarly powered with the Curtiss OX-5 engine.

It differed from the Robin in that two persons sat in the front seat and only one in the rear seat.

It is also believed to be one of the first planes built with an overhead control stick, The stick hung from the ceiling 12 MARCH 1987

between the pilot and passenger in the front seat and somewhat forward of them , making it possible for either to fly the plane. This arrangement reduced the number of sheaves in the aileron control system, without complicating the elevator controls . It also allowed easier access into the cabin for the front seat occupants.

The CoHman had the reputation of being way beyond her years in design and performance. She flew higher, fas足 ter and better than most of the smaller planes of her day. It was built and sold under C.A.A. Approval Mem,o No. 2-145 dated 11-1-29. It had a 37' wing span, 23', 6" overall length and a gross weight of 2,132 pounds. The stock colors were burnt orange and colonial blue with a rich straw color trim stripe. The cabin was entered through two doors on the left side. Both front and rear seats were upholstered in blue mohair, as well as the top and sides of the cabin .

Of those built, two can be accounted for today. Coffman OX-5 Monoplane, NC569E, SI N 3, when last flown was owned by Alva N. White of Lincoln, Nebraska. An interesting article, written

by White entitled "A Night on the Prairie" appeared in the September, 1963 issue of AIR FACTS magazine. This article told of his experiences while flying the

Coffman NC889N, SIN 103, was built by the Ranger Aircraft Corporation. Note redesigned windshield and unbalanced rudder as compared with 569E. Young man is not identified.

plane over a three-year period and how it was finally destroyed in a wind storm at Broadwater, Nebraska on June 23, 1933.

He also told how he, with less than 20 hours solo time, was caught in a fog while circling the Lincoln Airport. He popped out on top of the overcast at 3,500 feet and decided to climb to 10,000 feet to see if he could spot an opening through the clouds below, but was not successful. Running low on gas he decided to descend through the overcast. He reduced throttle and trimmed for a hands off glide. After en­ tering the cloud deck the ' engine sput­ tered a few times and stopped with the prop horizontal. Coming out of the over­ cast, he saw corn stalks and a ravine approximately 30 feet wide and the same in depth. He eased back on the stick, floated over the ravine and made a perfect three-point landing in the corn furrows. Two and one-half years later NC569E was demolished in that wind storm at Broadwater.

FAA records indicate that in November, 1929, Coffman Model A (Ranger) NC591 M, SI N 101 was regis­ tered to the Oklahoma City Jr. Chamber of Commerce. It is believed this aircraft was later involved in a crash which was fatal to two.

The other Coffman (Ranger), NC889N, SIN 103, was ordered new from the factory by L. T. Dutcher of Ok­ lahoma City. It was the last OX-5 pow­ ered ship built by the company and had standard control sticks mounted on the floor. Mr. Dutcher, an American Airline Captain , flew the plane for several years before selling it to Roy Rice of Watonga, Oklahoma. This ship flew regularly until 1941 , at which time the Civil Aeronautics Administration (now the Federal Aviation Agency), grounded it at the beginning of World War II. The late Joe Durham of Okeene, Oklahoma was one of the last to fly her. Joe stated that he flew the ship all one day before

NC889N near Okeene, OK as it appeared when acquired by the author in 1963. Tubing scroungers had removed some of the upper fuselage cross-members.

George Goodhead sits in his newly acquired Coffman Monoplane.

it was grounded. She was a curiosity then as well as now, being one of the last of her kind . Then she went into a barn, out of sight and forgotten.

In 1963 Joe Durham was taking a man out to an oil well location to see about a job when he ran across

NC889N sitting in a field rotting away.

Knowing that I was interested in obtain­ ing a Coffman, he immediately notified me. By then the engine was gone, the wooden wings had rotted away, shreds of fabric hung like burial wraps and her instrument panel was a skull with empty VINTAG.E AIRPLANE 13

eyes. Nevertheless, the remains were loaded onto a trailer and hauled b"lr.k to Tulsa to await a complete restoration .

In 1929, Sam Coffman sold the Coffman Monoplane Company to The Ranger Aircraft Corporation. In the early part of 1930, with the engineering of Billy Tipton , a low-wing , wire-braced American Cirrus powered racer was built to be entered in the American Cir­ rus Air Derby of that year. The plane looked somewhat like the Command­ Aire "Little Rocket'" which was the win­ ner of the Derby.

Due to engine trouble and forced landing damages, the Ranger entry did not get to Detroit in time to enter the competition . This ship was then sold to either Roy Hunt or Bruce Haines. Roy Hunt operated the airport at Norman, Oklahoma (home of Oklahoma Univer­ sity) in the late '20s and early '30s. He operated a flight school , charter service and did air show work . He flew aerobat­ ics with both a Great Lakes powered with a 90 hp Cirrus and the Ranger Racer. He was known for flying inverted around the buildings of downtown Ok­ lahoma City using a make-shift inverted fuel system . He twice held the world re­ cord for consecutive outside loops, los­ ing it both times to Tex Rankin . Roy was an executive pilot for Leslie Fain, flying a Lockheed 12 until his fatal crash at Elkins, West Virginia in 1941 .

After Sam Coffman sold the factory to Ranger, Sam operated an airport on North May Avenue in Oklahoma City. It was first located about the 3000 block north and then moved to about the 5000 block North, now the location of a large shopping center. It was at these loca­ tions where Miles Westfall worked for Sam. Here, they built the Coffman Jr., a single place, shoulder wing monop­ lane powered with a Velie engine. It was also at this location that I, along with other boys of high schoool age, worked for Sam on weekends. In exchange for odd jobs and selling airplane rides to the public who parked along the road to

Another Coffman product was this Velie-powered shoulder-wing monoplane, NX1191 0 shown here with George Goodhead in 1930.

Billy Tipton, chief engineer for the Coffman Monoplane Co., later designed this Cirrus­ powered Ranger Racer. Roy Hunt (shown) owned the plane in the late '20s and early '30s, performing aerobatics at air shows.

watch , we would receive 20 to 30 min­ utes of flying time in the Coffman OX-5 Monplane or the Lincoln-Page OX-5 Biplane. This was one job we all never tired of.

After his move to Kansas City, MO in the early '30s, Billy Tipton designed and built this two-place tandem, 90 hp Warner-powered Tipton Model 90-2.

14 MARCH 1987

The last airplane built by the Ranger Aircraft Corporation was a four-place cabin job powered with a Warner en­ gine and resembling a small Bellanca.

A ship similar in appearance was pic­ tured in ads for the Dallas Aviation School back in the '30s and designated as an instrument trainer.

After the Ranger Aircraft Corporation folded due to the depression, Billy Tip­ ton moved to Kansas City, Missouri.

While there he formed his own com­ pany and built the Tipton Model 90-2.

This was a two-place tandem job pow­ ere.d with a Warner 90 engine. It had a wing span of 30' and was 19' in length.

Material for this article was obtained through interviews with William G. "Billy" Tipton , Miles Westfall , Joe Durham, Rita Eaves and Robert P. Moore. Any additional information with regard to the Coffman, Ranger or Tipton Aircraft would be greatly appreciated.

Tipton, Westfall, Durham and Moore are now deceased. .. . G.R.C. •

.

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by George A. Hardie, Jr.

Here's a neat low wing of compara­ tively recent vintage which appears to be a practical airplane. The license reg­ istration number is a clue to its identity, but more importantly, how many were built and why didn't the design catch on. The photo was submitted by George Goodhead of Tulsa, Oklahoma. An­ swers will be published in the June, 1987 issue of THE VINTAGE AIRPLANE. Deadline for that issue is April 10,1987.

The Mystery Plane in the December, 1986 issue brought few responses, but several readers were not mystified .

Wayne Van Valkenburgh of Jasper, Georgia writes : "The aircraft depicted is a Civilian Coupe Mark II, manufactured by the Civilian Aircraft Co., Ltd., 27 Moor Street, Burton-on-Trent, England. The factory was located at Hull Municipal Airport, Hedon, East Yorks.

"The company only produced a total of six aircraft, one Mark I and five Mark lis. The aircraft shown is a Mark II , a two-place with staggered side-by-side seating, powered by a 100 hp Armstrong-Siddeley Genet Major I en­ gine. This engine was a radial type. The prototype Mark I was indeed built in 1929, but according to the information I have available, this particular aircraft,

G-ABNT, was not built until at least 1930 or perhaps 1931 . Harold D. Boultbee, formerly of Handley Page Ltd, formed the Civilian Aircraft Co. and after its failure in 1933, joined the Pobjoy Co. and was the designer of the Pobjoy Pi­ rate cabin monoplane.

"The last record I have of this airplane shows it in storage in 1961 at Carmar­ then and owned by a Mr. G. O. Rees who lived at Cardiff when he purchased the aircraft in 1933."

Doug Rounds of Zebulon , Georgia, . adds the following : "G-ABNT was powered by a Genet Major, 100 hp and came in tenth in the Heston-Cardiff race , flown by Flight Lt. Bowling. Speed was 89 mph. Records show date of manufacture as October 9, 1931. It had slightly staggered seats which looked like a tandem seating.

Empty weight was 985 Ibs. , gross 1500 Ibs. Maximum speed 110 mph , cru ise 96 mph. Initial climb 810 ft. per minute.

The Mark I Coupe had an 85 hp ABC Hornet engine."

Joe Haynes of Dallas, Texas, writes . .. "The Civilian Coupe G-ABNT is SIN 3. The wings fold aft for hangar storage.

The original owner not only raced but used the Coupe to attend garden par­ ties, landing on the lawn .

"The Coupe was placed in storage

prior to WW II where it remained until purchased by its present owner and re­ stored at Biggin Hill. It was flown about 50 hours after restoration when the master rod broke due to a hydraulic lock. The master rod is located in the bottom cylinder of the five cylinder Genet.

"When I photographed the Coupe in October 1986 and talked with the mechanic, he told me they had machined a new master rod and the en­ gine was being rebuilt. I would expect to see the Coupe fly in 1987. ABNT is silver with blue trim and as far as any­ one knows , is the only example in exis­ tence ."

Paul Stephenson of Albuquerque, New Mexico and Chris Chatfield of Tad­ worth , Surrey, England also correctly identified the Civilian Coupe.

VINTAGE AIRPLANE 15

Parade of Flight

at Oshkosh '86

by Gene Chase (Photos by Eric Lundahl , except as noted) Always one of the most popular events at Oshkosh is the annual Parade of Flight, and the 1986 edition was true to form with a fine array of vintage air­ craft dating from 1911 to 1955. This ac­ tivity is a regular feature on the fifth day (Tuesday) of the EAA Convention and was held last year on August 5.

The chairman of the event is Phil Coulson of Lawton, Michigan who along with his many volunteers, does a bang­ up job of choreographing the spectacle.

Most of the photos shown here are of the participating aircraft on take off. Ap­ proximately 100 planes took part and unfortunately not all can be shown in this photo essay, which will be con­ tinued next month .•

(L-R) Phil Coulson, Chairman, Parade of Flight; Verne Jobst and Sam Huntington, Chair­ man and Co-chairman .respectively of Flight Scheduling and Air Show.

Coulson, Jobst and Huntington brief the pilots who will fly in the Parade of Flight.

16 MARCH 1987

1911 Curtiss Pusher,

Dale Crites, Waukesha, WI.

1924 Dormoy Bath Tub replica, Harrison Thompson, Alexandria, MN.

1928 Travel Air 4000, Bob Winchester, Charlevoix, MI.

1930 Heath Parasol,

Bill Schlapman, Winneconne, WI.

1931 Heath Parasol replica, Mark Lokken, Oshkosh, WI.

1931 American Eaglet, Ken Morris, Roanoke, TX.

VINTAGE AIRPLANE 17

1931 Pitcairn PCA-2 Autogiro, Stephen Pitcairn., Bryn Athyn, PA.

1931 Corben Junior Ace replica, Ted Travis, Flushing, MI.

1931 Great Lakes 2T-1 R replica, Donald Browett, Independence, MO.

1931 Gee Bee Model Y replica, Ken Flaglor, Northbrook, IL.

18 MARCH 1987

1936 Waco EQC-6, Stan Gomoll, Blaine, MN.

1937 Waco YKS-7, Mark Harter, Belleville, IL.

1937 Waco YKS-7,

Roger Dunham, New Milford, CT.

1937 Porterfield 35-70,

Ken Williams, Portage, WI.

1937 Spartan 7-W Executive, Peter Hawks, San Carlos, CA.

,1937 Ryan STA, Bill Rose, Barrington, IL.

VINTAGE AIRPLANE 19

1938 Aeronca Chief, Frank Knowles, Guelph, Ontario, Canada.

1939 Funk B, G. Dale Beach, Sacramento, CA.

1940 Piper J-4, Glenn Charles, Hunker, PA.

1940 Piper J-SA, G.S. DeGaynor, Grand Rapids, MI.

20 MARCH 1987

1940 Fleet Finch, Brian Esler, San Anselmo, CA.

1941 Ryan PT-22, Rose/McLaney, Barrington, IL.

1941 Taylorcraft BC-12, C.A. Hesterman, Glen Ellyn, IL.

1941 Culver Cadet,

Ray Anderson, Lakeville, MN.

1941 Navy N3N-3, LeRoy Stein, Oconomowoc, WI.

1942 Grumman G-44 Widgeon, James Rogers, Middlebury, IN.

VINTAGE AIRPLANE 21

Line-up at John Hatz's Annual Skiplane Fly-In near in February. From the right; a Taylorcraft, Luscombe, J-5 Cub Cruiser, two more T-crafts, Aeronca Champ and a PA-18 Super Cub. This is one of the finest skiplane gatherings in all of Wis­ consin! .

Ski Flying. .Wisconsin Style •

by Norm Petersen (Photos by the author except as noted) Soft, quiet and cool. These are the words that describe the world of the ski plane pilot in the winter wonderland of Wisconsin. For those fortunate few pilots who are able to indulge in such pursuits, their slogan is identical to that of Western Airlines - "the only way to fly!"

Once a neophyte "wheel pilot" makes his first landing on skis in several inches of soft snow, he will probably be "hooked." To feel the airplane fly closer and closer to the ground - waiting for the bump and rumble of the wheels ­ only to discover the skis have slipped on to the snow without a trace of bump

or wiggle is a unique experience! The airplane has· merely ceased to fly and the ski landing has been made. That's how soft it can b.e! (It can be very addic­ tive!) / Granted not all ski landings are this soft, but the ones that are can make a believer out of the most stubborn wheel pilot. A few landings on hard crusted snow and ice will rattle your molars and give the airframe a real workout. How­ ever, these "rattlers '" will only make you appreciate the soft landings even more.

Being able to "read" the snow and know wHat to expect on landing comes with experience. And experience usually comes from making mistakes or watch­ ing someone else make mistakes!

As with all types of flying , certain pre­

cautions are in order and ski flying is no different on this score.

Perhaps the greatest difference in fly­ ing on skis is there are no brakes! And if you are the type of pilot who uses brakes for every maneuver on the ground - you know the kind - a funda­ mental change in pilotage is in order.

With the brake pedals inoperative, changes have to be made. And these changes should be put into effect im­ mediately, before your propeller has chewed up a tree, fence post or barbed wire fence!

There are numerous little methods of slowing down a ski plane of which no single one is the equivalent of brakes, but together they work pretty well. The propeller disc is a very effective brake

-" u

'cQ. 8 :.: E

------------------~, The author gets a hand putting the Cub back in the hangar from the landing strip owner, Earl Grunska, a died-in-the-wool ski­ plane pilot (J-3 Cub) and long time EAA booster (EAA 940).

Unusual N number for a Cub stands for "One Old Ex Sprayer"!!!

22 MARCH 1987

Indecision is an awful thing! George Rotter of Oshkosh put one ski on his Piper J-4 Cub Coupe and waited nearly three weeks for it to snow! (It finally did!)

if your engine will idle very slowly. Often the addition of carburetor heat will help the engine to reach the 550 to 600 rpm range. At this low rpm , the propeller is quite effective at slowing the plane ­ either in the air or on the ground.

Another good helper is dragging the tail­ wheel in the snow, helping the down­ ward push by holding full up elevator.

This lUxury is not accorded those who have a tailski on their airplane. How­ ever, in very deep snow, a tail ski is usually a "must, " especially when carry­ ing full loads approaching gross weight of the aircraft.

Another help at slowing the aircr,aft, both in the air and on the snow, is yaw­ ing the airplane from one side to the other with the rudder. This method can often produce just enough braking ac­ tion to do the job. Among airplanes with­ out wing flaps, the forward slip is a most important maneuver and it works equally well on skis. Remember that winter flying involves colder air, which is heavier than warm air and will allow your airplane to fly slower before stal­ ling . This is one aspect of ski flying ­ the engine feels like it has considerably more power because of the dense air.

So when you combine the excellent per­ formance of cold air in the engine, prop and wings, with the lack of drag on skis, it is easy to understand why some pilots enjoy ski flying more than any other.

Certain areas of caution are strongly advised for winter flying. Most airplanes use some form of "winter kit" which helps to keep the engine warm in spite of extremely low windchill indexes when airborne. They should be properly in­ stalled to help achieve proper engine temperatures. Some engines can use asbestos covers on the oil tank and the intake manifold tubes. These covers help the engine maintain proper heat internally. And, of course, only winter oil should be used in the engine. Some

.>I!

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~--------------------------------------------------------~~ Under full throttle, the author lifts his 90 hp J-3 Cub from the snow in just a very short distance. Converted to a front seat solo Cub, it is mounted on Federal SC-1 skis made in 1939, six years before the Cub was built! Open window helps keep the pilot cool- brrrrr!

of the new 5W-50 multigrade oils are very good in cold weather.

When the temperature goes below 20 degrees, it becomes necessary to pre­ heat the engine before starting. This is necessary to prevent "cavitation" in the oil pump - a nasty situation that can be extremely expensive! What happens is the oil pump pickup tube sucks the oil that is in and near the tube and the remaining oil is too stiff to run in and fill the void. The resulting "cavitation" or pumping of air instead of oil can ruin an engine very quickly. This is a no-no!

The .only way to prevent this problem is adequate pre-heat before starting.

Once the engine has been properly warmed and the pre-flight inspection is done, it is time to go ski flying . The first thing a novice discovers is that skis stick to the snow until broken loose ­ either by engine power or a left-right movement of the rudder. From this mo­ ment on, judicious use of the throttle is necessary to taxi where you want to go, allowing extra margins for wide turns

VINTAGE Editor, Gene Chase, gets ready to renew his "ski legs" in the author's J-3 CUb. Gene first flew on skis over forty years ago and still has that "touch"!

because you can 't turn as sharply on skis as you can on wheels, This author vividly remembers his only accident in over 30 years of flying which occurred while taxiing on skis with a Taylorcraft BC-12D. I opened the throttle to taxi past the nose of a parked Cessna 172. The quarters were a bit cramped and the left wing of the T-craft had to pass over the nose of the 172, which had its propeller poking up at a 45 degree angle. Once the T-Craft broke loose on skis, there was no stop­ ping and to make sure the wing cleared the 172, I instinctively turned full right aileron to "lift" the left wing . This drop­ ped the left aileron into the path of the 172 propeller tip! As I taxied by, the prop tip sliced through 10 inches of aileron and right through the aluminum trailing edge! I distinctly remember the aileron repair came to $29.10, which in those days would have paid for eight hours of T-craft flying time! Ouch! I have since learned to taxi on skis with extreme cau­ tion!

Warming up the Continental A-SO powered Aeronca "Defender" on Federal 1650 skis is Mark Warning of Oshkosh. His passen­ ger in the front seat is Tracy Johnson, a native Floridian about to go up for her first plane ride on skis!

VINTAGE AIRPLANE'23

J-4 Coupe, Aeronca Tandem and J-3 Cub after landing on the frozen Wolf River, just in front of the Ora Hula Resort below Fremont. Absolutely perfect skiplane conditions, late in the afternoon of March 1, 1986.

Flying over the frozen lakes and fields of Wisconsin is such a unique treat to the ski plane pilot. Landings can be made almost anywhere the snow is smooth. Again , a close look at the land­ ing area is essential before setting down. The soft "schuss, schuss" of the skis as they glide over the snow as the airplane slows down is music to the pilot's ear. A thrill all of its own.

The ski plane pilots in Wisconsin are a particularly hardy bunch who not only enjoy flying, they don't mind the cold weather associated with it. Warm dress is one of the secrets, including insulated boots and mittens. Most pilots see to it that the aircraft heater is working, too.

This item can make a miserable day into a tolerable one.

Most fly-ins are held on a weekend and usually involve a noontime feed of hot chili and gallons of hot coffee. Al­ though most light ski planes burn about five gallons of fuel per hour, it is strongly suspected that a ski plane pilot will con­ sume about three pounds of food per hour after a tough morning of ski flying!

Few can match the voracious appetite of the ''true blue" ski plane pilot just in from the "cool."

It is not unusual to assemble 20 to 30 ski planes on one field (or lake) for a Wisconsin fly-in. Nearly all the planes are tail draggers which convert to skis very nicely. Once in a while, someone will put a tricycle geared airplane on skis and they do work surprisingly well.

The camaraderie of the pilots is the icing on the cake regarding ski flying .

Each has his own experiences to re­ late and how he solved this or that prob­ lem. Careful listening at such a gather­ ing will really improve your ski plane knowledge - if you can separate the wheat from the chaff.

Ski plane flying surely helps to shor­ ten the winter! • 24 MARCH 1987

" Wanna go for a ride? I have room for one! " The author ready for takeoff in his 1946 J-3 Cub on Federal 1450 skis. Intercom makes flying a Cub so enjoyable as it blocks out the noise and you can talk in normal tones.

MEMBER'S PROJECTS... ~

This nice, customized 1946 Piper PA-12 Super Cruiser was restored in 1984 by Orville Williamson, D. B. "Whitey" Lance and Jack Ekdahl. Covering is Stits with Boston Maroon and Diana Cream aerothane paint. It's powered with a Lycoming 0-235-C1, 108/115 hp from a 1962 Piper Colt. Owners are Jon Steiger, Spring Lake Hts., NJ and Lew Levison, (EAA 78711, AlC 5439), 54 So. Longview Road, Howell, NJ 07731 .

Bill Stratton (EAA 147044, AlC 6853), 16518 Ledgestone, San Antonio, TX 78232 flying his razorback Aeronca C-3, N14552 on 1-3-87. Colors are yellow and orange, and the Aeronca E-113 engine has been replaced with a 65 hp Lycoming. Other "updates" include new wheels with brakes and a tailwheel. •

,I ~ype ClubActivities

Compiled by Gene

Chase~

E17L Conversion to F17D

STAGGERWING CLUB

Bill Brennand and Chuck Andreas of Neenah, Wisconsin are restoring an E17l, SIN 196, and converting it to a 330 hp Jacobs-powered F-17D. A previ­ ous owner was planning to install a 700 hp engine in this light airframe which wasn't even stressed for 450 hp! Fortu­ nately the project was scrapped.

For information on the Staggerwing Club , contact George S. York, Secret­ arylTreasurer, 181 Sloboda Avenue , Mansfield, OH 44906.

Annual Convention The annual convention of the Staggerwing Club and Staggerwing Museum Foundation will be October 14­ 16, 1987 at Wichita, Kansas. This con­ vention is for members and their guests and the group will be hosted by Beech Aircraft Corporation.

Wilelinor Dr., Edgewater, Maryland 21037, 301 /266-8458 , is editor and di­ rector of this new group while the Cub Club will be publisher and business manager. The address of the Cub Club is P.O. Box 2002, Mt. Pleasant, MI 48858. Dues for l-4 Grasshopper Wing are $10/year U.S., $15 Canada and $20 other countries . Members of the l-4 Grasshopper Wing must be current members of the Cub Club, whose dues are the same.

Restorations of Note Bill Boucock, Box 421 , Cochrane, Al­ berta, Canada TOl OWO is restoring CF­ GKW, SIN 120, a SC17R steeped in Canadian bush pilot history. It is one of the first airplanes purchased by Canada's national airline, "Canadian Pacific Air," back in 1939. The plane is on floats and has two entry doors, plus a small door alongside the pilot's seat which enables direct access to the floats. Because this rare airplane left the factory as a seaplane only, Bill needs all the undercarriage items (in­ cluding tailwheel assembly). Bill's phone numbers are: home - 403/932­ 2109, and office - 403/283-1591 .

Another rare Beech is the prototype D17A, SIN 305 (Wright 350 hpj , being restored by owner John L. Harbour of Central Point, Oregon. When John picked up this Staggerwing to trailer it home, he purchased 100 sheets of 1" x 30" x 60" foam for packing wires, metal pieces , . etc., etc .. Everything came through the 2800 mile trip without a blemish. Because previous owners did not keep the plane registred with the FAA, its original restoration number, N19453, has been re-issued and is now on a Cessna 150. John reports this D17A is the only r~maining example.

L-4 Grasshopper Wing (Affiliated with the Cub Club)

CUB/L-4 GRASSHOPPER WING The Cub Club announces the estab­ lishment of an affiliate - the L-4 Gras­ shopper Wing . The goal of this group is to promote the aircraft (especially the Piper l-4) and the exploits of the flyers who piloted these aircraft so effectively throughout World War II. A bi-monthly newsletter will be sent to members and national and regional fly-ins will be held. Mike Strok, 37

FUNK AIRCRAFT OWNERS

ASSOCIATION

G. Dale Beach, (EAA 72761 , NC 3180) , treasurer and newsletter editor of the Funk Aircraft Owners Associa­ tion , has obtained the STC and a new Airworthiness Certificate for the installa­ tion of a Continental 0-200-A engine in his Funk, N81176. After submitting Form 337s covering 11 items needing "Field Approval" the final inspection was accomplished and Dale received the final paperwork.

This is good news for the owners of Funk Aircraft who face the diminishing supply of 85 hp Continental engines.

For information on the Funk Aircraft Owners Association , contact G. Dale Beach, 1621 Dreher Street, Sac­ ramento, CA 95814 . •

VINTAGE AIRPLANE 25

Letters To The Editor

Dear Dennis Parks, I own the only remaining specimen of a Scott 50 hp, 2-cycle, horizontal opposed 2­ cylinder aircraft engine. It powered a Rose Parakeet in an engine test program back in 1939 or 1940. This engine was designed and developed by Leland A. Scott of Kansas City, Missouri in the late '30s.

At one time I was shown a one-quarter page description of this Scott engine in a book. I don't recall the title but it contained descriptive information on most U.S. built en­ gines up to (about) 1940.

I believe the book had a red cover and perhaps 300 pages of comprehensive data on many engines. Do you have any idea as to the title or author of this book? Does the EAA Library have a copy?

Sincerely , Robert O. Knutson (EAA 7724, AlC 121) P.O. Box 243

Austin , MN 55912

Pilot, Bud Atkins of Maryville, MO with the Scott-powered Rose Parakeet. This was the only Parakeet sold less engine.

Dear Gene .

The rare 50 hp Scott engine.

The EAA Library has no information on this Scott engine. The description of the book sounds like a volume of "Aerosphere, " how­ ever the Library's copies have blue covers.

Can any reader provide the information sought by Mr. Knutson?

Enclosed is a photograph given to me years ago by my first flight instructor, a World War I airman who worked on Jennies and DH-4s . I've often looked at this photo and wondered who ... when . .. where?

It appears to be somewhat of a serious attempt by man to fly like a bird. The tail section which buckles around his waist, is lying on the ground behind the man.

It occurred to me that you folks at EAA headquarters might know something about it or possibly the readers of THE VINTAGE AIRPLANE might know of the details behind the photograph.

I just received a letter from antiquer Chet Peek of Norman, Oklahoma who is working on a biography of Mr. C. G. Taylor (of Cub fame). Chet hopes to have his Curtiss IN-4D flying by spring. I'm sure it will be a nice job as I remember his E-2 after he rebuilt it years ago.

My very best wishes Roy G. Cagle (EAA 15401 , AlC 1691) 9096 Minor Court Juneau , AK 99801

Man-powered flying apparatus?

26 MARCH 1987

Lockheed Sirius NR-15-W, SIN 153, the first Lockheed with retractable gear.

Dear Gene, "Pappy" Weaver errs on page 18 of the January 1987 issue of THE VINTAGE AIRPLANE in labeling the in-flight picture.

This is, in fact a Sirius, SIN 153, the first Lockheed equipped with a retractable land­ ing gear. The location is Burbank, California, not Patterson, Louisiana. This was a Lindbergh project subsequently rejected be­ cause he felt it would not stand up to side loads. I have this same identical picture. It's X119W. Enclosed is the James G. Hall airplane, also shot at Burbank. It was fated to last little more than a year. Hall cracked it up a couple of weeks after the 1931 Bendix Trophy Race.

He survived but two passengers did not.

On page 17, that's definitely not Cecil B. DeMille with Roscoe Turner. It could be Earl

Gilmore ... I'd have to see the original to be sure.

We have given up all hope of insuring the Kreutzer tri-motor, which means we probably won't fly it much.

My wife and I are about to undertake the restoration of a Fleet 2. It's going to be a show airplane with the same special paint job it got at the factory in 1932. It's a long, long story.

Cordially, John Underwood (EAA 1989, AlC 1653 2043 West Mountain Glendale, CA 91201

We thank John for setting the record straight and appreciate him taking the time to write. ... G.R.C.

VINTAGE

SEAPLANES

Photographed at the Oshkosh '84 sea­ plane fly-in is a 1956 Piper PA-22120 Pacer, N5851D, SIN 22-4530 on 2000 Edo floats registered to Aircraft Travel Inc., 2710 Overlook Drive, Minneapolis, MN 55431. FAA records suggest that this airplane has spent most of its time in Minnesota. Note dual auxiliary fins and drooped wingtips.

CALENDAR OF EVENTS

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

APRIL 11-12 - LAMPASAS, TEXAS - 8th An­ nual Bluebonnet Fly-In at Deer Pasture Airport.

Contact : John Bowden, Rt. 2, Box 137, Lam­ pasas. TX 76550. phone 512/556-6873 .

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. 9611-51 st Place, College Park, MD 20740, phone 301 /345-3164 .

MAY 1-3 ROANOKE RAPIDS, NORTH CAROLINA - Spring fly-in for antique and classiC aircraft, sponsored by EAA NC Chapter 3. Awards in all categories , Contact: R. Bottom.

Jr.. 103 Powhatan Parkway. Hampton, Virginia 23661.

MAY 1-3 - AFTON. OKLAHOMA - First Mid­ Continent Splash-In at Shangri-La Resort on Grand Lake. Sponsored by Seaplane Pilots As-' sociation . For resort reservations contact Shangri-La. 1-800-331-4060 (Oklahoma resi­ dents call 1-800-722-4903). For more informa­ tion on fly-in contact: West Sanders, Southwest Field Director, Seaplane Pilots Association.

817/268-6977 MAY 2·3 - WINCHESTER . VIRGINIA - EAA 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 , 703/256-7873.

MAY 3 - ROCKFORD. ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast at Mark Clark's Courtesy Aircraft, Greater Rockford Airport, 7 a.m. to noon, ATIS 126.7. Contact: Wallace Hunt. 8151332-4708 MAY 15-17 - FLORENCE. SOUTH CAROLINA - May-Fly '87 aeronautical event at Florence airport. Aerial demonstrations. exhibits and sta­ tic displays of aircraft from military to ultralights.

Air shows May 16 and 17. Camping. transpor­ tation and more. Contact: 803/669-5001 ,

MAY 16 - HAMPTON. NEW HAMPSHIRE - 11th Annual Aviation Flea Market at Hampton Air­ field. (Rain date. Sunday May 17.) Fly in. drive in, Bring your junk! No fees, Anything aviation related okay. Food available 11 :00 a.m to 5:00 p.m. Contact : 603/964-6749 (days) or 603/964­ 8833 (evenings) , 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.

Three Rivers, MI 49093, 616/279-2540.

JUNE 6 - EAA Chapter 734 Paris-Kentucky Lake Air Show. Paris Tennessee, (Rain date. June 7.) Contact: Richard Battles. Henry County Air­ port, Route 2. Box 269. Paris, TN 38242. phone 901 /642-7676 , home - 901 /642-7791 , JUNE 6-7 - JOHNSTOWN, PENNSYLVANIA­ EAA Chapter 633 and Air Force Association Chapter 221 "Aviation Day" Fly-In of civilian and military aircraft at Cambria County, Pennsylvania Airport. Contact: Bob Gohn, 8141 266-1055 or Don Fyock. 814/266-8737.

JUNE 7 - DEKALB, ILLINOIS - EAA Chapter 241 Fly-In Breakfast. 7 a.m. to noon. DeKalb­ Taylor Municipal Airport. Contact: Jerry Thorn­ hill. 312/683-2781 .

JUNE 12-14- TAHLEQUAH . OKLAHOMA- Na­ tional Ercoupe Fly-In. Contact: Skip Carden. p, O. Box 15058. Durham. NC 27704.

JUNE 14 - AURORA. ILLINOIS - EAA Chapter 579 Fly-in/drive-in breakfast and airportiFBO open house at Aurora Municipal Airport. 7:00 a.m. to noon. (Rain date, June 21 .) Contact: Alan Shackleton, 3121466-4193 or Bob Rieser.

Airport Manager, 3121466-7000.

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

JUNE 26-28 - DAYTON. OHIO - Luscombe As­ sociation National Fly-in at Moraine Airpark.

Contact: Ralph Orndorf. 1749 W. Stroop Road, Kettering, OH 45439. or The Luscombe Associ­ ation, 6438 W. Millbrook Road, Remus, MI 49340. 517/561-2393.

JULY 10-12 - MINDEN, NEBRASKA - National Stinson Club Fly-In. Contact George and Linda Leamy. 117 Lanford Road, Spartanburg, SC 29301 . 803/576-9698.

JULY 17-19 - ARLINGTON . WASHINGTON ­ 18th Annual Northwest EAA Fly-In and Sport Aviation Convention at Arlington Airport.

Forums. workshops, commercial exhibits, fly market, judging and award programs. Contact: AI Burgemeister. Director of Services, 17507 SE 293rd Place, Kent. Washington , 206/631­ 9194.

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, 619/278­ 9676.

JUL Y 23-26 - SUN RIVER , OREGON - Interna­ tional 180/185 Club National Convention. Con­ tact: Joe Stancil, 3119 Lo-Hi Court, Placerville, CA 95667 or phone 916/622-6232. days.

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

JUL Y 31-AUGUST 7 - OSHKOSH, WISCONSIN - World's Greatest Aviation Event. Experi­ mental Aircraft Association International Fly-In and Sport Aviation Exhibition. Contact: John Burton, EAA Headquarters, Wittman Airfield, Oshkosh , WI 54903-3086, 414/426-4800.

AUGUST 10-14 - FOND DU LAC, WISCONSIN - Annual lAC Championships. Contact: Sha­ ron Heuer. 758 Grovewood Drive, Cordova, TN 38018, phone 901n56-7800.

AUGUST 14-16 - BLAKESBURG. IOWA - An­ nual AAA Reunion for members only. Antique Airfield. Contact: AAA, Rt. 2, Box 172. Ot­ tumwa. IA 52501 . phone 515/938-2773.

SEPTEMBER 18-20 JACKSONVILLE, IL­ LINOIS - 3rd Annual Stinson Fly-In and Reun­ ion. Seminars on Franklins. re-covering and modifications. Banquet on Saturday night. Fly­ outs, contests, fly market, camping at field.

Contact: Loran Nordgren, 815/469-9100 or write 4 West Nebraska, Frankfort, IL 60423 VINTAGE AIRPLANE 27

WELCOME NEW MEMBERS

The following is a listing of new members who have joined the EAA Antique/Classic Division (through January 5, 1987). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issue~ of THE VINTAGE AIRPLANE will contain additional listings of new members.

Godden, Norman D. Circleville, Ohio

Griggs, Walter H Cleveland Heights, Ohio

Hunt, Owen R.

Deland, Florida

Rose, Lois A.

Andover, New Jersey

Branson, Jessie Sims Burleson , Texas

Weisner, Paul Kenosha, Wisconsin

Kushi, Ken

Ashley Falls, Massachusetts

Sheasby, Edward A.

Universal City, Texas

Shoup, Ronald R. Lago Vista, Texas

Smith Jr., James O. Wilmington, Pennsylvania

Davies, Owen B.

Hancock, New Hampshire

Bucher, Timothy S.

Long Beach, California

Lahteenmaki, Vesa Oulu, Finland

Colter, Richard B. Monroeville, Indiana

White, Robert M.

Phoenix, Arizona

Strehl, Jack

Sausalito, California

Wright, Duane C. Sanford, Florida

Seaton, Jim Overland Park, Kansas

Finlay, John R.

Greenwich, Connecticut

Boos, James V.

Columbia, Maryland

Nelson, Lee Rolling Meadow, Illinois

Baker, Timothy C. Slatington, Pennsylvania

Knoch, Ronald

Cudahy, Wisconsin

Madison Jr., William W.

South New Berlin, New York

Love, Richard H. Dillsburg, Pennsylvania

Dean, Arthur W. St. Peters, Maryland

Kirby, William A.

Gainesville, Florida

Fitzgerald, Donald L.

Aloha, Oregon

Vance, Michael V. Phoeniz, Arizona

Sherman, Warren S. Indianapolis, Indiana

Foxworthy, Roy N.

Indianapolis, Indiana

Daily, Richard H.

Indianapolis, Indiana

Powers, Walter F. Grand Saline, Texas

Mackie, Cheryl Baraboo, Wisconsin

Wilkerson, Glenn

South Elgin, Illinois

Goodwin, R. R.

Long Beach, California

Priester, Bradley J. Fremont, California

Bohnsack, James A. Plano, Texas

Milligan, Richard

Eugene, Oregon

McCormick, Nancy H.

Sandusky, Ohio

Mount Olive High School Mount Olive, New Jersey

Freeze, Timothy W. Waxhaw, North Carolina

Kawasaki, Clyde

Kamuela, Hawaii

Boggs Jr., Harrison R.

Keyport, New Jersey

Dunn, James F. Chrisman, Illinois

Webb, W. T. Homerville, Georgia

Andrews, William J.

Chicago, Illinois

Hunt, Thomas

Valhalla, New York

Smokovitz, Joseph Mark Taylor, Michigan

Calles, Kenneth Earl Oceanside, California

Gaff, Ron E.

Saugus, Massachusetts

Soderman, Helge

Vasteras, Sweden

Nelson, Marty Oregon, Illinois

Rice Jr., Harold B. Barrington, Illinois

Lippert Jr., Robert L. Pebble Beach, California

Blair, Melvin

Middle Islands, New York

Whitemarsh, William A. Niantic, Connecticut

Sablar, Anthony R. Canton, Ohio

McDonald, Denny A. Gallatin, Indiana

Wagner, Bill J.

Mendicino, California

Dedrick, P. H. Sarasota, Florida

Foster Jr., Guy E. Los Alamitos, California

Olivier, Greig Baton Rouge, Louisiana

Lunz, John W.

Kent, Washington

Barnes, Robert H. Madison, Wisconsin

Gibbs, Charles E. Kamiah, Idaho

Strnad, Frank Northport, New York

Payne, Kenneth

Watonga, Oklahoma

Habermehl, C. Mike Brenham, Texas

Rosasco, Robert A. Miami, Florida

Sullivan, George Daly City, California

Knutson, Eugene W.

Tioga, North Dakota

Hayes, Suzanne Rhinebeck, New York

Cook, Tim Loleta, California

Russell, Theodore C. Oberlin, Ohio

Carlton III, Leffie M.

Tampa, Florida

Menear, Elwood F. Hershey, Pennsylvania

Howe, Orville W. San Diego, California

Emerson, John Bend, Oregon

Jake, Joseph

Biggsville, Illinois

Ross, Jonathan D. East Northport, New York

Wiley, Robert W. Fort Lauderdale, Florida

Krugh, Pat Costa Mesa, California

Groves, Herbert R.

Ferguson, Missouri

McCleary, Timothy A. Navarre, Ohio

Zaffron, Richard Chapel Hill, North Carolina

Balkema, Dan Kalamazoo, Michigan

DeVree, Carl L.

Grandville, Michigan

Osteen, Anthony Keith Brevard, North Carolina

DeWan, John E. Towanda, Pennsylvania

Tuffli, Christian S. San Diego, California

Day, Warren S.

Worchester, Massachusetts

28 MARCH 1987

Where The Sellers and Buyers Meet...

25c per word, 20 word minimum. Send your ad 10

The Vintage Trader. Wittman Airfield

Oshkosh, WI 54903-2591.

AIRCRAFT:

$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. 4141529-2609.

Identify yourself memo pads with packet is yours Memos, P.O. Box 6)

with a flying memo. Aviation 8 exciting designs. A sample for the asking. Write: Flying 606, Simi Valley, CA 93062. (7­

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 .

Lots of Taylorcraft BCI2-D wing parts. Ribs, drag wires - no rust. Continental A-40-4 parts ; new valve springs, set (8) $30 ; some OX-5 rod and pis­ ton sets; Warner 145-165 NEW starter motors.

Opalack, 1138 Industrial Road, Pottstown, PA 19464. (3-1)

PLANS:

MISCELLANEOUS:

WANTED:

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 1/2 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.

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, EM-Wittman Ailiield , Oshkosh, WI 54903-2591.

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. (3187)

1948 Stinson 108-3 - 200 hrs. since restoration. $19 ,500.00. For pictures and full information , send $1.00 to: Robert B. Brebner, Box 474 , Middle Island Road, Marquette, MI 49855. (3-2) 1941 Culver Cadet LFA - low time, 90 hp Franklin. Excellent condition. Fun, fast antique. $9250.00. 3171378-0590 or 317/643-0037. (4-2)

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 ­

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: Damaged or neglected tubel fabric project for complete restoration. Prefer four place. PA-20, PA-22. 108-3, etc. Irv Irving, P.O. Box 1071 , Wof­ ford Heights, CA 93285.619/376-3477 . (3-2) WANTED Spinner assembly for Koppers aeromatic/150 Franklin installation as flying on 14­ 13-2. Tim Baker, R.D. 4, Box 270, Slatington. PA 18080.2151767-4161. (4-2)

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 aulhoritallw: journal on Those \\bnderful flytng Machines 1900-1919

EAA Membership In the Experimental Aircraft Association, Inc. is $30.00 for one year, including 12 issues of Sport Alliation. 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 EM member and must give EAA membership number.

UPHOLSTERY

We specialize in providing reproduction of original upholstery materials, carpets, weltings, etc. for Vintage Autos and Aircraft.

Non-EAA Member - $28.00. In­ cludes one year membership in the EM Antique-Classic Division, 12 monthly issues of The VIntage Air­ plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

• WOOL BROADCLOTHS. MOHAIRS. • HEADLININGS • BEDFORD CORDS. Send snips of materials you are seeking .

We will send free samples of closest match.

LeBARON BONNEY CO. 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.

6 Chestnut St. Amesbury, Mass. 01913 (617) 388-381 1

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 EM.

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 modem sport aviation museum. Enjoy the many educational displays and Make checks payable to EAA or the audio-visual presentations. Stop by-here's division in which membership is something t he entire family will enjoy. Just desired. Address all letters to EAA minutes away! 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 MARCH 1987

E~ :::::afl!J'" ~~N

414-426-4800

FOUNDATION

Wittman Airfield Oshkosh, WI 54903-3065

8:30 to 5:00 p.m.

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

Sundays

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

CONVENIENT IDeATION The EAA Aviation Center is located on Wittman Field. Oshkosh. Wis.-just off Highway 41 . Going North Exit Hwy. 26 or 44. Going South Exit HW)l44 and follow signs. For fly-ins-free bus from Basler Flight Service.

g~~.

- CUSTOM AIRCRAFT METAL SHAPING ­

LOG BOOKS

NEW AND REVISED FOR . ..

Pilots: EM Pilot Log Book ......

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

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

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

Ultralight Owners and Operators: EM Ultralight Pilot's Log and Achievement Record ... ~~ EM Ultralight Engine and ~G Aircraft Log .. .... .~ . ...

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

Amateur-Built Aircraft Service and Maintenance Manual . .. .. .

$1.75 ppd. $1 .95 ppd. $1.75 ppd. $1 .75 ppd. $1 .10 ppd. $1.10ppd.

NOSE BOWLS, COMPOUND CURVED SIDE PANELS, FAIRINGS. COMPLETE COWLING FOR ANTIQUE AIRCRAFT.

$4.50 ppd. $3.50 ppd.

Georgia Metal Shaping 521 Experiment Griffin, GA 30223 John Neel 404-227-7514

Please include $2.00 Postage for first ~em and $1 .00 postage for each additional ~em.

Order From:

EAA Wittman Airfield

Oshkosh, WI 54903-3086 Phone 414/426-4800

Include payment with order - Wisc. residents add 5% sales tax Allow 4-6 weeks for delivery

,.

Classic owners!

STITS POLY-FIBER

COVERING MATERIALS

Interior looldng ah8bbyt

cCJ

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 YEARS OF TROUBLE-FREE SERVICE.

Finish it right with an Girtex interior Complete interior assemblies for do·it-yourself installation.

Custom Quality at economical prices.

• •

WRITE OR PHONE FOR FREE. • • • •

* SAMPLE OF HIGH STRENGTH, VERV SMOOTH, 1.7 OZ.

POL VESTER FABRIC DEVELOPED ESPECIALL V 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.

* *

STITS POLY-FIBER ~ AIRCRAFT COATINGS P.

IIIi..

o. BOX 3084-V

RIVERSIDE, CA 92519 PHONE (714) 684-4280

~

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

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

etex Qlr

.,?r products, inc.

259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115 VINTAGE AIRPLANE 31