VA-Vol-18-No-1-Jan-1990 by EAA Vintage Aircraft Association

STRAIGHT

AND LEVEL

by Espie "Butch" Joyce

is the usual practice for the Straight and Level column for the January issue each year to report on the State of the Antique/Classic Division . Your Division is progressing very well. The total membership is at an all time high. The financial position of the Antique/Classic Division is on a sound footing. The Officers, Directors and Advisors are all working hard with the good of the Division in mind . Our relationship with EAA has never been better as is our relationship with the International Aerobatic Club and the EAA Warbirds of America. Our Convention management of the Antique/Classic area at EAA Oshkosh '89 went very smoothly because of all the great help given to us by the volun teers. Because the Division has finally gotten on the plus side financially, we are now able to purchase and offer to the membership, some much requested merchandise sporting the A/C logo. You can now order these items from Oshkosh to make this merchandise available to those who are unable to attend the Convention at Oshkosh. Your Division also received the rec ognition it has so long deserved this past year at EAA Oshkosh '89 with the arrival of all those Jennies. 2 JANUARY 1990

The Jennies and their pilots caused a great deal of interest in our area from people who normally would not have come down to visit us. Quite a few of these people joined up with us and will help tell about the antique and classic movement. This past year, your publication VINTAGE AIRPLANE has steadily im proved. Your editorial staff, Officers, Directors, Advisors and the member ship can all take credit for this . This month is another milestone for VIN TAGE AIRPLANE and you will see color on the inside pages . The color section will be repeated on a quarterly basis from now on . We set this goal some 12 months ago and have finally gotten there . We have set some new goals for this coming year that I think everyone will like . This time of year in the Carolinas can give you any kind of weather. One day it might be 60 degrees and sunny, then 2 days later it can be 25 degrees, snowing or freezing rain. This past Saturday , we had one of those days . We had freezing rain and sleet. On this day, I was again reminded of how much I enjoy airplanes and airplane people . EAA Chapter 8 has for the past few years had a Christmas party (co

vered dish lunch meeting) held at my hangar at the county airport in Shiloh. This Chapter is very active with meet ings held at different airports year round . My hangar was filled with airplanes that could not be put outside because of the ice against the hangar door . We usually have 60 to 75 people for this event. This Saturday we ended up with only eleven hardy souls who ate a great lunch, drank coffee and watched the "Jennies to Jets" video. We shared stories, experiences and pictures of airplanes. As we sat at ta bles under the wings of airplanes, I thought how lucky I am to be with people who Jove aviation and talk my language - airplane . Oh yes, some of you may remember me talking about my daughter Sara measuring her legs to see if she could reach the rudder pedals. I am happy to report that two weeks ago, she took her first flying lesson . She walked around all day showing everyone her first logbook entry, "Straight & Lev el." How many of you remember yours? Next month (February), your Vice President, Art Morgan, will be writing this column to share some of his views with you . I am not going anywhere, I'll be back here in the March issue . Let 's all pull in the same direction for the Good of Aviation. Join us and have it all!

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS Dick Matt

EDITOR

Mark Phelps

ART DIRECTOR Mike Drucks ADVERTISING Mary Jones ASSOCIATE EDITORS

Norma n Petersen Dick Cavin

FEAnJRE WRITERS

George A Hard ie, Jr. Dennis Parks

EDITORIAL ASSISTANT

Isabelle Wiske

STAFF PHOTOGRAPHERS

Jim Koepnick Cart Schuppel

Jeff Isom

EM ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Espie "Butch" Joyce 604 Highway SI. Madison. NC 27025 919/427-0216 Secretary George S York 181 Sloboda Ave. Mansfield. OH 44906 419/529-4378

Vice President Arthur R. Morgan 3744 North 51st Blvd. Milwaukee. WI 53216 414/442-3631 Treasurer E. E. "Buck" Hilbert P.O. Box 424 Union. IL 60180 815/923-4591

DIRECTORS Robert C. "Bob" Brauer 9345 S. Hoyne Chicago. IL 60620 312m9-2105 Philip Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490 Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa. OK 74105 9181742-7311 Dale A Gustafson 7724 Shady Hill Drive Indianapolis. IN 46278 317/293-4430 Gene Morris 115C Steve Court. R.R. 2 Roonoke.1X 76262 817/491-9110 Daniel Neuman 1521 Berne Circle W. Minneapolis. MN 55421 6121571-0893

John S. Copeland 9 Joanne Drive Westborough. MA 01581 508/366-7245 William A Eickhoff 41515th Ave.. N.E. St. Petersburg. FL 33704 813/823-2339 Stan Gomo ll 1042 901h Lane. NE Minneapolis. MN 55434 6121784-1172 Robert D. "Bob" Lumley 1265 South 124th SI. Brookfield. WI 53005 4141782-2633 Steven C. Nesse 2009 Highland Ave. Albert Lea. MN 56007 507/373-1674 SH. OWes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414m1-1545

Contents 2

Straight and LevelJby Espie "Butch" Joyce

AlC News/compiled by Mark Phelps

Editoriallby Mark Phelps

Aerograms

Vintage Literaturelby Dennis Parks

Page 8

Members' Projectslby Norm Petersen

Jack Compere

from Paul's Scrapbook

Vintage IFRlby Dick H ill

Culver Cum Laudelby Mark Phelps

Paul Poberezn y/Interview

Pass It To Buck/by E.E. "Buck" Hilbert

Vintage Trader

Mystery Planelby George Hardie, Jr.

Page 20

Page 26

FRONT COVER ... Steve Givens in his 1940 Culver "Dart" (before the M-12 was re-named the "Cader} (Photo by Carl Schuppel, photo plane flown by Carl Keeling)

DIRECTOR EMERITUS

SJ. Wittman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

REAR COVER .. . An "air minded" cover for Fortune Magazine. donated to EAA by Dick Hill.

ADVISORS John Berendt 7645 Echo Point Rd. Connon Falls. MN 55009 507/263-2414

Gene Cho se 2159 Carlton Rd. Oshkosh. WI 54903 414/231-5002

George Daubner 2448 Lough Lane Harlford. WI 53027 414/673-5885

John A Fogerty RR2. Box 70 Roberts. WI 54023 715/425-2455

Jeannie Hill

P.O. Box 328

Harvard. IL 60033

815/943-7205

The words EM. ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION. and Ihe k>gos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EM INTERNA

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trademar1<s. THE EM SKY SHOPPE and k>g6s 0I 1he EM AVIATKlN FOUNDATION INC. and EM ULTRALIGHT CONVENTION are trademat1<s 0I 1he above

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E<ltorial PoIK:y: Readers are encouraged to submn stories and phoIogaphs. PoIK:y opinions expressed in artides are soIe~ !hose 0I1he authors. Responsililrty to<

accuracy " repOf1ing rests entir~ wiIh Ihe oonIrilutof. Materi~ shook! be senl to: E<ltl>'. The VINTAGE AIRPLANE, WrtIman RegioM Airport, 3000 Poberezny Rd.,

OsI1<osh, WI 54903-3086. Phooo: 41 41426-4800.

The VINTAGE AIRPLAINE (ISSN 0091-6943) is published and owned exclu siv~ by EM AntiquelC~ Division, Inc. of Ihe Experirnenlal Aircraft Association. Inc. and

~ published roonlh~ al Wmman RegKJn~ Airport, 300Il PoberelOY Rd., Oshkosh. WI 54903-3086. Second Class postage pakj at OsI1<osh. WI 54901 and additional

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VINTAGE AIRPLANE 3

Compiled by Mark Phelps

John Hatz John Hatz, flying instructor and de signer of the Hatz Biplane, died in November 1989 from injuries sus tained in a pick-up truck accident. John was technical advisor to EAA Chapter 640 in Gleason, Wisconsin which named its newsletter the "Haymeadow Flyer" after John's grass strip, Haymeadow Airport . For years, John offered flight instruction in his fleet of Cubs and other !ai/draggers, drawing students from hundreds of miles away and turning down many more than he was able to accept. John's funeral, held in his shop at Haymeadow Airport was a celebration of his life and was attended by an over flow crowd of friends , associates and past students . Karen Kudla , editor of the Haymeadow Flyer printed the fol lowing on the front of her December issue. She is happy we are able to share it with all members of the An tique/Classic Division .

A week after John Hatz 's death. I received the following message along with a note saying, " Karen, please use this as you wish ." We should all thank the author for sending it anonymously. Not only is it a wonderful tribute to John, it's also a gift to all of us . We'll always think kindly of the person who was able to put into works some of what we felt , and wonder if the person we happen to be talking to is the one who did it. Whoever you are ... Thank you. - Karen Kudla

"John Hatz was an ordinary man with an extraordinary ability to make other people's dreams come true. He was able to tum back the clock about 40 to 50 years, allowing those fortu nate enough to know him , a chance to re-Iive a simpler, less hurried period in our past. His business dealings were the same, too . A handshake and your word were all John ever required. You had to watch this man, though . He

Rick Northrup, a ski-plane pilot from Green Bay, Wisconsin presents John Hatz with a token of appreciation from all his admirers. John will be missed. 4 JANUARY 1990

could come up with the most imagina tive ways for you to not have to pay him the full amount earned. As if his instruction time should, somehow, be free periodically . You had to watch him all the time. "John Hatz was a modest man, usu ally not at the center of attention. He avoided the spotlight. He was, how ever, the person you would seek out in the crowd, if only to say, 'Hi, John!' and share a few words. He was the designer and builder of a very popular, two-winged aircraft. We know it as "The Hatz." Yet John would invariably refer to is simply as , 'the homebuilt. ' "John was a teacher. Someone once asked him, 'John, if you had a million dollars and could have any plane you wanted, but only that one plane, which would it be?' John responded with, 'The Piper Cub .' Unfortunately, time ran out before he had the chance to build his own special, "million-dollar Cub ," as he refered to it. But, to us students who flew with him and learned from him , the time we spent with him and the Cub he taught us in was priceless. "John Hatz left a little bit of himself in all of us . We should not feel sorry for John, as he led a rich, full , reward ing life , enjoying every day while amassing a treasure trove of stories, experiences and memories. Rather, we should feel regret for those who will not get the chance to meet John , or have the opportunity to learn from him . However, any time there is a gathering of small, multi-hued airplanes, along with their flyers, spectators and dream ers, both young and not-so-young, you can bet that John 's spirit lives within that group. It's at the very core of that camaraderie and good will. And , when you look up and see a little yellow airplane above you, perhaps just doing lazy circles against the blue sky, you can be sure John 's spirit is there, too . "John Hatz was the best. Just ' Ask any pilot. ' " - Anonymous

Mike Strook On December 15, 1989 Mike Strook died of leukemia at the Milwaukee County Medical Center. He was 25. Antique/Classic members might have seen him at EAA Oshkosh '89 zipping around on his motorscooter with his neck loaded down with cameras. As an intern in the EAA photography de partment, he shot many of the static and detail pictures that have appeared in VINTAGE AIRPLANE. Mike's tal ent, courage and determination will be remembered and missed at EAA Osh kosh '90. We extend our sincere con dolences to his family.

Mitchell Gallery of Flight Travelers stranded at Mitchell Field in Milwaukee, Wisconsin are treated to an unusual way to pass the time . The Mitchell Gallery of Flight is a small but intriguing museum tracing the history of aviation in the Mil waukee area. One of the exhibits is a scale replica of the Layton A venue Air Terminal, since tom down . Some 20 exhibits are included in the gallery. Some are permanent and others rotate on a space-available basis. The museum is a joint effort of the airport authority and volunteer organization known as the Friends of Mitchell Gal lery of Flight. Membership is currently 250 enthusiasts and growing . The group's resident historian is none other

Brett Clowes (left), debriefs with Gene Chase after flying the EM Aviation Foundation Aero Sport II.

than George Hardie, Jr. , author of "Mystery Plane" in thi s magazine.

G'day Mate EAA said so long to Brett Clowes of Australia on December 4 . Brett came to stay for a few months before EAA Oshkosh '88 and just never left - until a few weeks ago . He is headed to Sao Paulo, Brazil to spend some

time working on - airplanes. The only change for Brett will be the climate, as he put his skills to work on several EAA Avitaion Foundation aircraft, most notably the Acro Sport II. After it was severely damaged in a forced landing, Brett rebuilt the airplane al most single-handed. Shortly before his departure, Brett went up to sample his . work with Gene Chase in the rear cockpit. On landing, Brett said , 'Til have to get me one of these. Wrap it up. I'll take it home!" Brett hopes to make it to EAA Oshkosh '90 before heading back to Australia later this year. So far, he's managed to hopscotch the equator, effectively spending most of his time in summer weather.

The Reverend Thomas Rowland vis its his airplane in the EAA Air Ad venture Museum

The Rev. Thomas Rowland visits with his Ereoupe.

One of designer, Fred Weick's staunchest fans visited The EAA Air Adventure Museum last month and un covered some interesting details on his 1940 Ercoupe, now on display on the main floor. The Rev. Rowland dis coursed on the original smooth 7:00 x 4 tires and the " mudscraper" nosewheel fork, so-called because its narrow clearance between fork and tire was designed to clear the tire of mud VINTAGE AIRPLANE 5

and snow while taxiing. Museum Di rector, Carl Swickley escorted the Rev. Rowland on his tour and everyone at Headquarters who had the opportunity to meet him enjoyed his visit.

Staggerwing vs. Starduster Armin Holle's snappy Starduster Too, pictured in Buck Hilbert's col umn, "Pass It to Buck" in the June 1989 issue was damaged by a Staggerwing in a taxi accident at Gil lespie Field in San Diego. The Beech's propeller did extensive damage to the right wings and tail surfaces as well as the fuselage. Armin plans to rebuild .•

EDITORIAL On

November 18, 1989 a Cessna 150 pilot was practicing turns at 2,500 feet (approximately 1,500 feet agl) four miles southeast of Air Lake Indus trial Airport . That's under the Min neapolis TCA and within the 30-mile Mode-C veil. Although the Cessna was squawking a 1200 code with its Mode C transponder, it collided with a Beech Baron on an IFR flight plan. The Baron had been cleared to descend to 2,500 feet for the approach to Flying Cloud Airport, also within the veil some 18 miles to the northwest. The aircraft met head-on and the Cessna dove to its right while the Baron initiated a climb ing tum to its right. As a result, the right wingtip of the Baron hit the left wingtip of the Cessna. Eighteen inches of the Cessna ' s wingtip were sheared off and the aileron was damaged . Still, the pilot was able to land at Air Lake eight minutes later and neither he nor his passenger were injured . The Baron lost three feet of wing and also landed safely at Air Lake, although it sus tained substantial further damage after leaving the runway on rollout. The solo pilot was also uninjured . The accident occurred in clear 6 JANUARY 1990

weather. Legally, both pilots were re sponsible for seeing and avoiding each other. The Baron pilot said that he did not recall an ATC advisory of VFR aircraft in his flight path . In fact, at least two other Mode C-equipped VFR aircraft were flying in the area at the time. Therein lies a problem . Flying IFR in crowded airspace is theoretically and statistically safer than running the gauntlet VFR . For that reason, it seems to make sense that it would be safer if VFR flying were more like IFR flying in those areas. That's why all the restrictions have been placed on VFR flight in TCAs, ARSAs, etc. and why those classes of airspace have been developed in the first place . The responsibilities of the VFR pilot have grown accordingly , in cluding learning all about the airspace and its boundaries and most lately in cluding the installation of a Mode-C transponder in his airplane . This gives the other member of the air safety team, the controller, more informa tion . Whether this is realistic or not is open to debate. But even if the theory were proved, there is still a problem

by Mark Phelps

that this incident brings to the forefront. With all the changes in FARs and airspace, the legal responsibility of the FAA and its controllers has not grown one iota while the pilot has been forced to comply with a number of compli cated new restrictions and respon sibilities. In this accident, an IFR air craft was cleared to pass over an airport with significant VFR activity, at a busy altitude well below that which would be expected for an IFR aircraft 18 miles from its destination airport . If no advisories were relayed to the Baron pilot, it would seem to have been an ill-advised clearance on the part of the controller, yet he still retains no re sponsibility for his actions . The law still says it's the pilot's responsibility to, "see-and-be-seen" in visual mete reological conditions, even if he's ushered into a traffic jam by the traffic cop himself. The FAA has assumed a great deal of new authority by requiring Mode C on all aircraft flying within TCA veils and above 10 ,000 feet nationwide . The agency needs to assume a comparable dose of responsibility to go with the authority . •

Splinter group Dear Norm, I'm a 70-year-old, 3,000-hour pri足 vate pilot with multi- and instrument ratings. My 1932 Heath Parasol has a Continental A-40-4 engine. The airplane was restored in 1983 and has been flown 40 hours since . On a beau足 tiful North Carolina evening in May I was flying from my private strip. At 400 feet agl there was a sudden noise and something went by the cockpit. This set up a terrific vibration to the point that I thought the engine would separate. I immediately closed the throttle and shut off the switch. Being only a half mile from the strip, I was able to land without difficulty. A third of the prop was gone and it was split to the hub. Also, the small spinner was gone. Also, one arm of the engine mount was cracked . I saw four possible reasons for my adven足 ture : 1. Had the propeller been damaged in the hangar? Unlikely. I did a good preflight , including pulling the prop through at least a dozen times. 2. Could the spinner have separated and hit the prop causing the split? Also unlikely. 3. Could a jealous husband have taken a shot at me? Very unlikely . 4. Primary failure? In my opinion, that is the probable cause. In any case, the mount was repaired and a new prop installed . The Heath is flying again . Best wishes,

Ed Garber, Jr.

Fayetteville, North Carolina

People watcher

Send more money

Dear Sir, I would like to place on record the pleasure I get from reading both SPORT A VIA TlON and especially VINTAGE AIRPLANE when they con足 tain historic aviator/aviatrix articles . More please if possible.

Dear Mark, Happy to see the Fairchild Club li sted among the type clubs in the November issue of VINTAGE AIRPLANE. Only one small problem. The dues are $10 .00 per year not $5 .00 . Could you correct this please. I am sure that EAA gets requests about type clubs and it will cause a problem.

Best regards, George Wright Sutton Cold field West Midlands England

Sincerely , John Berendt, President Fairchild Club

The remains of Dr. Garber's propeller. VINTAGE AIRPLANE 7

VI~TA(3~ LIT~I2ATUI2~

by Uenni§ Vark§ ~

Li bl""a 0'/~I""chive§ Uil""ed()1""

Funk Aircraft and Ford Engines Auto engines, being cheap and plentiful compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use . Further more, the successful use of such engines in homebuih aircraft in the 1930s, such as the use of the Ford Model A engine in the Pietenpol Air Camper, provided an added impetus to those trying to cut the cost of aircraft production during the Depression. No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MAN UAL. Pietenpol remarked in the introduc tion that interest in the conversion of the Ford Model A to the Air Camper was "mighty hot." His overview of the Ford was as follows: "The Ford motor makes an ideal power plant. It is rugged and very reliable . It is comparatively low speed, and can be ser viced anywhere the ship may be forced down . And it is cheap enough to be easy to buy. The whole motor, brand new costs but little more than a hundred bucks, and when converted will develop a good 38-40 hp, which is enough to fly two people in

8 JANUARY 1990

the Air Camper monoplane ." Pietenpol turned the engine back to front , installed a new intake manifold, added pressure oiling , magneto ignition and produced a successful engine for the homebuilder. One that he said was, "capa ble of carrying you and your crate thousands of miles. " In 1932 a commercially-made conver sion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol. This was to evolve into the Wiley Post biplane that was type certificated in 1935 . The "$700 Airplane" program conceived by Assistant Secretary of Commerce, Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car. Most of the entries in the program were automobile engine powered. Ole Fahlin buh one with a Plymouth Six , Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his' Arrowbile. The largest producer of certified con verted auto engine powered aircraft was the

Akron Aircraft Company. This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk. First developed in 1934, the plane developed in terest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin . The Civil Aero nautics Administration bought one for evaluation . This aircraft, known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Ford based engine were constructed in 1939 and 1940. In late 1940 the Funk Brothers switched to the new geared 75-hp Lycom ing engine. The Funk version of the Ford Model B engine involved a lot of development. This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita . In light of continued attempts to adapt auto motors to aviation, the paper called "Experiments With Converted Au tomobile Engines For Light Aircraft Power Plants" provides an interesting insight into such a process. The original aircraft that the Funk

brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp . In his paper, Joseph Funk reported that the powerplant did not give satisfactory relia bility. A check by Funk revealed that the only available aircraft engines in produc tion were the 40-hp Continental and the LeBlond 70. He felt that the Continental did not have sufficient power and the Le Blond was too costly at $ 1,000. He reported , " We therefore elected to investigate the que stion of automotive con version," futher , " We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A, four cylinder engine in several types of very light aircraft." They were also impressed by the ap parently high output which race car experimenters were able to derive from the engine. Thus they decided to begi n experi ments with the Ford engine. " As rated by the Ford Motor Company, it produced approxi mately 40 horsepower at 2 ,200 rpm., and since the engine weighed approximately 350 pounds , not including coolant and radiator, it was obvious that to obtain really satisfactory performance , it would be nec essary to make certain altera tions which would both in crease the power and decrease the weight, if possible." Aerodynamics was also a consideration: "I might point out at this time that another factor in the altera tion of this engine was the firm resolution on our part not to sacrifice any possible aero dynamic efficiencies or general arrangement features which would be detrimental to visibil ity or require any other un reasonable compromises in the structure of the aircraft." The weight problem was ap proached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers . Aluminum was also used for valve covers, crankcase, coolant pump and end housing . However , every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts. The final weight of the powerplant including the radiator and coolant was nearly 300 pounds . The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and relia bility objectives. The induction system was the area they explored and they ended up

using the value assemb ly from the Plymouth P. B. engine. They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but beca use they were defective . Thus Funk had to produce its own aluminum cylinder heads. The fli ght tests showed that the perfor mance of the aircraft with the modified Ford was quite desi rable. As th e author re ported : "In fact, at thi s date, June 1936 , there was nothing available from commercial light personal airc raft production which

Ole Fahlin's Plymouth engine conversion.

AKRON The Funk Ford.

even approached the performance charac teristics of this aircraft. Our engine pro duced 63 hp at 2,134 rpm. , weighed 305 pounds. "The inverted feature of the engine, to gether with what was at that time a very novel completel y tunne lled radiator instal lation with manu ally controlled cooling flap, gave the aircraft a degree of cleanness which was at that time practically unknown to the li ght plane industry." An engine was sent to the CAA for type certificate endurance runs but as soon as test began , crankshaft failures became so

prevalent as to di scourage the government from further testing. It was at thi s point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank. The inducti o n system and accessories remained the same. The next problem was piston failure which forced the abandonment of produc tion automotive pi stons and required them to acquire a mold and make their own pi s tons. This was a discouraging setback in their cost objectives. However, the engine was certified by the government. Unfortu nately the experimental and approval work had req u ired three years so that by the time the engine was cer tified, all of the automotive parts which they used were no longer current and they had to locate sources other than Ford. This they were able to do and approximately 100 units were produced and sold. The ulti mate cost of the engine was ap proximately $400. Of course like all new things there were problems. To quote Mr. Funk: "And like all new engine de velopments, the service dif ficulties were legion! I believe more so than most other engine developments . Occasionally a customer would fail to get all the way home on the initial de livery flight without major en gine failure." He concluded his paper with a list of the most noticeable di s advantages of the engine . The first was the ex.tremely heavy weight due to automotive de sign and liquid cooling feature . Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the pri mary justification for the en gine in the first place. Third, they failed completely to convince both salespeople and customers that low-price automotive replacements could NOT be used in the en gine. He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls. There was further development of the en gine and an 80-hp version was produced using a higher compression ratio and dual ignition. Several units were built , but by this time the large producers of small air craft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes .•

VINTAGE AIRPLANE 9

MEMBERS~

PROJECfS

Andrew King (EM 275985, NC 10739) of Valley Cottage, New York sent in the photo of this nearly finished Pietenpol, which has been the "object of his affection" for some lime. Besides spending many hours at Cole Palen's Old Rhine beck Aerodrome each summer, An drew still finds lime for the Pietenpol project. He hopes to have it at Osh kosh '90.

Additional work by Andrew King is shown in this photo of Mike Hart's (EM 157528, NC 6364) big New Standard 0-25. Be tween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces. Since the photo was taken, the wings have been covered. (It must take quite a few yards of cloth to cover those huge wing surfaces!)

Notice the very nice woodwork in the upper wing panel (lett) of the New Stan dard. The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo. 10 JANUARY 1990

by Norm Petersen

Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178, NC 14) and his crew. It's a 1936 WACO YKS-6, NC16249, SIN 4466, powered with a 245-hp "Shaky Jake" spinning a Hamilton Standard propeller. The total restoration is finished in white with two-tone blue trim. Complete with wheelpants, the YKS-6 is one of 14 remaining on the U.S. register from an original production run of 65 airplanes. Note the outside baggage door just aft of the lower wing.

VINTAGE AIRPLANE 11

MEMBERS~

PROJECfS

Dear Mark: N32455 was built on January 16, 1941 with serial #588, and was pretty close to being the last Airmaster produced as the serial numbers went to 591. This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes, all Airmasters in fact Spinach, this one of course being his third). The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola, Florida for four years. I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark. Late last month though I had a slight problem with her: A friend of mine and I were on our way to Snohomish, WA about 55 miles north of here, when the Warner on her seized up at about 2,000 feet agl im足 mediately after swallowing a valve in the number-four cylinder. We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane. After the Highway Patrol, FAA IV. crews, etc. had their say, we towed the airplane, fully intact to Harvey Field, using the highway and a couple of corn fields to get there. I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter. A zero足 timed Warner will be installed and the Aeromatic Propeller with be overhauled as well. The project should take from one and a half to two years; I'll be sure to send you a photo of the finished product. Although the airplane is in good shape, except for the engine, the covering is about 20 years old and its time to take a look inside for any wood damage, and I'd like to restore it back to original Cessna colors (I think I'll pass on Spinach green). Eric Sorenson

12 JANUARY 1990

Cruising over the beautiful country of the state of Washington is Cessna Airmaster, C-165, N32455, SN 588, owned by Eric Sorenson of Buckley, WA One of the last Airmasters built, N32455 was delivered to actor Bob Cummings in 1941 and named "Spinach III". After bouncing around the Northwest, Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time!) Just a month ago, the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport, Eric made a forced landing on a highway without damage. The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller. Eric plans on an original Cessna paint scheme rather than "Spinach" green!

Eric Sorenson stands in front of his favorite airplane, a Cessna C-165. A DC-8 Captain for Hawaiian Airlines by trade, Eric enjoy.s the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isn't a Cessna 195! We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme. VINTAGE AIRPLANE 13

INTERESTING'

JACK COMPERE

from material submitted by Buddy Joffrion 14 JANUARY 1990

Jack Compere flies an Ercoupe. So do lots of other people who enjoy the classic little twin-tail sportplane. Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs. The two-control Ercoupe is perfect for someone in Jack's cir cumstance, but after hearing his story, you get the feeling that he could fly, drive, ride or otherwise master any thing else you threw at him. Houston in the 1930s was not an affluent area . Jack built his character by selling magazines, cutting lawns and walking a paper route at 4:30 am - 2:30 on Sundays . The strapping youngster played football and basket ball at San Jacinto High School and his coach, Jesse Madden got Jack and three other players summer jobs dig ging post holes in the stifling Gulf Texas heat for 45 cents an hour - un told riches during the lingering Depres sIOn .

It was later that year that he con tracted polio, leading to a year-and-a half hospital stay . He emerged with braces and crutches and took up his studies again - as well as respon sibilities as the equipment manager on the football team. He also re-Iearned to drive a car with his handicapped legs . In early 1940, an operation allowed the removal of one of his braces and Jack was walking with the aid of a sim ple cane. Two years of college later, Jack took a summer job as a horse wrangler and broke his left knee. Un able to return to school, he began work in a defense plant where he met and married his wife, Marie. In 1955, the family moved to California and in 1974, Jack formed his own company associated with the electronics indus try. Two years before, in 1972, Jack took up sports car racing and joined the Sports Car Club of America, racing

against such notables as Steve McQueen and Dan Blocker - "Hoss" on the TV series, "Bonanza." In 1985 Jack sold his business and took up flying. He bought his 1946 Er coupe and hired an instructor. Late in 1986, he was preparing for his check ride when he was stricken with a heart attack and underwent triple-bypass surgery. Within a year, he had passed the treadmill exam, re-acquired his medical certificate and passed his checkride. He now flies his Ercoupe, "anywhere he cares to go." Jack's is typical of the character traits often found among sport pilots . His story is special, given the easily recognizable hurdles he had to over come. But the qualities he exemplifies are those that are not uncommon among all pilots. Especially those de dicated to the preservation and flying of antiques and classics. Hats off to Jack Compere, the man they couldn't keep down . •

VINTAGE AIRPLANE 15

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FROM PAUL'S SCRAPBOOK

Danny Phelps with Bucker Jungmeister. The airplane is now in the National Air and Space Museum.

Wally SpoHs with a 90-hp in足 verted Cirrus Great Lakes. Note the spiffy whitewall tires.

DooIiHle and the Laird "Super Solution" probably at the P&W facility in Hart足 ford, Connecticut.

VINTAGE AIRPLANE 17

VINTAGE

Dateline - Mather Field , California 1943 The above photo was taken with an early box camera by Lee Bolton of Racine, Wisconsin . It would appear that this was an instrument familiariza tion flight. The instructor is flying the approach. Manifold pressure is 17 inches , rpm 1,750. The student's sleeves are rolled up and he's ready to take over. The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones. The instructor is wearing glasses, obviously too old to be a "real" pilot for the military . Backpack parachutes are slung over the pilots' chairs. These photos were prohibited as the T-50 Bamboo Bom bers were classified equipment in those days . Lee was sitting in the back seat waiting his tum at the wheel. Now , 46 years later, Lee is in the process of checking out in the Cessna T-50 once again . He has been flying with me in the "Bimbo Bomber," N 30L. During World War II and for many years afterward the blue/amber system was used for instrument flight training. 18 JANUARY 1990

by Dick Hill It was phased out with the advent of "welders'" masks and the use of flight simulators. The blue/amber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit. For instrument prac tice in single-place fighter planes, the pilot would put the amber Plexiglas in place, make his take-off and at the pre determined ceiling, don the goggles. A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight. For many years during the formulat ing of instrument training the canvas hood was used. Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bam boo Bomber in the photo . You can see the button-snap on each side of the stu dent's head. One is visible on the win dow post and one on the top of the glareshield at the " NO" of the "NO SMOKING" sign. The canvas hood snapped to these

IF R

and several other points to obscure the vision of the student. It also obscured the vision of the instructor and in creased the accident potential. This is where the blue/amber became a more practical system because it did not re strict the instructor's vision out of the cockpit. Another system that was used in larger planes consisted of a frame that was built to fit the windshield with "venetian blinds" placed vertically. The instructor pilot in the right seat could look through the blinds with al most no restriction . Then came the full flight simulator to replace the risky in strument training flights . At right, we see how far instrument flying aT-50 has come in half a cen tury. Jim Kramer of Boynton Beach , Florida brought his customized T -50 to EAA Oshkosh '89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Osh kosh in memory . Jim's panel reflects all the ammenities of the modem IFR pilot including HSI, DME, loran , in tercom and weather radar. How times have changed! •

20 JANUARY 1990

VINTAGE AIRPLANE 21

The Culver's interior is simple. Main wheelwells are visible below the pilot's and passenger's knees, and a panel of Plexiglas allows visible examination of the gear position.

Brakes on the left only. The red wheel in the middle is for gear operation. The prop control at the top of the panel operated a Beech-Roby vari able pitch unit - since replaced with a fixed-pitch Sensenich.

22 JANUARY 1990

226 is rabidly active and its members have about 15 airplanes among them . Steve has logged time in such diverse aircraft as a PT-19, a Sonerai, a Pitts, an Ercoupe , a Stinson, and a lot of hours in his own Cessna 170 before he got the Culver bug. In 1988, Steve be came president of Chapter 226 and serves in that capacity today. The Culver Cadet caught Steve's at tention when he was looking for an airplane to replace his Cessna 170. He liked the Cessna, but found that he sel dom used its hauling capabilities and was looking for something more effi cient. When you look up "efficient" in an aviation dictionary, you find a pic ture of Al Mooney next to the word. Mooney was a natural designer . As an eighteen-year-old in Denver, he looked at the Alexander Eaglerock 106 and knew he could make it better. The result was No . 107 - the long-wing Eaglerock that performed notably bet ter than its predecessor in Colorado's

Steve's Culver is powered with a Continental A-75 as was the original.

rarified air. The most noticable feature of the Mooney Eaglerock was its lower wing's greater span, caused by equal sized upper and lower wing panels and the lack of an upper center section. The OX-5 powered airplane was one of Mooney ' s few biplane designs . From there on, a succession of ever-slip perier monoplanes flowed from his de signer's pencil. Notable among them was the Ale xander Bullet which first flew on Jan uary I I, 1929. It was a low-wing, three-place cabin design with a radial The Bullet epitomized engine. Mooney's efforts to develop a sleek airplane that got the most out of its available horsepower. With its eliptical wings and retractable gear, the Bullet claimed a top speed of 148 mph on 165 hp . Like most airplane designers, Mooney moved from company to com pany. While working for Clare Bunch at Monocoupe in St. Louis, he de-

The gear is simple, with semi-circle leaf springs and mechanical brakes.

VINTAGE AIRPLANE 23

signed a nifty two-place called the Monosport . It was powered with a series of radial engines and had Mooney's characteristic eliptical wing . Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe. Culver had interests in several . areas, including speedboats built by the Dart manufacturing com pany. His airplanes, variations on the Monosport theme, also became known as Darts. By now they had enclosed Plexiglas canopies and were quite ad vanced for a 1938 sportplane . Mooney 's next move was to further refine the Dart with manually retracta ble gear, clamshell doors and one of the "new" horizontally-opposed, fourcylinder engines, in this case a 75-hp Continental A-75. Foster Lane , the fixed base operator who leased space to Culver in Col umbus reports that Mooney 's office was on the upper level of Hangar One and he would see the light burning late into the night as Mooney worked on the newer , lighter version of the Dart . Mooney numbered all his designs with his " M-" designation. The Eagle rock biplane was the M-I, the Bullet was the M-4 and so on . The new de sign was the M-12 and it first flew on December 3, 1939 with Foster Lane at the controls. Mooney had been out to develop a $2,000 cruiser that would carry two people and a suitcase apiece at two miles a minute. Fuel bum was about four gph . Like all Mooney's airplanes, the M 12 was a wood airplane . At a time when the industry, led by Don Lus combe's Silvaire, was switching to all metal construction, the little wooden airplane represented the fullest poten tial of the medium. It was smooth, strong and light. Efficient. Actually , the M-12 wasn't all wood. It had a steel truss in the wing center section, and the trademark clamshell doors were aluminum. Built one by one, the doors are not really interchangeable from one airplane to the next without much reworking . Timing is everything, and the arrival of the M-12 in 1940 had everything to

do with the airplane's future . A rapidly re-arming military saw the need for a light , inexpensive drone target to train anti-aircraft gunners for both the Army and Navy. Radio control had advanced to the point of practicality . The little drone , the military thought, could be controlled from a UC-78 mother ship and the gunners could blaze away at a " live" target. The factory at Columbus was innun dated with orders for civilian M-12s and a move to larger quarters was al ready in the works when Col. George Holloman from Wright Field first broached the topic of converting Cul vers to drones. About 45 airplanes were built in Columbus and they were

guns being used in training were radar aimed and the non-reflective wood didn ' t return a sufficient target for the radar. The stealth drones were given a coat of aluminum paint , the better to be seen by the gunners' radar. The only difference between the PQ-8 drone and the civilian Cadet was the tricycle land ing gear on the drone. Later , Mooney redesigned the PQ-8 with a larger engine and a longer , nar rower wing with a high aspect ratio . An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Vir ginia. This long-wing drone was the harbinger of ultra-efficient Mooneys to come - the M-18 "Mite" and the M 20 - later to be come the 20 I , 23 I , 232 etc . Who knows what would have happened if the million dollars of civilian orders for Cadets had been filled instead of shifting to military production. Steve has owned two Cadets. His first was a Wichita built machine that he bought at a Taylorcraft fly-in. That airplane convinced him that he wanted a mint Cadet to restore to near-original condition . Hi s current airplane, NC 29264 was built in 1940 in Columbus, before the company moved to Wichita . The wartime logs are missing, but evi dence indicates it was based in Arkan sas. The trail picks up in Ohio during the 1950s. Bob Minimum bought the Cadet in 1960 or '61 but didn't fly it. He owned it until the early 1970s. James Zachary of Muncie , Indiana bought the airplane from Minimum and began his restoration project. He performed most of the wood work on the Cadet and covered it with cotton fabric. Zachary only flew the airplane about 30 hours after finishing the resto ration in 1977 and it sat In an open hangar after that. It was 10 years later, in October 1987 that Steve and his partner , Jim Wright, also of Chapter 226, bought NC 29264 and began their rebuild. The airplane flew again in September 1988 . Steve says that he did all the work that is visible. Zachary had reskinned the fuselage and wingtips so the only

"THE ARRIVAL OF

THE M-12 IN

1940 HAD EVERYTHING

TO DO WITH ITS

FUTURE."

24 JANUARY 1990

still called Darts . Jim Givens' airplane is serial number 133 , or the 33rd built, technically making it a Dart rather than a Cadet, as the airplane was known after the move to Wichita. What followed was both a success story and a tragedy, depending on how you feel about the airplane. Supplying the military with cannon fodder made the Culver Aircraft Co. lots of money, but production of the Cadet for civilian flying came to a virtual halt. There were some magic moments when mil itary service pilots would depart the airport in Wichita . The drones were temporarily configured for piloted op eration for delivery purposes and the pilots would leave in groups of four or eight. The little "mini-fighters" would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line ab reast formation to fly the aircraft south to EI Paso and eventual destruction . The "non-strategic" wood construc tion of the drones - one of the reasons for choosing them for the project was also one of the problems in the early days. Some of the anti-aircraft

structural restoration needed was where the wing ' s trailing edges had bowed somewhat from the shrinking fabric. The cotton itself was bad and the airplane needed to be recovered. Steve repainted the Cadet working from some original factory black-and white photographs from Charlie Har ris. In the photos, early M-12s had their rudders painted the same color as the fuselage, unlike later Cadets whose rudders were cream colored, as were the wings. The exact shade of maroon came from the fuel tank . When Steve stripped it of its black, brushed-on paint, he found fresh maroon under neath and matched it exactly for the exterior fusleage color. Steve says that lim did all the work that doesn't show . The Conti nental A-75 was in sad shape when the pair bought the air plane . The crank shaft was out of service limits, the cam lobes were worn, three cylin ders were bad and it had a bent rod. The mags had also deteriorated to out of-service condi tion. lim dug in and overhauled the engine. He also re furbished the land ing gear, fitted the new windshield and hand-tooled a new doorknob when no original one could be found. The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced. They used it as a pattern and burled the veneer themselves. The upholstery in the airplane was original so they were able to match the color of the seats . The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly . All the original instruments were over hauled but the tach quit after 10 hours and had to be replaced. The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was re placed with a fixed pitch Sensenich wooden prop. Cadets were also avail able from the factory with Freedman Burnham ground adjustable props. The Hayes brakes were overhauled. The original design used master cylin

ders from a '39 Dodge and overhaul kits are readily available. The tail wheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet. The airplane has no electrical system. Steve has flown the airplane about 65 hours since its restoration, mostly to local fly-ins such as Murfee in Mar ion, Ohio where it won Grand Cham pion Antique honors . He flew to Osh kosh with his son for EAA Oshkosh '89 where the Cadet won the award for Outstanding Closed Cockpit Mono plane from the Contemporary Age. lim Wright has built several airplanes in cluding a lunior Ace and a Hatz Bi plane. He flew the Hatz to EAA Osh-

Jim Wright (lett) and Steve Givens.

kosh '89. He is a millwright by profes sion, and Steve refers to him as the "character" behind the project. lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads, "I didn't come all this way to be criticized." He finds the rewards of a job well-done to be sufficient gratifica tion. The Culver Cadet got a reputation as a hot number when it first arrived on the scene. With retractable gear and a cruise speed of 120 mph, it was a giant step away from the strutted, draggy sportplanes everyone was used to. Actually, it's not a difficult airplane to fly or land if proper technique is used. It's the same story with so many other airplanes. The difficulties are exaggerated, but often, they are simply differences rather than difficulties . For instance, the Culver requires practice at raising and lowering the gear with

the handle and lock arrangement be tween the seats . It does require steady ing the stick with the pilot's knees for a moment, but after two or three cy cles, the technique becomes second na ture for Culver pilots . Early pilot re ports indicate that ice and snow could play havoc with the gear extension se quence . The prototype had gear-leg doors whidh were later dropped from the production models. One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible. Dam age was usually minimal. Foster Lane mentions that the lead ing edge wing slots on the Cadet are al most accidental. Ac cording to Lane who was there Mooney was tinker ing with the wing and cut the slots as an experiment a few days before the CAA inspectors ar rived to certify the airplane. The cer tification therefore included the slots by default. Opinions differ on whether the slots actually improve stall char acteristics. Most agree, however, that stall speed remains the same with the slots taped over, although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons. The little airplane sure is efficient. With the fixed-pitch Sensenich prop, Steve gets about 118 mph at 75 percent power. Rate of climb is between 500 and 600 fpm. Range is adequate for YFR travel around the local area, al lowing trips to most of the local fly ins that Steve wants to get to. The smallish cabin is comfortable for Steve and his older son and the baggage com partment carries anything they need for their odysseys throughout the Indiana area. Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA . Steve had his indoc trination to aviation the EAA way, and EAA members get to enjoy a super sharp restoration of a historical airplane. It's nice when we all win . • VINTAGE AIRPLANE 25

A CANDID INTERVIEW

WITH ...

PAUL H.

POBEREZNY W hen anyone thinks of the homebuilt movement, they think of Paul Poberezny. The founder and Chairman of the Board of EAA has had his thumb in a number of pies, however, and he turned up a plumb when he recognized the potential for an Antique Division in 1970. Later, the division was ! ~ expanded to include the ~ Classic Category as well. u Over the years, the Antique/ 26 JANUARY 1990

Classic Division has assumed a prime always enjoyed flying the old-timers. job to sort out all that history . role in the perpetuation of sport avia Now that our Pheasant is completed, I tion in this country. PHP: It'll take the rest of my lifetime flew that a little bit this summer but I On a cold and windy day last to do it. didn't have the time and after my back November, I caught up with Paul in surgery I wasn ' t in the best physical his new offices adjacent to the Kermit V A: You have 379 different aircraft condition to fly it. But it made me feel like a kid. The other people who flew Weeks Flight Research Center. Later, types represented in your logbook. Can you name some of the antique and we adjourned to his new Presidential the airplane were Gene Chase and Library to examine some of his Colin Soucy - of course, Gene has classic aircraft that stand out in your memorabilia by the fireplace . We mind. flown airplanes without brakes, and talked about flying OX-5-powered with tailskids so it was a little refresher PHP: Well, I'd start out with all mod airplanes, his favorite antiques and for him but Colin Soucy caught on els of the Cub; the E2 to the 12, the classics, Pioneer Airport, the growth quite rapidly, being the natural pilot in exportation of our classic airplanes Bs. I got into the OX-5s. At different that he is . It kind of re and the role of the Antique/Classic Di- r--------------------------------, minds me of a lost vision. Paul ex art, Today, pilot's are pretty dam for pressed his opin ions and concerns tunate having brakes, candidly. Among tri-gears, steerable tailwheels and all his most profound that where in the concerns is EAA's older days you niche in aviation didn't have that. history and how it On a cold day like will all be remem today, if you asked bered. Mark a pilot of an OX-5 Phelps powered aircraft, "What would be PHP: ... I've got one of your first boxes of material concerns before you from Hales Comers even start the en that would take a gine"? he'd say, tremendous amount "Oh, I'd better find of time just to go some cardboard to through . When we cover the radiator moved from Hales Corl Schuppel to ensure that water Comers, my sectemperature was retary , Millie spent up." Think of that. three months going through all the cor And then he'd look around and respondence, keep ask himself how he ing the important was going to get to things and working the end of the run with me on that. way. Or should he The newspaper take off from right clippings I've here into the wind, got hundreds and which we did when it was too windy hundreds of those . times I owned four Waco lOs with OX on the taxiway, unless we had some Earlier this year when I was in my 5s . I've flown the short-nosed Amer body out there'd grab a wingtip to tum wheelchair, Lisa Chapman worked ican Eagle, the long nose American into the wind. And then our airports, with me and got a lot of our records Eagle with OXs. I've flown the Eag straightened out. Before that, my too, were fields and grass where you lerock with a Kinner. daughter, Bonnie spent the summer of could always land into the wind. Today Going back to the Curtiss Robin, you've got runways which makes it '88 - spent about two and a half with both the Lycoming Challenger difficult. months out there going through our and OX-5 engines; the Tank engines basic records - '53 all the way up . which we have here . The Ford V A: What memorabilia do you have Got a lot of those all by year in files . Trimotor, Taperwing Waco with the I've got thousands of pictures that are from these early airplanes that you still 300 Wright; Travel Airs, OX-5 Travel in files but really need to be re treasure? Airs; 1000, 2000 , 4000E, 4000 . . . catalogued and put in the books with identification plus a lot of them that PHP: Part of the original propeller VA: You could probably go on with from my American Eagle that's are just in boxes. this all day long . mounted in my home. I should have kept the whole airplane but when I PHP: Yeah, all the old airplanes . I've VA: So it's going to be a monumental

"I should have kept the whole airplane ... but I did keep the prop."

VINTAGE AIRPLANE 27

PHP: That'd be 1943. I had 19 forced landings on the way down from both carburetor ice, which they were known for at that time, plus a water pump leaking . I'd lose my water and the engine'd get hot and I'd have to land . I met a lot of farmers. And then I went down to Streetor, Illinois . I landed on the side of a hill - it was March and the fields were soft V A: Would you say that was the most and the airplane rolled back . If you significant thing ? It' s the first thing didn ' t hold the stick back , it would that came to your mind. dig in and bust the elevators, so you had to hold the stick back if she PHP: Yes, the most significant thing . It's started to slide got a little knick in backwards - and the proprromwhen all these little tech I let Slim Schobert niques . fly it once. He It carried a lot of owned an American water and I re Eaglet and I'd fly member down in my Waco, or my Arkansas I landed Eagle at the time. in a cotton field Slim taxied my and the fella there Eagle out in a gave me water out crosswind and - if of a rainbarrel. I re he would have kept member taking my the power on, handkerchief and (mimics stick and straining it to filter throttle motions with mosquitos and other his hands) full rudder stuff that was in the and the elevators up, he could have water barrel, and go have just missed it. ing up there and put But he caught the ting it in the radiator. The OX-5 was a right wing on one real good engine. of the airport boun Usually when they dary markers and quit a rocker just took a piece arm broke or some out of the prop. thing - the other The other thing cylinders would tum that I have is the enough rpm to control stick out of keep you going. A the first powered good OX-5 turned airplane that I soloed 1,400 to 1,420 rpm - a 1935 Porterat 90 horse and you field with a 70-hp leBlond. I have the '-------------------------------------------------------------' cruised at about 1,300 - 1,175 and she'd just knock long nose. It hasn't flown since World control stick out of that and the vertical fin. The airplane was in a crash and around there. Where do you get an War II . It's uncovered and hanging up airplane today that bums six gallons an one of my partners was killed in it. in a hangar. hour or so, carries three people, cruises The stick is bent. I've got a piece of at 80 and gets out of a pickle patch ? wing rib and I've got the newspaper VA: Are there any other stories you clipping from when it crashed. I was But I ferried a couple of those down can think of associated with any of going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed weekends down there . One advantage all the cars along the road and I saw airplanes? we had was we could get fuel. Every him laying there. The engine had body else got an " A" stamp and a "B" started running bad and he tried to get PHP: Well, I bought a couple of OXstamp, which limited the amount of around the pattern and just stalled as 5s and I ferried them while I was teach gallons. I've got a picture of Pappy he turned base leg at about 100 feet, ing primary at Helena, Montana. Took Hughes, Jack Wismar - he was one and she just went in. off one March day with one of 'em for of the instructors - and me . Pappy Arkansas between classes . . . had this 55-gallon barrel in back of this V A: That's a shame. Ford pick-up. We ' d carry anybody for VA: About what year would that have a ride for 50 cents or whatever. This been? PHP: Yeah. I'm trying to convince went to World War II, I kind of walked away from it and never knew what hap pened to it, but I did keep the prop. It was in my mom's home for years and years and then when I moved up here, I got it from her and it's mounted downstairs along with a lot of other memorabilia.

Audrey to give me a two-year's Christ mas present - or three, or whatever it takes. Buck Hilbert has a Porterfield just like the one I had. If I can locate him a lower case for a Hisso, we can make a deal. I would like to fly it just a little, keep it a while and give it to the EAA Air Adventure Museum as part of my history. There's also an American Eagle with a Kinner out in Gunnison, Col orado that a fella out there would sell to me, but he's asking a little bit too much for it. I'd convert it to an OX

r----------------------------------------------------------,

"I remember taking my handkerchief to filter mos quitos and other stuff."

28 JANUARY 1990

was down in Arkansas. Those were the good old days.

VA: Do you have a favorite antique airplane? PUP: Yeah , the American Eagle was

PUP: I have about 1,700 hours in the L-17 which is a Navion - to me it felt just like walking! That was an airplane that I demonstrated for the Army , short field takeoffs and land ings. The Navion wasn't as fast as a Bonanza , but for getting off and carrying a load and landing short, it was tremendous . I remember I made over 200 barrel rolls continuou sly, circling Hales Corners airport at about 500 feet just for demonstration. I tell you, when I got down , boy, I was pretty woozy!

it from him . Audrey didn't know it for - oh, probably, six months . She went to a ladies ' function over at Mark 's house - they only lived about a block away from me in Hales Corners - and his wife asked, " How do you like the Cessna"? That spilled the beans . Up until then Audrey thought I'd just been borrowing the airplane.

my favorite , I guess , because it was the first airplane I owned . I came from a real poor family. I taught myself to fly the glider and made some 2,800 VA: Do you see the criteriafor antique flights, with it towed behind the car. and classic aircraft expanding in the And my dad went to the bank and bor forseeable future ? rowed $250.00 (which I didn ' t know at the time) - and , PUP: think we heck , he was onl y r--;:::::::::::::::::::::::::::;~=-=:::::::::::::;:::;--l can see some ex making probably pansion of the 40 bucks a week classic category na .. . I don ' t even tionwide, but park know, less than ing at the Conven that , really . But tion is a problem . he borrowed the The reason I'm money and I bought holding 1955 at the Eagle from Oshkosh is logis Dale Crites. Dale tics. We need checked me out in enough people and the airplane and I space to handle the had a field over airplanes properly . near the house I I give credit to the flew out of quite a wonderful people bit. Patty Ott's who do it. I also field . He was an feel the airplanes old bachelor auc should be show tioneer and had a quality , not just a couple of horses place for a transient there . For me to who finds it more convenient to park leave my airplane on his field there in the Antique Classic area than in about seven blocks from the house the North 40. Until I'd bring some of they can figure that my mom's pickles aspect out on it , to or sometimes a give credit to those bucket of coal from who have put qual our coal pile . ity maintenance and care into their '---------------------------------------------------------' airplanes, I would V A: That' s how like to hold the limits to just what we you paid your tie-downs, eh? VA: That' Il do it. have and try to ensure that what we dis PUP: Well , and to use his field . I had PUP: But I flew that and I really en play in those categories are show quality. to put a wider tailskid on because he joyed that airplane. It 's a fine short said my tail skid was churning up his field airplane and one that is very VA: How about Pioneer Airport? alfalfa. But Slim and I and Bud Perry, What do you see in the future for docile. I enjoyed it. who later got killed flying a P-38 in As far as some of the others - r had Pioneer Airport? Africa, we'd go out near Burlington a Cessna 195 which I really enjoyed; and Waterford and circle around, gun it' s a pilot's airplane, especially in a PUP: At the present time I don't see our engines and land and people would crosswind or choppy weather or wind much there other than static display come out and we'd take 'em for a ride condition that challenges you on land and occasional flying . It hasn't worked for whatever they had . I had a solo ing . It's very comfortable . In fact, of out like I would like because we just license. It wasn' t legal. all the airplanes that we had , Audrey don't have a cadre of pilots who can thought it was the most comfortable fly the airplanes regularly . We can't VA: Getting into classics, do you have sitting in the back . I bought it from take the risk of losing some of these a favorite one of those that you could John Mark . He groundlooped it once valuable airplanes, and right now talk about? we're also limited a bit. In summer, and it was enough for him, so I bought

"Audrey thought I'd just

been borrowing the

airplane. "

VINTAGE AIRPLANE 29

unfortunately, our winds are out of the done right. There's only so much time. or classic aircraft? southwest and some of the days we're So, as far as the Antique Division, I limited by crosswinds. Our runway is called a group together that I thought PUP: Well, I had proposed to the FAA long enough; it's about 2400 feet with to grant the individual who completely would form it, and we held the meeting good approaches . restored an antique airplane under the at Hales Comers . I'd have to look at But to find somebody who's qual supervision of an A&P or AI, the same my diary, back to 1970 when it started. ified to fly some of these airplanes con type of repairman certificate that you I proposed that we form a division, but sistently - not just once a year - isn't have for a homebuilt. It would be valid we'd just appoint officers rather than easy . Of course, the money to license have elections - and no dues . EAA for that particular airplane, and only the airplanes is a factor, too . Heck that airplane, as long as he or she would issue membership cards and we the Ford Trimotor flew just one time would keep a list of everything The owned it. Most of the restorations that this year. The amount of work put into come here are done by individuals main reason for it would be to work at licensing it wasn't really worth the ef without an A&P. And so I sent it to the Convention and take care of those fort. I hope that maybe this summer I people who had antique and classic FAA and we had good support . can personally spend At that time, we more time over , . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - , were shot down. there . I'd like to Here it comes up see something like again . Mechanics Cole Palen's opera say, "Well, we got tion in Rhinebeck, our A&P the hard New York but I'd way; you've got to get yours the hard rather not take a way." I've seen chance on sacrific ing the airplanes this in other areas when you don't of aviation. The have somebody who's Recreational Pilot's readily available . license is the same We have excel thing . "Gee, whiz! lent cooperation A guy can't learn from the control to fly a Cub with tower. We stay out going through clear of Wittman what I had to go Field's runways and through to get my we have our own license," and that's patterns. The tower ridiculous! And here people enjoy it and it is, it's coming up they get credit for again with the Pri all the aircraft mary Category. I movements. So we feel that, though I haven't had a prob got a lot of support, we didn't get enough lem there. In fact, I give a good plug from the people for our FAA people themselves who could there and the Tower benefit by it. So Chief, Zonnie Fritsche, it's lain dormant. and the tower chiefs Maybe we can pur sue it again. It's before him . something that we should not give up. type airplanes. And, so everybody And if there were enough people who V A: How do you feel about the role of agreed . I think there were about 60 the Antique/Classic Division within wrote to us about it, who see the bene people at the meeting. EAA from the outset and on into the fits of it within the Antique/Classic Di Well , about a year went by and we future ? vision, we could pursue it further. found that nobody was joining because it was free. So we set up a five-dollar PUP: Well, I'm responsible for form dues. Then people responded and it's VA: There's been a lot of talk about ing the Division - I don't know if something I've learned . When it's the exportation of classic airplanes, you're aware of that. When EAA was free , it has no value. So we did that. primarly to England. We're getting formed , I was everything to it , from We've had some ups and downs just more and more mailfrom England with aircraft parking to on-stage entertain the same as the Warbirds and lAC but pictures of Luscombes, Cubs and ment. I found that if the organization overall, it's worked out well, and it's Champs. Do you have any comments was going to succeed, I'd better sur growing. on the fact that many of our classic round myself with people of a particu airplanes are disappearing overseas? lar interest who would do what I'd V A: What is the current status on the been doing . I couldn't continue trying petition to establish a repairman's cer PUP: Well, I'm sure glad to see some to be everything and seeing it not being tificate for the restorer of an antique body want 'em and take care of 'em.

"Overall, it's worked out well, and it's

growing."

30 JANUARY 1990

It's our own fault if we sell something away. But, on the other hand, if an owner decides to sell his airplane, he's got to get a fair price for it, wherever he sells it. Whether it's here or else where, it's certainly making the air planes more valuable . It's helping our enthusiasts over there who would never have the opportunity to fly airpbnes. And thankfully we've got the homebuilt movement to balance our loss .

because they don't make any more, but you can get them. And Classic Aircraft is building type-certified Wacos in Lansing, Michigan and, heck, a guy can still get a set of Fleet drawings . We have to really scrap for power plants, but there are still a lot of Con tinental 220s and Jacobs around for that type, full-size airplane. V A How do you feel about the cost of flying these days?

VA: How do you personally see the PHP The high cost of owning and relationship between

the homebuilt move

ment and the an

tiques and classics?

PHP: The antique airplane's always been my first love , but I guess that's because of the era I grew up in . It has so much nostalgia and that's why maybe I built airplanes like the Pober and the Super Ace. The Pober Junior Ace , which is much modified from the old Corben Junior Ace airplane could be made a cabin or the one I'm building is going to be open cockpit, side by side. It's roomier than those from the old days - but still has low wing-loading and nostalgia. And that's pretty important. This is why the homebuilt movement has been so important because you can make your own dream come true .

people can never recognize that and in the industry, they want to promote transportation because that seems to be legitimate . Recreation is legitimate too! It's the biggest business we've got in this country . Most people who fly the airlines fly for recreation, not busi ness . The airlines couldn't afford to run their business if it was only for business travellers. When I've got more invested in my airplane than the price of a ticket on the airline, I should have a little more privilege and consideration.

VA: You see the antiques and class ics fitting into that role in what way?

co~

"You're limited on how far you can fly by your pocketbook."

operating an airplane is an important factor in aviation today . The average guy who rents an airplane, who flies 30 or 50 hours a year - he's hemmed VA: What I hear from you is that we in by range of his pocketbook. The re need low-and-slow airplanes, air creational pilot, flying 100 miles from planes that are easy to fly and that can the airport maybe can ' t afford to fly use rural strips. The numbers of those even that far . At 100 mph, that's fi fty aircraft are decreasing with attrition bucks out, fifty bucks back - $100 on and the antiques and classics going a weekend or Saturday? People don't overseas, and you see a need to re understand that. You're limited on place those with more of that style of how far you can fly by your pocket homebuilts. book when you rent. And when you own, you can go out a little bit farther but, still, it costs you a lot of money . PHP: I agree with that completely . Dale Crites built one J-5- and one Con The average guy who buys an airplane, buys it for fun. A lot of tinental-powered, straight-wing Waco

Schuppel

PHP: Into recre ation? They're al ready in it. Why do people fly all the way from Califor nia, New York, Texas to come here to this one spot on Earth during the later part of July? It's recreation and fun. It also adds to the safety. Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly, you improve their skills. And we're the only organization that does that!

VA: What's impor tant to remember for the future of EM and the Antique! Classic Division? PHP: Well, I support all of aviation. I've been privileged to fly airplanes from gliders to jets, to transports, re fuelers, the whole works - I love it all. And it saddens me to see those in avi ation not supporting all of aviation . I support all of it - from airlines to mil itary flying, and I hope this organiza tion does that in the future. I know some of the meetings I've been attend ing - well, some people say we should specialize . You've got to support everyone - or you lose everyone's support. It's that simple . • VINTAGE AIRPLANE 31

PASS IT TO

--1]

An information exchange column with input from readers.

getting parts and having had their en gines overhauled . Fortunately , I know of a few people who are able to help these callers .

Parts-time Twice in the past month I've had calls from people who are rebuilding some real choice projects. One Fleet and one Consolidated PT-3. Again they are looking for data, prints and parts. Fleets aren ' t easy to find wing ribs for. The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear. There are a set of dies around some where; last I heard they were in California, but the waiting list is so long it's almost impossible to get any where on this one .

PT-3

by Buck Hilbert (EM 21, NC 5) P.O. Box 424 Union, IL 60180

Number please? Letters? Who writes letters any more? Now phone calls, that's the way to GO! As a matter of fact just after I started the first sentence of this col umn, I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as back ground for a line of men's shoes. That, folks, is the kind of stuff that's being passed to Buck. This past couple of weeks I've had calls from Michigan, Iowa, California (outside the earthquake area), Maine, Wisconsin and here in Illinois. Now these are only a few that I can recall right off the top of my head. The sub ject range is anything from engines to tailwheels. Seems writin' this column does attract people who have to talk to 32 JANUARY 1990

someone and they want answers NOW rather than waiting for the U. S . Mail. Please don't misunderstand. I enjoy getting these calls and I do enjoy being able to offer suggestions and advice. I DO try to help and I think it shows. I know that at times a fella just needs someone to talk to, and ifI fill the bi II, why, I'm more than willing . Kinner engines seem to be a real hot topic the last few days. The Fleet boys are running low on pieces and I guess some of my preaching about "there are NO 2,OOO-hour pre-war engines" is taking effect. Two of the calls were about that. The fact that they've reached the mark where they are think ing about the major overhaul. Where do you get parts? Well I can only suggest they get in touch with others who have had recent experience with

The Consolidated PT-3, now there is a real project. A Wright J-5 Whirlwind is rare enough, but to re build a partial fuselage, recreate the landing gear, cabane struts and in terplane struts is a real project. Our old friend Virginius Clark (Yep! the Air foil Man) designed the PT-l that the entire line of Consolidated Airplanes came from . Clark, one of the leading aeronautical engineers of that day, and head of the U. S. Ai r Service Research & Development Center at McCook Field, now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition. He was an artist, and although the overall effect just oozes simplicity, you wouldn't believe how complex the machine is beneath that fabric exterior. It uses World War I Jenny-type con struction but with three different sizes of steel tubing braces with numerous drag & anti-drag wires in each square of each bay. There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits. The front part is made of I 1/8" tubing, the cockpit area one inch, and the rear 31 4". They all plug together and are held with 3/16" bolts at l20-degree angles to one another. It looks so neat on paper that anyone could have thought of it! But that was the weak spot in the whole fuesleage and why there aren't any PT-3s around today, except in museums. The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons. After only about 12 years of use the entire inven

Virginius Clark's Consolidated PT-3.

tory was either donated to various avi ation schools around the country, or scrapped . The one the EAA Aviation Foundation has came from the base ment of the Arkansas State Teachers' College a number of years ago . The fuselage broke in half as the pilot aligh ted after delivering the airplane to the college. It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II. Boy, am I ramblin' on, but this airplane is one of my favorite projects . I'd really like to see it completed and flying as a tribute to Virginius Clark . Clark went on to both heights and depths in his career. He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company, building Vega look-alikes. He later went back to Fleet to build the F1eetstar, another Vega look-alike. (He had resigned from the u. S . Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed.) I don't think too many people are aware of all the contributions Clark made to avia-

tion design or how many people he trained and taught his construction methods to. But John Northrop was one of his students and he was one of the principles in the design and build ing of the giant Hughes Flying Boat. He was still associated with that project when he died . I only regret that I never had the chance to meet the man.

Pet project Another of my phone calls was from Birmingham, Alabama. Dick Simpson has finished up his E-2 Taylor Cub . His description of its flight characteris tics is that he feels like he is "beating the family pet" running that A-40 hard enough to keep the E-2 in the air. It's so humorous and yet truthful, that I've asked him to give us the full story on the restoration. He's promised it, SOON!.

Follow the Fleet Ralph Driscoll out in Iowa has his Fleet going. It was a struggle to get the K-5 parts he needed, but he made it! I'm invited out to fly it, and I'm gonna do it too! But after the weather gets back to normal. We've just had two days of SNOW here in northern Illinois and its only October 20. It was one

short Indian Summer, believe me! And there is no way I want to freeze these buns fl yin' a Fleet in 30-degree weath er. I've also heard from Bill Woodward up near Travis City, Michigan. He owns a straight-wing Great Lakes rep lica built by a fella name of Harmon, back in 1982 up in Brownsville, Maine. Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches. The re sult is a real neat looking homebuiit that is all Great Lakes except for the straight wing. I'd like to fly that one, too, when the weather permits . Mean while, I'll just stay warm and cozy here in front of the typewriter and the phone. Whoops! there it goes again. Anybody know what color the head liner is in a 1940 Aeronca Chief? George York! You take that one will you?

Winter doldrums One thing I like about winter, the flies all dies! That's the only real nice thing about winter. Quite frankly, the thought of getting the machine out of the hangar and going through the cold VINTAGE AIRPLANE 33

weather starting procedures is more than enough to tum me off. Now, VIN TAGE AIRPLANE Associate Editor, Norm Petersen, on the other hand , ac tually enjoys the challenge. He suits up in the appropriate gear, goes through all the motions and ski-flies around terrorizing the neighbors and having fun (?) . Not for me! I more or less hibernate and that's the way it is . More and more phone calls keep coming in, but some letters too. Got some comment on pullin' the prop through before starting from one of our seaplane pilots over in Michigan . He actually agreed with me. Must be from the old school . I wonder what he does in the wintertime?

Gopher broke What brought all this on was that a couple mornings ago, with the frost on the pumpkins, I went out to fly . I drag ged the old 182 out of the hangar after I'd pre-flighted it (I'm no fool! I pre flighted it inside the hangar even be fore I opened the door, out of the wind and cold, where I could do it in a lei surely manner.), cranked it up (yes , I did pull it through in the hangar) , and almost as soon as it began to run, pulled on the cabin heat and the defros ter. Where, oh, where is that WARM air? What the heck is that funny smell ? Are those com leaves coming out of the defroster? Darned if it ain ' t. What in the heck is goin ' on? I shut down and investigated . Back in the hangar, of course . Normally, when weather permits and I have something going in the hangar, the 182 sits on the tiedown line outside , its tail pointed toward the ad jacent cornfield . We had been working on the Mooney, the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so . Well, I guess the gophers must have thought they had a real good home , ready made, snug and warm 'cause they had literally stuffed the cabin heat air duct with com leaves. They were all nice and dry and crumbly and a real com bustible mess . When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the de froster. This is what I noticed when I pulled the cabin heat knob. This was the first time I' d asked for cabin heat this season . How long the debris was in that duct is anybody's guess , but we now had some work to do - purge the 34 JANUARY 1990

duct, the heater and the distribution system throughout the cabin . That was the biggest chore . Just making sure all was clean and in order. The point I'm trying to make is that when I uncowled the engine and went after the debris, I got to think in ' about the importance of checking the heat ex changer and the exhaust stacks the muffs get their heat from . What if I hadn't had enough debris come through that I'd noticed it? Would it have ignited? Was the integrity of the system compromised? Was carbon

"This inci dent carne pretty close to horne. Heck! It vvas horne!"

monoxide a consideration , as well as a fire threat? Regardless as to how the little ras cals (nice word for - varmints) had gotten in there, and I feel it was almost an impossibility, they created a prob lem that could exist in YOUR airplane as well as mine. I think with all the winter flyin' advice , the cabin heater should be on the list of things to check not only for proper operation , but bear ing in mind the potential threat of car bon monoxide poisoning and the po tential fire hazard. We've all heard the horror stories and have had examples thrown at us.

This incident came pretty close to home . Heck! It was home! I'm adding a check of the heating system, includ ing a complete disassembly of the muffs , and a stack integrity check to my fall duties even though the annual was done in August. Oily bird One other thing . Brian Van Wagnen was here last week , and I'm goin ' around the 182 with a can of Aero Lube spray and lubing the hinges , etc. I got a real nice informative lecture . The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings. It would be better if light oiling were used rather than the grease base. It will penetrate the bearing surfaces much better, and all the lubricant will flow.

Heroes Another subject. I get a little depre ssed at how the regs and the bureaus are seemingly trying to put us in our place. When is it going to be fashion able again to "love airplanes"? Here in Illinois, we have a state program called Aviation Ambassadors. A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons, VFW halls , Senior Citizen programs , school kids, anyone who will listen. The group does some 30 or so talks a month here in Illinois . We need to advertise the fact that we are aviators . We have accomplished some thing in our way of life that is an achievement to be proud of. Where do the Lifeline Pilots come from who vol unteer to fly medical cases to places of treatment? Where do the med-evac copter pilots come from ? How about the corporate biz-pilots , the airline pilots, mechanics and the like? They weren ' t born at the controls . One thing stands out in my mind though, and that is the ones who have stuck it out , the ones who fly in today ' s astmosphere are more than mere pilots to me. They are Heroes . They are the ones who keep me going . The dyed-in the-wool guys who enjoy flying, and "fly" their Antiques and Classics . We'll keep on f1yin' no matter what the cost or how difficult it becomes . We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY! Move over Norm, I think I'll find some skis . • Over to you!

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rANI( PAINTlNb AND REPAIRING SANDllASTING. TANK LINUS ANO COATINGS PREVENTIVE TANK ..AINT!NANCE INS PECTION SERVICE lADDER SAFETY EOUIP.. ENT RESERVOIR LINERS AND ROOfS DIS..ANTlING AND "OVING TANKS NEW. USID AND RICONDITIONED TANKS

VINTAGE AIRPLANE 35

MEMBERSHIP

INFORMATION

EAA

Where The Sellers and Buyers Meet. .. 25¢ per word, $5.00 minimum charge. Send your ad to

The Vintage Trader, EAA Aviation Center

Oshkosh, WI 54903-2591.

AIRCRAFT: Replica 213 scale Jenny - 2 place, 4130. Outper forms the original. Inexpensive and fast to build flown to Oshkosh twice. Plans - $75 .00, video $25 .00, info - $1.00. Wiley, P.O. Box 6366, Longmont, CO 80502. (12-3) (2) C-3 Aeronca Razorbacks - 1931 and 1934. Package includes extra engine and spares. Fuse lage, wing spars and extra props. Museum quality! $30,000 firm! No tire kickers, collect calls or pen pals, please! E.E . "Buck" Hilbert, P.O. Box 424, Union, IL 60180-0424 . 1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door. 300 Lycoming runs perfect and looks like new. Rebuilt prop and instruments. New glass, new Stits, new upholstery, new tires and bat tery and a new annual. Only 738 hours TT since new A&E. A black beauty with gold and red trim. Fly it home for $69,500. John Bohmer, Box 400, Brooten , MN 56316 or 612/346-2234. (1-1) Bellanca 1946 14-13-2 Cruisair - 1100 TTAF, 670 TT, Franklin 150 hp, 45 STOH , runs great! 7.5 gph , 140 mph , always hangared , new wheels and brakes, pictures available, will deliver. $11 ,000 obo, Jim 5171773-3852 . (2-2)

PLANS: POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3 '/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. ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $12.00 plus $2.50 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ENGINES: Franklin 6A4-165-B3 - 176 hours since 0 time by factory. Engine is disassembled , all parts are cleaned and preserved. Needs a crankshaft, flange is bent and cracked . Call 303/536-4253 for com plete details. Asking $1,600 obo. (1-1) A65-8F - 152 SMOH . Complete with chrome cylinders and logs. Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) . This engine is

absolutely ready to fly! $4,000.00. (Sensenich metal prop, 90SN , 74-CK-042 & bolts available) . John Barrett 303/934-5755, 7:30-4 :00 wkdys. 3031 422-9011 eves & wknds . (1-1)

MISCELLANEOUS: Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures. All makes of tube assemblies or fuselages repaired or fabricated new. J. E. Soares Inc., 7093 Dry Creek Road, Bel grade, Montana 59714, 406/388-6069 , Repair Sta tion 065-21 . (c/4-90) 1910-1950 Original aviation items for sale - in struments, wood propellers, helmets, goggles, manuals, 44-page catalog airmailed , $5.00. Jon Al drich, Box 706, Airport, Groveland , CA 95321 , 2091 962-6121 . (c-2 /90)

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

ANTIQUE/CLASSICS

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

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

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.

Will Share my treasure of aircraft parts! - 24 year collection with continuous additions ... and still buying ... for all types of aircraft. Tell me what you need! Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953, phone 501 /394 WARBIRDS 1022 anytime. (c-3/90) JN4-0 Memorabilia "Jenny Mail" collector cachets, actually flown in Jenny to Day and Osh, along with T-shirts, pins, posters, etc. Send SASE for catalog/pricing. Virginia Aviation Co., R.D. 5, Box 294 , Warrenton, VA 22186. (c-5/90)

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

Gipsy Major Tiger Moth - parts, aircraft and air EAA EXPERIMENTER boat builders supplies. Pusher propellers, informa EAA membership and EAA EXPERI tional brochure, $5.40 postpaid. Provairco, Honey MENTER magazine is available for Harbour, Ontario, Canada POE 1EO, 7051756 $28.00 per year (Sport Aviation not 2664. (1 /1-90) Let the government finance your small business. Grantsl loans to $500,000. Free recorded mes sage: 707/449-8600 . (HP7) (2-2) For sale Vintage Airplane issues 11 /75 through 12189 , like new. $80.00 obo. John Cad man , 30 Valley Falls Road, Vernon, CT 06066. (1

1) Your Antique or Classic airplane is not only a plea sure for you to see, own and fly, it is an investment. When you choose us you are guaranteed quality workmanship, experience and on-time delivery in woodworking , steel tube and fabric . Bead blasting and sandblasting. Complete facility. Aero-Products Airframe, Santa Rosa, CA 707/573-8232. (1-1)

WANTED: Wanted : Continental 670 parts needed. Motor mount ring , wood prop hub, nut and cone. Stear man exhaust system and heat muff and shields. These are for a homebuilt. 6091783-5466 after 5:00 p.m. EST. (2-2)

included). Current EAA members may receive EAA EXPERIMENTER for $18. 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.

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

EAA A VIATION CENTER

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

OFFICE HOURS:

8:15-5:00 MON.-FRI.

VINTAGE AIRPLANE 37

by George Hardie

H ere ' s another from the Golden Age of Aviation. Typically, it was intended as a trainer. The photo was submitted by George Goodhead of Tulsa, Ok足 lahoma , date and location not given . Answers will be published in the April 1990 issue of VINTAGE AIRPLANE. Deadline for that issue is February 10, 1990. The Mystery Plane in the October issue didn't fool many readers. 38 JANUARY 1990

Casimier Grevera California writes:

Jr.

Sunnyvale,

"The October Mystery Plane is Jack Northrop ' s first attempt at the flying wing. This is his original flying wing built in 1928 by his newly formed Avion Corporation. The wingspan was 30 feet, six inches. The early model was a pusher as shown in your photo , powered by a Cirrus engine . A later model was a tractor powered by a

Menasco A-4, four-cylinder air-cooled engine of 90 hp. The test pilot was Eddie Bellande. It made numerous flights in 1929 and 1930 at Muroc Dry Lake. The design was patented May 10, 1929 (U.S. Patent #1,929,255), the experimental license was approved May 31, 1929 (Reg . #2164). Designed with two cockpits, offset from the center engine, the airplane J was usually flown from the left cockpit while the starboard opening was faired

The first Northrop "Flying Wing."

over. The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors. The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces . This first flying wing was not actu-

ally an all-wing airplane . The design did not have all the factors of stability necesary for the elimination of the tail, accounting for the two outrigger-type booms which carried the required tail control surfaces. References can be found in: Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp. , 1976

Wing Wonders - the Story of the FlyÂ ing Wings by E.T. Woolridge - National Air and Space Museum Smithsonian Institution Press, 1985 . Northrop Flying Wings by Edward T. Maloney - World War II Publications, Buena Park, CA ., 1975 . â&#x20AC;˘ VINTAGE AIRPLANE 39