VA-Vol-18-No-2-Feb-1990

The Magazine of the EAA Antique/Classic Division, February 1990

STRAIGHT AND LEVEL

by Art Morgan, Vice-President New regulations. An aggressive en­ forcement policy by one government agency. Another agency saying our older radios are now paperweights.

Communities wanting to bar certain types of airplanes from their airports because of an unfortunate incident. An aircraft manufacturer claiming that, for safety ' S sake , your little airplane should be re-manufactured every 10 years , or be permanently grounded.

Sounds pretty bleak, doesn't it? Pretty darn grim . What is the future of gen­ eral aviation? Where are we going from here?

Several weeks ago my wife and I attended an aviation social event. After the dinner and the speeches, we were all standing arround talking and sampl­ ing the local variety of snake-bite re­ medy, when I was asked that very question. Without any warning , one of our more prominent lady antiquers looked me right in the eye and asked, "Art , what is the future of the antique/ classic movement, and sport aviation?

Is there one ?"

Now think about that for a while.

"Is there one?" That question sounded plaintive and it shook me to my roots.

How would you answer it? [ took this charming lady by the 2 FEBRUARY 1990

elbow and sat her down at one of the tables and said, yes, there is a future for us in little-plane aviation. In what I hoped was a very positive, up-beat way , I told her of the growth of EAA and the Antique/Classic Division in just the past year. I told her how, be­ cause of the positive leadership of our organization, the herculean efforts of countless volunteers and the loyalty of the members, the movement would continue to grow into the future. With tears in her eyes in the middle of a very large group of aviation enthusiasts, she thanked me for restoring her faith and for reinforcing her beliefs in our avoca­ tion. But did I answer her question completely? I don ' t think so. For that matter, did I answer it honestly? It bothered me for a while but I think I have finally come to a conclusion. [n 1989, many of us attended the world's largest aviation event. The Russians were there with a Whopper of an airplane, and a couple of Whop­ perettes that, I swear, could go straight up. The U.S., of course , brought in several biggies of our own, including the SR-71 Blackbird. What a sight!

Several other countries were rep­ resented by their people and planes.

Overall, airplanes and people atten­

dance was up over past years. In the Antique/Classic area we saw more and prettier show planes than ever before .

The same for all other show plane areas.

People were everywhere and in greater quantities than we ever im­ agined in 1970. We had more volun­ teers than ever before this year and they came from all age groups. At the end , when everyone had gone home the grounds were cleaner than ever.

This past year I've listened to a pair of 80-year-old twins talking about the airplanes they have flown and the airplanes they are building now and are going to fly. I've listened to 15-year­ olds telling of their dreams of flight.

With both the young and the old, the telling isn't so much with the words as it is with the eyes. I could look into those eyes and see the future . I can ' t forget to tell you about their hands ­ . darting and weaving through the air, painting a picture more accurate than any camera could capture. Dreams of the future.

People. People from all walks of life donate, for unclaculable hours, their varied skills, talents, energies and re­ sources to this giant melting pot we call EAA. What results is a stew of pride and accomplishment the whole world looks at with awe. Not too bad for a bunch of tire-kickers, eh?

Is there a future for aviation? As long as we have people who can dream and then turn those dreams into reality, yes . As long as there is one young per­ son out there who turns his or her eyes skyward at the sound of a passing airplane, I believe there is a future. As long as there are people who will ex­ tend heart and hand to help someone else, you bet.

I believe that the future for aviation , and those of us involved in it, is bright­ er than it's ever been. What do you think?

Stand tall , Y'all! •

PUBLICATION STAFF PUBLISHER

Tom Poberezny

V1CE-PRESIDENT

MARKETING & Co.MMUNICATlo.NS Dick Matt

EDITo.R

Mark Phelps

ART DIRECTo.R Mike Drucks ADVERTISING Mary Jones ASSo.CIATE EDITo.RS

Norman Petersen Dick Cavin

FEATURE WRITERS

George A Hardie, Jr. Dennis Parks

EDITo.RIAL ASSISTANT

Isabelle Wiske

STAFF PHOTo.GRAPHERS

Jim Koepnick Carl Schuppel

Jeff Isom

EM ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Espie "Butch" Joyce 604 Highway St. Madison, NC 27025 919/427-0216 Secretory George S. York 181 Sloboda Ave. Mansfield, o.H 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 312/779-2105 Philip Coulson 28415 Springbrook Dr. Law1on, MI 49065 616/624-6490 Charles Harris 3933 South Peoria P.o. Box 904038 Tulsa,o.K74105

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 Gomoll 1042 90th Lone, NE Minneapolis, MN 55434

6121784-1172

9181742-7311 Dale A Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430 Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110 Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005

FEBRUARY 1990 • Vol. 18, No.2 Copyright © 1990 by the EAA Antique/Classic Division , Inc. All rights reserved.

Contents 2

Straight and Levellby Art Morgan

4

A/e News/compiled by Mark Phelps

6

Aerograms

8

Helpful Productslby Mark Phelps

9

Vintage Seaplaneslby Norm Petersen

10

Vintage Literaturelby Dennis Parks

12

Interesting Memberslby Steve Nesse

13

Members' Projectslby Norm Petersen

16

"Six-Month" Sedanlby Dennis Kirkwood

20

John Lafferty/by Norm Petersen

26

Hurry! Hurry!lby Jim Haynes

30

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

31

Aeron-Quixotelby Edlock Hart

32

Vintage Trader

35

Mystery Planelby George Hardie, Jr.

Page 16

Page 20

4141782-2633 Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674 5.H. OWes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213

414m1-1545

Page 35

FRo.NT Co.VER ... A 1941 Taylorcraft BC12 "DeLuxe" N29654, piloted by owner, Lowell Boker of Effingham, Illinois.

(Photo by Carl Schuppel, Photo plane flown by Carl Koeling)

DIRECTOR EMERITUS 5.J. Wittman

7200 S.E. 85th Lane

o.cala, FL 32672

904/245-7768

REAR Co.VER . . . Another "airminded" magazine cover from the Golden Age of aviation. Donated by Dick Hill.

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

Gene Chase 2159 Carlton Rd. o.shkosh, WI 54903 414/231-5002

George Daubner 2448 Lough Lane Hartford, 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 FIRSTTEAM, SPORT AVIATION, and the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNA· TIONAL CONVENTION, EM ANTIOUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademar1<s. THE EM SKY SHOPPE and logos 01 the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademari<s 01 the above associalioos and their use by aIrf person other !han the above associaloos is strictly prohil>ted.

Editorial Policy: Readers are eocouraged 10 submt stories and photographs. Policy op;rOons expressed in articles are soIe~ !hose 01 the authors. ResponsiJility for accuracy ~ reportilg rests entirely with the contrilutor. Material should be sent to: Editor, The VINTAGE AIRPLANE, WrttrTm RegiooaJ Airport, 300J Poberezny FId., OsN<osh, WI 54903-3086. Phone: 4t4l42&4800.

The VINTAGE AIRPLANE (ISSN 0091·6943) ~ published and owned ex.us"eIy by EM Antique/Classic Division, Inc. 01 the Experimental Aircraft AssociaOOn, Inc. and ~ published month~ at Wrttman RegKlnai Airport, 300J Poberezny FId., Oshkosh, WI 54903-3086. Seoood Class Postage paid at Oshkosh, WI 54901 and add"rtiooaI mailing offices. Membership rates lor EM AntiqueJClassic Division, Inc. are $18.00 for o.JITent EM members for 12 month peOOd 01 wtlich $12.00 ~ for the publicaOOn 01 The VINTAGE AIRPLANE. Merrbership is open to all wtlo are ~terested in a~ation.

ADVERTISING - Ant~ue/Classic Division does not guarantee or endorse any product offered through our advertising. We inv"e constructive cri1icism and wetcome any report of inferior mercha~e obtained through our advertising so that corrective measures can be taken.

POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086.

Compiled by Mark Phelps

L to R: Jack Cox, Steven Brown, Gail Lewis, Jerry Walbrun, Tom Poberezny, Dick Matt, John Baker, Martin Shuey, Patricia Weil, Paul Poberezny and Robert Carter.

EAA, AOPA meet in Oshkosh Top officials of the AOPA and EAA met recently to discuss key issues con­ fronting the aviation community and to set an agenda for action.

The two-day session, which took place at EAA Headquarters in Osh­ kosh, January 3-4, brought together two of the world's largest aviation or­ ganizations - the 300,000-member AOPA and the I 25,000-member EAA. "We were very pleased to meet with AOPA President, John Baker and members of his staff on issues that will affect all of us in the weeks and months ahead," said EAA President, Tom Poberezny. "We exchanged informa­ tion and viewpoints and developed 4 FEBRUARY 1990

positions that are important to the sport- and general-aviation com­ munities. EAA and AOPA are willing to work with elected offiecials in Washington and those who shape fed­ eral aviation policies in areas of mutual concern so that individual citizens will be assured reasonable and safe access to our nation's airports and airways system."

"1990 will be a critical year for de­ termining the future of U.S. aviation," said AOPA President, Baker. "It is im­ portant that AOPA and EAA, who rep­ resent the overwhelming majority of aviation users, work together to ensure that aviation system modernization is handled in a manner that takes into

consideration the priority needs of the nations' air travelers. Prioritization of programs and responsible funding will be key to a healthy future for all of U.S. aviation ."

In addition to Tom Poberezny, who served as host of the meeting, the EAA contingent included Paul Poberezny, EAA founder and Chairman; Jerry Walbrun, Assistant the President; Dick Matt, Vice President, Marketing and Communications; and Jack Cox, Editor-in-Chief of EAA Publications .

President John Baker led the AOPA delegation. Participants also included Robert Carter, Acting Vice President, AOPA Air Safety Foundation; Patricia Weil, Vice President, Communica­

tions; Steven Brown, Vice President, Strategic Planning and Policy; and Martin Shuey , Vice President, Office of Technical Analysis and Support .

The group discussed the joint peti­ tion on Mode C transponders submit­ ted by AOPA, EAA, the Helicopter Association International (HAl) and the National Association of State A vi­ ation Officials (NASAO). Other topics included airspace reclassification; the Primary Aircraft proposal; the notice of proposed rulemaking regarding Re­ creational Pilot licensing; drug-testing and related rules and regulations; prod­ uct liability bills currently before Con­ gress (S.640 and H.1307); FCC radio frequency rule; "zero error" enforce­ ment policies; weather station closings; loran C; and other key aviation issues.

A similar meeting at AOPA Haed­ quarters in Frederick, Maryland will be scheduled in the near future.

Meet the Crusader Now available from Rare Birds Pub­ lishing is Sandy Roca's book, Crusader. The product of five years' research, much of it at EAA's Boeing Aeronautical Library, Roca's book chronicles the development in the 1930s of this unique aircraft and its designer, Thomas Shelton. The book spans 184 pages of history, specifica­ tions, index and bibliography with scores of photos never before pub­ lished , including images of Amelia Earhart. Shelton's aircraft was an early flying wing design, ultimately flown in prototype form with twin tailbooms .

The twin-engine aircraft was an early effort at designing an efficient, safe and modem aircraft for family use . In 1935, when the prototype flew despite the ravages of the Depression, the Crusader was far ahead of its time.

The oversize (II by 16 inches), hardcover book is beautifully bound and lithographed and the limited-edi­ tion press run will include 2,000 num­ bered copies, all to be signed by the author and Mr. Shelton. A limited offer allows purchase for $68.50 plus $5.00 for shipping and handling (Mas­ sachusetts residents add $3.43 state sales tax). To order or to obtain more information, contact Rare Birds Pub­ lishing, P.O. Box 67, South Berlin, Massachusetts 01549 .

National Aeronca Association The National Aeronca Association was misidentified as a "club" in our

NATIONAL AERONCA ASSOCIATION

Type Club listing included in the November issue and the address was not updated. The current address is : 806 Lockport Road , Box 2219, Terre Haute, Indiana 47802. The association also publishes a magazine rather than a newsletter.

Right place, wrong name Dick Stevens of Tucson, Arizona

April 8-14 - Lakeland , Florida . 16th annual Sun 'n Fun '90 EAA Fly-in .

Lakeland Municipal Airport. Contact Sun 'n Fun EAA Fly-in Inc., PO Box 6750, Lakeland, Florida. Tel. 813/ 644-2431.

May 4-6 Burlington, North Carolina. Burlington Airport. Spon­ sored by Antique/Classic Chapter 3.

Contact Ray Bottom , c/o Antique Air­ ways, 103 Powhatan Parkway, Hampton, Virginia 23661. Tel. 804/ 722-5056.

May 5-6 Winchester, Virginia.

Winchester Regional EAA Spring Fly­ in . Winchester Airport. Sponsored by EAA Chapter 186. Contact George Lutz, Tel. 703/256-7873.

May 6 - Rockford, Illinois. EAA Chapter 22 Annual Fly-in Breakfast.

Mark Clark's Courtesy Aircraft, Greater Rockford Airport. 7:00 am to noon. ATIS 126.7. Contact Wallace Hunt, 815/332-4708.

May 20 - Benton Harbor, Michigan .

Fourth Annual EAA Chapter 585 Dawn Patrol BreakfasULunch. In­ cludes boat and classic car show. Ross Field, Benton Harbor, Michigan. Con­ tact AI Todd, PO Box 61 , Stevensville, Michigan 49127. Tel. 616/429-2929.

pointed out that the correct name of the airport in "Chapter Capsules" in the December issue is Janes Field, not James Field . Phil Janes, after whom the airport is named was an FAA inspec­ tor in the Twin Cities Region and a good friend of Mr. Stevens and many other pilots in the area. Dick charac­ terizes Mr. Janes as, "fair and en­ couraging." •

june 1-2 - Bartlesville, Oklahoma .

Biplane Expo ' 90, the National Bi­ plane Association's Fourth Annual Convention and Exposition. Frank Phillips Field, Bartlesville, Oklahoma.

Free to members of NBA. For mem­ bership information, contact Charles Harris, NBA, Hangar 5, 4-J Aviation, Jones-Riverside Airport, Tulsa, Ok­ lahoma. Tel. 918/299-2532. june 8-10 - Middletown , Ohio . Fifth National Aeronca Convention.

Aeronca factory. Includes factory tour and visit to USAF Museum. Contact Augie Wegner, National Aeronca As­ sociation, PO Box 2219, Terre Haute, Indiana 47802 . Tel. 812/232-1491. june 22-24 Pauls Valley, Ok­ lahoma. Greater Oklahoma City AAA Chapter Fly-in. Contact Dick Darnell, 100 Park Avenue Building, Suite 604, Oklahoma City, Oklahoma 73102.

Tel. 405/236-5635. july 27-August 2 - Oshkosh, Wis­ consin. 38th Annual EAA Fly-in Con­ vention, "EAA Oshkosh '90."

Wittman Regional Airport, Oshkosh Wisconsin. Contact EAA, EAA A via­ tion Center, Oshkosh, Wisconsin 54903-3086 . Tel. 414/426-4800.

September 8 - Chico , California .

Chico Antique Airshow. Chico Air­ port. Contact Chico Antique Airshow Committee, 6 St. Helens Lane, Chico, California 95926. Tel 916/342-3730 .

VINTAGE AIRPLANE 5

of an Aeronca 7EC Champ. It's good experience and a good investment in time because my friend and another fellow will help me rebuild my plane.

They are great and careful workmen , so we ought to be flying sooner than if I had to do the restoration alone.

Thanks again for putting me on to A.C. Hutson . .. he ' s really a great guy!

Come to Fernandina . ..

Hughes Mann Harper Fernandina Beach, Florida

Show your colors

VI~T~t3~ AIl2VL~~~

A~l2()

Dear Mark , During the 1930s I visited many air­ ports just to admire the colorful airplanes and to get color schemes for my models. I believe the color, trim and finish used on an old airplane is a major representation of the builder's creati vity and artistry . Closely defined color is often a unique part of the iden­ tity for a fabric-covered antique airplane .

All airplanes in VINTAGE AIRPLANE should be in color. If color photography is not availab le , the cap­ tion should give the colors and any available details about the finish . I have a tough time finding EAA matters to criticize, but the color management in VINTAGE AIRPLANE needs atten­ tion . Let ' s go FIRST CLASS! Sincerely , Harold Field Amarillo, Texas

Thanks

VVorks in progress

Dear Mark , Thank s to you and the editorial staff for the extra copies of November 1989 VINTAGE AIRPLANE. My compli­ ments to you for the fine article you wrote. I am extremely pleased and proud to be the subject of your writing talents and have heard many favorable comments on the article. At the time of your interview and photo mission I was unaware that my aircraft would re­ ceive recognition as Grand Champion Antique. I must admit I harbored hopes that my Staggerwing wou ld be men­ tioned in your publication in some fu­ ture issue. In the end , reality outpaced my expectations. What a thrill. I thank you.

Best wishes, Bill Halverson Bloomington, Minnesota

Dear Mark, Work goes slowly on my (prewar) Taylorcraft, but some good and some not-so-good things have happened.

First...the people at FAA sent me a new registration number, N 2260L. This wouldn't look right on an antique so I phoned them and found that for another $10.00 they might give me N 22613. That would be satisfactory be­ cause I'm not superstitious. The good news is that A.C. Hutson not only let me copy his collection of eight years of manuals, articles, etc. but he let me fly hi s 1939 model (VINTAGE AIR­ PLANE, June 1988)! What a treat! I have now returned all hi s origi nal ma­ terial and have found even more through a few library trips. I am helping a friend re-do a groundlooped right wing

6 FEBRUARY 1990

Bill Halverson an.

By now , Mr . Field will have received his January issue with the new inside color pages . This will be repeated three more times this year in VIN­ TAGE AIRPLANE . We are glad to have the opportunity to show more color in the magazine. When this is not possible, however, we will make every effort to describe color schemes in the text . - Ed.

The Rhinebeck beat Dear Mark , It seems like I haven ' t done much flying lately , but time has. I've gotten lots of positive feedback on my articles (March and July , 1989) and I'm think­ ing about getting more serious about writing .

The Jenny from Rhinebeck didn't make it to EAA Oshkosh '89 as you know, and neither did the Pietenpol I was helping with, but I was there along with my brother and parents and we all enjoyed the show. I'm not much of a jet enthusiast but the collection that was there was pretty impressive.

In my spare time this past year I've been trying to write down all of my experiences flying at Rhinebeck and elsewhere with the hope of eventually collecting them into a book. Now that I'm out of work I'm going to hit that a little harder for the next couple of months. By then I ought to be broke enough to start looking for something interesting to do again.

The magazine seems to be doing well and is always eagerly awaited.

his Stcggerwing.

"Sweet P"

Yours, Andrew King Valley Cottage , New York

Sweet Porterfield Dear Mr. Phelps, Enclosed is a photo of "Sweet P." Our EAA Oshkosh '89 trip was a 10­ year anniversary as I had made the trip in 1979 with my then 16-year-old son, Tony. This year he made the trip as an instructor in Mr. Bill Melamed's silver T-6, flying formation with his Grand Champion Harvard.

I owned Sweet P from 1955 until 1958 . I rebuilt it and flew it in 1957 for a little while when I got drafted and sold it. I bought it back again in 1975 and spent four years rebuilding it for the second time.

I taught my son, Tony to fly - he is now a flight instructor. I also taught daughter Number One, Coleen to fly in it - she soloed once and evidently that was enought satisfaction for her.

Number Two daughter, Jennifer re­ ceived instruction from both Tony and me when she was 14 to 16. She took a 30-day trip with her brother (28 states, coast -to-coast).

In 10 years Sweet P has performed for 1,000 hours with only routine maintenance to keep it in the air. In the 1940s to '50s era, Sweet P accumu­ lated 3,700 hours - most of that dur­ ing CPT days . I have only one logbook now . All the CPT maintenance records have gone by the wayside. I plan to keep operating Sweet P as long as I can . I guess you could say it's part of the family .

LeRoy Blum Glendora, California

Good magazine, but...

Dear Mark, I have been a subscriber to VIN­ TAGE AIRPLANE since 1976. While it is a sk inny little periodical, I enjoy it and think it is certainly worth the subscription price . I've never had any suggestions to make before , but since you had a mis-labelling in the De­ cember 1989 issue that I wanted to call to your attention, I thought I would give you a couple of comments at the same time.

First, the mis-labelling. The pictures at the top and bottom of page 29 appear to have had their captions reversed. I have been to both places and feel sure that they are mis-labelled .

In general, the qual ity of pictures and general format of the magazine has improved a lot in the last three years.

However, the number of articles of his­ torical interest has fallen quite notici­ bly. In today' s magazine, the 'Time Capsule" and "V intage Seaplane" fea­ tures are really good , and there is an occasional article such as the Grum­ man Kitten piece (August, 1989) that is well researched and of historical in­ terest. The overall tendency , though , seems more toward coverage of recent fly-ins and rebuilding projects ­ today's history instead of yeaterday' s.

In summary, you are doing great ­ keep up the good work , but squeeze in all the historical works you can.

Best regards , Amol Sellars Tulsa , Oklahoma P.S . The quality of the cover pictures is really better in the last couple of years! • VINTAGE AIRPLANE 7

HELPFUL PRODUCTS ETCHED PlATES

Jerry Turner of Nostalgic Reflections, a long-time EAAer and restorer of rare aircraft re-creates vintage name plates, data plates and instrument faces for antique automobiles, motorcycles, airplanes and anything else you may have in your restoration shop . Some samples of his work are shown below.

For hard-to-find items of this type, contact J erry. No job is too small.

1927

~

Serial P lates . Decals . Instrument Faces路 ill Plates .~ ~

...

1

~ti son

1931 c\0nocoup~

8 FEBRUARY 1990

fLLe.l s~~

VINTAGE SEAPLANES

by Norm Petersen

Here is a photo that will stump the float experts! Irs a 1950 Piper Super Cub PA-18 "105" SpeCial, N7201K, SIN 18-92, mounted on a set of Edo 46-1620 floats. The photo was contributed by former owner Andy Schuch of Menasha, Wisconsin, who took the p icture on a fishing trip to Ontario. Al足 though never certified on these floats (from back in the 1930's), the "105" was granted a one-time FAA approval prior to Andy purchasing the airplane from Art Noteboom in St. Paul in the early 1960's.

The Super Cub was very quick off the water due to the shape of the floats and the help of flaps. After several years of service, the PA-18 and floats were totalled in an acci足 dent.

This photo shows N7201K on Edo 1620 floats sliding on to Andy Schuch's ramp in Menasha, Wiscon足 sin. With 36 gal. gas capacity, the PA-18 had excellent range for an all-electric floatplane. Note "axle" holes through step area which would accept a stub axle and wheel to roll the floatplane on a hard surface. This photo shows a small spinner which was later replaced with a large spinner in upper photo.

VINTAGE AIRPLANE 9

~

I

n the late 1930s an article appeared called "What Airplane Markings Mean ."

The article stated: " Numbers and letters on airplanes , balloons and airships are significant and interesting, for they reveal some­ thing of the status of the craft they identify and, if correctly understood, may be a source of guidance, protec­ tion and entertain­ ment.

"By an airplane's number, for instance, you can tell at a glance whether or not that particular ship would be al­ lowed to fly interna­ tionally or is con­ fined within the bor­ ders of the United States. The charac­ ters will show if the plane is merely an experimental one, not licensed to carry pas­

sengers or goods for hire , or if it is re­ stricted to special use only.

"The identification system, simple and easily interpreted, has been devised and applied by the De­ partment of Com­ merce, and in one of the busy Washington offices, files are kept, giving records of all aircraft to which numbers have been assigned."

Aircraft registration first came about by a convention on air navigation that was signed as a part of the Paris Peace Con­ ference at the end of World War I. (See: "Vintage Literature" 10 FEBRUARY 1990

-

Libr-ao,/4-.-chives mr-ed()r­

June, 1988 .)

The first registration system was set up in 1921 by the Underwriters Labo­ ratory . The system was not popular and ended in 1926 . With the passage of the Air Commerce Act of 1926 the Bureau of Air Commerce took over the regis­ tration of aircraft.

The following is an excerpt from the

Bureau of Air Commerce CIVIL AIR REGULATIONS as amended May 31 , 1938 which gives the relevant rules for registration markings.

Part 02. - AIRCRAFf IDENTIFI­ CATION MARK. 02 . 1 Character. An aircraft identifi­ cation mark will consist of one or more Roman capital letters, or other symbol or symbols herein- · after specified, and a number.

02.10 Nationality symbol. The Roman capital letter N will appear first in the identification mark , except that the sym­ bol cross , +, will appear first in the identification mark of aircraft owned by an alien and not regis­ tered in some foreign country .

02.11 Airworthiness symbol. The interna­ tional symbol N, or the symbol cross, + , will be followed in the make by the Roman capital letter C, R, or X , or by a bar, for the purpose of classifying the air­ craft as to its airwor­ or lack thiness, thereof, as follows : 02 . 110 (a) The letter C will classify an aircraft as com­ plying fully with the airworthiness re­ quirements of Parts 01 and 04 , 05 , 06, or 07 , as the case may be for the pur­ pose of carrying per­ sons or property, for or without hire.

02.111 (b) The letter R will classif

either thereof and issued as part thereof.

02.200 Non-registered aircraft. The aircraft identification mark of N, plus a number, will be assigned to aircraft other than aircraft of the United States and other than aircraft registered in some foreign country, and issued by the Secretary, upon application of the aircraft owner. Such identification shall be valid only so long as the air­ craft is owned by the owner making application for such identification . It shall be displayed as provided for in 02.3.

02.3 Location for display .

02 .30 Conventional airplanes.

The mark on such aircraft shall be

an aircraft as complying in some lim­ ited respect with the airworthiness re­ quirements of Parts 01 and 04,05,06 or 07, as the case may be, "provided" each deficiency is compensated for by means of suitable operation limitations.

02.2 Issuance .

02.20 Assignment. The aircraft identification mark of NC, NR or NX, as the case may be, plus a number, will be assigned to aircraft of the United States at the time of issuance of the registration and aircraft certifi­ cates, will be inserted in the body of

02.40 Type. The width of the letters, symbols and figures (except the figure 1) shall be at least two-thirds of their height. The width of each stroke shall be at least one-sixth of the height of the letters, symbols and figures, which shall be of uniform size. The space be­ tween such letters, symbols and figures shall be not less than one-sixth of the height.

02.42 Legibility. Except with the approval of the Secretary, no other de­ sign, mark, symbol or description shall be placed upon an aircraft if such de­ sign, etc., modifies, adds to, detracts from, or confuses the assigned mark or destroys its legibility . The assigned marks shall be kept clean and clearly visible. •

02. 112 (c) The letter X will classify an aircraft as one which has been is­ sued an experimental certificate in ac­ cordance with 01.3. An aircraft so classified has been found by inspection to possess no apparent unairworthy features.

02.12 Number. The airworthiness symbol will be followed in the mark by a number issued for purposes of further identification.

In the case of a monoplane, the mark shall be displayed on the lower surface of the left wing and the upper surface of the right wing in the manner thus described .

02.41 Color. The letters, symbols, and numbers shall be painted on the aicraft in one solid color on a back­ ground of any other solid color pro­ vided there is a strong contrast, as deemed suitable by the Secretary.

The certificate of an aircraft in this classification will specify the use, or uses, for which such aircraft is deemed airworthy, but such use, or uses, shall exclude passenger carrying, and shall be for industrial purposes only.

02.113 (d) The Bar symbol, - , will classify the aircraft as one whose air­ worthiness rating has not been estab­ lished. An aircraft so classified is an uncertificated aircraft and one not re­ gistered as an aircraft of the United States.

lower right wing does not permit using letters and figures of at least 30 inches in height, with the proportions as set out in 02. 40, these letters, symbols and figures may be less than 30 inches "provided" they retain the proportions set out in 02.40 and, "provided, further", that they occupy at least four­ fifths of the span.

located on the lower surface of the lower left wing and on the upper sur­ face of the upper right wing. If, in a biplane, the lower left wing space is less than one-half that of the upper left wing, the mark shall be located on the lower surface of the upper left wing as far to the left as possible.

The top of the letters, symbols, and figures shall be toward the leading edge. The height shall be at least four­ fifths of the mean chord; "provided, however," that in the event four-fifths of the mean chord is more than 30 inches, the height of the letters, sym­ bols and figures need not be more than 30 inches.

If the span of either the upper left or VINTAGE AIRPLANE 11

INTERESTING MEMBERS

JOHN BERENDT

by Steve Nesse, Director It was at our Fall Board meeting dur­ ing our discussion of VINTAGE AIRPLANE magazine when I raised the question - What became of the monthly feature "Interesting Mem­ bers"? It was a feature that gave us information on various AIC members.

It first appeared about mid-1987. For me, and for many of our members I felt, it was a favorite part of the magazine. It answered many questions about what makes a good AIC member.

After some discussion by the Board it was decided to get the ball rolling again. Volunteers to write these arti­ cles were needed. Guess who everyone was looking at when the assignment for the first month was made! So here we go - one lover-of-old-airplanes' feeble attempt at journalism.

Q.

Hey, who's the big guy with the beard who speaks fluent Fairchild?

A. He is John Berendt who loves vintage aircraft just like the rest of us .

John was born and raised in Little Falls, Minnesota. He graduated from high school there and attended the Uni­ versity of Minnesota. He started flying in the late 1950s. After a few years away from aviation, his interest was renewed in 1967 when he joined EAA Chapter 300. If not for this move, he commented, his aviation interest most probably would have remained dor­ mant.

In 1972 with a renewed interest in aviation and now the owner of a 1946 Aeronca IIAC Chief, John was again flying . The Chief was a gift to John from his lovely wife Marge.

When asked how the Fairchild in­ terest came about, he said that it began in 1974 with a Ranger engine.

With his partner Jim Hiner, John re­ built a PT-19 which reached flying status in 1980. The next year they picked up a Fairchild 24 and are still working on this one. John added that 12 FEBRUARY 1990

their projects are not "basket cases."

They are "resurrections."

In 1985 he obtained his hangar. It was a 32' x 172' structure which was located at Southport, a few miles south of Minneapolis, Minnesota. One catch - the hangar had to be dismantled and moved about 25 miles south . With this task completed his hangar is now lo­ cated at the Faribault Municipal Air­ port.

A love of Fairchilds has John deeply involved with this type club. In addi­ tion to being president since 1984, he also publishes its newsletter, "The Fairchild Flyer." Every year he attends the Fairchild Reunion at Coldwater, Michigan. Along with his many duties at EAA Oshkosh each year, he also spends a few hours a day at the Fair­ child corner of the type-club tent.

In addition to being a charter member of AIC Chapter 13, he has also been a volunteer at our Oshkosh Con­ ventions since 1975. The 28 AIC

forums are his main responsibility, being co-chairman in 1987 and chair­ man in 1988 and '89. He also works with Ed Wegner doing the Fairchild forum each year.

At the May 1989 AIC Board meet­ ing, John was named to the position of Advisor - a position for which he is well qualified.

In closing I ask myself "What else would they like to know about an "In­ teresting Member?" Two things come to mind.

Q. What is his occupation?

A . John is a warehousing and distri­ bution supervisor for a large grocery chain.

Q. Does he have a long string of ratings on his pilot's license?

A . No, not really. It's like many of the rest of us. He holds a private cer­ tificate - with the O .A.L. endorse­ ment.

Q. What is the O.A.L? A. "Old Airplane Lover" of course .•

MEMBERS" PROJECfS

by Nonn Petersen

Rolled out in the Texas sunshine after installing a new set of tires is Aeronca Champ N84715, SIN 7AC-3422, owned by long time EMer John Lahmon (EM 28748) of Cor足 sicanna, TX. The color scheme is tan with brown wings, struts, landing gear and stripe.

This pretty red & white Ercoupe, CF-LUN, is the proud possession of Debby Keeler (EM 345330) of Ontario, Canada.

On the advice of her father, Debby purchased the 85-hp all-metal Ercoupe from Ernie Colbert - sight unseen! A previous owner had spent 10 years rebuilding the craft following windstorm damage. Once Debby overcame the fear of no rudder pedals or flaps, she soon learned to fly the airplane and make crosswind landings going sideways. Since July, 1989, she has flown it some 65 delightful hours and is looking forward to spring when the (winter-stored) 'coupe will once again help her to get a nice tan. How about bringing the pretty Ercoupe to Oshkosh '90?

VINTAGE AIRPLANE 13

MEMBERS' PROJECTS

Here is the paint scheme that will be used on the PA-7 Sport Mailwing, yellow wings and tail group with black fuselage. This PA-6 was used on the Washington to At足 lanta run which is signified by the CAM. 19 - Contract Air Mail, route number 19.

14 FEBRUARY 1990

Standing in front of his latest project, a 1930 Pitcairn PA-7 Sport Mailwing, NC95W, SIN 147, is Steve Pitcaim (EAA 109260, AlC 4080) of Bryn Athyn, PA This is Steve's third Mailwing restoration and as can be seen in the photo, a side-by-side front seat is installed as per the Sport version.

A front cockpit cover with a removable windshield will be used with the yellow wing/black fuselage paint scheme of a PA-6 Mailwing adorned with "U.S. Mail", CAM. 19.

Steve reports the PA-7 was sold new on June 7, 1930 to Walter Hoffman of New Haven, CT. Later it moved to Califor足 nia until 1944, when it was converted to a crop duster and put to work in Florida. In 1953, Paul Mantz Air Service ac足 quired the Mailwing and had it ferried back to California.

In 1961, the registration was transferred to Tallmantz Avia足 tion Inc. During the period between 1953 to probably 1955, it was used in various movies, including "Blaze of Noon" with William Bendix. William Holden and Anne Baxter. It was last flown in 1955 by Gene Brown for an Eastern Airlines promotion. A Wright J-6 7 cylinder engine will be installed in the PA-7 during the restoration, exactly as it had when leaving the Pitcairn factory. Steve reports the PA-7 had a Wright J-5 9 cylinder engine when Gene Brown last flew the airplane in 1955 and that engine was still on the airplane when he purchased it. In an odd note, there is nothing in the logs or other documents that show the J-5 being installed.

Pitcairn PA-7, NC95W, is shown about 1955 with Gene Brown at the controls. Note the Lockheed Constellation landing in the background. Gene was a Captain for East足 ern Air Lines and also had the distinction of flying Pitcairn Mailwings in the early mail service for Pitcairn Aviation, Eastern Air Transport and Eastern Airlines during the period 1928 to 1935.

VINTAGE AIRPLANE 15

"SIX--MONTH" SEDAN

I

was flying a I OO-hp Chief on floats and thought I would like to upgrade to something larger. In the fall of 1987 a friend of mine found N 141 OH stored in a barn just outside of Toledo, Ohio .

The previous owner had disassembled the aircraft for reconditioning and painting 17 years prior, and never com­ pleted the project.

The interior was a disaster, all eaten and shredded by nesting mice; it didn't smell too good either. The Sedan, which had been out of service for the past J7 years was structurally sound .

Tubing was great, fabric (Ceconite) was in excellent condition except for some ringworm and cracks in the dope due to age. The wings were in near­ perfect condition except for some heavy-duty hangar rash on the wing tips and a cat that had taken up resi­ dence where the fuel cell normally goes.

16 FEBRUARY 1990

by DENNIS KIRKWOOD The engine was anybody's guess.

The previous owner said he had turned it over on a regular basis while it was in storage. I didn't pull any jugs but looked into the cylinders with a flashlight and indications were favora­ ble. With the assumption I was looking at a six-month winter project , I pur­ chased the plane and moved it back to Michigan. We left the cat back in Ohio.

Since my Sedan was destined to be a f1oatplane, at this time I began what turned out to be a relentless search for a good tight set of used EDO 2000s with Sedan fittings - more on the saga of the floats later.

With the plane back in Michigan, restoration began by stripping out what was left of the interior and a cursory inspection under the cowling . This was

done in order to get a good look at the structural integrity of the fuselage and to generate a list of what would be needed over the next few months .

The list began to grow and my pock­ etbook began to shrink . Major items needed were: new upholstry, head­ liner, carpeting and metal-to-metal seat belts from Airtex; new tires, tubes, brake parts, lord mounts , airbox kit , battery and windshields from Univair; new mags and harness from Slick.

Along with these necessities I ordered two STCs from Dick Welsh , one for his seaplane door and the other for his metal tanks.

At this point it was quite obvious I was involved with much more than a "six-month project" with total budget already exceeded . Well, on with the work.

The engine was removed so the mount could be inspected and painted.

All exposed fuse­ spent. lage tubing was All sheet met­ reprimed with a was removed zinc chromate , from the fuse­ all cables were lage, refinished inspected and and reinstalled replaced if nec­ with new hard­ essary and the ware. The proj­ seaplane door in­ ect was outside stalled. The wings now, susceptible were cleaned and to the weather inspected for cor­ so the new wind­ rosion and the shield halves were metal tanks were installed. This of installed. Once course was after a minor setback; the seat frames one of the wind­ were painted and reinstalled, the shields was cracked new interior went when the crate into place and was opened. With the Sedan started Hauling the "prize of the day" home to Michigan, we are greeted by the large sign. Note the a lot of scram­ to look like the dimples in the Aeronca nosebowl that had to be removed and the sorry looking headliner. bling, a little beginning of a luck and a little real plane . more money, I had a new one in about to save on freight charges. It wasn't a At this point I was about 10 months five days. bad drive from Michigan and with a into the project with half of the 1988 During the five-day waiting period, tour of the T-Craft plant, it turned out float season behind me. If I wanted to the refinished tail feathers were in­ to be quite an enjoyable field trip. get the Sedan in the air this year, it was stalled and I was now ready for the Being a stickler for details and time to get serious about floats . It al­ engine and mount. I still had grave safety , I decided to replace all AN ways seems those good deals are never concerns over the engine that had been hardware that was old, corroded or in around when you are in the market. question . This exercise equated to over out of service for over 17 years . I in­ Decent 2000s had all but dried up and $300 in miscellaneous nuts & bolts ­ stalled the mount and engine with new riggings for the Sedan were next to im­ lord mounts. The carb was removed to a complete understanding/knowledge possible to find. After 10 months of of the total mechanical aspects of the free up a frozen accelerator pump and chasing ads in the US, Canada and craft and a tremendous personal satis­ complete an old AD for a metal float even Alaska, I was confronted with - it is amazing that a part so small faction that the job was done right. In two options; I could complete the res­ other words, time and money well and light could cost so much. Next toration as a came new mags, wheel plane or harness, plugs, pop for new exhaust gaskets floats. I con­ and all new tacted J. Frey at SCAT tubing .

EDO who said Since the wings he could fill my were not on as order, including yet, all that was a new set of needed was a Sedan riggings, temporary fuel in about 30 days tank so the en­ if I wanted to gine could be take the plunge. started and tested.

I will not repeat What a welcome what the price surprise; six rev­ was; although, olutions of the I had to sell my prop and the Chief to cover old girl fired the bill. up. After about I drove to the 45 seconds to T-Craft plant one minute the in Pennsylvania oil pressure started where the floats to build and the With the Sedan fuselage suspended from a tree after major rebuilding, the brand new Edo were assembled engine settled 2000 floats are carefully fitted to their attach pOints. The trick is to get everything "square" as at that time and you tighten up the steam line wires between the floats and the airplane. Note the removed to a 550-rpm picked them up. landing gear by the tree. Extreme care must be used to not damage the (highly) expensive idle. I ran the This was done floots. engine several VINTAGE AIRPLANE 17

Once assembled and in the water, the Sedan looks like a real seaplane. Large, 200 sq. ft. wing (all-metal) has excellent lifting capability. Note dual water rudders, a real asset in water handling qualities.

times over the next few days and it was time to check compression . I was happy ; 4 'cylinders at 70 pounds , one at 65 pounds and number six at 52 pounds.

It was late October now and against EDO ' s recommendation , who thinks that all floats should be gray , the floats and rigging were painted to match the airplane . I installed the floats and de足 cided to move the plane to the water's edge prior to installing the wings. Let me tell you, with a 12-foot horizontal stabilizer , a 20-foot fuselage and a lot of trees, this was not an easy job . Once on the water' s edge, the wings, struts and ailerons were installed and the plane took shape again after 18 years of being in pieces.

The major work was done now , with the exception of re-installing the gauges that had been removed and sent to Century Instrument for testing and dial work. All that was left at this point was a lot of paperwork, another look at the weak cylinder and a complete annual. The cylinder proved to be low on compression due to a worn piston along with a bad wrist pin . The jug was removed and fitted with a new pis足 ton, rings, wrist pin, valves and seats 18 FEBRUARY 1990

and the gauges were installed.

After about an hour of running time which included several high speed taxis across the lake and a few com足 pression checks , I called for the annual inspection . With no surprise the old girl passed and I was confronted with

the ultimate challenge the test flight. When I say ULTIMATE CHALLENGE that is exactly what I mean. Those of you who have built an airplane from a blueprint or rebuilt one from boxes of parts and then proceeded to climb in and fly it, know that I

The all metal wing allows a single strut for the wing that requires no jury strut. Although only one door is provided on the right side, this Sedan has a second seaplane door on the left side for docking on either side. All in all, you must admit, this is one beautiful seaplane.

From the front. the first class restoration work is plainly visible along with the flat-pitched seaplane propeller on the Continental 145.

The paint scheme is well designed and compliments the lines of the airplane. especially with the painted floats. Better enjoy the

pretty white float bottoms - they may not stay that pretty for long!

mean. For those of you who have not - words cannot describe this experi­ ence . This would be my third time as a test pilot of my own creation and believe me, the anxiety does not di­ minish with repetition.

After waiting for what seemed like months (actually about four days) for the ideal test flight conditions , I was willing to accept anything short of gale force winds. It was about 30 minutes before dusk, winds were calm and it was time for the flight. I even had the good fortune of a volunteer copilot, Tim Bishop , a close friend of mine who had helped me quite a bit with the project. The gallery consisted of my understanding wife, a few close friends and a multitude of people around the lake who had followed the project for the past year. Preflight complete, run­ up complete, controls full movement, oil pressure good, cylinder head temp above 200, two high-speed taxis across the lake and all looked good. I wedged the Sedan back into the comer of the mile-long lake , raised the water rud­ ders (something all good seaplane pilots must remember to do) and eased on the power. The Sedan was on step

in about six seconds and we were air­ borne with about three-quarters of the lake to go. Once airborne, I held her level to build some speed and then eased back on the stick to gain some altitude . As we approached the end of the lake and started a somewhat tight

"THE WINGS AND TAIL FEATHERS WERE STILL INTACT."

tum , I remember us both saying, "old engine, don't fail me now ." We con­ tinued to circle the lake with slow pre­ cise movements of the control surfaces gaining as much altitude as possible while ensuring room for a deadstick

landing - something I believe is usu­ ally much easier on a lake than at an airport. All instruments were within operating limits, the wings and tail feathers were still intact and then it happened; an extremely loud screech­ ing sound caused both of us to leave our seats. We looked around franti­ cally and then my copilot shouted ...

"It's the tach cable; didn't you oil it?"

Thank god that 's all it was, and after a few minutes the screeching sound settled to a bothersome noise . The bal­ ance of the test flight was exciting and thankfully, uneventful.

I have flown 1410H now for about a year, including a trip across the pond to EAA Oshkosh '89. Other than the tach cable and a few loose nuts and bolts, no problems . I would like to ex­ tend a special thanks to Clayton Elliott, Tim Bishop and Dick Welsh for their assistance and knowledge of Aeronca Sedans and to George Regan for his excellence in painting and the hours he spent helping me. I would like to ex­ tend an extra special thanks to my wife Linda who I believe understands me and continues to put up with my multi­ year airplane projects . • VINTAGE AIRPLANE 19

JOHN LAFFERTY

,

One of the annual thrills at the big EAA Convention in Oshkosh , Wiscon­ sin is watching the neophytes try their hand at welding aircraft steel tubing in the open workshops. Timid hands bring the flame into position as a small shower of sparks signals the onlookers that molten metal is being fused. The instructor, a man of generous propor­ tions with a large grey beard, leans for­ ward to carefully coach the student on adding just enough welding rod to form the proper bead. The tiny pool of melted steel is slowly "chased" across the steel joint until an excited student suddenly realizes he has welded a near­

20 FEBRUARY 1990

by Norm Petersen Photos Courtesy of John Lafferty perfect bead. His hands are no longer timid. He has grasped the makings of a new skill that will last him a lifetime.

The instructor's pay is a tinge of self­ satisfaction in seeing another student accept his knowledge.

Having volunteered as a welding in­ structor for over 20 years, our subject rocks back on his welding stool and pushes the welding goggles up on his forehead. A bit of sweat glistens on his cheekbones. His smile and deep voice

are a trademark. The EAA nametag on his shirt reads, "John Lafferty."

Few people in this world are such dyed-in-the-wool EAA types as John Lafferty (EAA 35501, NC 8308) of Austin, Minnesota. To fully under­ stand this multi-talented man, we have to examine the many events in his life - nearly all connected to his aviation bent.

Born in Peoria, Illinois, in 1913, John moved to Austin with his parents when he was just a baby. Although his father died when John was only nine years old, he managed to keep busy with a St. Paul Dispatch paper route

when he wasn't in Lafferty tells how school. One day they dug the 40­ horse Continental at age 14, John rode his bicycle out of the ground and sent it back to out to a field east Lock Haven , Penn­ of town where a sylvania, home of barnstormer was Piper (nee Taylor) . selling rides in a The factory in­ green and silver stalled it in a Waco biplane. John brand new J-2 and a friend bought Cub which was a two-dollar ride flown back to and they savored Austin. When it the joys of flight arrived, John re­ for the first time. members looking The die had been closely at the new cast! airplane, only to Taking a me­ discover the en­ chanics course in gine still had mud Austin High School, between the cool­ John was soon ing fins! able to learn the Building up fly­ fine art of acety­ ing time at every lene welding, a Marcellus King, Austin airport manager and John Lafferty's instructor, poses by the J-2 opportunity, John skill that would Cub that John soloed in 1937. In later years, Marcellus became a well-known racing soon had the re­ serve him for the and aerobatic pilot, for whom the EM Chapter 386 is named. quired 35 hours next 50 years plus . for a private license . The CAA Inspec­ ministration building. The only struc­ Following school , John went to work tor, named R. F. Fender , arrived on ture on the entire field , it had a large in the local Ford garage as a mechanic the scene for flight tests. The locals for 12 dollars a week. Weekends were oak table in the center that took up quickly dubbed him "Right Front" much of the room! The table served as always spent hanging around the Aus­ Fender. John taxied out for his test a workbench when the engines needed tin airport, which in those days was a with Right Front in the rear seat, door bare field with maybe one or two overhaul and as a gathering spot for and window open . Plowing through airplanes . One of the local barkeeps , the flyers when it wasn ' t full of greasy several large mud puddles, the rear seat "Lefty" Saunders, had a strong avia­ parts. occupant was completely doused with Before long , one of the locals tion interest and loaned a young pilot muck! This is not the best way to treat bought a Warner Monocoupe which to­ named Marcellus King, who had moved an inspector, however , John passed his gether with the two J-2 Cubs , made for to Austin from Boone, Iowa , enough flight test. a "busy" airport . As fate would have money to buy a Taylor J-2 Cub - 40 it , the Monocoupe and one of the Cubs In 1938, John bought a J-3 Cub with horses and all. To this very day, the a 50-hp Franklin and earned his "Limited had a mid-air collision over the field , EAA chapter in Austin is named the killing all three people involved . John Commercial" license, which allowed "Marcellus King" EAA Chapter 386.

Carefully spac­ him to charge for ing his two-dol­ rides within 50 lar, 15-minute les­ miles of home. sons , the young Barnstorming in Lafferty started fly­ the area , John ing instruction with soon logged the Marcellus King in 200 hours required 1936. On the 4th for a full com­ of July, 1937, mercial license. after some four The CAA Inspec­ hours of instruc­ tor was not satis­ tion John Lafferty fied with John's soloed the J-2 flying ability dur­ Cub, NC17566. It ing the flight was the greatest check so he gave day in his life up John an hour of to that time. dual instruction, which John read­ The City of Aus­ ily admits was the tin had hauled an best hour's worth old voting booth The partiCipants in flight instructors school line up for their portrait at Cinncinati's Lunken of experience he out to the airport Airport in 1939. John Lafferty is number five from the left in the front row and Johnny had ever had! In to serve as an ad- Vasey is sixth from the right - front row.

VINTAGE AIRPLANE 21

was used for solo 30 days, the inspec­ work. This very air­ tor returned, know­ plane is now being ing that John had restored by veteran been flying almost EAAer Ed Marquart every day - on his in Riverside, Cali­ orders . This time fornia. Lafferty's John passed and class of 12 students the inspector said, was eventually com­ "You finally learned pleted with all stu­ how to fly an air­ dents passing . plane!"

In late 1940, With war clouds gathering on the John Lafferty joined horizon, the flight his friend, Johnny training programs Vasey at the Tex Rankin Aeronautical were gathering speed Academy in Tulare, and the demand for California where both flight instructors was would instruct for severe. John Laf­ ferty and his close the next three years.

John Lafferty's class of 12 students pose in front of the Waco UPF-7 at Pancho Barnes' friend, Johnny Vasey, The Academy was training school in Antelope Valley, California. John would especially enjoy hearing a civilian school also from Austin, from any of these 12 men. Write John Lafferty at 100612th Ave. NW, Austin, MN 55912. under contract to traveled to Cincin­ nati's Lunken Airthe military and port to earn their instructors' ratings . run by Sammy Mason . John Lafferty was run by a military nucleus. The in­ The aircraft used for instruction were went out to the famous (or infamous) structors were enlisted in the Army Re­ Luscombe 8As with no brakes on the serve and all training was in Stearman "Happy Bottom Riding Club" run by righthand side. John says the rudders PT-17 biplanes. Normal complement Pancho Barnes at Antelope Valley, out got a real workout on some of the in the California desert. on the field was 250 to 300 Stearmans crosswind landings. at all times and the sky was extremely The job was a tough one. It was so It wasn't long before Tri-State Col­ busy with the yellow and blue biplanes. hot in the middle of the day that flying lege at Angola, Indiana, called for the became unbearable. John would start The weather allowed flight training all two Johns to report for instructor duty his students at daybreak and fly until year 'round, so an average class would and they flew up there in a J-5 Cub late forenoon, ceasing operations dur­ use 90 days for each student to gain Cruiser. John Lafferty's first class of ing the heat of the day . After an early 100 hours of flight training .

10 students included two from Puerto supper at 4:30, the flying would con­ As John Lafferty says, "Sure it was Rico. A new Waco UPF-7 was brought tinue until dark. The UPF-7 was used hard work, but being right in the mid­ in from Troy, Ohio for advanced train­ for dual and a Waco INF, NC11267, dle of history-in-the-making was quite ing and John began an honor. We flew his first aerobatic thousands of hours training. He admits in open-cockpit Stear­ it was fun and the mans, training hun­ Waco proved to be dreds of new pilots. a rugged trainer.

Such a unique situ­ With the comple­ ation will never tion of class train­ happen again! It ing, the opportu­ was our day to nity arose to move shine ." on to California or Quite remarkably, Oklahoma for sec­ John only recalls ondary Civil Pilot one mid-air during Training instructional the entire three-year work. The two Johns stint. Remember, flipped a coin and there were 250 air­ it came up "heads" planes, all VFR, no for California. They radio, flying within drove home to Aus­ a 25-mile circle . tin for a brief visit The main and aux­ and then headed for iliary fields were California. Johnny square and you landed into the wind at all Vasey began instruct­ With his first class of four students at Tex Rankin's Academy of Flight in Tulare, John ing at Van Nuys for times . There were Lafferty poses with his scarf & leather jacket. Note many Stearmans in the back­ the Tex Rankin many groundloops ground, the average population being 200 to 300 aircraft at all times. John taught School, which was and scraped wings, here for three years along with Johnny Vasey.

...

22 FEBRUARY 1990

Waco INF NC 11267, SIN 3446, used by John Lafferty for student solo work at Pancho Barnes' Antelope Valley flight school. This Waco is presently being restored by Ed Marquart. The large U.S. on the fuselage was required in coastal zones prior to World War II.

but that was considered part of the cost of training.

In 1943, the two Johns were as­ signed to the Army Air Corps as brand new second lieutenants and transfered to Taft, California for Vultee BT-13 instructing . Their Air Force wings had an "S" in them for Service Pilot, which meant that you had earned them on your own. Both men instructed in BT­ 13' s for the next 18 months.

From there they moved through Luke Army Air Force Base for AT-6 training where they were awarded pilot's wings - not bad, considering they now had nearly 8,000 hours each!

The next move for the two Johns was unusual in that both men were posted to B-29 flight engineer positions as commissioned officers, whereas the normal B-29 flight engineer was an en­ listed position. The idea was to gain the advantage of having three qualified pilots on board the huge aircraft. John Lafferty had made the rounds of large aircraft bases in the U.S. by the time the war ended. Johnny Vasey finished the war flying B-29s from Tinian Is­ land in the Pacific.

Once separated from service, John Lafferty bought a surplus Stearman for

$250 and flew it home to Austin where it was used for rental purposes in the GI flight training program in 1947, ,48 and '49. John often wishes he had bought more at that price!

Beside his flying in the spare mo­ ments, John took up with the automo­

"JOHN BOUGHT A SURPLUS STEARMAN FOR $250."

tive business once again and he and his lovely wife, Grace, began raising a family . On the weekends, John would go aerial fox hunting with his friend, Paul Hull, as "gunner." In those days, fox were plentiful and the counties would pay a bounty of four to eight dollars for each fox brought in. Shoot­ ing "varmits" from the air was per­

fectly legal in those days and was looked upon with favor. John and Paul would roam the fields of southern Min­ nesota and eastern South Dakota with the J-3 Cub on wheels and skis, look­ ing for Mr. Fox. Swooping down just above the running animal, the gunner would aim behind the fox (remember, the plane was going faster than the fox) with small-size shot from a 12-gauge shotgun. On a good day, it was possi­ ble to earn quite a few extra dollars ­ the best being 22 fox in one forenoon .

And you always turned them in to the county that paid the highest bounty ­ regardless of where they were actually taken . The pelts would bring an addi­ tional two to five dollars. Although some fox hunters reported holes shot in their wing struts, tires and propel­ lers, John and Paul worked well to­ gether. The only thing John remembers is pellets hitting the prop on occasion, the sharp "ping" easily heard above the roar of the engine!

The real danger involved the pilot not watching where he was flying! In all the excitement, the pilot would sometimes keep watching the fox in­ stead of the airplane's attitude - often with fatal results. There is a maneuver VINTAGE AIRPLANE 23

the front seat pro­ named the "fox vided the airshow hunter's stall" which smoke. With Johnny my instructor dem­ Vasey at the con­ onstrated to me in trols, it was a gen­ 1956. It is a fully uine crowd pleaser. cross-controlled tum (Today, the 450 that resu lts in a Stearman is the vicious snap roll standard of the and, at 50 feet of "smoke & noise" altitude - almost airshow act.) One certain death . It day in April 1947 , claimed many vic­ John Lafferty took tims before aerial the Stearman up hunting was out­ to practice 111­ lawed. verted spins. He Meanwhile, John­ kicked the Stear­ ny Vasey was man over and for­ busy combining got to turn on the the 450-hp engine inverted system. of a BT-13 with The inverted spin the airframe of a went flat and with­ Stearman and as out power, the air­ could be expected, plane refused to John Lafferty was John lafferty on the right with his gunner, Paul Hull, pose in front of the 65 hp Cub with come out! John in the thick of the the pelts of many red foxes that were taken over a winter. Back in the forties, the pelts action. The idea were worth several dollars, however, a bounty of $4 to $8 was paid by county govern­ saw the ground ments. This type of hunting is no longer permitted. approaching and was to make an snapped the belt airshow mount that would thrill the crowds with its noise in the supercharger that would allow open. Falling clear, John pulled the and power. An inverted fuel system the engine to run wide open upside ripcord and the parachute worked fine, down. A pressurized smoke oil tank in was made by installing a nozzle orifice but the Stearman was destroyed. John

With the smoke valve wide open and the 450 Pratt Be Whitney flat out, aerobatic pilot Johnny Vasey makes a low inverted pass over the Austin airport with his airshow Stearman.

24 FEBRUARY 1990

Lafferty ended up a can only be done charter member of when it comes from the Caterpillar Club. the heart . It has to Unfortunately, an be a labor of love. airshow had been In all the 50-plus booked just nine years in aviation, I days away! Immedi­ asked John and Grace ately, Johnny Vasey if there were any bought another BT-13 close calls in their and a Stearman and life, knowing full the crew went to well there were work building a probably many in new aerobatic air­ such an occupation plane. With both and avocation. They Johns working the admitted the closest clock around and call came one warm others pitching in, August day when the new Stearman they returned home was somehow fin­ from the EAA Osh­ ished in time and kosh Convention. the airshow was They drove into flown as scheduled . Piper PA-18S-125 Super Cub on Edo 2000 floats flown by Paul Hull and John Lafferty their driveway and since 1951. This airplane has covered most of southern Ontario over the past 38 years!

The only part used John went up to un­ from the wrecked lock the front door Rocky shorelines are a floatplane's Stearman was the nozzle orifice in the of the house. As he grasped the door­ supercharger. The plane was always knob to tum it, he discovered it was worst enemy, especially when coupled refered to as, "The Nine-Day Wonder." with a strong wind. Between such extremely hot - almost burning his sojourns and a tree falling across the hand! Opening the door, he was greeted John Lafferty'S next project was the Super Cub, the pretty red & white by a blast of 125-degree air. Apparently total restoration of a Taylor J-2 Cub , airplane has been rebuilt three times the thermostat had jammed and the fur­ NC 19565, which captured the Min­ - once with a factory-new fuselage . nace had been running wide open for nesota AAA Best Restored Antique several days! Candles all over the house In later years, Paul Hull has assumed award in 1960. This beautiful restora­ had melted, wooden furniture had split the operation of the Super Cub and tion has since been owned by veteran John Lafferty has gone on to other pur­ and the house plants had burned to a antiquers, Jack Lysdale and Johan Lar­ suits. crisp! Just why the house didn't catch sen, and is now in the San Diego Besides lending a hand to many fire, no one knows . As John and Grace Museum of Aviation . other EAA folks and teaching aircraft agree, it was a very close call!

Another object of John Lafferty's at­ welding whenever called upon, John On the walls of the Lafferty home, tention has been a 1946 Taylorcraft has been busy building a l80-hp Pitts there are any number of plaques attest­ BC-12D, NC95866, which was pur­ Special. The workmanship in this projing to John's achievements , including chased for $525 in Wisconsin and to­ an '81 Oshkosh Service Award, an '82 tally restored to new condition. It, too, EAA Achievement Award, an '82 EAA has won numerous awards and is still Recognition Award plus many, many owned by John and flown by his son. more aircraft award plaques and tro­ The T-Craft has had only six previous phies. The Marcellus King EAA Chap­ owners, all in the Wausau-Merrill, ter 386 has bestowed numerous awards Wisconsin area . on this couple for all their help and The past 30 years have also involved contributions over the many years. How­ a couple of fishermen who love to fly ever, the real beneficiaries of John's floatplanes! John Lafferty and Paul talent are the many would-be airplane Hull (his gunner from the fox hunting builders who are fortunate enough to have days) have owned a Piper PA-18 Super welded their fIrst bead under the watch­ Cub on Edo floats and have flown the ful eye of John Lafferty, a pilot's pilot.

John Lafferty's 180-hp Pitts S-1S project re­ entire area of southern Ontario looking On December 28, 1989, John and ceives a little sunshine in the driveway.

Note the dynafocal engine mount and the for the "big fi sh." John humbly admits Grace Lafferty celebrated their Golder: immaculate workmanship. to landing a 22-pound lake trout on one Wedding, having been married for 50 trip. The 125-hp Super Cub on floats years . This gifted couple, John, a pilot is flown off a wheeled dolly in the ect is a sight to behold! If ever the term and instructor of over fifty years ex­ spring and slid onto the grass at the "perfect in every detail" were applied perience , and Grace, a school teacher airport in the fall. In 30 years, ever­ - it would be here. John's patience with for many, many years, have done thing has worked fine with this system. making small parts, his exacting wood­ much more than their share of helping However, during those same years , the work and metalwork, his ultra-smooth others. They are the cement that holds hazards of floatplane operations caught fabric work, all stand out when the this old world together. For this, we Pitts is closely examined . Such work up with the pair on several occasions. must all be eternally grateful..

VINTAGE AIRPLANE 25

HURRY! HURRY! Catch the action under the Type Club Headquarters big top.

story and photos

by Jim Haynes

26 FEBRUARY 1990

One of the most rewarding and pleasant experiences a volunteer can have at the EAA Oshkosh Convention is to volunteer time in the Antique/ Classic Type Club Headquarters tent.

The November 1989 issue of VIN­ TAGE AIRPLANE listed 91 different clubs and associations, most of which fall under the category of Antique and Classic. The Type Club Headquarters tent had only II represented in 1989.

This is too bad, since the tent exists for the benefit of the clubs themselves , especially those that do not have a na­ tional convention . It serves as a gather­ ing place for members to make contact

with others in their organization.

Last summer I volunteered to repre­ sent the Curtiss Robin owners and re­ storers. I asked them to send me photos of their Robins and many responded, even those who were still in the process VINTAGE AIRPLANE 27

of restoration. With these and other data on the Robin, I was in business.

It was one of the most rewarding years I have had at the Convention . I met many fine people and several Robin owners stopped by looking for some­ one. I was able to pass on the informa­ tion so they could get together.

Joe and Julie Dickey, 511 Terrace Lake Road, Columbus, Indiana 47201 are the chairpersons who volunteer to operate the Type Club Headquarters. I would encourage those who belong to a type club to urge their leadership to be represented in this activity, then volunteer to put in a few hours at the booth some time during the Conven­ tion. It will be a rewarding experience .• 28 FEBRUARY 1990

THE ARCHIVES

"'~ ~ tpUUt "'~ C~

PASS IT TO

---1] An information exchange column with input from readers.

by Buck Hilbert (EAA 21. Ale 5) P.O. Box 424 Union. IL 60180

From the Pilot's Handbook of Aeronautical Knowledge EA-AC 61­ 238

Refueling procedures: Static elec­ tricity formed by the friction of air passing over the surfaces of an airplane in flight and by the flow of fuel through the hose and nozzle, creates a fire hazard during refueling .

To guard against the possibility of a spark igniting fuel fumes. a ground wire should be attached to the aircraft before the cap is removed from the tank. The refueling nozzle should be grounded to the aircraft before refuel­ ing is begun and throughout the fueling process. The fuel truck should also be

30 FEBRUARY 1990

grounded to the aircraft and the ground.

If fueling from drums or cans is necessary. proper bonding and grounding connections are extremely important. since there is an ever pre­ sent danger ofstatic discharge andfuel vapor explosion. Nylon. Dacron. or Wool clothing are especially prone to accumulate and discharge static elec­ tricity from the person to the funnel or nozzle. Drums should be placed near grounding posts and the followin g sequence of connections observed: J. Drum to ground 2. Ground to aircraft

3. Drum to aircraft 4. Nozzle to aircraft before tank cover is opened 5. When disconnecting reverse the order-4., 3 .• 2 .. I .!

The passage of fuel through a chamois increases the charge of static electricity and the danger of sparks.

The aircraft must be properly grounded and the nozzle. chamois fil­ ter. and funnel bonded to the aircraft.

If a can is used. it should be connected to either the grounding post or the fun­ nel. Under no circumstances should a plastic bucket or similar non-conduc­ tive container be used in this opera­ tion.

The above excerpt from the book of Aeronautical Knowledge and a sheaf of other excerpts came from one of my Civil Air Patrol pilots just a couple of days ago . He was concerned, and rightfully so, at the refueling methods we used on a Varga last week after we'd laboriously scraped the deterior­ ated sloshing compound from the tanks, cleaned out the finger screens and purged the tanks with MEK to re­ move the loose gooey stuff clogging the drains and getting into the screens.

This is common to the Varga airplanes that were manufactured in the late 1970s and the only way to handle it is the way we are doing it. It seems that the additives in 100-LL are softening up the sloshing compound . After play­ ing with this laborious process for about three and a half hours it was fi­ nally time to refuel the aircraft.

No problem! We just took the six gallon red plastic cans I had drained the fuel into , shoved a metal funnel with a 100-to-one screen reinforced with some scraps of nylon hose as an added filter into the filler hole , and started pouring. About half way through the process I hollered for Jim to get the other can ready. Jim was way outside about 100 feet away watching from that distant vantage point. He very reluctantly came back and got the second can ready to pour.

Dummy me, I never really noticed how reticent he was or how edgy he seemed . It was he who mailed me the bulletins, excerpts and the sheaf of in­ formation. I must admire him for his tact. He just didn't come right out and

suggest that Lt. Col. "Buckie" was being a jerk. He waited and let me know by mail.

The safety circulars and the informa­ tion he sent on the proper handling of fuel hit me sort of hard . It leaves a lot of questions in my mind too. I know all about static discharges and ground­ ing the airframe when fueling, but what was I using for brains when we refueled the Varga? If plastic gas cans are such a hazard why are they marked "UL approved?" They even have Spec. numbers on them and a Massachusetts Approval number. There are warnings

embossed in the side about keeping out of reach of children; not to breathe the fumes ; not to siphon by mouth; not storing in a vehicle or in a living area; that vapors can be ignited; to keep away from flame; pilot lights and elec­ tric motors; and to keep the container closed. There is also a larger warning about the fact that gasoline can explode and that it can be fatal if swallowed, to call a physician if you do swallow, etc.

There are no messages about grounding! There is no logical place to ground it unless you use a metal funnel

and ground that. What if you have one of the funnels that stops water and other contaminants and is made of plastic? Are we safe then, in just hav­ ing the airplane grounded?

I have a lot of questions on this and I'm asking for some comments from you readers out there in the field . There must be a couple or more of you out there who've the background and ex­ perience to clue us all in on this. I'm throwing it out to hang. C'mon guys and gals, let's have your comments on this one.

Over to you . •

FURTHER ADVENTURES OF:

The following yarn unraveled on a trip to Reno . The trip is about a week old. I'm about two weeks older. Make that three. The yarn was the fun part .

The rest was adventure, at times tinged with terror. Lenticular clouds are beautiful. Rotor clouds aren't. - Ed­ lock .

by Edlock Hart

T

he Champ purred along like a song through sky as high as 6,000 feet. The Mojave desert slid slowly by below be­ cause we were headed for Tehachapi, and any other way would be less straightforward than the way that this way was. Going straightforward be­ came difficult when invisible potholes and bumps began swapping places .

The RampTramp didn't much care.

In fact, we LIKE bumpy air because boredom won't mix with it.

While we were bouncing along, a large lenticular cloud appeared over

California City, where Doug Fronius flew his beautiful L-K sailplane to 28,000 ft. Imagine the joy of making a Diamond C flight in a 46-year-old classic, PERSONALLY restored like new . Such a flight in a modem glass slipper would be wonderful, of course, but Doug's flight doubles the wonder­ ment.

When Willow Springs was behind, but the Tehachapi Mountains weren't, HUNDREDS of wildly waving windmills bristled along the mile-long ridge that slopes slightly toward the only gap it's got. The road from Mojave gets to Tehachapi through this gap, allowing the path of least resis­ tance to help pave the way. Throttled back and descending at 100 mph, the Champ was set up for its usual entry into Fantasy Haven Gliderport.

Well above and before the ridge, a surprise surprose us. The prevailing downdraft was so strong it reached up and shoved us down eyeball-to-eyeball with the highest windmills, despite full throttle and nose up to 60 lAS . Almost

hovering , we crept forward blade-to­ blade at LESS than 10 mph groundspeed. This strange steady state allowed the Champ to tilt with those monster blades until close to collision .

They packed so much more wallop than our six-foot Flottorp; thus, the Champ chose to crab to the right, slid­ ing over to the next one with nearly no forward speed.

While facing off we started to sink - into the blades below us! A rapid tum reduced the sink enough to come back and tackle the next one. Tum tail and run? That's no fun - we enjoyed playing Aeron-Quixote joust enough not to quit. We continued to thrust, parry, and crab all the way to the gap, where easy entry into the valley ended the tournament.

Who won? Aeron-Quixote, of course, without a single scar. On sec­ ond thought, the equally unscarred windmills could say THEY won. Let's call it a draw and hope the windmills won't forget the feisty little Champ .•

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EAA Aviation Center

Oshkosh, WI 54903-3065

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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.

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 517/773-3852. (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.

manuals, 44-page catalog airmailed, $5.00. Jon Al­ drich, Box 706, Airport, Groveland, CA 95321 , 209/ 962-6121. (c-2/90) 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 1022 anytime. (c-3/90) JN4-D 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) Let the government finance your small business.

Grants/loans to $500,000. Free recorded mes­ sage : 707/449-8600. (HP7) (2-2) J-3 Left Landing Gear - $75.00. Piper aluminum wheel pants, $600.00. Tip lights and brackets, $40.00. Five Taylorcraft tailsurfaces , $250.00. Mar­ vel Schebler MA-3 carburetor, 65 hp, $300.00. Two inch wind up clock, $50.00 Lycoming generator and bracket, $60.00. 315/363-4915. (2-1) Sixty Inch Grade "A" Fabric - $5.00 per yard.

Two and three inch pinked tape . $20.00 per 100­ yard roll. 205/347-2887. (2-1) NEW EAA REFERENCE GUIDE - Now in one volume! Covering all EAA journals 1953 through 1989. Newly organized, easier to read. MUCH RE­ DUCED PRICE! Past purchasers: $7.50 USD plus $1.50 UPS/postage, $3.00 Canadian, $7.00 other.

New purchasers: $15 USD plus $1.50 UPS/post­ age, $3.00 Canadian , $7.00 other. VISA/MASTER­ CARD accepted. John B. Bergeson, 6438 W. Millbrcok Road , Remus, MI 49340. 517/561-2393.

Note: Have all journals. Will make copy of any ar­ ticle(s) from any issue at 25rt per page. ($3.00 minimum).

Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, including 12 issues of Sport A viation. Junior Membership (under 19 years of age) is available at $18.00 annually. Family Member­ ship is available for an additional $10.0 0 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.

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are required to be members of EAA.

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WANTED: MISCELLANEOUS: Super Cub PA 18 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 D65-21 . (c/4-90) 1910-1950 Original aviation items for sale - in­ struments, wood propellers, helmets, goggles, 34 FEBRUARY 1990

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) Help! Need manuals, diagrams, specs , photos, ad­ vice to rebuild two Aeronca C-3s ; a Razorback and a Collegian. Roy Johnsen, P.O. Box 214, Wells, NY 12190, 518/924-3280. (2-1)

payable

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Make checks payable to EAA or the division in ::hir tJ membership is desired. Adc " .;s all letters to EAA or the particular division at the fol­ lowing address:

EAA A VIA TION CENTER

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

OFFICE HOURS:

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

by Ceorge Hardie Jr.

Little airplanes have always held a certain fascination for pilots and en­ thusiasts alike. This one was an early attempt to produce a sport type for the personal pilot. The photo is from the EAA archives, date and location not given. Answers will be published in the May , 1990 issue of VINTAGE AIRPLANE. Deadline for that issue is March 10, 1990.

The Mystery Plane in the November 1989 issue drew very few responses.

Again, Ted Businger of Evening Shade, Arkansas was first. He writes: "The airplane was the offspring of the MO-I designed by Frank McGreery and engineered by Burt Raines . The common title for it was the Rohr ' Guppy. ' The project was supervised by ' Dapper Dan ' Burnett, a ling-time co-worker of mine. He .stated that it flew well enough , nothing spec­ tacular, although it was a little too cozy with its side-by-side seating. Its largest fault was coming into existence at the wrong time, 194711948, just in time for the collapse of the post-World War II light plane 'boom ' (should be 'bust ' ).

Nathan A. Rounds of Zebulon , Geor­ gia writes : 'The Rohr Corporation designed and built the plane in 1946. It was a two- seat design with a ' tadpol e ' fuse ­ lage and a 'buttertly ' tail. The airplane was flown and then they designed a

tail-first plane with many features of the earlier 1946 design. During the war, Rohr built powcrplant assemblies for Consolidated- Vultee and later. en­ gine nacelles for the Lockheed Con­ stellat ion. They also made exhaust as­ semblies for many aircraft. Now they are located in San Diego , California.

"Just so nobody forgets, ' Dapper Dan' and our boss Fred Rohr were both part of the Ryan crew that built the 'Spirit of St. Louis .' Dan ' s sister was a friend of Ed Morrow's wife (VIN­

TAGE

AIRPLANE,

JUNE,

JULY

1985). A few of us are trying to con­

vince Ed to come to Oshkosh next

summer."

Steve McNicoll of Geneva , Illinois

adds more:

"The airplane is a development of the Rohr MO-I, shown in the March 1947 issue of AVIATION Magazine , describing the Rohr MO-I. The com­ ponents of the Rohr are very similar to the Mystery Plane. Evidently the Rohr was a failure in its initial carnard, pusher layout, and a re-arrangement of its component assemblies would result in an aircraft remarkably similar to the Mystery Plane."

Rohr "Guppy"

VINTAGE AIRPLANE 35

Jallllwy 1930

Ten Cents