VA-Vol-18-No-4-April-1990

STRAIGHT AND LEVEL

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Florida fly-market

Parade of Flight '90

The fly-market at Sun 'n Fun is most interesting as several old duster opera­ tions bring out years of accumulated "wares." What 's one man's trash is another man 's treasure and nowhere is that more true than in old aircraft resto­ ration . Make up a comprehensive wish list and keep your eyes peeled as you survey the mountains of grimy goodies at the fly-market. I hope my airplane will haul all the junk/treasure that I hope to find at Lakeland this year.

This year the Parade of Flight will be held on Monday afternoon during the air show. We will not be able to re-park the participating ai rcraft until the entire air show is completed and the crowd has thinned . With the number of people on the flight line dur­ ing the show, it 's just not practical to move our aircraft through. Also, if you think about it , it's not really consider­ ate to ask spectators to move from their seats when some of them have staked them out hours in advance for the best view of the air show .

Those who want to fly in the Parade of Flight will also need to have proof of insurance . Please contact Phil Coul­ son in advance this year or have this insurance paperwork with you.

One of the changing items thi s year is that the Valley Queen riverboat has been sold. This means that we will not be hosting a riverboat cruise. Steve Nesse , Chairman of our AIC picnic has asked the past Chairman of the river­ boat cruise, Jeannie Hill to team up with him. Together they hope to make our annual picnic on Sunday night an extra-special event.

by Espie "Butch" Joyce As many of you read this, you are enjoying the EAA Sun ' n Fun Fly-in in Lakeland, Florida or will have re­ turned from that event. I also realize that there are many of our members who could not attend this fun event due to your work schedules. The people at Sun 'n Fun really work their hearts out to put on a superior show and the weather is a welcome taste of the sum­ mer to come for northern visitors.

As I have said many times before, there are a number of antique and classic aircraft at Sun 'n Fun that you will seldom see outside the Florida area. The Sunshine State is a haven for retired people including many with an aviation bent. There are a number of air-park developments with adjacent landing strips rather than golf courses (and in some cases, both) . One of the finest of these air parks is Jimmy Lee­ ward's Air Ranch in Ocala. Notable aviation personalities such as Steve Wittman have settled there for the winter.

Chapter One Antique Classic Chapter One, fea­ tured in the color section of this issue starting on page 20 hosts the Antiquel Classic area at Sun 'n Fun . The Chap­ ter members' good leadership and hos­ pitality have made vistitors comforta­ ble for the past several years.

2 APRIL 1990

EAA Oshkosh '90 While talking about fly-ins, let 's discuss the upcoming event at EAA Oshkosh '90 . All your Headquarters staff and I are certainly looking for­ ward to an even more exciting Conven­ tion this year than in the past. There will be some changes in our area this year, all for the good of the Antiquel Classic Division of the EAA. First, the EAA has acquired additional land to the west and will be moving the Ul­ tralight area in that direction. The old Ultralight area will be ours, expanding our parking space to accommodate the growing number of participants in our division. The amount of NC merchan­ dise available to the membership will also be expanded .

Since 163 Cessna 120/ 140 aircraft flew in two years ago, an increasing number of type clubs have asked to arrive in a group . This year we have been contacted by a group that wishes to arrive with 22 Ryan PT-22s. In the interest of safety, we need to limit the number of aircraft arriving simultane­ ously to 25 .

As time progresses, we have to bend to the pressures of legal action and lia­ bility. At times , I personally would like to throw this type of thinking to the wind and just not concern myself with it, but that would not be good for the whole division or EAA .

Grass roots Enough rambling on about the sum­ mer's rally BIG shows. The spring fly­ ing weather is upon us with a great deal of local events to enjoy. This type of flying is my personal favorite. The people I meet are as important to me as the airplanes. There will be some new restorations flying this spring and I look forward to seeing them. Please exercise extra safety this year when you fly . We cannot afford any bad pub­ licity .

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

MANAGING EDITOR

Golda Cox

ART DIRECTOR

Mike Drucks

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEATURE WRITERS

George A Hardie, Jr. Dennis Parks

EDITORIAl ASSISTANT

Isabelle Wiske

STAFF PHOTOGRAPHERS

Carl Schuppel

Jim Koepnick Jeff Isom

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Espie "Butc h" Joyce 604 Highway St. 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 Treosurer E.E. "Buck" Hilbert P.O. Box 424 Union. IL 60180 815/923-4591

DIRECTORS Robert C. "Bob" Brauer 9345 S. Hayne Chicago. IL 60620 312m9-2105 Philip Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490 Chartes Harris 3933 South Peoria PO 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 Roanoke. TX 76262 817/491-9110 Daniel Neuman 1521 Berne Circle W. Minneapolis. MN 55421 612/571-0893

John S. Copeland 9 Joanne Drive Westbo rough. MA 01581 508/366·7245 William A Eickhoff 415 15th Ave .. N.E. St. Petersburg . FL 33704 813/823-2339 Stan Gomoll 1042 90th 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 414m l -1545

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

APRIL 1990 • Vol. 18, No.4 Copyright © 1990 by the EAA Antique/Classic Division , tnc. A ll rights reseNed .

Contents 2 Straight and Level/by Espie "Butch" Joyce 4

AlC Newslby Mark Phelps

4 Letters to the Editor 5

Calendar

Page 6

6 Interesting Member: Ray Brooks Iby Jeannie Hill 8 Vintage Literaturelby Dennis Parks 12

Members' Projectslby Norm Petersen

14

Pass It To Bucklby E.E. "Buck" Hilbert

16

Vintage Seaplaneslby Norm Petersen

Page 17

17 1950 Bonanzalby Mark Phelps 20

Chapter Onelby Bob Brauer

23

Project Porterfieldlby Norm Petersen

28 "Old Blue"lby Mike McCann 34

Vintage Trader

38

Mystery Planelby George Hardie, Jf.

FRONT COVER ... Mike McCann's Stinson negotiating the Alaskan

terrain.

(Photo courtesy of Mike McCann)

REAR COVER ... A Sun 'n Fun scene. Barefoot pilot, Hal Wighton's Lincoln Page PT-W 'neath the photographers' tree a t Lakeland, 1988.

(Pho to by Mark Phelps)

ADVISORS John Berendt 7645 Echo Point Rd. Cannon Falls. MN 55009 507/263-241<1

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 414/231 -5002

George Daubner 2448 Lough Lane Hartford. WI 53027 414/673·5885

John A Fogerty 479 Highway 65 Roberts. WI 54023 715/425·2455

Jeannie Hill

PO. Box 328

HONard, IL 60033

815/943·7205

TIle words EAA. ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION. and !he k>gos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNA· TIONAL CONVENTION, EAA AlNTIQUEICLASSIC DIVISION INC.• INTERNATIONAL AEROOATIC CLUB INC.. WARBIRDS OF AMERICA INC.• lre registered trademar1<s. THE EAA SKY SHOf'PE and k>gos 01 !he EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION ...e trademar1<s 01 !he above associations <rod lheir use by arrt person _than !he above associations is sbictIy prolliJited.

Edtorial Policy: Readers are encouraged 10 sOOrrit SIOIies and pOOUlgraphs. Policy op;r;ons expressed in mes are solely !hose 01 !he authors. Responsblity lor aooJracy in repor1ing rests enti'ety with !he con1riluIOr. Malen.; shook! be sent 10: Edtor. TIle VINTAGE AIRPlANE. \WIman Regional Airpor1, 3(XX) Poberezny Ad., OsN<osh. WI 54903-3086. F'hor<!: 4141426-4800.

TIle VINTAGE AIRPlANE (ISSN 0091·6943) • published and owned exclusively by EAA Antique/Classic Division. Inc. 01 !he Experimental Aicraf1 Association. Inc. and • published m001l1~ al Wrttman Regional Ai!por1, 3(XX) Poberezny Ad.. Oshkosh. WI 54903-3086. Second Class Postage paid a1 OsN<osh, WI 54901 <rod additional mailing offices. ~ rales lor EAA ArliqueiClassic Division. Inc. are $18.00 lor OJ"en! EAA members lor 12 morIh period 01 v.!1ic1l $12.00 • lor !he publication 01 TIle VINTAGE AIRPLANE. ~" • open 10 all who are ~lerested in aviation.

ADVERTISING - Antique/Classic Division does no1 guaranlee or eOOorse any product offered 1I1rough our advef1ising. We invile constructive cti1icism and welcome arrt repor1 01 inlefior mercllardse oblained 1I1rough our adver1ising so 1I1al corrective measures can be taken.

POSTMASTER: Send address changes 10 EM Antique/Classic Division. Inc., P.O. Box 3086. Oshkosh. WI 54903-3086.

VtNTAGE AIRPLANE 3

Compiled by Mark Phelps

EAA dues increase The EAA Board of Directors has voted to increase EAA membership dues to $35 effective July I, 1990. The current dues structure has been in ef­ fect since October 1985 . Additional membership increases are as follows: Family members $10 u. S. schools and libraries $20 Foreign schools and libraries $23 Junior membership $20 Full family memberships $45 Again, the increases are effective July 1, 1990.

~IL

EAA Scholarships Offered Scholarships and awards ranging from $200 to fuJI degree programs are offered through the EAA Aviation Foundation. To encourage, recognize and support excellence in students pur­ of the suing the knowledge technologies and skills of aviation are the stated goals for these Scholarship awards. Scholarship applecations may be made on the application provided

by EAA Education Director, Chuck Larsen , EAA Aviation Center, Osh­ kosh Wisconsin 54903-3086 Tel. 4141 426-4800. Applications must be re­ ceived by May 1 to be considered.

A wards will be announced at EAA Oshkosh '90.

P.S. Norm, I just completed your arti­ cle about John Lafferty (February 1990). Keep up the good work.

Expensive autographs

Wabash flier Dear Norm, Please find the enclosed photograph of what I believe to be a Curtiss JN4D Jenny. The photograph is believed to have been taken around 1915, or maybe later (probably later - Ed.).

The gentleman standing in the middle is Frank W. Kern . Mr. Kern was born in 1898. He was an entrepreneur who learned to fly at an early age. Mr. Kern was known to have done some flying in the Wabash, Indiana area during this time period. This photo is believed to have been taken around Wabash or Fort Wayne . Notice the advertisement 4 APRIL 1990

Dear Mark, I was happy to read that Paul Pober­ ezny might be willing to push for a repairman's certificate on older pro­ duction light aircraft (Interview, Janu­ ary 1990). I do not feel the require­ ments should be the same for an Amer­ ican Airlines engine mechanic and a guy who owns and flys his own classic Beechcraft. I have two former brothers-in-law who are A&P mechanics for Piedmont Airlines.

They may have the skills necessary to rebuild a 727 engine but I wouldn ' t want either of them working on my lawn mower, much less my airplane. I am also tired of paying someone who knows less about my airplane than I do to sign off my work. I own a 1952 Bonanza because I can't afford a newer on the side of the airplane . The other one. The cost of maintenance would two men in the photo are unidentified. be greatly reduced if it did not include At the time of this photo Mr. Kern the price of the A&P autograph. I also lived in the small town of Athens, In­

don't like anyone else working on my diana. My interest in Mr. Kern is that airplane. If we are going to make the he is the grandfather of a colleague of pilot in command responsible for the mine. We are interested in knowing airworthiness of his airplane, should more about Mr. Kern's flying ac­

we not also give him the authority to tivities. We would enjoy hearing from be the one person who really knows anyone with any information on this the quality of maintenance? Wouldn't early aviator.

our entire fleet be better maintained if the mechanic were required to fly the airplane?

Sincerely,

Ray L. Johnson (EAA 159826, AlC 5728) Sincerely,

Paul Whitesell (EAA 288943, AlC 12757)

347 South, 500 East

Plano, Texas

Marion, Indiana 46952

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.

April 28 - Levelland, Texas. Airport Breakfast sponsored by EAA Chapter 19 at Levelland Municipal Airport.

Contact John Smith, 2826 62nd Street, Lubbock , Texas . Tel 8061793-7889.

April 29 - Shreveport, Louisiana.

Holiday in Dixie fly-in sponsored by EAA Chapter 343. Shreveport Down­ town Airport. Contact Sam Waldrop, 6215 Quilen Blvd., Shreveport, Louisiana 71108-3703 . Tel. 318/653­ 9933.

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 , 8 15/332-4708 .

May 12-13 - Reading , Pennsylvania .

Reading Aerofest at Reading Regional Airport. Contact Paul R. Doelp, R.D .

9, Box 9416, Reading, Pennsylvania 19605-9606. Tel 215/372-4666.

May 19-20 - Hampton, New Hamp­ shire. Fourteenth Annual Aviation Flea Market. Hampton Airfield, Hampton, New Hampshire . Anything aviation re­ lated okay. No fees! Camping on air­ field . Contact Mike Hart, Hampton Airfield , Route US I , North Hampton , New Hampshire . Tel. 603/964-6749 .

May 20 - Benton Harbor, Michigan.

Fourth Annual EAA Chapter 585 Dawn Patrol Breakfast/Lunch. 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.

in . Orange Airport. Contact James O'Connell at 413/498-2266.

May 25-27 Atchinson Kansas .

Kansas City Area Chapter, AAA Fly­ in at Amelia Earhart Memorial Air­ port. Contact Lynn Wendl, 7509 Con­ ser , Overland Park, Kansas 66204.

Tel. 913/642-5906.

May 26-27 - Vidalia , Loui siana. Fer­ riday Fly-in sponsored by EAA Chap­ ter 912 . Concordia Parish Airport.

Contact Jerry Stallings , Rte . I , Box 19D , Ferriday , Louisiana 71334-9709 .

3181757-2103.

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 1-3 - Merced , California. 33rd Merced West Coast Antique Fly-in .

Merced Municipal Airport. Contact Merced Pilots Association, PO Box 2312 , Merced , California 95344 or call Dick Escola at 209/358-6707 .

June 8-10 - Middletown , Ohio. Fifth National Aeronca Convention.

Aeronca factory. Includes factory tour and vi sit to USAF Museum . Contact Jim Thompson , President, National Aeronca Association, PO Box 2219, Terre Haute, Indiana 47802. Tel. 812/ 232-1491.

June 9 - Newport News, Virginia.

18th Annual Colonial Fly-in. Spon­ sored by EAA Chapter 156 at the Pat­ rick Henry Airport. Contact Chet Sprague , 8 Sinclair Road, Hampton, Virginia 23669. Tel 8041723-3904 .

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.

June 23-24 - Orange , Massachusetts.

14th Annual New England EAA Fly-

June 28 - July 1 - Mount Vernon, Ohio. 31st Annual Waco Reunion.

Wynkoop Airport. Contact National Waco Club, 700 Hill Avenue , Hamil­ ton , Ohio 45015. Tel 513/868-0084 .

July 7-8 - Emmetsburg, Iowa. Sec­ ond Annual Aeronca Champ Fly-in and fly-in breakfast. Emmetsburg Air­ port. Contact Keith Harnden, Box 285, Emmetsburg , Iowa 50536. Tel 712/ 852-3810.

July 13-15 - Simsbury Connecticut.

2nd Annual Northeast Stearman Fly-in at Simsbury Airport . Contact Jim Kip­ pen, II Crestwood Street, Simsbury , Connecticut 06070. Tel. 203/651­ 0328.

July 20-21 - Collingwood , Ontario .

Second Annual Gathering of Classic Aircraft sponsored by Collingwood Classic Aircraft Foundation. Col­ lingwood Airport (NY3). Contact Doug Murray , 5 Plater Street, R.R. No . 3 , Collingwood, Ontario, Canada L9Y 3Z2. Tel. 705/445-5433.

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 Avia­ tion Center, Oshkosh, Wisconsin 54903-3086. Tel. 414/426-4800.

August 19 - Brookfield, Wisconsin .

5th Annual Ice Cream Social spon­ sored by EAA Antique/Classic Chapter II at Capitol Drive Airport . Contact George Meade, 5514 N. Navajo Av­ enue, Glendale , Wisconsin 53217.

Tel. 414/962-2428.

August 24-26 - Sussex, New Jersey.

18th Annual Sussex Air Show. Sussex Airport. Call 201 /875-7337 or 702­ 9719.

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.

September 15-16 - Rock Falls, Il­ linois. Fourth An nual North Central EAA "Old Fashioned" Fly-in. Pancake breakfast Sunday . Contact Dave Chris­ tansen at 815/625-6556 .

VINTAGE AIRPLANE 5

INTERESTING MEMBERS

Ray Brooks in Skeeter Carlson's Curtiss Canuek.

RAY BROOKS by Jeannie Hill, Advisor

The biggest smile and the brightest twinkle in his eye . . . seated second from right.

6 APRIL 1990

In trying to pick up poillfers on how to know and fly old, slow airplanes. I always try to seek out the guys and gals who flew themfirst.J7ew them best and lived the longest to tell about it.

Even in a crowd it's usually easy to single out these folks. They're the vin足 tage fliers with the biggest smiles on their faces and that mandatory twinkle in their eyes that lets you know right off that they've probably got a story or two to tell. I can't remember where I first ran into Ray Brooks. but there he was with that smile and that twinkle.

There was nothing left to do but intro足 duce myself. ask a leading question and sit back and he delighted.

Ray flew with the Lafayette Esca­ You'd have to search far and wide drille and became an ace with six men­ to find a more interesting member than tions in orders for confirmed air vic­ Ray Brooks. First of all , it would be hard to find another member with more tories. His restored Spad , No. 20, seniority in the system . Ray has been "Smith IV," with the Shooting Star in­ signia of the 22nd Pursuit Squadron, is working in aviation since 1917 . He is 96 years young and as each year passes , now on display with the Smithsonian Ray seems to be able to glean the very Institution Air and Space Museum in Washington, DC. Due to a stroke of best from it and then tries to pass it all along to us. He wants to share what he luck it was shipped there when orders came through to send two combat air­ is and what he has with everyone . planes to the States for a war bond That's just the kind of guy he is . At a tour. It seems Ray was the officer of time in his life when he should be rest­ the day when headquarters called , so ing on his laurels , Ray Brooks is still he selected his and a friend's airplane going to air shows, being interviewed, posing for photos and serving as a for the tour. At some point during the walking, talking en­ cyclopedia of avia­ tion for anyone who has the good sense to realize that when they've found Ray Brooks, they've stum­ bled upon a mother lode of knowledge and experience in the aviation world .

There is so much history on Ray Brooks that in this short ar­ ticle I couldn't be­ gin to recount enough of it to do justice to him. So I won't even try right now.

Besides, that leaves an opening to do an even more exten­ sive article about one of my favorite subjects at a later date. Suffice to say that among his many accomplishments, Ray has had a very dis­ tinguished military Antique/Classic Division Advisor, Jeannie Hill with Ray career. His initial training took place in Canada in Curtiss tour the other plane was destroyed, but JN4Ds from September through No­ Ray's remained in original condition vember of 1917. In France, during until its recent, total restoration at the World War I, he learned to fly a Nieu­ Smithsonian . port. He was later assigned and flew After his wartime service, Ray re­ the Spad VII and the Spad XIII. Now, turned to the States and graduated from I couldn't tell you the difference be­ Field Officers School at Langley Field, tween a Spad VII and a Spad XIII to Virginia where he became an instruc­ save my life. But, if you have a min­ tor. After five and a half years of mil­ ute, Ray sure can and in as much detail itary service, Ray received his honor­ able discharge on December 14, 1922. as you care to get into. (I'll give you His civilian career carried equal im­ a hint. It has something to do with an extra 40 hp on the Hispano Suiza en­ portance. As an engineer with Bell gine and with a second Vickers gun Telephone Laboratories he authored 18 installation on the Spad XIII. So there, secret, technical manuals for the mili­ now you know as much as I do .) tary services . He helped pioneer air­

mail routes, organize the early airlines and establish location and contracts for the visual rotating beacons that delineated the routes for the night flying airmail pilots. Ray has logged over 3,100 solo hours and the low number of his trans­ port pilot license No . 1738 is another testimony to his early entry into avia­ tion. A list of Ray's credits and member­ ship associations would take up half a page . Some of his more noteworthy af­ filiations are Associate Fellow of Ameri­ can Institute of Aeronautics and Astro­ nautics , World War I Overseas Flyers, American Fighter Aces Association, OX-5 , QBs and , of course, our own Antique/Classic Di­ vision. In 1980 Ray was inducted into the New Jersey Avi­ ation Hall of Fame.

Ray attends both Sun 'n Fun and the EAA Oshkosh Con­ vention whenever possible. This past Convention we were honored to have him with us at the Red Bam for several days.

While he was there, he gave freely of his time allowing us to visit with him and introduce him to multitudes of inter­ ested people . Ray gave us a wonderful interview for our Avi­ ation Pioneer Video Library. He allowed us to lift him into the Canuck for his first-hand account of what it was like to learn to fly in Brooks. a Jenny . The still shots of Ray in that Canuck are price­ less. I've shared a few of them here with you. As you can see, Ray Brooks is far from being a has-been. The Ray of yesterday was a great fellow, but the Ray of today is fantastic . So just remember, the next time you saunter on down to the Red Barn and see a dapper, old gentleman leaning over his cane, peering through his wire rimmed glasses and looking like maybe he has a story to tell, go up and introduce yourself and shake his hand . And remember that hand held the stick that fought the battles of World War

I..

VINTAGE AIRPLANE 7

VI~TA(3~ LIT~I2ATUI2~

by ()ennls llal"ks ~

Llbrao'!Mdllves ()Iroc(()r

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STOUT 2-AT

FORD MODEL 14

8 APRIL 1990

THE STOUT 2-A T A REMEMBRANCE The January 1990 issue of SPORT A V1ATlON had an article about the Ford Tri-Motors and the Stout aircraft that proceeded them . The article brought about some interesting re­ sponses . One of the most interesting was a letter from Roland L. Hall (EAA # 146593) of Northfield, Illinoi s . Mr. Hall told in his letter of his first airplane flight which took place aboard a Stout 2-AT in April, 1927 at Grand Rapids, Michigan.

Dear Mr. Parks: I can't tell you how much I enjoyed your excellent article, THE PLANES THAT MR. FORD AND MR. STOUT BUILT, since my first flight was in a Stout 2-AT in April, 1927.

My boyhood was spent in Grand Rapids, Michigan our being within earshot and a short bike ride from the field that became the airport and we practically lived there . We could quickly recognize the sounds of an OX-5, C-6, or Hisso , so when we heard the throaty roar of the Liberty in a DH-4 or the D-12 in a P-I from Self­ ridge Field across the state, would pedal madly to the field, hoping to see one of these beautiful machines before it departed.

In 1926, I recall Father telling us that an airline would soon begin flying between Dearborn, near Detroit, and Grand Rapids . Naturally, on the day of the inaugural flight I, along with about every kid in the town (and a lot of grown-ups too), was there. Soon the 2-AT appeared in the east and landed on the sod field. Maneuvering on the

ground was not a simple operation since the plane had a tailskid and no wheel brakes. Two "mechanics" in white coveralls would run out on the field to meet it at the end of its rollout.

Each carried a large wooden block with a length of rope attached which, upon signal from the pilot or copilot , they would place in front of the designated wheel . A blast of the big Liberty would cause the plane to turn in the desired direction and it ultimately lumbered up to the area where a group of local dig­ nitaries and photographers were wait­ ing . With the engine shut down, seven passengers made their way out of a rather small oval shaped door on the right side of the fuselage. Most of them still had bits of cotton sticking out of their ears. As I learned much later when I flew in it , the cabin lacked sound insulation and the noise from the Liberty was deafening.

We boys were bugeyed . Never had we seen such a huge plane. Actually, I believe the span was something less than 70 feet. Its skin was a corrugated material which we naturally assumed , in view of the name " FORD" promi­ nently displayed in several places, was tin. We also assumed that the word "Stout" referred to the rugged con­ struction of the aircraft! Other mark­ ings were a large numeral " I" on the rudder and the name, " Miss Grand Rapids" on each side of the engine cowl. The nose of the plane was sur­ mounted by a monumental radiator complete with cap as was the style with automobiles of the day . The massive propeller appeared to be at least 10 feet long. Since it had no mechanical starter of any sort, it had to be propped like my Champ. Well, not exactly. After the blades had been pulled through sev­ eral times, three " mechanics ," upon signal from the copilot (the pilot being on the left, couldn't see them) would link hands and run past the prop , the last man grabbing it as he went by .

Note the position of the blade in the illustration No .2 in your article . It is 60 degrees beyond that which we use on our smaller engines.

Initially only one aircraft was used.

It departed from Dearborn the first thing in the morning, arriving at Grand Rapids an hour or an hour and a half later, depending on the prevailing wes­ terly headwind. It would depart late in the afternoon for its return flight. The fare one way was $16 so even with a 100 percent load factor , which it sel­ dom was, it gave the airline a gross

revenue of only $224 per day , totally inadequate even in those days when you could buy a Ford car for just under $500.

It was this layover of the 2-AT for several hours that got me my first flight. The Stout people reasoned that by charging $5.00 for a 20-minute sightseeing flight over Grand Rapids they could produce an hourly revenue equal or greater than flying their regu­ lar route . On a Saturday in April , 1927 , Father chartered the whole plane for seven family members including two of my grandparents and myself.

To me, and perhaps to my fellow pas­ sengers , the flight was memorable in more ways than one . Just before land­ ing, I, for the only time in 63 years of flying , became violently airsick and they hadn't invented barfuags!

A short time later, a second 2-AT was added to the run . This one bore no name as did its hangarmate , only the numeral "2" on its rudder . Where the earlier schedule catered to the Detroit­ based businessman who would fly to Grand Rapids in the morning and re­ turn home in the afternoon, his much more numerous counterpart was the salesman representing one of the many small companies who were suppliers to Detroit's automobile plants. It was pointless for him to arrive in Detroit in the later afternoon , spend two nights in a hotel, and return home two days later. The second plane allowed him to make the trip within the same day. It also added to the enjoyment of the three Hall boys. When the arriving af­ ternoon plane had discharged its pas­ sengers at the small terminal building , it was restarted and taxied a few hundred feet to the hangar where it spent the night. We were frequently allowed to climb on board and ride over to the hangar. It did not enter our heads that it was Father' s frequent use of the airline that got us this special treatment.

The pilots who were always addres­ sed by their former military ranks or as "mister" included such names as J. Parker VanZant, who played a key part in setting up the first coast to coast ' airmail routes ; Tom Halpin who later set up his own company to make an all metal plane of his own design , the Flamingo; Capt. C. C. Swenson; and Peter Berger, to name a few.

Unfortunately, the airline was not a commercial success and the Grand Rapids route was discontinued after about a year. My recollection is that VINTAGE AIRPLANE 9

, I

\

' ... __ ....I

000

AERO DIGEST. N .Y.

Three-view outline drawing of the 2530-horsepower Ford Model 14-A transport a irplane.

10 APRIL 1990

they had onl y one fo rced landing, this without damage to the pl ane, nor in­ juries, and that they fai led to complete their schedul ed fl ight on less than half a dozen occas ions. Although I went on to get my license fly ing out of that field in later years, things were never qui te the same after the 2-ATs left .

In the years that foll owed, I can re­ cal l two visits to the pl ane in Dearborn .

On one of these I saw Richard Byrd ' s "Fl oyd Bennett" being mod ified by the repl ace ment of its nose-mounted 3-5 Whirl wind with a 525- hp Cyclone.

Even with thi s added power, Bernt Balchen was barely abl e to coax her high enough to reach the South Po le.

In a later visit , I saw the Model 14.

The people at the plant wouldn' t even talk about it. LeRoy Manning, Ford's chief test pilot, had just been ki lled in a crash of a Ford pl ane. Rumor was was that Mr. Ford had issued orders to shut down the operati on. I'd li ke to know more about the 14 .

I have a coupl e of observations re­ garding your fine arti cle. Stout never used 4-A Ts in schedu led serv ice on the Grand Rapids route. Earl y models with their 3-4 engines appeared on the field from time to time. One of them brought Charles Lindbergh's mother in the summer of 1927 to see her son dur­

ing hi s tour of the US fo ll owing hi s Paris fli ght. It was fro m thi s field th at she had her onl y fli ght in the Spi rit of St. Loui s. The other concerns the lack of reg istration numbers on the 4-A T in photo No .5. I seem to recall that they were not required until 1927. I never saw any on the 2-ATs. First of all , let me apolog ize fo r being so long-w inded, and since I have been, for not retyping thi s. Your arti cle brought back so many fond memories that I got carri ed away . Toss it or use it as you see fit . Thanks aga in for a great arti cle .

FORD Model 14 In hi s letter, Mr. Hall asked fo r some in formati on about the Mode l 14.

The Ford Model 14 was the last of the Ford Tri-M otors. As a repl ace ment for the prev ious Tri -Motors, thi s pl ane was des igned to carry 40 passe ngers in Pullman car comfort.

It was huge with a full y canti levered wing of 11 0 feet and an all metal fuse­ lage with a length of 4 1 fee t. The wing was very deep with a max imum depth of four feet three inches . Though the plane was skinned in alclad, the central fu selage section and the wing center section was done in steel.

The three engines used were French

built Hi spano-Suizas. The center en­ gine, rated at 1, 100 hp at 2,000 rpm, was a direct-dri ve, three-bank , 18 cy­ linder type 18Sb, dri ving a three­ bl aded adju stable pitch propeller.

The outboard engines, buried in the wings, were 12-cy linder type 12 Nbr rated at 7 15 horsepower. At the end of an extension shaft , eac h of these en­ gines had a 12-foo t, IQ-inch fo ur­ bl aded wooden propeller.

It was expected to appear at the Na­ ti onal Airpl ane Show in Detroit , but checking with AERO DIGEST and AVI ATION magaz ines indicate that it was not exhibited . Bill Stout in hi s book, SO AWAY I WENT, reported on its fate: " Before the giant pl ane built by the bac k-door crowd at Ford was fini shed, the government CAA said that even if it did fl y, the forty-passenger ship would be licensed fo r a max imum of only ten passengers. When it went out for tri al, no prov ision had been made for steering it to the ground . Work did go on, however, with the big plane until its final fi asco. It was exhibited in one show as a marvelous structure, which it was , and then cut up with torches for the scrap heap. " It didn ' t fl y, but they learned a lot from it. " .

EAA AVIATION FOUNDATION

BOEING AERONAUTICAL LIBRARY

The EM Aviation Foundation's Boeing Aeronautical library is a research collection devoted to acquiring, preserving and sharing the heritage of aviation in general and personal flight in particular.

HOURS

Monday - Friday 8:30 a.m. - 5:00 p.m.

Phone: 414-426-4848

SERVICES Reference, Copying, Picture Searching, Photographic Reproduction,

Bibliographies, Faxing.

PUBLICATIONS library Handbook and User Guide - Free SPORT AVIATION Aircraft Article Index (1953-1988) - $12.00 Journal list - $2.00 Radtke Photo Collection Catalog - $3.00 THE VINTAGE AIRPLANE Airplane Article Index (1973-1988) - $5.00 Index to Scale Aircraft Drawings - $15.00 WRITE: EM Aviation Foundation Boeing Aeronautical library EM Aviation Center Oshkosh, Wisconsin 54903-3065 VINTAGE AIRPLANE 11

MEMBERS' PROJECtS

by Norm Petersen

This blue and silver American Eagle 101, NC7157, SIN 273 has been owned by Swann Allen (EM 75432, NC 14930) of Milford, Michigan since 1936! The restoration was started in 1968 and finished in October 1989. Swann reports a wheel was broken

on taxi tests, so new wheels are in the of足 fing. Although he is 75 years of age, Swann still has the enthusiasm of a youngster and loves his American Eagle with its OX-5 en足 gine. Note the very tidy workmanship on the rebuild.

David & Paula Henderson (EM 276589, NC 11264) of Felton, Delaware have eight Piper Cubs under restoration at the same time! Their firm, called Henderson Aviation, specializes in Cub rebuilds. On hand: an l-4B military Cub; a PA-11 85hp Cub; a Clip Wing Cub and five standard J-3 Cubs! One has the feeling their days are full from early morning to late at night.

12 APRIL 1990

Retuming to the airshow circuit this sum足 mer will be ex-president of the Antiquel Classic Division, R.J. (Dobbie) Lickteig of Port Lucie, Florida and Albert Lea, Min足 nesota in this nicely rebuilt 135 hp Piper Super Cruiser, N4219M, SIN 12-3115. Expertly rebuilt by Gordy Westphal (EM 9833, AlC 7270) of Rochester, Minnesota, the Cruiser features many extras such as interior sight fuel gauges, Cleveland wheels and brakes, sky light, shoulder hamesses and avionics. The white and red paint scheme carries inside the aircraft as well as out足 side. We look forward to seeing Dobbie this summer as he taxis up with a big grin on his face!

This photo of a very pretty Taylorcraft BC-12D, N43002, SIN 6661, was taken at an open house at Eglin AFB in Florida. It had been completely restored from 1984 to '85 by Captain Rob Ray (EM 344216, AlC 14398) and his father, who had previously owned the very same airplane from 1970 to '72! Rob reports he had his very first airplane ride in this T-craft' Built on December 16, 1945, it was one of the first T-crafts off the line following WW II. Although Rob is an Air Force F-16 pilot in Japan, he hopes to be able to attend EM Oshkosh '90.

VINTAGE AIRPLANE 13

PASS II IO

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

€

§

ded it in the Bakolite thereby making constant contact and making it HOT anytime it was out of any detent.

Let's skip to 1975 when I had Mr. Fleet. That ' s the one I sold to Richard Bach to raise the money to build the

Swallow. I was up at Oshkosh, and the

blasted thing wouldn't start . I had Curt ~ Tay lor in the cockpit and it just Q wouldn't start! Sure it was cockpit trouble, I ousted Curt and jumped in myself after I recruited Bill Haselton to prop it. Now Bill overhauled the en­ gine and has as much smarts as anyone

by Buck Hilbert who has been around Kinners as long (EM 21, Ale 5) as he has. We went through the routine P.o. Box 424 and after about three tries he hollers, Union, IL 60180 "It must be loaded! Switch OFF'" [ do as he says and he backs it up a couple revs and calls, "Contact." [ reply "Contact," he grabs the blade and it prompt ly fires backwards and busts his hand. It didn't start and [ hear all this cussin ' and see him jumpin ' around so [ shut down everything and jumped out to see what happened . After a trip to the infirmary and getting him patched up , we opened the cowl. The impulse W ell, since Part One I've had more it's gonna start paid off! Meanwhile was just hanging on one mag, and experiences . I was over in Michigan at Dorothy is screaming in a voice loud somehow the assembly had slipped and enough to hear in Heaven, "It ' s off! a fly-in and a gal name of Dorothy used was firing way off proper time. Les­ It's off!" and when [ walked around to have a real neat Meyers OTW with son? If it don't wanna start , it's trying a Kinner on it. No electric starter of to tell you something! Investigate' the wing and up to the cockpit it was course, and I got to prop it. "Switch indeed ;'OFF." But it was one of those Then we got the Swallow flying. In off!" I yelled and she gave an affirma­ old A-7 switches from 1946 that there an effort to be as authentic as possible, tive reply. I grabbed that prop and was an AD note on. They were all sup­ I didn ' t have an electrical system . [ moved it about one blade. The impulse posed to be replaced because they had propped it each time [ got ready to go, snapped and it was running! My pre­ an internal problem that wiped some and [ always did it myself because [ caution of always treating a Kinner like of the brass off the contacts and imbeddon't trust anybody . [ tied the tail in

Prop'er Behavior

PART II

14 APRIL 1990

most instances and left the fuel off and I always briefed the person in the seat, whether passenger or pilot , on what to do " IF ." Well, everything was going along real nicely until one day I was flyin g from Wichita to Kansas City where I was to meet some of the KC Antique rs. I was running parallel to a fast advancing cold front and making terrific gro und speeds when I reali zed the rain and thunderstorms had cut me off from my destination which was ac­ tuall y Gardiner , Kansas. I elected to land at Paoli , Kansas about 10 minutes ahead of all this weather phenomeno n.

The place was deserted - not a soul around and the office was locked up .

I found o ne T-hangar (no doors) open so I decided to taxi over there and stuff Swallow in it. I was alone, but I'd been through thi s many times. All went well and she started up beautifully . I jumped in and taxied to the hangar. As I swung the tail around towards the hangar , the left brake pedal le t go I It broke right off at the master cylinder and go uged heck out of my ankle bone to boot. I had given one good blast of the e ngine to get the tail around and got momentum that carried me right into a barbed wire fence. The bi g Ham Standard wrapped itself in barbed wire and pulled fence staples like crazy! I cut the switch. My ankle was hurtin', I was hurtin' and the storm was com­ ing, FAST! I jumped out, started to unravel barbed wire from the prop , tried to get Swallow up the incline into the hangar , and couldn ' t seem to accomplish ei ther one as the hail balls started beating me about the shoulders and bouncin ' off the fabric. It rained and hailed and blew like the dickens , but the barbed wire held and the Swallow rode it out pretty well. As it lessened up some, I dashed out into the highway that fronts on the airport and tried to fl ag down a passing car to get help . I can just im­ agine the feeling the drivers had as they see this soaking wet character with he l­ met and goggles, dressed in a 1920's flying suit, trying to stop their car.

Especially, as I learn later, since there is an insane asylum just down the road a ways and there are signs posted against picking up hitch-hikers .

Thoroughly wet and defeated, I went back to Swallow.

The storm had all but quit. There was a fine misty rain falling now , and I was wet anyway, so I got to work with side cutters and a 2x4 and what­ ever else I could find layin' around. I

untangled the barbed wire and levered the Swallow out of the fence , one wheel at a time , with the 2x4. J finally got it up the incline and straighte ned around so I could prop it and continue on toward Gardine r. My ankle hurt , and I hurt - 'cause I hurt the airplane.

I was mad and disg usted. J started propping. NO GO! Shutting it down with the switch and not the mixture like usual , had loaded it up . I must have unwound it and rewound it 10 times, and it still wouldn't start. I

"THE FBO HAD EXPRESSLY FORBIDDEN HIM TO PROP HIS AIRPLANE." walked back to the cockpit and nudged the throttle a little . Next pull, it started and went to about I , 100 rpm , almost ran me down as I dropped to the ground and let the wing pass over me .

Then the chase began. It was moving at a very fast walk and I realized I cou ldn ' t get up on the wing and into the cockpit to close the throttle before we came to the end of the row of hang­ ars. I grabbed the wing strut and sort of veered it around the corner of the hangars and headed it out towards the open field. It was gaining on me! I finally got up on the wing walk, threw myself into the cockpit and closed the throttle . I sat there trying to gather my marbles and " believe you me ," as Nick Rezich used to say, I' d have given up old biplanes had there been another way to get home. To shorten the story somewhat, I did strap in, take off and fly on to Gardiner where, after landing in standing water a couple inches deep, " Kelly" Viets and the boys helped me install a new master cylinder, tended my gored ankle bone, fed me and nursed me back into a better frame of mind.

Now we're here at the Funny Farm.

Swallow again. Nice brisk morning and I was about to leave for a flight

over to Niles, Michigan . My destina­ tion was Jack Knight 's home town of Buchanan , Michigan. This folklore hero of the airmail days was being rec­ ognized by the home town at last, and they were about to dedicate a chapel in hi s honor. Swallow would pay her re­ spects to the man who proved the mail could be carried by air. Tail tied , ev­ erything went great , carb heat on, mix rich, it started with ease . I let it sit and idle and warm up while I suited up, climbed into the cockpit, got all buck­ led up and ready to go. Yes, I did untie the tail rope. I opened the throttle . It barked once and quit! DagNabit! [un­ buckled , and fully suited up, started the procedure again. It was loaded, so I nudged the throttle (again?). Well, the story is getting to be repititious; it chased me all around the Funny Farm when it did start. Lesson? Get an elec­ trical system and a starter installed ASAP . It was and is still installed, and that took care of that. [ never propped it again.

What brought all these incidents and thoughts to mind was a conversation with Ben Owen up at EAA. A fella had just called him and asked him what to do ' cause the FBO had expressly forbidden him to prop his airplane on the airport. Even though he tied the tail and all that, the FBO was not about to allow hand propping on his airport. [ don ' t know what that fella is going to do to alleviate the situation, but [ do know I recited all the things I knew on how to accomplish a safe and sane prop job. Ben suggested [ write them down.

I said [ would, but that writin' it down still doesn ' t get around the FARs and most insurance policy clauses that say hand propping can only be ac­ complished with a "qualified" person at the controls. Despite the fact that the tail is tied , that you can't find a qualified person to twirl the prop or sit in the cockpit, you just ain't legal ac­ cording to the FARs and your insur­ ance is no good! What are you gonna do? I really haven ' t the answer, but [ usually do get someone into the cockpit where [ can show them the switch, the throttle, the mix and the fuel, and drill them as to what to expect and what to do if what happens . That makes him or her qualified as you can get and should satisfy the rule book, so go ahead and prop your airplane. If per­ chance you are alone and if perchance you lose your cool, count to 10 slowly and take every precaution possible to ensure a safe, sane operation . • VINTAGE AIRPLANE 15

VINTAGE SEAPLANES

by Norm Petersen

Pretty summertime picture sent in by Thomas Melbye (EM 132217, Ale 14121) of 51. Paul, Minnesota, shown standing on the float of his Waco YKS-7, N19373, SIN 5204, mounted on a set of 1929 Edo P-3300 floats. Note the enlarged rudder and aux. seaplane fin used with floats. Tom reports he enjoyed the big cabin Waco for several years before selling it to Tom Orlowski of Minneapolis. The Waco was damaged in a subsequent accident and is presently stored in a hangar awaiting a rebuild , floats and airplane!

This one-of-a-kind seaplane is a Northrop Alpha 2, NR11Y, SIN 3, which was flown on TWA routes from 1930 to 1935. Sold by the airline in 1935, it was converted to a model 4A and put on Edo XA-5400 floats by Frederick B. Lee of New York. He intended to fly around the world, however, he only flew it up and down the east coast for two years. In 1937 it was converted back to wheels and wound up in the estate of Foster Hannaford, Jr. in Illinois, who donated it to EM. In the 1970s the Northrop was traded to the NASM where it is now on display after being totally restored by TWA employees. The engine is a 450 hp Wasp R-1340.

16 APRIL 1990

FOR 1950 ...

by Mark Phelps

How

does an RF-4 Phantom instructor-pilot relax? He rebuilds classic Bonanzas ofcourse.

At least this one does. Ross Collins ofBoise, Idaho has more than 2,500 hours in RF-4s and is currently based at the USAF Fighter Weapons School. In November 1979 he bought his 1950 Bonanza B351D2513 after the aircraft had suffered a particularly bad gear-up landing. He

VINTAGE AIRPLANE 17

ferried it back home, disassembled it and trucked it to his garage. Not only did he overhaul his Bonanza , he ac­ quired his A&P licence at the same time .

This overhaul was performed in the truest sense of the word. Ross took ev­ erything down to its barest minimum of parts, cleaned, inspected and re­ placed the smallest of those pieces in an effort to make his aircraft better than new. In addition to revamping all the stock components, Ross added several Beryl D'Shannon modifications to in­ crease the speed, range and load-carry­ ing capacity of his B3S. He added a one-piece, sloped windshield, pilot ' s window , extended tailcone, exhaust silencers, aileron- and flap-gap seals and D'Shannon ' s IS-gallon tip tanks.

Other mods include late-model control wheel and fuel selector, a digital clock, Cleveland wheels and brakes, ex­ tended nose-gear doors, electric prop governor, Beech firewall-mounted bat­ tery and battery-solenoid kits , Beech

18 APRIL 1990

step assist kit, a SO-amp generator, air­ oil separator, a dry vacuum pump, bracket air filter and Ross rearranged his gyro instruments in the standard configuration.

Ross went the used-avionics route to upgrade the YFR panel. He selected a Collins package including dual nav­ coms, glides lope receiver , audio panel, ADF and transponder with en­ coder. A King DME, Apollo loran with database and Sigtronics intercom managed to fit into the panel as well.

The budding mechanic/owner meticulously rebuilt his own E22S-8 Continental to factory-new specs. He spent hours on the detailing of the en­ gine compartment, gear wells and center section so that his airplane looked as good inside as it did outside.

Besides a clean airplane, the goal was ultimate reliability Ross waited until he had 20 flight hours of tweaking and testing on the Bonanza before turning it over to Steve Greene in Ashland , Oregon to apply

.or'

the paint scheme that the owner de­ signed. In March 1988 he topped off the project with a set of stainless steel exterior screws . The 40-year-old Bonanza performs like a yearling with an average cruise speed of 160 knots.

Empty weight is a trim 1,849 pounds with a useful load of 1,00 I pounds . It nibbles away at its 70-gallon fuel ca­ pacity at an average rate of 11 .5 gal­ lons per hour.

Most Bonanza afficianados have a fondness in their hearts for the early, lightweight versions without the heavy springs attached to the elevators de­ signed to lower pitch sensitivity. Ross has taken an airplane that is only a couple of years younger than he is and made it uniquely his own. He success­ fully incorporated his specific flying needs in an airplane he can truly enjoy - the more so since he did the work all himself, and earned his A&P rating to boot. The nine years of hard work show up well. •

VINTAGE AIRPLANE 19

Bob White of Zellwood, Florida with his Waco Taperwing at Sun 'n Fun '89.

20 APRIL 1990

Charles "Speed" Holm.

CHAPTER CAPSULES

CHAPTER ONE

Your hosts at Sun 'n Fun

by Bob Brauer

n once flew this Waco.

Stories generally begin with Chapter One and our Antique/Classic history keeps with this practice. In May 1966, the Florida State A viation Antique and Classic Association based in Lakeland affiliated with EAA to form the first EAA Antique/Classic chapter.

Membership now numbers approxi­ mately 135 families . President, Ray Olcott of Nokomis, Florida says that although there are no specific qualifi­ cations for membership a, "love of an­ tiques, classics and sport aircraft help.

We are very proud to be a part ofEAA .

Its emergence as the vanguard of sport aviation has been increasingly evi­ dent. "

Ray, who took office in December 1989, has been around airplane people for quite a while. He is chairman of the Antique/Classic Division's Osh­ kosh volunteer manpower, past direc­ tor of the division, is now a director of Sun 'n Fun and has restored a Cessna 180 which he flies regularly.

One of the chapter's most important functions is directing the Antique/ Classic Division's activities at the an­ nual Sun 'n Fun fly-in in Lakeland . It is the host chapter of this fly-in and operates the Antique/Classic Division Headquarters. In 1982, 33 of Chapter One's volunteers obtained a building for this purpose and donated it to Sun

Johnny Thomson and his New Standard.

VINTAGE AIRPLANE 21

' n Fun. It all started as a result of an idea that originated with past-presi­ dent, Gene Crosby in 1981.

There are many chapter members active in restoration projects. Bob White of Zellwood, Florida is a past president of the chapter and has re­ stored several antiques and classics that have appeared at the Sun 'n Fun fly-in over the years. John Stilly of Lakeland has restored some old bi­ planes including an OX-S powered Waco, a Travel Air and a rare Butler Blackhawk. Barbara Fidler and her husband Jerry of Alva, Florida restored the EAA Oshkosh '88 Grand Cham­ pion Antique J-3 Cub. Barbara's airplane was featured in the cover story of the September 1988 issue of SPORT AVIATION. Chapter meetings are held at various airports in Florida seven or eight times a year. The meetings are hosted by local EAA chapters or individual EAA groups. Chapter One meetings are real­ ly mini-fly-ins of three days and two nights. Participants tly or drive to the meetings and frequently camp at the airport. The programs consist of semi­ nars on aviation-related topics .

In addition to programs, the fly-in meetings include visits with FBOs and points of interest such as the Kennedy Space Center at Cape Canavaral and the Jacksonville Navy Yard. Among the 80 to 100 planes that are flown to the meetings are many fine examples of antiques and classics which are judged using similar standards to those used at EAA Oshkosh. Fly-in weekends are highlighted by an even-

11c

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=;

Oshkosh Grand Champion Cub by Barbara Fidler.

ing of dining, EAA programs, socializ­ ing and, of course, much hangar talk.

The chapter holds an annual September business meeting in Thomasville, Georgia which is hosted by the Rose City Antiquers.

Bill Kilborn of Melbourne, Florida is the group's newsletter chairman.

The publication features aviation news and information , schedules of local aviation events , interchange of mem­ bership information and even cartoons.

Besides the membership, the newslet­ ter goes to previous members, recent guests and selected aviation associa­ tions .

Outgoing President , Sandy McKen­ zie of 0' Brien, Florida says that as the

Cubsters Barbara Fidler (front) and friend, Marcia Sullivan.

chapter membership changes over time, interests and activities seem to go through different phases. She said that, "although it is an Antique/Classic chapter with interests in vintage airplanes, we are mainly a 'people' chapter and tend to stay away from stereotypes. Interest in vintage aircraft is a cementing factor." Sandy also feels that receiving publications such as VINTAGE AIRPLANE and SPORT AVIATfON are an important benefit of membership.

Chapter officers practice what they preach. Sandy completed a restoration project on a Cessna J20 last October.

The project took almost seven years in

an on-and-off schedule that included a

complete rebuild of both the airframe and engine .

Sandy believes that it would be great if the Antique/Classic Division as well as the chapter could function as an of­ ficial activity at Sun 'n Fun and she would like to see a combined regional Antique/Classic Chapter tly-in to help cement our interests. There is no doubt about the priorities of Chapter One ­ people and airplanes in that order.

Sun 'n Fun is upon us! For informa­ tion, call Bonnie Ware at 813/644­ 2431 and plan on sampling Chapter One's hospitality at the Sun 'n Fun An­ tique/Classic Headquarters . Enjoy the shade of the porch and meet some fine antiquers.

Anyone interested in information for this year's remaining tly-in meetings is invited to contact Ray Olcott at 813/ 488-8791 . •

22 APRIL 1990

PROJECT PORTERFIELD

A 1940 Beauty Rebuilt in the Wild Northwest

by Norm Petersen

Perhaps the dream of finding a derelict antique airplane in an old bam and restoring it to new condition is prevalent in all of us. For some, the dream never comes true, try as they might to make it so. However, for others, the dream becomes a reality through

VINTAGE AIRPLANE 23

steady, persistent hard work and some­ times - a little "dumb luck". One has to realize that in the wonderful world of airplanes, it is all part of the game!

Our subject aircraft is a 1940 Porter­ field CP-65 Collegiate, NC25590 , SI N 696 , which was one of about 200 CP65's built at the Porterfield factory in Kansas City, Missouri from 1938-1942.

Although purchased primarily for the Civil Pilot Training Program (CPTP) , which was urgently training pilots for the future military demands , some Col­ legiates were sold to private owners around the country.

The rebuilder of NC25590 is Wil­ liam (Bill) Burkey (EAA 275966, A/C 14970) of Moses Lake, Washington.

Bill is an A & P with Inspection Au­ thorization and runs an aircraft repair shop. His interest in antique airplanes goes back many years and when the word came wafting through his shop that an old airplane was laying in a hay shed near Othello , about 20 miles south, Bill was off and running! It took nearly five years to strike a deal for the forlorn looking Porterfield that had been idle for over IO years. It was co­ vered with ash from the eruption of Mt. St. Helens in 1980 . Bill hauled the bare bones home in a trailer and slowly 24 APRIL 1990

began the teardown to a bare airframe.

Once everything was detached (and scraped) from the basic tubing, it was sandblasted clean. Surprisingly, it was in excellent shape with no rust or holes. Bill painted the framework with a Ditzler polyurethane primer that is impervious to almost any other paint or liquid. Assembly was then begun with each part and piece being brought up to new condition or replaced before it was installed . Bill reports excellent assistance from Univair of Aurora , Colorado, which carries many of the necessary parts on hand. In addition, the holder of the original Type Certifi足 cate for the Porterfield CP-65 is Joe Rankin in Mayville , Missouri (Phone 816-582-3291) and certain parts are available from him.

One lucky acquisition with the tired old Porterfield was a complete set of blueprints that helped the assembly process a great deal. It makes it so much easier to sort a pail full of parts when you know where the parts go!

All wood was replaced on the fuselage and properly varnished before installa足 tion. New control cables were made up and installed with new guides - for

VINTAGE AIRPLANE 25

that "moving your hand through a tub of whipped cream" feel. All of the bearings in the Porterfield control sys­ tem are ball bearing, so it behooves one to do a good job on the controls.

The wing spars were in good restor­ able shape , however , the ribs and ailer­ ons had to be done over from scratch.

All ribs were jig built to the original Munk M-5 airfoil and slid on the sanded and varnished spars . When all the hardware was in place , Bill tram­ meled the wings square and readied them for covering . The ailerons were also rebuilt with new wood and care­ fully assembled . It was now covering 26 APRIL 1990

time .

Stits HS90X lightweight fabric was used on the fuselage, wings and tail­ feathers with the normal build-up and sanding before a final finish in Canyon Red (Tennessee Red) with black trim .

The results speak for themselves as the finish is outstanding.

All cowling metal was replaced and the many metal fairings were redone in new aluminum to get away from " that wrinkled look" , so prevalent in old airplanes! The instruments were sent out to an overhaul shop for rebuild and the 65-hp Continental engine was tom down for a major overhaul. Although

the log books showed only 200 hours since the engine had been worked on, it was in dire need of help . Bill brought it back to new limits and ordered a Flottorp propeller to be installed on the engine when ready . The final touch would be a skullcap spinner.

The original 13.5 gallon fuel tank had to be repaired before it could be installed, just ahead of the instrument panel. However , once it tested OK, it was carefully installed and the plumb­ ing was hooked up. The engine mount was then installed and the newly over­ hauled 65 Continental was hung on the mount. The old exhaust system needed

considerable rework before it was ready for installation .

A new windshield was shipped in from Pennsylvania and together with new glass for all windows, was care­ fully installed. With the redone seats and new interior, the inside of the Por­ terfield looked just as nice as the out­ side! The cream faced instruments re­ ally gave the panel that look of a well restored airplane when they were in­ stalled .

Final assembly of the wings and tail surfaces somehow made all the work and effort worthwhile as the Porterfield looked for all the world like it had just

rolled out of the Kansas City factory.

The Flottorp propeller was installed and the overhauled brakes were checked to see that they worked prop­ erly. (I once had a friend in Minnesota who taxied his newly restored LP-65 Porterfield to the far end of the runway for its first flight. Reaching the end of the hard-surface, he stepped on the brakes to make a turn around . Nothing!

He had forgotten to hook up the brakes! The Porterfield rolled off the end of the runway and flopped over on its back!)

Bill Burkey says his beautifully re­ stored CP-65 flies like a new airplane

and handles very nicely . Although it can be flown from either the front or rear seat, it handles the nicest when flown solo from the rear seat. His fon­ dest hope and dream is to fly the bright red bird to Oshkosh where it can enjoy the company of many other antique and classic airplanes. We look forward to seeing the Porterfield taxi up to the parking area and receive its rightful share of admiring glances. And you can be sure the gentleman standing next to the pretty airplane with the huge smile on his face is Bill Burkey, one of the lucky ones who found an old airplane in a barn . • VINTAGE AIRPLANE 27

"OLD BLUE"

Wrecked in 1952, this classic Stinson Gullwing wasn't too much for this pilot to handle.

by Mike McCann

It

was a cool, clear June morning about five years ago when Old Blue and [ lifted off the Fairbanks Metro Airfield for the last time. We were packed with a fairly hefty load, includ足 ing spare engine parts, tools, survival gear and a rocking chair. I had to 28 APRIL 1990

search for the pilot's seat.

After a smooth engine run-up, [ aimed down the narrow airstrip, then pushed the throttle in for full power.

Within yards, her tail was up. We sprang along on the main gear, over the wavy tarmac . With a leap, the

thick , gull-shaped wings pulled her skyward.

Climbing, she sounded like a 0-8 Cat pulling a sled-load up a steep hill.

But once we reached 8,000 feet, prop and engine slowed to 18 inches and 1,800 rpm. Old Blue purred and flew

like the beauti ful Gull wing Stin son she' d been back in '46.

Foll owing the Tanana Ri ver east, we had a good sti ff tail wind . In two hours we were clos ing in on the Canad ian border. I was not digesting th is fac t very well. The tail wind di ed off ­ and Old Blue slowed dow n, seem ing to hes itate herself.

She' d been in Alaska since 1949, except fo r four month s in '8 1 when my friend Claire and I hauled her mangled remai ns to Montana for restoration.

Thirty of those years she' d lain on her back in the Interior tundra, slowly settling into the ice and tussocks. Many a cold trapper camped in her tattered cabin , often stripping a piece of win g rib or engine hose to repair a faulty snow machine or patch .a broken dog­ sled . From the air, she was a landmark - the big yell ow fu selage among the short black spruce - well known among Yukon Ri ver Bush pil ots, alert­ ing them th at they were 15 miles west of the vill age of Tanana.

Now , about to cross the north-south survey line that indicates the official U. S.-Canadi an border, I banked into a shallow left turn , fl ying two large circles. The acti on seemed to be

slowed dow n. My mind was rac ing.

Hard to believe I was leav ing Alaska. Even harder to believe th at Old Blue would pro babl y never return , but fa ll into the hands of some co llec tor in

mechanical problems, I could set her down on the road.

There was lots to think about on thi s trip . Lots of memories . Not the least of which was Joe Cook him se lf - the Alaska Bush pilot who' d " parked" the Stinson on the tundra way back in the fall of '52.

"IN A PUFF, THE NOSE OF THE STINSON WAS ENGULFED IN FLAMES."

Joe had spent a rough three days try­ ing to fl y from the western Alaska vil ­ lage of Galena to Fairbank s. The first day, icing and poor visibility had forced him to land on a sandbar on the Tanana Ri ver. He spent the ni ght wrap­ ped in a sleeping bag in the coc kpit.

The nex t morning, the visibility was margin al but improved. He took off without trouble and fl ew low over the countrys ide, hop ing to find a cl oud break that would all ow him to make it into Nenana. In stead, heavy ici ng forced him down on a hill side in the Redl ands area. 40 mil es north of Nenana.

Us ing a sma ll hatchet. he spent the afternoon clearing a path across the slope through the bl ack spruce fo r a poss ible run way. Te mperatures had dropped . By the time he was ready to try a takeo ff, the pl ane' s engine oil had

the Lowe r 48. Leve ling off, I rocked the wings in salute, took a deep breath - then crossed the border.

I knew the route south pretty well.

I pl anned to fl y along the AI-Can Hi gh­ way . In case of severe weather or

The Challenge.

VINTAGE AIRPLANE 29

30 APRIL 1990

thickened so much that the battery couldn ' t turn the propeller over. En­ gine heat was needed .

Joe jumped from the cockpit, grab­ bed armfuls of brush and stacked it unde r the engine cowl. Next he drained several gallons of A V gas from the wing tank and poured it on the brush pile . He lit the brush . In a puff, the nose of the Stinson was engulfed in flames . Dense black smoke billowed out from unde r the old sleeping bag that was doubling as an e ng ine cow l cover.

In a frenzy now , Joe was able to kick the blazing brush away from the airplane. Then by wrapping the bag completely around the engine cowl , he tried to suffocate the fire. " Please don ' t blow ," he thoug ht, knowing full well that if the carburetor gas caught, it would be curtains for his plane. The fire smothered . Joe lay back against the windshield . The Stinson was saved , but what next?

The snow was getting heavier, and it was almost dark . Joe crawled into the cockpit, wrapped himse lf in the charred sleeping bag that had just saved his only way out - wherever­ and tried to sleep.

Joe Cook awoke just before dawn .

He had only two candy bars and half a container of water for food. He began to work up a plan. He decided to heat

"JOE COOK GRUNTED A SHORT PRAYER AND GAVE HER FULL POWER."

the oil and e ngine separately. Fumbl­ ing in the dark , he built a fire well away from the aircraft. He drained the engine oil into a five-gallon pail, the n hung it over the fire. Next, he built a small fire under the pl ane's nose. He needed to hea t the mass ive radial e n­ gine case. Pouring warm oi l into a fro­ zen engine would be futile. As light

crept over the horizon , Joe could see

the c loud s had li fted. If he could just

get in the air and aim north he knew

he would intercept the Yukon Rive r.

After two hours, the bucket of oil

was plenty hot, the e ng ine case warm to the to uch. Joe tossed the ratty engine cover as ide and poured the five gallons of hot oi l into the oil reservoir - hop­ ing some of its heat would help defrost the windshield , too. He needed all the visibility he could get to maneuver down hi s narrow , s lanted , home made runway .

Stamping out his fires, Joe leaped inside the cockpit and pumped the primer knob five solid strokes and kicked down hard on the starter button .

The Stinson roared to life, no uneven poppin g. It was hard to believe the electrical harness had survived the pre­ vious night's torching.

A steady 60 pounds of oil pressure registe red on the gauge. Clenching hi s teeth , Joe Cook grunted a short prayer and gave her full powe r. The pl ane waddled a bit. The tail wheel hung up in the short brush . He worked the yoke back and forth - and the tail sprang free. The propeller sucked snow , ashes and sma ll twigs. The plane started to roll forward, while sliding sideways VINTAGE AIRPLANE 31

down the slope. The left wingtip lodged in a tree. Cutting the engine to idl e, Joe jumped out with hi s axe , cleared some more trees and pushed the tail sideways.

Several more such del ays and Joe was at the far end of his airfield . Turn­ ing the Stinson around was no easy chore. Finally he was able to aim it back down the runway . He breathed a hope that the engine torque would help him keep the plane out of the downhill brush - then gave her full power once again .

Starting slow , she began to gain speed - then lifted off.

Joe banked the Stinson out over the fl ats and headed north for the Yukon River. It took full power to keep her flyin g, since the plane had lost much of her lower-side fabric and tail cover­ ing to the previous day' s semi -cras h landings. In 30 minutes, Joe could see the Yukon. But he could also see that both hi s gas ga uges indicated empty .

"She' ll make it ," he thought.

Joe recall ed later that he ' d just com­ pleted that thought when the engine began sputtering - and then all was so quiet he could hear the air hi ss ing over the Stinson 's big wings. " Damn !"

Rocking the wings, he hoped to coax an extra cup o f fuel out of the tank . At the same time, he searched the area for another place to crash-land . " I thought she' d glide to the river ," Joe said later. "But all torn up , she came down like a streamlined rock."

Hitting the tundra , she bounced and lurched - then flipped hard , ejecting Joe through the front windshield . He landed in the semifrozen muck . He was OK . But he was growing tired of the trip . Hi s big yellow airplane looked bad . The worst he' d ever seen her: lying there on her back with small spruce trees sticking throu gh her wings , wheels 10 feet off the ground .

Joe Cook picked up his gun and hi s frayed sleeping bag. He looked at hi s plane one last time . It was hard to be­ lieve she was fini shed. He felt as if he was leaving an old friend at the graveyard .

Then Joe turned away and began walking . He walked three miles to the Yukon River. Then he walked 15 more miles to a sand spit across the village of Tanana. To get attention, he fired two shotgun bl asts. Then he lay down in the snow , exhausted.

Cross ing Lake Kluane with a 40­ 32 APRIL 1990

mph headwind , Old Blue and I turned east at Haines Junction.

When Claire and I had returned Blue to Alas ka from Montana in '8 1, she' d seemed to fl y doubl e-time, like a horse heading for the barn . Although she was indicating 115 mph , all calcul ations gave us 145 mph ground speed. Now the best she could do was 85 mph . I could only think Blue was n ' t real anx­ ious to meet the customs man in Whitehorse.

As we rounded the las t bend of the Mendenhall Ri ve r, Whitehorse Airport

"IT'S BEEN HERE 30 YEARS. IT'LL BE HERE TOMORROW. " came into view. I fl ew a straight and level turn , lined up and landed , tax iing over to the fli ght service station, where a small crew of mechanics gathered under Blue 's wings . Several of them remembered her from our flight north in '8 1. That evening, roll ed up under the midnight sun in the deep grass, I thought of how fortun ate I was to own such a beautiful old plane, and of the unusual circumstances that had led to this fli ght.

I had come to Alaska to learn how to fl y. After two years o f working as a nurse in a small Bu sh hospital in Tanana , I took my bank roll of $4 ,500 and hopped a fli ght into Fairbank s, hoping to buy a small , fl yable mac hine. I had a rude awakening com­ ing. In 1980 , my savings could onl y afford a balled up pile of tubing behind a hangar on Phillips Field , a pile that I was not convinced had ever been an airpl ane.

I headed back to the vill age, frus­ trated and di sappointed . In the next few days, I thought of different op­ tions, all based on the fact that since I'd never acquired an ything in working order before , why start now? I' d heard of several wrecks in the area within a 100-mile radius of the vill age. With

the help of several local res idents, I pl otted the ir approx imate sites on a map.

Then I convinced my frie nd C laire, who owned an Alaskanized PA-J2 , to take several reconnaissance/scenic fli ghts . W ith in a week we' d spotted all the sites except one, and all were e ither totally inaccess ible without a helicop­ ter or too far gone to justify a trip across tundra and mountain s. Last on the li st was a Stinson - Joe Cook 's pl ane - crashed in the earl y ' 50s about 15 miles dow n the Yukon.

It was cold and gray that Fe bruary afternoon when we fo und something that resembled her. A small patch of dull yellow peeked out from a snow berm , looking like a chunk of snow machine cowling fro m the air. We de­ cided to have a closer look. Cl aire shot a compass heading whil e pre paring to land o n a small lake. Land ing on sk is in a puff of dry snow , we jumped out and untied our snowshoes from the wing struts.

From the gro und, the berm looked like there was a school bus buried un­ derneath . A small metal ste pl adder po inted skyward fro m its snow-co­ vered heap. I was convinced it was the class ic Stin son . Us ing the snowshoes as shovels, we stood chest-deep and dug has til y, uncovering a large, tat­ tered , inve rted fuse lage.

C laire called a halt . " It 's been here 30 years, it ' ll be here tomorrow. We still have a run way to stomp out. -' The lake was too small. Even with building a small launch ramp and show shoe-pac king the whole run way , the pl ane's ski s trimmed the trees on takeoff. Obviously, we couldn ' t re turn to that lake.

Back in the vill age that evening, it was time to organize a strategy without adve rtising too much. We would need heaters, generators, saws, shove ls and come-alongs . Stan Zuray, a home­ steader 40 miles to the north , had ar­ rived for the evening. Caught up in the excitement , he offered to help with hi s large fre ight sled and di sc iplined dog team.

The airpl ane had lain upside down for 30 years on the tundra, its wings swallowed by the tussocks and ice. We spent several days heating the metal wing structure with portab le heaters run by a small generator before the ground would realease each wi ng .

They were hardly recogni zable.

We were pressured by an earl y thaw and the overflow from a tributarv

stream flooding the river ice . The four­ mile , snow-packed trail from the river through the spruce was dropping out.

The Lycoming engine and prop, mounted on a fre ight sled, flipped many times due to poor trai l conditions before we got it to the more solid river trail.

After two weeks and many trips to the crash site by dogsled and snow­ machine - and with the help of Stan and hi s 18-foot freight sled - much of the Stinson was in my yard . On the last trip , we had three sleds loaded wi th wings and fuse lage, and pulled straight through town.

There was a big pre-dog-race party at the time. Lots of folks were sociali z­ ing out on Main Street, most bleary­ eyed. They came to attention as thi s convoy of decrepit airplane parts creaked past. It came to rest on the sawhorses behind my house.

Later, I liked to sit on an old kitchen chai r in place of the pilot's seat in the fuse lage and wonder just what style of Stinson I actually had. It sure was n' t obvious .

Sometimes friends would visit. I added chairs to the Stinson and wel­ comed them on fantasy excursions.

That spring I dug through all the avia­ tion books avai lable, anxious to see a picture of what a Gullwing Stinson in flying order looked like. Claire arrived one evening with a folded-up picture of a V-77 Stinson Reliant Gullwing. I couldn ' t believe that my pile of pieces could ever have looked like the beauti­ ful plane in her photo.

The parts search was on. Many phone call s and ads later, a contact was made in Minnesota. He had what J didn ' t, all fo r sale. He was willing to hold the parts until September while I tried to come up with more money. I came up with enough for the needed parts by making tents, working part time as a nurse and running a small fis h business.

I shipped the plane on a ri ve r barge to Nenana, where I loaded her onto a boat trailer towed by an old Chevy panel van. Thank sgiving, Claire and I headed south . Nine days and 45 qu arts of motor oil later, we hit the Montana border.

It took three months to restore her.

We lived in a big garage with her until the job was done . She was reshaped , recovered , repainted (blue) - and , hopefull y, ready to fly .

A retired Alaska Bush pil ot, Glen Gregory , hopped in and gave Claire

her first Gullwing flyin g lesson off a Montana wheat field .

'These Stinsons are built like a bridge ," Glen said, by way of encour­ agement. "Onl y problem is they fl y like o ne ... Anyway , they always get off before they hit the fence ."

We knew he liked flyin g the Stinson - which we rechristened " Old Blue" - because he often beat us to the air­ field .

Several weeks of practice and we were ready to head home to Alaska.

Anxious and overloaded, we took off

"YOU DON'T

CALLA PREACHER ON SUNDAY FOR GAS,"

from Bozeman . We barely cleared the horizon . An hour later, we landed in Great Falls and dumped 500 pounds out of our load . " Now she ' ll be fun to fl y," Claire said .

The shin y, classic Stinson drew a crowd everywhere we landed . She was making great time . Dawson Creek, Fort Nelson, Wqtson Lake all seemed to go by in a blur. We landed in Tanana Easter Sunday, spring of '8 1.

Over the next three years, Old Blue received lots of tender lov ing care. I got a handle on fl ying her and would take her up between the many hours of tinkering. I never could get myself to load her up with fish or sled dogs. So she enjoyed the retired life of a work­ horse getting out to stretch once in awhile. Often the old-timers would say that whenever they saw the old Gull­ wing flying it reminded them of the early trapline years, when Stinsons were the most common Bush plane .

Now it was the spring of '84. Blue and I were heading south . After two long days of fl ying, we reached Daw­ son Creek .

The temperature was close to 100

degrees, midday. I would take off at 5 a.m ., fly three hours, then put down until evening. The countryside had leveled out, and I had to be more care­ ful following roads. Suddenly , they seemed everywhere.

I found a small airstrip 20 miles west of Edmonton and spent that evening visiting old friends . Up and off at 5 a.m. , I was having a hard time navigat­ ing. Forest fire smoke from the Rock­ ies covered the valley. I planned to refuel in Lethbridge, but the runway was socked in .

Luckily Cards ton was up on a plateau , with a small paved strip five miles from town. Blue was hot and dripping oil from every poss ible fi t­ ting . The local preac her also ran the fuel depot. If I learned anything on this trip, it was that you don ' t call a preacher on 'Sunday for gas. Fifty gal­ lons of car gas cost me more than $ 150 .00 .

Then off we went to Bozeman , Mont. , with a strong tailwind . Late that afternoon, just as we had climbed high enough to clear Flathead Pass in the Bridger Mounta in s, with Bozeman runway visible in the di stance, the en­ gine began to surge - racing, then slowing. We were sinking. I put the nose down to gain speed and cool things, looking for a place to land . I couldn't believe we had made it this far and now were heading for the bushes - in clear sight of our destina­

tion .

I flashed back on o ld Joe Cook and his many rough landings . Still on the wrong side of the ridge, skimming the hill side at treetop level, the engine began to smooth out. I started breath­ ing again, pulling back easy on the yoke, hoping fo r power enough to climb out of the Bridger Canyon . Bit by bit we neared the 8,OOO-foot pass once again . My pul se raced faster than the engine. Bozeman Airport was in sight. Cross ing the pass was like escap­ ing from jail. I put the nose down and glided the 15 miles to Gallatin Field.

As the prop quit spinning, Claire , who had since become my wife , and Chris , our 2-year-old son, ran up the runway to greet me. I hugged them both. " How was the trip?" Claire asked. " For a pl ane that didn ' t want to come south , she did a hellu va job," I said .

"Glen was right. She always clears the fence. Though the cow elk had to lie down so I could get over the pass." .

VINTAGE AIRPLANE 33

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(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.

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 D65-21. (c/4-90)

1950 Cessna 170A - 3,200 n , 1,050 SMOH, 300 STOH, Franklin 165 w/40 amp alternator. King radios with Loran , Digital EGT/CHT, auxiliary tank, wing leveler, Imron paint and much more. $29,000.

Call Mark Lindberg , 415/967-4795. (4-1)

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)

1961 Piper PA-22-108 "Colt" -150 hours SMOH and restoration . Two people plus 36 gallons fuel and 100 Ibs. luggage. Cleveland brakes , ELT, Es­ cort 110, EGT, CHT, beacon , new glass, tires and Dacron cover. A lot of flight time for $9,800. Call Chuck at 414/426-4815 days and 414/235-8714 evenings. (CST-WI). ufn

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. VISAIMASTER­ CARD accepted. John B. Bergeson, 6438 W. Millbrook Road, Remus, MI 49340. 517/561-2393.

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

Sell or Trade 1940 Fleet 16B - O/H Kinner B5-R, brand new unused Fahlin 92-63 prop. Guaranteed complete except few minor instruments. Fuselage covered Stits, Fleet Blue. Wings ready for cover.

SIS wires. ALSO historic Warner SS-50A. Was in­ stalled in stbd. position of Blimp L-8 when she came ashore minus crew at Daly City, California in August 1942. Complete logs show crash . Later O/H and served on L-9 and L-l0. Was removed from fleet to mOdify to large cylinder studs, but upon examination of logs decided not to change anything account of history. Cylinders removed for pickling, engine complete and standard. SASE, no phone .

Curtiss-Reed 86-63 extra. Smith, 204 Lockport , Plainfield, Illinois 60544-1940. (4-1) 1935 Porterfield Flyabout - Model 35/70 - 70 hp LeBlond engine. 84 hours since total restoration . A true classic and award winner. $17,000. Todd, 405/ 282-7580. (5-2) Curtiss-Wright 16E - Powered by a Wright U-6­ 5. This aircraft is the only known surviving example of a 1936 CoW export order for the Argentine Navy.

The aircraft is complete and was flown as recently as 1988. Recently imported and offered for sale at $49,500. Contact John Tucker, 3141731-7111 . (4-1) Taylorcraft 1941 BC12D - C85, 250 SMOH, wings partially rebuilt, envelopes, original wheel pants. $3,000 obo, wi ll consider trades plus cash forC170, C180, PA12, PA20. 408/296-3458. (4-1)

ENGINES: Dynamic Antique Radial Engine Balancing ­ Specializing in Warner 145, 165, 185 engines.

"Smooth out the vibration when rebuilding. " 904/ 768-5031 . (7-4) 34 APRIL 1990

" Meticulous Delineations" Antique scale model construction plans, or wall decor by Vern Clements (AiC 5989) , 308 Palo Alto, Caldwell, ID 83605. Catalog/Info/News $3.00, refundable. (7-4) Porterfield Landing Gear Vees - $100. Ryan PT-22 parts, controls, flying wires, L.G. parts , en­ gine mounts, tailwheels and much more. Kent McMakin, 815/624-6617 eves. (4-1) 1910-1950 Original Plane and Pilot Items - Buy - sell - trade. 44-page catalog over 350 items avail­ able , $5.00. Airmailed . John Aldrich , POB-706 ­ Airport, Groveland, CA 95321 , 209/962-6121 . (9-6) Sectional Charts - 1941 to 1966, many areas.

Send long SASE for descriptive price list. Edward Peck, Rt. 2, Box 225-A, Waddy, KY 40076. (4-1) For Sale - Beautiful winged CONTINENTAL en­ gine "Powerful as the Nation" 1930/40's era water transfer decals. Red , black and silver, just like Con­ tinental made 'em. 6" by 2". Apply face up or down to cowl, panel , windows. Pair, postpaid , $6.50. Cur­ tissAldrich , POB-21 , Big Oak Flat, CA 95305. (4-1)

WANTED: WANTED: Right streamlined gear leg, tapered axle, shinn wheel for 1938 Aeronca C50 Chief.

Minor axis 7/8 inch, major 2 inch. Also complete set of rudder, brake pedals for Fleet 16B. Smith, 204 Lockport, Plainfield, Illinois. 60544-1940.

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VINTAGE AIRPLANE 37

by George Hardie Jr.

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here is considerable mystery as to the eventual fate of this airplane . The photo was taken in a hangar at the Wayne County airport, according to known sources. The photo was submit足 ted by Jack McRae of Huntington Sta足 tion, New York. Answers will be pub足 lished in the July 1990 issue of VIN足

TAGE AIRPLANE. Deadline for that issue is May 10, 1990.

38 APRIL 1990

Nathan Rounds of Zebulon, Georgia submitted a detailed answer to the Mystery Plane for January. He writes: "This January Mystery Plane is the Wilcox T-12-1 airplane - it was built about 1930 in Tulsa , Oklahoma. In fact, it was built in the town of the picture submitter, George Goodhead .

It was powered by a Warner engine, probably a 100 or 125 hp model of the Scarab, which was originally manufac­ tured from vendor parts near my father ' s home town in Michigan - he was from Dowagic which is 15 miles from Niles, Michigan where the Warner was first manufactured before moving to Detroit, Michigan.

Enclosed is a three-view of the Wi 1­

Wilcox T12-1

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H. F. WILCOX AERONAUTICS, INC.

Tuh.,Okl•.

MODEL:

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T 12-1

PUCE

ENGI NE:

W ARNER

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cox. It was built by the W . F. Wilcox Aeronautics, Inc . Company. In some references they refer to it as a two place trainer and in some a three place airplane ­ take your pick ."

George Goodhead, Tulsa , Ok­ lahoma , who submitted the photo, writes: "These are photos of the H. F. Wilcox Trainer that was built here in Tulsa back around 1928/ 1929. The three-view drawing of this ship was published in the 1930 Aircraft Year­ book .

These photos were taken by Howard Pettit who was working for Wilcox at that time. He now lives in Wichita, Kansas . I received the photos from Walter D . House, an aviation historian and collector of old photographs at Wichita ."

Quoting from Aero Digest for June, 1930: "A biplane designed by W. S. Collier of the H. F. Wilcox Aeronau­ tics, Inc . , of Tulsa, will be manufac­ tured by the Wilcox company. The plane has a cruising speed of about 100 miles an hour, a landing speed of 35 miles per hour and a high speed of liS miles per hour, and is powered with IIO-horsepower Warner Scarab en­ gine. The overall length is 21 feet and the wing span is 31 feet. Dual controls and a set of Navy type instruments are provided . The plane is designed as a training ship. The plane will be pro­ duced with any type powerplant de­ sired within the 100 to 150 horsepower range." .

VINTAGE AIRPLANE 39