VA-Vol-18-No-6-June-1990 by EAA Vintage Aircraft Association

GHT AND LEVEL f

,. €o

o Q

by Espie uButch u Joyce

Q{lJt It seem possible but soon it will be time for EAA Oshkosh '90. It is difficult for a person (unless they have been involved as a volunteer) to imagine how much planning goes into putting on this event. In the Antique/Classic area of the convention alone, we have the follow ing: I . A/C Headquarters building 2. Three tents , including the type clubs, OX-5 Aviation Pioneers and workshop tent. 3. One judges' trailer 4. The volunteer building 5. Four parking posts for air craft 6. One manpower post 7. One membership & chapter post 8 . Fifteen golf carts 9. Forty tables & 130 chairs This list can go on and on . These are only the material things. In my mind, the high quality of our Chairmen and volunteer staff make the A/C area of the convention the best. We have over the past years been trend setters. To keep this trend going, the Chairmen need the help of volunteers. Volunteers like you. I would like to list these Chairmen so you might, if interested, contact one 2 JUNE 1990

of these people to see if you could be of help. A/C Parking & Flight Line Safety Art Morgan 414/442-3631 A/C Forums John Berendt 507/263 2414 Antique Judging Dale Gustafson 3171 293-4430 Classic Judging George York 419/529 4378 A/C Manpower Gloria Beecroft 2131 427-1880 Parade of Flight Phil Coulson 617/624 6490 Headquarters Staff Kate Morgan 4141 442-3613 A /C Security Jim Mahoney AlC Press Larry D'Attilio 4141784 0318 A /C Maintenance Stan Gomoll 6121 784-1172 Interview Circle Charles Harris 9181 742-7311 Type Club Headquartes Joe Dickey

812/342-6878 A/C Picnic Steve Nesse 507/373-1674 A/C Flyout Bob Lumley 4141782-2633 Hall of Fame Union Dean Richardson

608/833-1291 Welcoming Committee Jack Copeland

617/366-2745 Membership & Chapter Booth Bob Brauer 3121779-2105 Photo Contest Jack McCarthy 3171 371-1290 A/C Flight Safety Buck Hilbert 8151 923-4591 AlC Pioneer Video Jeannie Hill 8151 943-7205 OX-5 Pioneers Bob Wallace 301/686 9242 Volunteer Host Judith Wyrembeck Data Process Thomas Auger 715/287 4262 AlC Workshop George Meade 4141 926-2428 I need to make you aware of some details related to these activities. If you wish to participate in the Parade of Flight, you need to contact Phil Coul-

U ~" "

w, "" trying to register these people in advance of the fly-in this year . As we will not be having the River boat Cruise this year (because the boat has been sold), Steve and Jeannie are planning something special for our AI C Picnic this year. This event will be held on Sunday night of the conven tion. This is a good opportunity to have a good meal without the hassle and the traffic and lines at different restaurants on this busy night. Our A/C Parking area is once again being expanded with the movement of the Ultralight area to west of the air port . The showplace camping will have a new portable shower located in the south tree line . Also , we have been promised that the present showers will be improved . As you can see , we are working hard to make your visit to Oshkosh 1990 in the A/C area a good one. Please drop by A /C Headquarters and meet everyone. Sit on the porch and make yourself at home . This month you will find the Offic ers and Directors running for election. Please mail in your ballot or proxy. These people are willing to put forth a good deal of work to make your A /C Division the best. One of your Direc tors, Dan Neuman , has decided to re tire as a Director of the A /C Division . Dan has served your Division with de dication and loyalty . Dan's input to our activities will be missed. Dan, we all wish you the best. Bob Lickteig , the past president of your Division, was selected to fill the unexpired term of Dan Neuman . I would like to welcome Bob aboard. His knowledge and ex perience will be most welcome . Should any of you have any input for the good of the A /C Division, please contact me and I will get back with you as soon as possible. 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 Mall

EDITOR

Mark Phelps

MANAGING EDITOR

Golda Cox

ART DIRECTOR

Mike Drucks

ADVERnSING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEAnJRE WRITERS

George A Hardie. Jr. Dennis Parks

EDITORIAl ASSISTANT

Isabelle Wiske

STAFF PHOTOGRAPHERS

Jim Koepnlck Carl Schuppel

Jefflsom

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Espie ' Butch' Joyce 604 Highway SI. Madison. NC 27025

Vice President Arthur R. Morgan 3744 North 51st Blvd. Milwaukee. WI 53216

919/427-0216

414/442-3631

Secretary George S. Yo rk 181 Sloboda Ave. Mansfield. OH 44906

Treasurer

E. E. "Buck" Hilbe rt

P.O . Box 424

Union. IL 60180

419/529-4378

815/923-4591

Contents 2

Straight and Level!by Espie "Butch" Joyce

A/C Newslby Mark Phelps

Letters to the Editor

Members' Projectslby Norm Petersen

Vintage Seaplaneslby Norm Petersen

Page 5

Vintage Literaturelby Dennis Parks

Interesting Memberlby Charlie Harris

Build a Flying Toboggan Iby Paul H . Keating, E.M.

DIRECTORS Robert C. ' Bob" Brauer 9345 S. Hoyne Chicago. IL 60620 312/779-2105 Philip Coulson 28415 Springbrook Dr. Lawton. M149065

John S. Copeland 9 Joanne Drive Westborough. MA 01581

Father & Son Cessnalby Mark Phelps

508/366-7245

Photos by Kostonlby Ted Koston

William A Eickhoff 41515th Ave.. N.E. St. Petersburg. FL 33704

The Ferris Wheellby Jim Damron

616/624-6490

813/823-2339

Charles Harris 3933 South Peoria P.o. Box 904038 Tulsa. OK 74105

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

Notice of Annual Meeting

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

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

Calendar

4141782-2633

Vintage Trader

Mystery Planelby George Hardie, Jr.

Page 6

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

Steven C. Nesse

2009 Highland Ave.

Albert Lea. MN 56007

Page 22

507/373-1674

817/491-9110

S.H. oWes' Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213

414m1-1545

DIRECTOR EMERITUS S.J. Willman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

FRONT COVER .. . Leon Seale. Jr. and son "Scoote(' (Leon III) close in

on the photo p la ne for a good look.

(Photo by Jim Koepnick. Photo plane flown by Jim Dorman)

REAR COVER . .. Longtime EAAer. Ted Businger liked the old magazine

covers on the rear covers of recent Issues of II1NTAGE AIRPLANE so he

sent along a collection of his favorites. one of which is featured here.

Thanks Ted!

ADVISORS John Berendt 7645 Echo Point Rd. Cannon Falls. MN 55009

Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904

507/263-2414

414/231-5002

George Daubner 2448 Lough Lane Hartford. WI 53027

Jo hn A Fogerty 479 Highway 65 Roberts. WI 54023

414/673-5885

715/425-2455

Jeannie Hili P.o. Box 328 Harvard. IL 60033

Dean Richardson 6701 Colony Drive Madison. WI 53717

815/943-7205

608/833-1291

The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, ard!he logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC.. EM INTERNA·

TIONAL CONVENTION, EM ANTIOUE/CLASSIC DIVISION INC , INTERNATIONAL AEROBATIC CLUB INC , WARBIRDS OF AMERICA INC., are regslered

trademar1<s. THE EM SKY SHOPP£ aM logos 01 !he EM AVIATION FOUNDATION INC. and EM ULTRALIGHT CONVENTION are trademar1<s 01 !he above

assodalions aM Iheir use by aIrf person oIher /han !he above assodaIions is sIr'dIy prohilited.

EcItOOal Policy: Readers are encouraged to submrt stories and phot<qaphs. Policy opirjons expressed in articles are solely those 01 !he authors. Respoosilility lor

acruracy in repor1ilg rests entirely with !he oontrilutor. Material should be sent to: Em, The VINTAGE AIRPLANE, Wntrnoo Regional Airport, 3000 Poberezny Rd.,

OOosh, WI 549Q3.3086. Pt1ooo: 4t4l4264800.

The VINTAGE AIRPLANE (ISSN OO9t·6943) ~ published and owred exdusive~ by EM Antiq ueJC~ DMsioo. I"". 01 !he ExperirrentaJ AirCfait Association, If'<. and

~ pu~ished monthly at Willman Regional Airport, 3000 Poberezny Rd., OOosh, WI 549Q3.3086. Second Class Postage paid at Oshkosh, WI 54901 and additional

mailng oiflCeS. Merrbership rates lor EM Antique!C~ Divisioo, lnc. are $t8.00 lor ourrent EM IOOr11bers lor t2 month period 01 I>Ilich $t2.00 ~ lor !he publication

01 The VINTAGE AIRPLANE. Membership ~ open to all who are nterested in aviation.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive cfiticism ard welcome

aIrf report 01 inferior merchandise oIJIained through our advertiSing so that corrective measures can be taken.

POSTMASTER: Send address changes to EM Antique/Classic Division, I"".. P.O. Box 3086, Oshkosh, WI 54903·3086.

Compiled by Mark Phelps

1990 Taylorcratl

Taylorcraft introduces

Ranger Patrol Model

Taylorcraft has introduced its new Ranger Patrol Model designed for law enforcement, forestry service, pipeline patrol, construction survey work, wildlife management and other mis sions requiring a rugged STOL air craft. The Ranger is available with either a 118-hp or 180-hp engine and a choice of tricycle or conventional landing gear. Short term delivery is available within approximately 120 days. The Ranger comes standard with clear Plexiglas doors with flip-up windows for photo missions, 200-pound cargo capacity with an optional fold-down seat for a rear-seat passenger, offers a choice of King or Narco avionics and IIMorrow loran, comes with a choice oftailwheels and is certified on floats . Contact Taylorcraft Aircraft Corp. (Sales) at 165 Scott Avenue, Suite 102, 4 JUNE 1990

John Lafferty, 1914·1990 It is with deep regret that we report the passing of John Lafferty (EAA 35501, AIC 8308) of Austin, Min nesota on April 22, 1990. John's life story was chronicled in the February 1990 issue of VINTAGE AIRPLANE. Our sympathy is extended to his wife, Grace, their family, many friends and acquaintances and aviation people throughout EAA. - Norm Petersen .•

Morgantown, West Virginia 26505, Tel. 304/291-AERO .

New PA-18 struts available Univair Aircraft of Aurora, Col orado announces that it now has the new sealed type PA-18 lift struts. The struts are FAA-PMA approved and comply with Piper Service Bulletin 910A. The struts are manufactured with a bushing welded at the wing at tach hole and a sealed fork barrel which prevents moisture from entering the strut. The inside of the struts is coated with a preservativelsealant in accordance with the Service Bulletin. These lift struts also include the larger heavy-duty, heat treated 5/8-inch thread fork . The front strut is PIN U89497-02 and sells for $258.82. The rear strut is PIN U89498-02 and sells for $182.47. Contact U ni vair Aircraft Corp . , 2500 Himalaya Road, Aurora, Colorado 80011, Tel. 303/375-8882.

John Lafferty 1914-1990

birds flying. Walt Hankinson (EAA 275854, A/C 11908) A&P 148363063 Shiloh, New Jersey

Mystery cowl Dear Editor, Enclosed are two photos of a cowl I would like to identify. It is a NACA type measuring 32 inches in diameter and 12 inches deep and is apparently for a three-cylinder radial. Any help you can give me would be appreciated. Sincerely , Richard Danio 12 Clinton Avenue Wallingford, Connecticut 06492 Tel. 203/269-1941

MAIL

Autograph hounds Dear Mark, After reading Paul Whitesell's letter in April VINTAGE AIRPLANE my first thought was, "AMEN ." After re-doing some of the work I paid an IA $380.00 for, plus parts, this really hits home . My aircraft is a 1951 Tripacer with 125 hp. It is pretty basic. The technology is older than the owner. The price of a Maule tester will be spent gladly. The satisfaction and peace of mind will surely lower tha probability of an ulcer. To anyone contemplating doing his own work I highly recommend the type club pertinent to the airplane, in my case the Short Wing Piper Club is a wealth of information. Sincerely, Robert Farnsworth Pengilly, Minnesota Mr. Phelps, I'd like to take issue with Paul Whitesell's comments about A&Ps. Maybe his two brothers-in-law are in足 competent with light aircraft. Put the shoe on the other foot. As an A&P who's been asked to sign off owners' work I've seen ennumerable examples of incompetence by folks citing the same "anti-autograph" rhetoric. For example:

- Only two threads engaged in nuts

securing structure (improper grip

length to say the least).

- Notches cut in structural stringers

for clearances

- Auto valves in engines (bent after

200 hours)

- Propeller cut two inches shorter

than data sheet allowance

- Number 10 screws in rudder cable

end fittings instead of 1/4-inch bolts

- No primary stops on ailerons

- Not to mention the piles of illegal

paperwork (or lack of it) I've come

across

Maybe there are a few A&Ps who are out to make a quick buck off their licenses, but to conversely say that every owner is capable and has the right to sign off his work is not the answer. There are good and bad plum足 bers, electricians and movie actors 足 you're free to spend your money where you choose. A good A&P and a conscientious owner go hand in hand. Two pairs of eyes and ears is always better. While the A&P may know less than Paul about his particular Bonanza, he should know considerably more than the average owner about what's air足 worthy and legal. The two should be working together to keep these old

Front

Rear VINTAGE AIRPLANE 5

MEMBERS~

PROJECTS

by Norm Petersen

A smiling Dennis Trone (EM 584, AlC 9214) stands by his latest restoration project, a 1927 Waco DSO, NC605N, SIN 3006, which he recently acquired from the Peter Bryn estate in Dazey, North Dakota. One of only seven Hisso powered DSO models still on the FAA register, this particu lar airplane is featured on page 116 of Juptner's Volume I - when it had been restored in the early 1950s by the same Dennis Trone in California! This time the restoration will be under the direction of Gar Williams of Naperville, Illinois and Dennis is looking forward to flying his "old friend" from 40 years ago. Upon disassembly of the big Hisso engine, Gar remarked that the quality of workman ship and engineering in the big V-8 is hard to believe for 1927!

Good progress is being made on the restoration of Dennis' Lincoln Sport biplane. Dennis originally purchased the Lincoln as a dere lict, piled up behind a hangar at Monmouth, Illinois, from owner John Louck for the large sum of $85! (Yes, this is the same Capt. John Louck who barnstormed Ford Trimotor N414H.) After buying the Lincoln in 1948, Dennis stored the remains until last year when Gar Williams agreed to take on the restoration effort. An extensive, detailed investigation revealed this aircraft to be Serial No. 1 Lincoln Sport, the factory prototype! The three-cylinder Anzani en gine was in poor condition so another Anzani was purchased from Clarence Rates (EM 191114) of Necedah, Wisconsin. This engine is being rebuilf by AI Ball of Santa Paula, California. Note the balsa wood streamlining on the gear legs and cabane struts.

Lincoln Sport instrument panel photo reveals a Jones Tachometer, Zenith Height Gauge (altimeter) and a Dixie magneto switch, all from the 1920's. Note the center-pivoted wooden rudder bar. Gar reports many of the original fuselage parts were in excellent shape and needed only to be cleaned up and varnished (after 65 years!). 6 JUNE 1990

Warren Williams of Littleton, Colorado sent in these photos of his nicely restored 1948 Aeronca Sedan, N1138H, SIN 15AC-149. (That's Warren standing by the door.) He found the Sedan on a farm in Ohio in November, 1981. It had not been annualed for 10 years and was full of rodent and bird residue. The restoration was started in May 1982 and completed in June 1983, just in time to go to the first Aeronca National Convention in Middletown, Ohio. The total time on the aircraft was 1,253 hours at rebuild and is now 1,710 hours. Warren admits the big, comfortable cabin is like a pickup with wings! "Just don't get in a hurry!" he says. Cruising speed is 105 mph and it gets out of his 5,680 foot strip just fine. Instrument panel in Warren Williams' Aeronca Sedan has been redone with many new gauges and a center stack radio pack足 age with Loran. Note the custom-built wooden control wheels that slip over the original wire-spoked ones and are fastened with flush wood screws. Should be nice and warm to the touch!

Not content to rest on his laurels (see April, '90, VINTAGE AIRPLANE, page 28, story of Old Blue) Mike McCann sent in the enclosed photo of his 450 P 8< W Stearman, which is rapidly approaching flight status. Painted dark green and white, the big biplane fea足 tures custom wheel pants, polished aluminum struts and a con足 trollable prop to harness the 450 horsepower. Perhaps Mike will send us a photo of the Stearman in the air over the colorful coun足 try around Homer, Alaska. VINTAGE AIRPLANE 7

VINTAGE SEAPLANES

by Norm Petersen

This 1947 Piper PA-12 Super Cruiser with Canadian registration C-FFIR, is owned by Ken Striker (EM 350640) of Mississgua, Ontario, Canada. Mounted on an immaculate set of Edo 89-2000 floats, the PA-12 features a 150 Lycoming engine swinging a Borer seaplane prop, split seaplane doors on both sides of the fuselage, large overhead skylight, Canadian style aux. seaplane fins on both stabilizers, PA-18 "balanced" tail feathers and a full panel with Arnav 21 Loran and "the works". Other amenities include PA-18 wing flaps, dual water rudders on the floats and quick pump-outs in each float compartment. Ken uses the PA-12 to fly to his retreat on an island in Lake Huron on the eastem shore of Georgian Bay. He plans on his first visit to the Brennand Seaplane Base at Oshkosh this summer to attend the EM Convention.

With its silver floats nestled against the dock. the white with red and black trimmed PA-12 makes a pretty sight in the bright sun at Ken Striker's summer home on Lake Huron. Very few seaplane pilots could resist a chance to take this beauty for a trip around the lake on a day like this! Note original Grimes wingtip and rudder navigation lights. 8 JUNE 1990

Nestied against the dock in Fort Frances, Ontario, Canada is this Stinson SR-9 mounted on Edo WA-4665 floats used for hauling fishermen by Rusty Myers Flying Service. Registered CF-HJY, the "Gullwing" had been converted to a P & W 985 and used the typical Rusty Myers colors of all red with yellow trim. Most Stinson Reliants used a ventral fin when mounted on floats, however, this one does not have the additional fin. The photo was taken by Norm Petersen in the summer of 1956 at Rusty Myers' base at Fort Frances.

Snubbed against the dock on Oak Island, Lake of the Woods, Minnesota is Beechcraft C18-S, N44573, SIN 7678, mounted on Edo 56-7850 floats. Owned and flown by Garland Bemhardt of Baudette, MN on Canadian fishing charter trips in 1976 and '77, the Beech featured a 10 seat interior, a range of 800 miles on its 253 gal. tanks and a cruise of 150 mph. Built in 1944 with float fittings installed, the C18-S was powered by twin 450 P & W en足 gines and is presently one of 59 C18-S models still on the register. Extras included a pilot hatch over the cockpit and a cargo hatch that allowed two 17-foot canoes to be loaded intemally! Note the three-foot wing extensions that helped on takeoff. Photo taken in 1977 by Norm Petersen. VINTAGE AIRPLANE 9

VI~TAC3~ LIT~12Aru12~

Li b..-a 0 / An:hive§ Ui..-e(:f()..

THE LlGHTPLANE AND THE AVIATION PRESS - 1946 The end of World War II was a time of high hopes and the prediction of a boom in the civil aviation industry . For a time this was reflected in civil aircraft production which went from 1,900 units in 1945 to more than 33,000 in 1946. A large part of this production was in lightplanes, built to fulfill the expected demand by returning military pilots. There was indeed a wellspring of new models for the private pilot. The Fall of 1945 saw the certification of the first of the new post-war light planes with the type approval of the Aeronca 7 AC Champion. By the end of 1946 , 18 more lightplanes would be certified. These included the Aeronca Chief, Globe Swift, Stinson Voyager, Cessna 120 and the Ercoupe.

••• NATIONAL AIRCRAFT SHOW This booming market was reflected in the coverage of the First National Aircraft Show by SKYWAYS maga zine which produced a special is sue in December 1946. Thi s issue had almost 200 pages, 100 of which were devoted to the show. The lightplane section had pictures and specifica tions on more than 40 new aircraft. There were also 15 lightplane man ufacturers with full-page advertise ments in the issue. Both Aeronca and Taylorcraft had two-page ads. The others were: All American, Beech, Bellanca, Cessna, Culver, Funk, Globe, Hockaday, Johnson , Lus combe, North American , Piper and Waco .

10 JUNE 1990

•••

THE RECEPTION Of all these new light aircraft, which ones had the best reception? Which ones were written about the most in the popular aviation magazines; which got the best press? We will examine the coverage from four of the aviation publications in 1946 and see which air craft garnered the most coverage. The publications are AIR FACTS, AIR TRAILS , FLYING and SKYWAYS .

sures in flying found heretofore in larger and more expensive planes ." Voyager . "Brilliant performance, good looks , and economy are obtained at low price ." - Swift. A post-war trainer that will earn its designers plenty of pats on the back. " - Champion .

••• AIR FACTS

••• AIR TRAILS AIR TRAILS was a large-format magazine that was a combination of a modeling magazine and a general avi ation magazine. It was unique in its two-page color center photographs of airplanes, most of which were done by the famous aviation photographer Rudy Arnold . During 1946 , five of these center section photos were of lightplanes . These were: the Common wealth Trimmer, Fairchild 24, Piper Super Cruiser, North American Nav ion, Taylorcraft BC and the Funk Model B. Lightplanes also appeared on the covers of five issues . These were the: Stinson Voyager, Piper Cub (twice; one on floats), Aeronca Champion and Taylorcraft Be. Starting in January 1946 AIR TRAILS began its series of Pilot Re ports done by William Winter and Alexis Dawydoff. Five appeared in 1946. These reports were about the Stinson Voyager, Globe Swift, Piper Super Cruiser, Erco Ercoupe and the Aeronca Champion. The planes all received positive comments . "Offers all the comforts and plea

This compact size magazine created and edited by Leighton Collins special ized in safety and pilot reports for the private pilot. Thus it is no surprise that in 1946 there was a lightplane on every cover. These cover photos were done by the well-known aviation photo grapher Hans Groenhoff. On the cov ers were: the Bellanca Cruisair, Com monwealth Skyranger, Erco Ercoupe, Cessna 140, Piper Super Cruiser, Erco Ercoupe (on floats), Bellanca Crui sair Sr., Culver V , Luscombe Silvaire, Re public Seabee , Beech Bonanza and the Navion. AIR FACTS was known for its inci sive pilot reports done by Collins . The magazine was also the first to print a post-war pilot report with its review of the Stinson Voyager in the November 1945 issue . During 1946 he did reports on eight planes. These were the: Er coupe, Cessna 140, Piper Super Cruiser, Bellanca Cruisair Sr., Culver V, Republic Seabee, Beech Bonanza and the North American Navion . Some of his remarks: "With a good cruising speed and range, ailerons that always work, and a gear that paints on landings, the Ercoupe should get a lot of new people in the air." "Spring steel landing gear, flaps, good flying qual ities, and a healthy cruise all make the 140 fun to fly and a lot of airplane for $2995.00." - Cessna 140.

FLYING

January, 1946

for a Good, Safe', Economical Plane

-- - -

- ~- ~-

.....-

-- - - .--...--....

--,.~

YES, THIS IS THE NEW 1946 PIPER

CUB SPECIAL. IT'S A PERSONALIZED

YERSION OF THE CUB THAT HAS WON

SUCH GREAT FAME IN THE WAR. LET'S FLY TO RIVERSIDE.'

Get Your"Howto FIy"Booldet NOWI De::tcui hes and pictures all tile bUljic liteI'd in flyiug. 53 slcp-bY-lJlcP photoll. Muny other facl:::l und Cull-colur piclure:J of Pipcr Cubs. Get your cop y Crom your Piper Cub Dealer or write Dept. PAI6. Piper Air craft Corporation. Lock H aven. P euIIG . • ellclooiug tOe in slamps or coin for PO:;4 tage-baadliag.

IS YOUR TOWN READY TO flY? FIIEE BOOKLET. "Who' You r Town N...t.

(or the Clrniug Air Aso, " illuMlra ka and de .crihoe variulitl typ.~. of lunding 'tl cili lit~. II. will hul" )'nu t cnrum uuily pltm au i JltlllPClhliv"

landi,\t- tu·ou. now I For your COpy. write Del.t. Pou~t.et Aircraft Lock

ft!!!o.

Corporation,

GREAT OPPORTUNITY fOR SERVICEMEN-Ilo

r;~ :88~1~~:t~~~o:;~u~~oc':::rt~l?z~c~~r;~~:

e l:puril ~noo.

Write Cull iuformation rHKurciillg yourtw.lfto Dept.. PAl 6S. Piper Aircrdt Cor partition , Luck Haveo, PeuDB.

PIPER AIRCRAFT CORPORATION

LOCK HAVEN, PENNA,

~ C......Jo-C~b A imalt OJ. H~ilfoll .

.•

Ihinls tk Hh'llo mi/9S fOr ALL AmeriCllns .

VINTAGE AIRPLANE 11

•••

There's More than a Plane in this Picture!

SON: Look, Dadl This low..- cowl line lets you see the ground from the pilot'. seat, even after the plane hat landed! FATHII: So I've noticed-and did you lee these big doors on both sides of the Aeronca Chief'. cabin, and the roOm there il inside? MOTHER: I like the looksofthi. plane .. . it'sddinitely

amart ... and the price certainly i. re""",able! DEALER: You're all on the trade, but

there'. more than a plane in this picture! Aeronca is one company that hal a pilln as well as a romplett line 0( penonal

proud to be one of them, because to I one you've got to deliver S«V1ce at Imow your busin.... Th..-e', a book1 you can get by sending lot to Aeronl Aircraft Corp., Dept . AT·I, Midd!etoJ Ohio. It's caned "Aeronca, the PI You'll Want to Fly," and tells all.

. . .

(Eq>Orl Acency - Aviqwpo, Inc .• 25 Bca~ St., New Yo<t 4, N.Y.)

FLYING FL YING magazine was an avid sup porter of private flying and had articles on Iightplanes and post-war private fly ing starting with the January 1945 issue. During 1946 it printed more than a dozen articles on the subject. On 11 of the 1946 covers there was a light plane. These were the: Erco Ercoupe , Trimmer Amphibian, Aeronca Cham pion, Culver Model V, North Amer ican Navion, Miles Gemini, Cessna 140, Grumman Widgeon, Taylorcraft BC, Luscombe Seaplane and the Stin son Voyager. The other cover was a Noordyun Norseman on floats . During the year FLYING had six pilot reports of the new Iightplanes . These were the: Stinson Voyager, Cessna 140, Globe Swift, Erco Er coupe, Culver V and the Aeronca Chief. These reports were done by Max Karant, Managing Editor of the magazine . Among Karant's reports: "The Voyager is one of the best tail down airplanes we have handled on the ground . It has better than average vis ibility forward, the tail wheel is steer able." "The Culver V is an excellent addition to the post-war private-plane market. But it will attract more than the usual amount of sneers for no other reason than the fact that it is a step forward ."

•••

planes. For a lone time they've been promoting the idea 0( airstrips every· where, eo people can /ly their own planet anywhere.

And Aeronea'. picking it. dealers the same way-all over the country. I'm

has an important message f.,.. air-minded people

PAGE 22

AIR TRAILS 12 JUNE 1990

January,

lY46

SKYWAYS SKYW A YS was unusual compared to the other magazines discussed in that it used artwork instead of photographs for its covers . These stylish color ren derings were done by Ren Wicks , Cecil West and Jo Kotula . Eleven of the 1946 covers had lightplanes de picted . These were the: Piper Cub (on Skis), Beech Staggerwing, Grumman Widgeon, Fairchild F-24, North Amer ican Navion, Johnson Skyrocket , Culver V, Bellanca Cruisair, Beech Bonanza, Cessna 140 and the Piper Sky Sedan. Of the magazines discussed, SKY WAYS had the largest number of pilot reports for the year. Selby Calkins and

Roger Delvin who did the reports had a very busy year in flying and reporting on 13 new planes. These were the: Trimmer Amphibian, Stinson Voyager ISO , Republic Seabee, Piper Cub Super Cruiser, Globe Swift, Taylor craft Twosome, Aeronca Champion , Callair A-2, All American Ensign ,

Funk F2B, Beech Bonanza , Piper Sky Sedan and the Johnson Rocket. The remarks included : "From spin ner to tail wheel the Funk airplane is a clean , honest, well-mannered ship . It will grow upon its owners like a good hunting dog or a smooth gaited horse" "The vee-tail works, it has been

adopted for the Beech, and it does what it is supposed to do. Other planes will have it. Let's make no more fuss about it here ." -- Bonanza

••• AND THE WINNER IS To determine which of the new lightplanes received the most exposure in the four magazines studied, the total number of covers and pilot reports are counted for each aircraft model. Read ers of the four magazines in 1946 would have been exposed to 34 light planes from 26 manufacturers either on the covers or in pilot reports . Piper had the most coverage as a manufacturer with nine articles or covers for the Cub and Super Cruiser. For individual models, the most re ported was the Ercoupe which ap peared on three covers and had three pilot reports . Both the Stinson Voyager and the Cessna 140 were next; they each appeared on a combined total of five covers and pilot reports. No airplane model appeared on the cover of all four of the magazines in 1946, but four of the planes appeared on the covers of at least three different publications. These were the Culver V, Navion, Cessna 140 and the Piper Cub. Other planes with good exposure were the Beech Bonanza and the Globe Swift -- each of these appearing on a combination of four covers and/or pilot reports.

D I

would like 10 Simpli·Fly Ihe New Culver in a demon.lralion.

•••

Plea.e .end me lileralure on Ihe New Culver " V",

NAME___________________________________ ADDRESS ______________________________..,.- CITY_ __ __

_ _ STATE _________________

CULVER AIRCRAFT CORP., DEPT. MO , WICHITA 1, KANSAS

AIR FACTS

May,

1'J4b

BEYOND 1946 Indeed 1946 was a high-water mark in the return of the private plane and personal flying , but the market went sour. In 1947 sales fell off to 15 , 617 units, and dropped to 3,545 by 1949. But it was an exciting time of creative growth shown by the American light plane manufacturer. VINTAGE AIRPLANE 13

INTERESTING MEMBERS

Francis "Franny" Rourke (EAA 2059, AlC 5274)

A Craftsman's Craftsman by Charles W. Harris, Director, Antique/Classic Division EAA #96978, AlC #2158

When a man has spent a lifetime in grass roots aviation , it must be gratify ing to look back , recount the years and mentally tick off the changes he has seen occur. It must be more gratifying to know that when he does elect to lay down the tools of the trade, he leaves a legacy of champion level restorations and reputation of craftsmanship of such quality that he is known nation ally for his skills. Franny Rouke (EAA 1059 - a char ter member of EAA Chapter LO , Tulsa and EAA Antique/Classic Chapter 10, Tulsa) of Bartlesville, Oklahoma is a man of such reputation and talent. Franny was 75 years young in April, 1990; going strong, and is presently restoring a Luscombe 8F, a Bird bi plane, an American Eagle biplane and a Hisso Travel Air 3000 . He has just completed an outstanding 1930 Fleet open biplane, and has no plans to slow down! A displaced New Englander, Franny has lived in Bartlesville for nearly 50 14 JUNE 1990

years. Hi s first view of any airplane was on Armistice Day, November I I , 1919 at the age of four as the planes overflew the downtown parade in Beacon Falls, Massachusetts . A forced landing of a DH4 near his home had him there as fast as his little legs would carry him; the aviation bug was biting . He attended grade school in Beacon Falls and high-school in Naugatuck . High-school brought French class and French class brought hooking from school to walk to the airport and even tually talking the airport operator at Bethany, Massachusetts into an ap prenticeship. This was 1932; a job was rare . Franny had an apprenticeship "job," however there was no pay to go with the job . There was, however, the thrill of the airplanes and the learning of the aviation trades. Eventually Franny and his young aviation buddy Johnny Korzen became teenage mana gers of the Bethany, Massachusetts air port . Their experience grew; they worked on a Ryan B-1, a J-5 Lockheed Vega, an Ireland amphibian , Birds, Great Lakes, Curtiss Robin, a Hisso Eaglerock, etc . Little or no money changed hands on repairs. A dentist had his Gee Bee Model A completely rebuilt in exchange for a set of tires for Franny's old car and $100 in cash. And, oh yes, the dentist offered to pull all of Franny's back teeth. The 1930s were trying years for a young mechanic trying to make a living in aviation .

Meanwhile Franny' s first employer, the former airport manager , had found his way to Cheyenne , Wyoming and had a job with United Air Lines and in 1936 , called Franny and offered him a mechanic 's slot. Franny accepted and went west to the high country to give it a try . It wasn ' t long before Franny was back in New England and eventu ally landed a job with Sikorsky in Bridgeport, Connecticut, working on the legendary S42s and S43s. Franny 's reputation as a quality and meticulous worker was growing and in 1940 he was lured to the South and the spraying and dusting business by another dis placed New Englander. This was fol lowed by a stint in Houston which brought an offer from Phillips Pet roleum Company in Bartlesville, Ok lahoma. Franny accepted and moved the family to Bartlesville where they have resided the last 48 years. Franny's career with Phillips in cluded 10 years of not only mechanic duties but flying co-pilot on Lock heed's 12s and 18s, DC-3s and Doug las A-26s . In the meantime, Franny had been doing some dusting and spraying and also had been assisting a Phillips chemist in researching and de signing a carrier for a herbicide that Dow Chemical had perfected. After a close call in the A-26 he vowed if he were going to die in an airplane, it was not going to be at someone else's hand! He quit Phillips and went into the dust ing and spraying business , and in doing so, flew the first successful liquid her bicide spraying ever done . In the next 10 years, dusting and spraying oc cupied most of Franny's time, but his reputation as a splendid craftsman con tinued to grow and grow. More and more pilots were bringing their airplanes to Franny for repair , upgrad ing and annuals. Franny' s many years of training and experience were now serving many people very well. More and more Franny was being asked to create restorations of the finest quality . As he responded to these requests, his reputation grew. A simply beautiful upgrading of a 528 hour total-time J-3C 65 was fol lowed by a gorgeous Kinner INF Waco rebuild. As these two winners emerged from Franny's shop in the late 1970s and early 1980s, Doug Rounds asked

The sheer size of the Travelair 6000 made Franny's restoration of the machine one big job! It took some 2'12 years!

Franny to take on the task of complet ing the redo of his BIG Travel Air 6000. Franny accepted and they loaded the dismantled 1931 model monster onto two trucks and two trailers in cen tral Georgia and trucked it the 900 miles to Bartlesville. For the next three years, Franny waved his mechanical magic on the big bird (with a lot of help from Doug and a lot of friends) and when it was finally done, it was promptly test flown, tweaked and early the next morning in August 1983 , was off to Blakesburg, Iowa where it pro ceeded to steal the show its first time out. The machine was returned to BVO for a new cowl and post fly-in check out. Forty-five days later in September 1983, Doug returned to Bartlesvi lle, loaded up the black and orange machine with wife Bonnie, son Nathan, Franny and Clarence Clark of Bartlesville, the test pilot who had made the first flight 50 years before, Roger Gaughan, and flew off to Tahlequah where the black & orange beauty was named Grand Champion Antique. This airplane was now a far cry from the one that the legendary lohnson Flying Service flew out of Missoula , Montana for 31 years as they delivered smoke jumpers into the mountain wilds for so long. It is the same airplane that appeared in "Only Angels Have Wings" with Cary Grant, lean Arthur, Rita Hayworth and Thomas Mitchell. The airplane is now owned by Delta Air Lines and appears in many of their current television commercials. A 1929 General Artistocrat was next in line; it came out to be Reserve Grand

Champion at Blakesburg in 1985 . From December 1984 to February 1986, he moved Charlie Harris ' 1942 Culver LFA Cadet from an average machine to one so good it was named "Best In Class" and/or " Best Ok lahoma Antique" in 1987 , 1988 and 1989 fly-ins. Pete Ettinger's Model 2 Fleet was finished just in time to be named "Best In Class" at a 1989 fly-in. After this kind of success the obvious question would be , "what are you going to do for an encore?" Well , in the shop at this time is an original nat ural aluminum Lu scombe that is de stined to appear in 1991 or 1992 as an authentic, original 1949 8F Deluxe; a big Bird biplane is moving along and an American Eagle biplane is right be hind the Bird! A rare Hisso Travel Air 3000 has just gotten in line for its facelift! All thi s from a gentleman who works alone and has quietly moved into the fourth quarter of a century. It really pays to enjoy what you are doing . Franny fell in love with the open bi planes during his days of dusting and spraying in Mississippi in 1940-41 . The Travel Air 2000/3000/4000 series airplane were the mainstays of the pre war dusting business. Franny never forgot hi s Travel air love and in the middle of the 1970s began to craft him self a beautiful blue and silver OX5 2000 which looked as new when he finished it as it did the day 50 years before when Walter 's people rolled it out and Clarence Clark got in and flew it. Franny later sold his machine to Don Sharp of Pauls Valley, Oklahoma who took it to Denton where it was

named Grand Champion Antique. Fran is held in such high esteem by his friends and associates that he is considered the dean of aircraft restor ers in the Oklahoma area. His depth of knowledge of the antique and classic aircraft amazes some of the young mechanics - of course, it's a bit dif ficult for them to remember that Franny was there when virtually all of our treasured old airplanes were intro duced or were near new! Beyond family, airplanes have been Franny 's entire life . From a teenager actually managing an airport and work ing on airplanes for a living to an hon ored level of respect and esteem at age 75 , there have been very few days that Franny has not been at his airport shop making his or someone's airplane a better and safer machine . In addition to EAA, Franny is a member of AAA, QBs, OX5 Aviation Pioneers, National Biplane Associa tion and Early Birds . He is a member and regularly attends meetings of EAA Antique/Classic Chapter lOin Tulsa. In 1985 and 1986 he acted as consul tant to Phillips Petroleum Company as they restored the legendary 1927 Dole Race winning Travel Air 6000 "Woolaroc." The hangar which he oc cupied for so long on Frank Phillips Field at Bartlesville has been acquired by the National Biplane Association and will be used as the National Bi plane Center. Franny 's legacy will live on in the airplanes he has crafted for longer than most of us will be around . Where would we be without those few men to whom we owe so much! • VINTAGE AIRPLANE 15

POPULAR SCIENCE MONTHLY

January, 1926

'J{OW Ui lJ!ade a Willged Toboggan

IROM the extraordinarily Fgraphic pen of a New York mining engineer comes this ac tual record oj winged toboggan ing at the Sunnyside Mine, near Silverton, Colo. The altitude of this mining camp is 12,500 J eet above sea level, and th e winters there are Jrom Septem ber first to July first. Snow usu ally falls even in July and August. The author was the chipJ engineer and Harley Tryon the timekeeper qt this mine.

.. /

Wjngs fitted to a toboggan add immea· aurable thrills to the sport of coasting

By Paul H. Keating, E.M.

LAYING and racing with death From the carpenter shop next after down a 1000-foot slope of frozen noon I obtained some strips of pine, snow and ice may not appeal to some muslin (used for wrapping ventilat some as a pastime, but the palling ing pipe), and · some piano wire. The monotony of life in a Colorado mining toboggan itself was of standard design, 18 in. wide, 9 ft. long, with a curl in camp, up on the Continental Divide, where the snow is 50 feet deep and the front 9 in. high., mercury is below zero for months, makes The wings of the Dragonfly, as we life seem very drab. Anyt.hing with a later christened the toboggan, were, made kick in it is welcome-anything. of a framework of knot-free pine strips, Two of us, Harley Tryon and myself, covered with muslin, which was painted with hot paraffin to make the fabric were the charter and sole memb ers of th~ Suicide Club, builders and operators of airtight. the only amusement device of its kind Two strips 1 by 2 Y2 in. and 11 ft. long ever recorded, the toboggoplane. were fastened together by four cross pieces 1 by 2 Y2 in. by 4 ft. 3 in. Notches Tobogganing is not a slow sport in itself, but like other speed sports, each or mortises were cut in the longer strips descent must be a little faster, go a little to take the shorter ones, as illustrated, farther than the preceding, or it loses its and a single sixpenny nail was driven into each joint from the outside. thrill. A toboggan' on a hard fro zen crust will The frame was laid on a floor and trued up with a steel square. Piano develop a speed greater than free fall in a wire, about No. 22 gage, was then strung given vertical distance, for much the same reason that an ice boat ca n go much as indicated and drawn very tightly faster than the wind that drives it. It around each crosspiece and diagonally takes longer for the given verti cal dis r--;-:;;-~----- ,,~o'------_-{ tance to be covered, but at the end, the actual speed down the slope is greater. The "why of" this is out of place here, but it's true. ( So, when I say that we hit th e bottom of the hill going more than 200 miles an hour, I know the speed is under estimated. But even this palled after a time. Keeping a toboggan upright is much like riding a bicycle, or balancing a canoe, for at high speeds a very small irregularity on the surface can have \VI RE FROM TIP TO TIP , disastrous effects. Our instruction from GUY THROUGH' EYE BOLTS ON INCLINATION OF Old Man Experience on this point came I~WING in sudden and enormous doses. But in a short time there wasn't a hill around the SIDE VIEW camp that could offer a "kick ." We A wire braced frame·

could ride them all to a standstill. work of 1 by 2}1' in.

across each section of the wing. Shingle nails driven into the strips served to anchor the wires. Each cross length was drawn until all gave approximately the sam e hum when picked . The diagonal wires also were adjusted t o the same pitch by putting a lock washer ar ound the intersection and drawing it by a wire toward the back of the fram e until the tone of the wires was about even. ORDINARY unbleach ed muslin was stret ched over the entire fr ame, fast ened every 2 in . with carpet ta cks. The center or "cockpit" th en was cut out and the loose edges tack ed down. After prying the frame from th e floor , to which it had been lightly nail ed during the truing-up process, the muslin was painted with very hot paraffin. Two holes were drill ed in th e top of the curl of the t oboggan 1 ft . apart, and three turns of ordinary baling wire held the wings in place along the leading edge. The rear edge was fast ened similarly to the iron eyebolts al ong the side of th e tob oggan. A continuous guy of pi ano wire was strung fr om th e front tip of one wing through eyebolts in the floor of the sled to the other wing tip, and d-awn tight. The next thing was to try it. "lith th e cushions in pl ace , it looked every bit a dragon fly, but as a pas senger carryingde vi ce, we concluded (Continued on pa ge 103)

I. covered with

paraffined muslin to (orm

wing. for the tobollan

,trip.

ONE night, after a somewhat dull toboggan party, the idea was sug gested to build a set of wings on the toboggan. Maybe it would fly! J suggested it, and Tryon said, ''If you'll build it, I'll ride the thing." 16 JUNE 1990

The original DraAonRy after many perilou! trips down a Colorado mountain aide

MEMBERSHIP

INFORMATION

We Make a Winged Toboggan

(Conl;nued fro,. pa,e 72)

it would take a rather high rate of insurance. Harleyand I dragged it up themountain the next afternoon to our preferred start ing point, which was about 500 ft. above the camp. He had bargained to try it first. But I liked Harley Tryon, and inasmuch as the idea and workmanship had all been my own, my conscience be came apprehensive. I was afraid to try it first; so was he, though neither of us would admit it to the other then, although we did later. We flipped a rJin, and it was still his turn first . But suppose the thing actually did fly and had a crash! I hated to think of all that work being lost in a first flight crash, and I wouldn't get a chance to ride it. So we compromised and decided to ride it together the first time down. We should have preferred also to com promise on the distance of the first tryout, but could not, because the mountain was so steep that we had to go up to this certain point in order to get a footing to climb aboard. Harley always had ridden behind to do the steering. We took the same position; although now I was in the "cockpit," and couldn't roll clear of the thing if it became necessary or desirable. E CLIMBED on. That hill never had looked so high and steep, nor the frozen crust so hard and smooth. .. Are you ready?" Harley called. I answered, and we started. The pick-up was immediate and terrific, with the sensation in the stomach of going down in an elevator. Faster, faster! The tears were streaking across my temples from the icy wind. I couldn't breathe, or at least didn't, in the excite ment. Only one thought remained-

hang on!

Two-thirds down we struck a small drift, and for a hundred feet beyond, though it was less than half a second in time, there was no sound of the toboggo plane's scraping the frozen snow. At the speed we were going the actual lift was small, but the fact that it actually ' had lifted us for a 100-ft. jump was demonstrated by our tracks. At the bottom of the hill was a lake, 1000 ft . across, frozen and covered by 20 ft. of snow or more. We coasted across this flat to the far side, started up the opposite hill, and soon stopped. The next time Tryon went alone. He sat well forward in the cockpit, and half way down the hill there were unmis takable signs that the Dragonfly was going to leave the ground. When Harley reached where the bottom should have been, he was 10 ft. off the ground going like a shot. He landed straight and even, and finally came to a stop. After that we alternated rides, with more or less good natured rivalry for height, distance, and near-accidel)t risks. The sport never became dull . It was never even reasonably safe on such steep . hills. It never failed to offer a

new kick in each descent, or flight, as you please. Fifteen feet off the ground was per haps the maximum attained, but con sidering the speed and the construction of the machine, that was plenty. Between 25 and 30 trips were marked up before the crash. Confidence and the almost inevitable contempt of danger through familiarity, brought the sport to a sudden finish. It was early in April, 1925, three months before any signs of spring appear at that altitude, when the Dragonfly made its last flight. A light, gusty wind was blowing. Harley went down the first trip, and after coming back up the hill warned me to look out for the breeze. I sat as far forward as I could upon starting, and the irregular air pressure on the way down made me hesitate, but it was too late. When nearly to the bottom I slid back, but I had waited too long and slid back too far . The front of the machine raised to a horizontal posi tion, and then kept right on going up. I had some recollectiorur of bending my head back and seeing the snow above me, about 20 feet away, and then we started for each other, the snow and I. The next I remember, some one was pulling on one of my legs, which were the only part of me I could move. Everything was crammed with snow-eyes, ears, nose, mouth, collar, and I couldn't get my breath. Harley told me later that the toboggo plane had just kept right on rising, and when well upside down I had left it and plunged head first through the crust into the snow. Something like that must have happened for my face was like a piece of raw beef steak for two weeks. I was thankful that the crust had broken at all, as it was hard enough to support the heaviest man without giving way. The Dragonfly came down sideway~ and crumpled a wing. The next few days we stayed inside, and a snowslide came crashing down our favorite speedway, which closed toboggoplaning for the season-perhaps forever. While t here Is no question about the danger of making one of the toboggo planes for u se on mountains such as Mr. Keating d escribes, the addition of wings to a toboggan will add ,Im mensely to the sport of coasting on ordinary hills. The toboggan skims along the snow much as a hydro plane rides on the water, and at mod erate speeds there Is no danger of Its rising far in the air.

We are reprinting this in our J une issue in hopes that anyone crazy enough to want to try this will get over it before any snow falls. - Ed.

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18 JUNE 1990

by Mark Phelps Photos by Jim Koepnick

On May 21, 1956 Leon Seale, Jr. a young F-94C all-weather interceptor instructor pilot took home a little toy Cessna 120. At the time, he was stationed at Moody AFB in Valdosta, Georgia. It wasn't a very fancy airplane compared to his big Air Force jet, but over the years he toured in the two-seater throughout the southeast, west to the Grand Canyon and all up and down the eastern seaboard. In cluded in the logs is an IFR flight to Boston using VHF transceiver and a low frequency radio range receiver. One leg of that trip involved an orien tation procedure from Hartford , Con necticut to Bridgeport and an instru ment let-down using a hand-drawn chart - certainly one of the pioneer IFR efforts in a light airplane. Before making the trip, Leon had installed a set of gyros, a rear window kit and a rear jumpseat. At the time, his three-year-old son, Leon III, alias "Scooter" could stretch out full length in the back of the Cessna and sleep while Mom and Dad flew up front. In 1969, Leon Jr. retired from tha Air Force and returned "home" to Mound ville, Alabama a small community in the west-central section of the state. The little 120 was practically retired, too, when the family bought a Cessna 206 to share the hangar and small pri vate strip by the house . The two-seater flew sparingly and when Scooter moved to Lakeland, Florida in 1982, his father got an idea. Scooter said, "A couple of years later Dad brought the plane down, handed me the logs (there are no keys) and invited me to spend my money on it awhile ."

History The story of NC76458 actually be gins some 3,562 hours before Mr. Seale first bought it in 1956. It left the Cessna factory 10 years earlier. Serial Number 10891 was flight tested on November 25, 1946 and delivered to Robinson Flying Service in Sikeston , Missouri as a demonstrator. Many air craft throughout the late 1940s and

1950s found their way into private hands through the role of dealer dem onstrator. If a customer liked what he saw, the airplane could be his on the spot. As a dealer, Robinson Flying Service was entitled to a 20 percent discount, bringing the final price of the Cessna to $2,211.60. This included the optional steerable tailwheel ($15), Dual brakes ($24 .50) and cabin heater ($30). As the spartan model of the 1201 140 series, NC 76458 was delivered without an electrical system, interior appointments or, of course, flaps . The airplane came with a wooden prop and limited instrumentation . It wasn't long before the Cessna began to grow some more accessories. In November 1948, an electrical sys tem and Harvey-Wells transceiver were added . In 1951, the Cessna as sumed the role of trainer and was graced with some structural modifica tions , three-inch landing gear exten sions (which place the wheels three inches forward to combat noseovers) and a McCauley metal prop. It was mid-1954 when the Cessna retired as a trainer and became a per sonal airplane . Sgt. Clifford Good, based at Moody AFB in Georgia bought it. He sold the 120 to Lt. Gor don Smith in October 1955 and the radar intercept officer installed a Ruleto metal wing kit. A few months later, Smith sold the airplane to an F 94C instructor named, you guessed it, Leon Seale , Jr. When Leon decided to "donate" the airplane to his son in 1985 , he flew it from Moundville to Lakeland . At a fuel stop in northern Florida, he had a quart of oil added by a lineman and quizzed the man about the filler cap. "I asked him is he was sure he had put it back on securely and he assured me he had. I should have checked myself, but the man was a mechanic and I didn't want to embarrass him. Besides, he had sealed up the entire cowling and it would have been a big scene to undo it again . I learned my lesson, though . Now I don't care who I embarrass. I check for myself." VINTAGE AIRPLANE 19

It should come as no surprise that the cap was not securely fastened after all and about 100 miles north of Lake足 land, Leon watched in horror as he lost his oil pressure all at once. He made a precautionary landing on a logging road , replenished the sump with three quarts of oil from the baggage com足 partment , wiped the oil from the side of the airplane and nervously took off again after running the engine for a while to ensure that there was no im足 mediate damage .

20 JUNE 1990

Restoration In early 1988 , Scooter decided that the little Cessna deserved a facelift. After all, more than 4,000 hours on the tach represents a lot of trips around the patch . He started with a general cleaning, decorroding and chromating of inspection panels and various in足 terior and exterior parts. He replaced the brake linings and all the tail wheel hardware, including springs and chains. Next came the windows , windshield and skylights as well as as-

Scooter used to sleep on the rear bench seat of the Cessna 120.

ssna sorted nuts, bolts, grommets and mold ing. All external screws were replaced along with yards of channel rubber. The instrument panel, door posts and other interior areas were refinished. By June 1988, the 120 was ready for its new coat of Alumigrip base paint applied expertly by Hawk Aviation on Vandenberg Airport near Tampa, Florida. The blue and gold trim was done in Dupont Imron. Texas Aerop lastics in Roanoak, Texas supplied the molded interior panels, headliner and

dressings in kit form . Installing the in terior kit and assorted other tasks con sumed the next few months and a con siderable dose of patience. Last to be installed were the new carpet and seats upholstered to match the aircraft trim color. Scooter currently uses a panel-slung Icom IC-A20 handheld radio with an intercom and two headsets . He reports that the radio works fine with an exter nal antenna attached. Future plans in clude a panel update as soon as "time

and revenues permit." With 4,257 hours' total time, Cessna N76458 has averaged 120 hours per year over its 34 years. Leon Seale, Jr. was the airplane's fifth owner and third individual owner. It's been in the Seale family since Scooter could curl up and sleep on the tiny jumpseat - and from the looks on the faces of these two pilots, it's going to remain in the stable for many years to come .•

VINTAGE AIRPLANE 21

EAA OSHKOSH '89

Photos by

TED KOSTON

22 JUNE 1990

VINTAGE AIRPLANE 23

THE FERRIS WHEEL

by Jim Damron

(EAA 274119, Ale 12289)

March of 1971 myoid man retired off the DC-8 after 28 years with Delta Airlines. I was a fairly new second of ficer with United Airlines the follow ing summer, and we had just spent the day at the Antique Airplane Associa tion's annual fly-in in Ottumwa, Iowa. With my uncle and another retired Delta Airlines pilot, we were driving from the airport back to the Hotel Ot tumwa when we came to a small carni val. It was a typical midwestern 40 miler set up in a hayfield just outside of town. There were colored lights, music, cotton candy, laughter, an oc casional scream and, of course, there was a Ferris wheel . Dad said, "Stop the car, I want to ride on the Ferris wheel!" The other retired pilot was driving and he didn't argue. Dad's brother, Ed, a country doctor and a pilot also, sure didn't. He and I had both known the sometimes-cantankerous old man much too long for that. Getting along with Dad had always been one of my chores and I had gotten quite good at it. He claimed he had enough trouble just getting through life's other chal lenges without having to get along with me to boot. The old man and I made our way through the crowd to the Ferris wheel. I didn't ask why . I knew he'd tell me when he got ready for he was a great story teller and I could feel one coming on. The shadows were growing long as we stood waiting in line for our tickets . It was cooling off, and the air was per fectly still in that best time just before sunset when even a marginal student pilot can solo. Neither of us spoke. Soon we: were high above the carnival, quietly rocking back and forth in the cool still air. Somwhere a motorcycle accelerated in the distance. Otherwise it was quiet, save for the muted sounds of the carnival. Only then did he begin 24 JUNE 1990

to speak, in that magically gentle way he occasionally used when he talked about the "olden days." That's what I used to call them when I was a small boy. He said that back when he was a young barnstormer, following the car nivals from one show to the next and hauling passengers, he became a regu lar carnival trooper; one of the "car nies," well-known and accepted by the others. He often acted as aerial ad vance man, showering the next town down the road with handbills from his airplane, and otherwise drumming up business with an occasional wing walking act or a couple of "barnstormer" loops. On a typical hot summer day with the temperature hovering in the 90s he'd regularly load two passengers in the front cockpit of his trusty OX-5 powered Waco 10 and haul them around the carnival in a wide, low cir cuit for a dollar a head. It passed for a living . On a very hot day this seemingly simple flight could become no insig nificant aeronautical accomplishment. At those temperatures, and with two big farm boys waving from the front cockpit, the OX-5's water temperature would hover near boiling as they clat tered down the bumpy hayfield gaining just enough airspeed to barely stagger off the ground. Oftentimes 200 feet was the absolute ceiling on such a flight. The throttle was bent to full open and stayed there. Many times he would roll gently into that first turn after takeoff with the airplane shuddering slightly near the edge of a stall. Looking apprehen sively at the water temperature and the airspeed he would swear to himself that if he got back on the ground without boiling the water in the engine he would quit flying until evening when it cooled off. But, of course, you're invincible when you are young, he said, and when more customers lined up with dollar bills visible in their hands, it was irresistible not to try it again. And so it would go, again and again on a good day, until it began to get

dark. He and many other barnstormers taught themselves to fly at night on just such evenings . The money was the in centive, and the sun went down very slowly in the flatlands of the Midwest. It was really a good learning system, he said; the ground got just a little har der to find each time you came back in to land, but you got just a little better at it each time, too. And you had to be careful and learn fast with all your cus tomers watching every landing you made . A bounced landing would be bad for business, a ground loop would put you out of business. When he finally had to hang it up after too many hours of flying that was more like persuasvie levitation, he'd shut down the OX-5 and pull off his helmet. Together with his dirty face, and clean eyes that had been protected by the goggles, the helmet was his free pass for a ride on the Ferris wheel. Greasing the OX-5 and other minor maintenance could wait until morning . He'd amble through the crowded midway, helmet in hand, occasionally winking at the local girls, and sidle up to the big Ferris wheel for a cool and relaxing ride in the relative stillness of the night air. The quiet alone must have been a tonic . As I sat up there at the top of the big wheel on that long ago summer evening listening to his calm reminisc ing, I felt the privilege of his company, and it seemed like time had turned back to the 1930s. In the distance an old airplane labored free of the earth over at the Ottumwa airport . The low rum ble of its slow-turning engine attested to its seniority. It was on occasions like this I came to understand that pilots don't just fly airplanes, they literally invented them. Today as I enjoy the broad spectrum of my EAA friendships, which include nearly every kind of aviator, I am again reminded of our unique heritage. We would do well to remember those roots whenever we fly, build, and work on airplanes. Consider them as well when our rights and our freedoms are chal lenged . We are, after all, quite differ ent from cowboys. They didn't invent horses! •

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EAAAVIATION FOUNDATION, EAAAVIATION CENTER, P.O. BOX 3065

OSHKOSH, WI 54903-3065

NOTICE OF ANNUAL BUSINESS MEETING

Notice is hereby given that an annual business meeting of the members of the EAA Antique/Classic Division will be held on Thursday, August 2, 1990 at 10:00 a.m. (Central Daylight Time) at the 38th Annual Convention of the Experimental Aircraft Association, Inc., Wittman Regional Airport, Oshkosh, Wisconsin. Notice is hereby further given that the annual election of officers and directors of the EAA Antique/Classic Division will be conducted by ballot distributed to the members along with this June issue of VINTAGE AIRPLANE. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/Classic Division, EAA Aviation Center, Oshkosh, WI 54903-3086, and received no later than July 30, 1990. The Nominating Committee submits the following list of candidates: Espie M. Joyce, President; George S. York, Secretary. Directors: John Berendt, Bob Brauer, Gene R. Chase, George H. Daubner, III, William A. Eickhoff, Charles W. Harris, Jean Lehman Hill, Robert D. Lumley, Steve Nesse.

Espie M. Joyce, Jr., Madison, North Carolina My father started flying three years before I was born so I have been around airplanes all my life . At age II a cropduster and friend gave me my first flying lesson. I soloed at 16 and received my private license the following year. I earned my commercial license during college in 1964 and later received my instrument rating. Among the planes I have rebuilt are several J-3 Cubs and two Monocoupes , a 90-A and a D-145. In 1967-68 I built a Pitts Special. I presently own a 1940 clip wing Cub and a 1953 D-35 Bonanza. I joined EAA in 1963 and am a lifetime member. I am a long-time member of the Antique/Classic Division. I was appointed to the Board of Advisors in 1981 and was elected to the Board of Directors in 1984. I was elected president in 1988.

George S. York, Mansfield, Ohio George learned to fly in the U.S . Navy during World War II. He soloed an Aeronca Chief in March , 1943 at Helena , Montana. He graduated from Ashland College in Ashland. Ohio and was hired by Gorman-Rupp Company where he is currently Manager of Product Development. George became interested in vintage and homebuilt aircraft in 1957 and has since restored several Aeroncas. a Taylorcraft and recently completed restoring a Beech D 17S. He is a charter member of th e Staggerwing Museum and is Secretary/Treasurer and Newsletter Editor of the Staggerwing Club. George joined EAA in 1962 and has been an active judge at Oshkosh since 1970. He is Chairman of the Classic Judging Committee and has been on the Antique/Classic Board of Directors since August of 1980.

John Berendt, Cannon Falls, Minnesota John started flying in the late 1950s and had his interest in aviation renewed in 1967 when he discovered EAA Chapter 300 in Little Falls, Minnesota . He has owned an Aeronca Chief but is best known as President of the Fairchild type club since 1984 and editor of its new sletter. 'The Fairchild Flyer." John is a charter member of Antique/Classic Chapter 13 in Minneapolis and has been a volunteer at the EAA Oshkosh Convention since 1975 , concentrating his efforts on the 28 Antique/Classic forums, John has most recently served as an advisor to the A/C Division .

Bob Brauer, Chicago, Illinois Bob received a degree in electrical engineering from Illinois Institute of Technology in 1971 . He served as a plane captain in P2V Neptune aircraft for the U.S. Navy reserve NAS. Glenview from 1958 until his honorable discharge in 1962. Bob holds a private license with an instrument airplane rating. He joined EAA in 1972 and the Antique/Classic Division in 1975 after volunteering to work on regular convention and pre-convention flight line duties . He was appointed advisor to the Antique/Classic Board in 1986 and elected director in 1988. Bob has co-authored a series of volunteer recognition articles for "The Vintage Airplane" as well as writing "Chapter Capsules" which appears on a regular basis. By profession, Bob is an electrical engineer. In addition to his Antique/Classic Division involvement, he has served as an officer for six years in EAA Chapter 260 as treasurer and secretary.

Gene R. Chase, Oshkosh, Wisconsin Gene grew up in Scottsbluff, Nebraska and has been interested in aviation as long as he can remember. He was an avid model airplane builder and a typical "airport kid." His first ride was in a Stinson SR-5 in 1936 . Gene joined EAA in 1961 and was active in Chapter lOin Tulsa. Oklahoma . Aircraft he has owned include a Curtiss Wright Junior and a Church Midwin g which he restored and later donated to the EAA Museum . He currently owns a Heath Super Parasol . Taylor E-2 Cub and a Davis D-I-W. The latter two are licensed and flying. In 1973 Gene accepted a position with EAA and with his wife Dorothy, moved to Hales Corners, Wi sco nsin . He retired as Senior Editor of Publications in 1987 and on May 5, 1989 was appointed as Advisor to the Antique/Classic Board of Directors. At the past two Oshkosh Conventions he served on the ant ique aircraft judging committee. 26 JUNE 1990

George H. Daubner, III, Hartford, Wisconsin My love for flying started when I was 12 and attended my first air show at the Hartford Airport. I realized then that I wanted to make flying a large part of my life . I started flying in 1969 and earned my private ticket in 1970. In 1974, I was hired as a co-pilot flying Beech 18s and to manage the Hartford , WI airport on weekends . In the mid-70s , the Hartford Airport was a hotbed for sport aviation. During that period of time, I was able to check out in many different types of antique and classic aircraft. They included a Cub , Stearman , Great Lakes and Luscombe, to name a few. During that period I also learned the importance of sport aviation, and our need to fight for our right to fly. I'm currently the chief pilot for a Milwaukee based corporation, flying a 690 Comman足 der, and in my spare time I am restoring a 1939 Luscombe 8A, which I hope to have flying in late '90 or early '91 .

William A. "Bill" Eickhoff, St. Petersburg, Florida Bill's interest in aviation started in the late 1960' s when he had his first flight in a J-3 Cub with Freddie Quinn , his father-in-law . He later obtained his private pilot license. His dedication to flying, building and restoring aircraft led to his involvement with the Sun ' n Fun EAA Fly-In, some 14 years ago. Bill has been a member of EAA since 1972 and participates through Chapter 47 in St. Petersburg. Bill has served as president of the Sun ' n Fun EAA Fly-In for the last five years. He is also a member of the Florida Sport Aviation Antique and Classic Association. Bill is a principal of Eickhoff & Pieper, Inc., an independent registered investment management company. Bill , his wife Suzy, and their son Justin live in St . Petersburg, Florida.

Charles W. Harris, Tulsa, Oklahoma At the age of two, Charlie received his first airplane ride in his father's OX-5 TravelAir. He soloed when he was 16. He currently owns and flys an impressive collection of showcase airplanes . Included are: a Piper J3C65, Culver LFA Cadet, three Luscombes, an 8A and two 8F's, a Swift, and two factory Pitts (SIS and S2A) . He is a member of 27 aviation organizations , including the Type Clubs for each of the airplanes he owns . He is a life member of EAA, a "regular" Oshkosh attendee and a member of EAA's Antique/Classic, lAC, and Warbirds Divisions. He has served three terms as President of EAA, NC , Ch . 10, Tulsa, of which he is a Charter member. He has been Co-Chairman of the Tulsa Fly-In at Tahlequah, Oklahoma for over IO years and has served as a Senior Co-Chairman since 1983 . Charlie , is currently a Director of EAA's Antique Classic Division, and served as Chairman of the Interview Circle at Oshkosh '89 .

Jean Lehman Hill, Harvard, Illinois As a native of Oshkosh, Wisconsin growing up just a few blocks from Wittman Airfield , Jeannie's interest in aviation peaked at an early age. After earning her degree in Audiology and her marriage to Richard Hill, she moved to Burlington, Wisconsin to restore a 1931 Kinner Bird biplane. Since that first restoration, Jeannie has restored two other vintage planes, a 1937 J-2 Cub and a 1933 E-2 Cub, the latter of which she soloed after completing it in 1980. At present Jeannie owns and flies the two Cubs , a Tri-Pacer and a twin engine Cessna Bobcat (Bamboo Bomber) . Restoration projects include another E-2, an F-2 (three cylinder engine) Cub, a Pacer, another Kinner Bird and an OX-5 Bird. Jeannie has participated in every EAA convention held at Oshkosh. She has volunteered and chaired several committees. On May 5th, Jeannie was elected an Advisor to the Board of Directors.

Robert D. "Bob" Lumley, Colgate, Wisconsin A native of Athens, Georgia , Bob Lumley currently lives in Colgate, Wisconsin where he is a superintendent for a construction firm . Bob started flying in 1968 after serving two years in the Army . He soloed in 1968 in a Piper PA-Il and now holds private and commercial pilot certificates. Presently he owns and flies an Aeronca Chief. In 1982 he joined the Antique/Classic Division . For the past five years he has served as chairman of the Antique/Classic Fly-Out. He has also served as co-chairman of the Antique/Classic Volunteers . For the past two years Bob has been Chairman of the Pioneer Video project - a program undertaken by the Antique/Classic Division to capture on video as many aviation greats as possible . Bob, who is a member of Antique/Classic Chapter II and serves as its activities director, has been an advisor to the Antique/Classic Board of Directors for the past two years .

Steve Nesse, Albert Lea, Minnesota Steve was born in Albert Lea , Minnesota and grew up on a farm near there. Always having a deep interest in aviation, he received his private license in 1967. In 1975 he purchased a 1946 Navion from his father. After joining EAA in 1967 at Rockford , Steve has attended 23 consecutive EAA Conventions . A charter member of A/C Chapter 13, he served as vice-president for two years and is presently completing a two year term as president of that chapter. Currently he serves as Chairman of the A/C picnic and as co-chairman of the A/C Parade of Flight. After serving two years as an advi sor he is presently a Director of the Antique/Classic Division.

VINTAGE AIRPLANE 27

PASS IT TO

--l5 An information exchange column with input from readers.

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

Letter from Gene DeRuelie of Studio City , California. Gene, it 's great to hear from you again . It' s a long time since Star Trek. It's nice to be brought up-to-date on the happenings out Santa Paula way . I'm just hoping I can get out that way and see all the goin ' s on. Keep those letters coming! Nice letter from Matty Laird's daughter , Joan Post. She brings me up to-date on Matty's grandson "Matty" 28 JUNE 1990

who is just finishing up his multi-en gine rating at Spartan. Also, Elsie, Mrs . Laird, is doing fine ; might even make Oshkosh again this coming year. Several newsletters have been com ing in. The Aeronca, Varga, The Robin's Nest and the Mooney, as well as the Cessna 170. All these are very welcome and let me in on what is hap pening in the outside world. They are most appreciated . I got a call from Bob Von Willer in

San Diego. The Fleet is runnin ' great. The Glue Angels are back from another Ensenada, Mexico jaunt. Armin Holle's Starduster is going to be rebuilt after the taxi accident and the San Diego Air Museum Swallow PT is about finished . Phone calls: Dennis Trone, Galena, Illinois . Dennis , good luck on your Hisso Travel Air. Hope it ' s as good as your description . (See "Members' Projects," Page 6) Bill Woodward, Thompsonville, Michigan . Kinner engines are unduly character assassinated. A Kinner will run and run as long as it has spark and fuel. Roughly , I'll admit, but it'll run! One nice thing about them is they let you know about a week in advance that they have a bellyache. Then you'd bet ter do something or you ' re in for a bad time! Get rid of that metal prop , though; a woodie will absorb the power impulses better and feel much smoother. Another letter - Bob Redner, West Bloomfield, Michigan. Bob , thanks for letting me know I'm not the only

one who pulls the prop through before the first start of the day . Happy "splash downs" with your Sea Bee. Letter from Ed Lockhart, Lakeside, California, including the Ode to Aerona. Ed, your public is waiting for more and more and more . So am I! You have a knack with the words and the typewriter that really gets it. Get with it , please? More phone calls - Rick Sisson of Wareham , Massachusetts called re garding a ring cowl for his Great Lakes. Rick is flying the Lakes that his dad restored and with a grand total of 75 hours, all in taildraggers. He got his license in a Citabria with his dad instructing; he is now into aerobatics . I think this is just great. From talking with him, he has his head on straight and with his dad in the process of re storing a Stearman, he's in for some more open cockpit biplane time. Herb Morphew of Marseilles, Il linois called in to tell me he is doing an article for us on the Tillsbury Flash racer flown by Art Carnahan. Herb is a contemporary of Bill Morrisey who was at Douglas at the same time he was; they both retired back in the mid 1970s. Herb is from the Bloomington, Illinois area and knows an awful lot about the early days of that area . I've been encouraging him to tell the story and I know he will. Dave Colton from Canby, Oregon called to tell me he is planning to put an Aeroncopy kit together for the homebuilder who might be interested in building an Aeronca C-3 replica. If he can do it at the price he says he can, it'll be a real hot seller. Tommy Atkinson, the L-5 driver from Las Vegas, is sporting a new fig ure and a new leg. Says he'll be back flyin' the L-5 as soon as he trains the new leg and foot to work the brake pedal. Tommy had some bad luck with that leg - had an infection that turned real bad and they had to amputate . He 's doing great now, though, and lost 60 pounds, too! Roger and Janice Bacon of Mon rovia, Indiana have quit the corporate pilot biz and have gone back to their first love ~ restoring and building. Roger has done some beautiful work and we can expect to see some more of his efforts in the near future. Hiroshi Morita, one of our Japanese members (we have more than 150), called for help in locating a propeller hub for his Kinner B-5 powered Fleet II. Hiroshi and his beautiful actress

wife have come and camped at Osh kosh for several years now. He has gra ciously invited Dorothy and me to come visit him in Tokyo. I had planned to accept his invite last year, but the cataract operation sort of blew that one away . We are going this spring, though. I want to visit as many of the members in Japan that I can. Many re member the barnstorming we did with the Swallow over there in 1982 when United Airlines started service. This time I want to meet Mr. Honda and see his airport too.

"HE REPLIED, 'ENUF TO BUY ME A MERCEDES.' "

A nice card and an update from Jim Haynes who puts out a neat little news letter called the Robin' s Nest for Robin owners . He sez one of the Robins is coming back from South America after being rescued from a museum that went defunct. He also sent a nice pix of his latest retoration - a Piper! Call from the San Diego Glue Angels ' reporter, Bob (Red Baron) Van Willer. Armin Holle's Startduster is back in the air as of New Years Eve day! Talk about a fast rebuild, Bob did the work using a NEW set of wings acquired from another Starduster builder, covered the whole package, painted it and Armin reports it's faster , looks slicker and flies even better than it did before. The Red Baron is now working on the Staggerwing that ran into the Starduster. How about that? I asked the Von if he ' d made any money on the deal. He replied, "Enuf to buy me a Mercedes!" As the conversation proceeded, I learned it is a 1976, so he

didn't make too much! Got a nice card from Duane and Judy Cole . I don't think Duane will ever sit back and relax and let the world go by. I talked to "Woody" Woods who flies with him using his Decathlon, and Woody sez Duane never ceases to amaze him with his ex pertise on the controls. Woody, al though not a serious competitor, does enjoy teaching aerobatics. His recent move to the Las Vegas area in anticipa tion of retiring from United Airlines will give him a lot more flyin' weather than here in Illinois . My spirits have reached a new low here the past couple weeks. Being part of the Illinois Wing of the Civil Air Patrol, I became quite concerned with the effect random drug testing was going to have on my 422 pilots here in the state. We asked and we couldn't seem to get any answers from National Headquarters, so we went after the guys in the Great Lakes Region CAP. Still no answers, so we sent to the FAA Great Lakes Region . They sent out the man who heads the program, Randall Read . Randall came out on his day off and made a presentation to the Illinois Avi ation Forum. This affects everyone who flies for hire, whether it be a bal loonist, sailplane enthusiast, free-lance flight instructor, A&P etc . It's pretty far-reaching and a program is to be in place for each affected individual April 15, 1990. (This has since been put off for at least one year. Cheer up, Buck! -MP) I listened for awhile and then when it came time for questions, I asked how I was going to be affected . I'm a check pilot for the CAP, strictly voluntary; I do free-lance instructing, BFRs, tail dragger check-outs, whatever, usually for free or for gas and oil. I do A&P work on my own and CAP airplanes, again more for fun and usually to help out a friend. And I occasionally drive a school bus. Now my question is, will one program suffice for all of these ac tivities? The answer was no! I need a different program for each. I think you can understand why I'm in a funk! I'm about to become a private pilot or, bet ter yet, an ultralight pilot and get out of all these activities that introduce people to flying and help make it a little more affordable. I'm really in a quandry and don't know which way to tum. Anybody out there got some sug gestions? Over to you . • VINTAGE AIRPLANE 29

"EAA Oshkosh '90." Wittman Regional Airport, Oshkosh Wisconsin . Contact EAA, EAA Aviation Center, Oshkosh , Wisconsin 54903-3086. Tel. 414/426 4800.

June 1-2 - Bartlesville, Oklahoma. Bi plane Expo '90, the National Biplane As sociation 's Fourth Annual Convention and Exposition. Frank Phillips Field, Bartles ville, Oklahoma . Free to members of NBA. For membership information, contact Charles Harris , NBA, Hangar 5,4-1 Avia tion, lones-Riverside Airport, Tulsa, Ok lahoma. Tel. 918/299-2532. June 1-3 - Mountai n View, Arkansas. Cessna 190-195 Association Fly-in , at Ozark Folk Center near the Wilcox Airport. Contact Bill Terrell, PO Box 340, Hill sboro, Ohio 45133-0340, Tel. 513/3 93 1339 or Cliff Crabs, 25575 Butternut Ridge Rd., N. Olmsted , Ohio 44070-4505, Tel. 2161777-4025 (eves). 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 Es cola at 209/358-6707. June 3 - Tunkhannock, Pennsylvania Skyhaven Airport . Fly-In Breakfast, 8:00am-2:00pm. Contact Steve Gay, Skyhaven Airport, Tel. 717/836-4800 or 717/836-3884. June 8-10 - Middletown , Ohio . Fifth Na tional Aeronca Convention. Aeronca fac tory . Includes factory tour and visit to USAF Museum. Contact lim 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. Sponsored by EAA Chapter 156 at the Patrick Henry Air port . Contact Chet Sprague, 8 Sinclair Road , Hampton , Virginia 23669. Tel 804/ 723-3904. June 10 - Aurora , Illinois Municipal Air port . EAA Chapter 579 Fly-In/Drive-In Breakfast & Airport/FBO Open House; 7:30am-Noon. Contact Alan Shackleto, Tel. 708/466-4193 or Bob Rieser, Airport Manager, Tel. 708/466-7000.

August 18-19 - Schenectady, New York . Northeast Flight '90 Airshow, Schenec dady County Airport . Contact lohn Panoski, Northeast Flight '90, 419 Mohawk Mall, Schenectady , New York J2309, Tel. 5181382-0041. Orange Airport. Contact lames O'Connell at 413/498-2266. June 23-24 - Longview, Texas Gregg County Airport. Wings Over East Texas Annual Air Show . Contact Robert Perry , Rt. 2, Box 159BA , Kilgore, TX 75662. Tel. 214/984-7521. June 28 - July 1 - Mount Vernon, Ohio. 31 st Annual Waco Reunion . Wynkoop Air port . Contact National Waco Club, 700 Hill Avenue, Hamilton, Ohio 45015 . Tel 513/868-0084. July 7-8 - Emmetsburg, Iowa. Second Annual Aeronca Champ Fly-in and fly-in breakfast. Emmetsburg Airport . Contact Keith Hamden, Box 285, Emmetsburg , Iowa 50536. Tel 712/852-3810. July 13-15 - Simsbury Connecticut. 2nd Annual Northeast Stearman Fly-in at Simsbury Airport . Contact lim Kippen, J 1 Crestwood Street , Simsbury , Connecticut 06070. Tel. 203/651-0328. July 14-15 - lola , Wisconsin . Airport breakfast and Old Car Show . Central County Airport, lola , Wisconsin . Call 414/ 596-3530. July 14-15 - Delaware, Ohio Airport, just north of Columbus ARSA. 9th annual EAA Chapter 9 Fly-In. Food , camping & more . Contact Art TenEyk, 614/363-6443 or Alan Harding 614/442-0024.

June 16-17 - Coldwater, Michigan . Sixth Annual Fairchild Reunion, Branch County Memorial Field. Contact Mike Kelly, 22 Coldwater Drive, Coldwater, Michigan 49036. Tel. 517/278-7654.

July 20-21 - Collingwood, Ontario. Sec ond Annual Gathering of Classic Aircraft sponsored by Collingwood Classic Aircraft Foundation . Collingwood Airport (NY3). Contact Doug Murray, 5 Plater Street, R.R. No . 3, Collingwood, Ontario , Canada L9Y 3Z2. Tel. 705/445-5433.

June 22-24 - Pauls Valley, Oklahoma. Greater Oklahoma City AAA Chapter Fly in. Contact Dick Darnell, 100 Park Avenue Building, Suite 604, Oklahoma City, Ok lahoma 73102. Tel. 405/23 6-5635 .

July 20-21 - Coffeyville, Kansas . Funk Aircraft Owners Association Reunion . Contact Ray Pahls, 454 S. Summitlawn, Wichita, Kansas 67209. Tel. 316/943 6920.

June 23-24 - Orange, Massachusetts. 14th Annual New England EAA Fly-in.

July 27-August 2 - Oshkosh, Wisconsin . 38th Annual EAA Fly-in Convention,

30 JUNE 1990

August 19 - Brookfield , Wisconsin. 5th Annual Ice Cream Social sponsored by EAA Antique/Classic Chapter II at Capitol Drive Airport. Contact George Meade, 5514 N. Navajo Avenue , Glendale , Wis consin 53217 . Tel. 414/962-2428. August 24-26 - Sussex , New lersey. 18th Annual Sussex Air Show. Sussex Airport. Call 201 /875-7337 or 702-9719 . September 1-3 Blakesburg, Iowa. Culver Cadet 50th Anniversary Celebra tion , Antique Field. Copntact Burke Bell , 3795 Smuggler PI., Boulder, Colorado 80303 Tel. 303/494-0108 or Dan Nichol son 713/351-0114. September 8 - Chico, California. Chico Antique Airshow. Chico Airport. Contact Chico Antique Airshow Committee, 6 St. Helens Lane, Chico, California 95926. Tel 916/342-3730. September 14-16 Tahlequah , Ok lahoma (50 miles east/southeast of Tulsa) . 33rd Annual Tulsa Fly-in and 10th Annual Bucker Fly-in. Contact Charlie Harris, 3933 South Peoria , Tulsa, Oklahoma 74105 , Tel. 9181742-7311. Bucker fans contact Frank Price, Route I, Box 419 , Moody, Texas 76557 , Tel. 8171772-3897 or 853-2008. September 15-16 - Rock Falls , Illinois. Fourth Annual North Central EAA "Old Fashioned" Fly-in. Pancake breakfast Sun day. Contact Dave Christansen at 815/625 6556 . October 6-7 - Sussex , New lersey Air port . Fly-In sponsored by EAA A/C Chap ter 7 and EAA Chapters 238, 73 and 891. Info: Bill Tuchler, 2011797-3835; Konrad Kundig, 201/361-8789/FAX 201 /36 1 5760; or Paul Steiger, Sussex Airport , 201/ 702-9719. October 13-14 - Hickory , North Carolina Municipal Airport . EAA Chapter 731 5th Annual Fly-In. Contact Norman Rainwa ter, 1415 Linwood Place , Lenoir, NC 28645 ; evenings 704/578-1919, or Lynn Crowell, 113 Auld Farm Road, Lenoir, NC 28645, 7041754-2723 .

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The Vintage Trader, EAA Aviation Center

Oshkosh, WI 54903-2591.

AIRCRAFT: 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 Yes, a 1940 Stinson 10 - This fine old aircraft $9,500.00 (Canadian). Springhouse Aviation, Box 38, R.A. 1, Widgeon Drive, Williams Lake, B.C. V2G 2Pl, 604/392-2186. (9-5) Cessna 170B - 1952, 450 SMOH, Clear straight, bush STOL kit. Good radios and paint. $20,500. 4141725-6787. (6-1) 1938 Ryan SCW - One of 12 made. Polished, fast, no radios, one of the nicest flying airplanes ever. Continental engine. $32.5K. Serious only, 4151743-9272.

ENGINES:

Dynamic Antique Radial Engine Balancing Specializing in Warner 145, 165, 185 engines. "Smooth out the vibration when rebuilding ." 904/ 768-5031 . (7-4) Engine Parts - for Continental A50, 65, 75, 80 and their accessories - cylinder cases, cams, rods, gears, everything but crankshafts. Send want list to: Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953, call 501 /394-1022. (-5/91) Good Used Ignition Harnesses - tested okay. Fuel pumps in boxes. Rod bolts in plastic bags. All properly identified as removed from engines going in for overhaul. Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953, 501 /394-1022. (-5/ 91)

MISCELLANEOUS: 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. 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(1: per page. ($3.00 minimum). "Meticulous Delineations" Antique scale model construction plans, or wall decor by Vern Clements (A/C 5989), 308 Palo Alto, Caldwell , ID 83605. Catalog/Info/News $3.00, refundable . (7-4)

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) CLASSIC AVIATION BOOK - "Crusader." Com prehensive 180-page look at 200 mph + futuristic early-1930s airplane, its young genius designer, financial intrigue that scuttled production plans. AVIATION 'S VERSION OF TUCKER! 300 + previ ously unpublished drawings, photos including Amelia Earhart and dozens of rare aircraft designs. Gorgeous full-page color illustrations and dustjac ket. Huge 11 x 16 inch serial-numbered hard-cover limited edition with author's, designer's signature - FUTURE COLLECTORS ITEM? Special price for EAA members: $68.50 plus $5 shipping . (Mass. residents add sales tax.) Or send for details $2.00. Rare Birds Publishing, P.O. Box 67, South Berlin, Mass. 01549. (6-2) CHAMPS AND CHIEFS - The book for 7 and 11 model Aeroncas. Factory approved service letters/ bulletins, modifications, repairs, 15 charts, illustra tions, 140 topics, 240 pages. FAA AD's. Satisfac tion guaranteed, $29.75. Charlie Lasher (author), 4660 Parker Ct. , Oviedo, FL 32765. 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. (UFN) CURTISS JN4-D MEMORABILIA - You can now own memorabiiia from this famous "Jenny," as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have RIC documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price list. Virginia Avi ation Co., RDv-5, Box 294, Warrenton, VA 22186. (c/11-90) Bamboo Bomber Parts - Complete tail feathers, flaps, ailerons and some fairings. 203/269-1941 . (6-1)

HANGARS: Airplane Hangars - Save up to 50% on Arch Style Steel Buildings. Factory clearance on 50 x 40; 60 x 60; 50 x 50 and others. EX: 50 x 40 arches only $3,794.00. Universal Steel, 1-800-548-6871 . (c-4/91) Ideal for Quonset Style Steel Buildings airplane hangars, equipment, and workshops. East to erect and disassemble. Buy factory direct and save up to 40 percent. U.S. ARCH BUILDINGS CORPORATION, National 1-800-527-4044. (-5/ 91)

Membership in the Experimental Aircraft ASSOCiation, Inc. is $30.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $18.00 annually. Family Membership is available for an additional $10.00 annually. All major credit cards accepted formembership. FAX (414) 426-4873.

ANTIQUE/CLASSICS

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

lAC

Membership in the International Aerobatic Club, Inc. is $30.00 an nually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

WAR BIRDS Membership in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds. Warbird members are required to be members of EAA.

EAA EXPERIMENTER

EAA membership and EAA EXPERI MENTER magazine is available for $28.00 per year (Sport A viation not included). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year.

FOREIGN

MEMBERSHIPS

Please submit your remittance with

a check or draft drawn on a United States bank States dollars.

payable

United

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

P.O. BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828

OFFICE HOURS:

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

VINTAGE AIRPLANE 31

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ThiS month's Mystery Plane will ap peal to air racing fans. The photo is from the EAA archives, date and loca tion not known . Answers will be pub lished in the September 1990 issue of VINTAGE AIRPLANE. Deadline for that issue is July 10. The March Mystery Plane is the Buckley Wichcraft LC-4, built in 1931 by the Buckley Aircraft Co. of Wichita, Kansas . George Goodhead, who sent in the photo, sent along a copy of a company brochure which de scribes the airplane. Here are some in teresting quotes from it: 'The Buckley all-metal low-wing monoplane is the culmination of fifteen years of experimentation and engineer ing in the metal field and is the answer to the increasing demand for safety with speed and comfort in flying. "Not only does the Buckley 'Wichcraft' provide a maximum of safety through its all-meta! low-wing construction, it also embodies a refine ment of design which allows for high speed and performance with perfect comfort for the passengers. Most im portant of all, this design allows for manufacture at a cost which brings it within the price range of the wood and fabric ship; an outstanding achieve ment in metal plane construction ." The Wichcraft was designed to carry 34 JUNE 1990

three passengers and a pilot, although an alternate seating arrangement could provide for two additional passengers . Wingspan was 50 feet and power was a Pratt & Whitney Junior of 500 hp Price at the factory was $12,500. The famous designer, William B. Stout, was involved in the project. In his book "So Away I Went," he writes : "They retained us to redesign and build a four-passenger plane for them, and we invested some money and time with the group in starting the project. The result was the Buckley airplane, a low-wing cabin plane very much like

the later Northrop, Douglas DC-3 and others which followed the trend. 'The plane was completed under the direction of Frank Smith. We had many preliminary difficulties in build ing this plane, most of them financial, and I finally found myself pretty deep into the money picture as well as the engineering one. We had a very friendly and courageous bunch of in vestors, but the world had not yet come to much vision regarding the future of flying. "However, the ship finally rolled out of the plant, an excellent looking plane and structure. Quite a group gathered for the first flights, including Lou HoI land, who flew down from Kansas City. These flights were very success ful, and the plane was used in a number of cross-country flights which we made to various points trying to prom ote the next step. "Then came the 1929 bank crash and this project crashed with it. Buckley, the plane and most of the group were taken to Los Angeles, where they worked at the Northrop plant." Only one answer was received for this Mystery Plane . Cedric Galloway of Hesperia, California correctly iden tified it as the Buckley. So once again we have rescued an unknown airplane from obscurity . •

Buckley 'Wichcraft" LC-4

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