VA-Vol-19-No-1-Jan-1991

STRAIGHT AND LEVEL

found an address to join the EAA and begin rece iving their publication. Time moved along until 1964 when I went into the the service. During that period of time, I lost any possibilities of build­ ing a Stits Playboy .

Around 1966, I started to become interested in aerobatics. I jumped into a project of a Pitts Special. I planned to build a real hot rod , so I purchased a 135 hp Lycoming and proceeded with the project. In those days, a 135 hp in a Pitts was about as much as you ever ~ 1) heard of and Curtis was saying that ~ those people who were installing a lSO tI hp were just overpowering the ~ airplane. Curtis and I talked on the phone quite a bit during my project.

Now we see how they have been really

by Espie "Butch" Joyce modified and it is really a fantastic airplane .

While seeking different fly-ins to go It is hard for me to believe that we to, I found an antique group in our area that was called the Virginia-North are starting into another decade. Giv­ Carolina-South Carolina Antique ing thought to writing this article made Airplane Association. These were the me stop and reminisce somewhat about same people who were holding the first the events and my interest in aviation . fly-in which I attended at Carpenters.

I would like to relate how it has de­ veloped over the years to you.

I would attend those events and inspect My father was flying by 1935 and I Wacos , Culver Darts and many old grew up around aircraft. I had a fond airplanes , starting my interest in an­ association with people who were in­ tique airplanes . My father had always terested in aviation. My involvement been very active in antique au­ tomobiles so I had an appreciation for with EAA began early when I was the old vehicles. I owned a 1956 Tri­ finishing high-school and starting col­ lege . I was a young aviator working at Pacer which I used for transportation the local airport in Shelby, North but, running up on hard times, I sold Carolina while I was attending Gardner that aircraft, but I still had my Pitts Webb College. I traded my work in for project. Being without an airplane for almost a year , I became very interested flying time as a lot of other people have done in the past. I traveled to a small in finding another airplane that I could local fly-in at Carpenter's Airport in use for transportation . I was so deter­ mined to buy an airplane, I had a gen­ Charlotte, North Carolina, which is tleman fly me to Gastonia, North now closed . They had at least three Carolina to the Antique Airplane Fly­ airplanes to show for this event. On In and leave me. I had a pocketful of the field was a Stits Playboy and, for some reason, that aircraft intrigued $100.00 bills and was determined to find me an airplane and fly it home . me . I thought it was the prettiest thing There was a gentleman there by the I had ever seen and it was experimen­ name of Randy Williams who had a tal . Experimental was new to me and Dart with a 145 Warner for sale . I flew I began to investigate what this experi­ that aircraft but was somewhat skepti­ mental aircraft was all about. That's cal of being able to find parts for the when I found the Experimental Air­ Warner engine so I looked at other craft Association. airplanes, one of which was a 90A After six months of searching Monocoupe which had a 160 hp through different publications, I finally 2 JANUARY 1991

Lycoming that belonged to a gentle­ man from Newnan, Georgia by the name of K. D . Wright. K . D. took me for a ride in the Monocoupe and I was really shocked at how it performed.

This airplane was a real hot rod. It had several items that needed some tender loving care , but basically it was a good airplane . It was a 1936 Model 90A N 15427 . (I hope one day to be able to recapture ownership of this airplane .)

I bought the airplane from K. D. ,had him check me out in it and I then headed for home . I had several years of enjoyment flying this airplane . Of all the aircraft I have parted with, I regret having parted with this one more than any other.

I was still flying the 90A when an opportunity became available to pur­ chase or trade for a D-145 Monocoupe with a 185 Warner, so I struck a trade with Dick Austin in Greensboro, North Carolina . I traded him my Pitts Special and some other items that I will not mention for the D-145 .

There was a gentleman in Charlotte , North Carolina by the name of Doug Creech . Doug had owned this D-145 Monocoupe when it was new in 1933 .

He continued to try to persuade me to sell him the D-145 but I wanted to keep it. I sold him my 90A and kept the D-145. Doug was very persistent though, and one day he traded the 90A back to me for the D-145. I kept the 90A for a couple of more years and sold it to a gentleman near Toledo, Ohio .

I was asked to serve as Advisor on the EAA Antique/Classic Division Board of Directors . I am not actually sure what the date was but it was when we were still meeting at Hales Comers.

I served as Advisor for a number of years and then had the privilege of be­ coming a Director of the EAA An­ tique/Classic Division. I ran for Presi­ dent and have served for one term and am now in my second term. When [ first came on as Advisor, I believe we had something in the neighborhood of 1500-1800 members . Now we are very close to breaking the 7,000 mark . The growth of your Division has all been (Continued on Page 15)

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIO NS

Dick Malf EDITOR Henry G . Frautschy

JANUARY 1991 • Vol. 19, No.1

MANAGING EDITOR

Golda Cox

Copyright © 1991 by the EAA Antique/Classic Division, Inc. All rights reserved.

ART DIRECTOR

Mike Drucks

ADVERTISING

Mary Jones

Contents

ASSOCIATE EDITORS

Norman Petersen Dick Cavin

2

Straight and Level/by Espie "Butch" Joyce

FEATURE WRITERS

George A. Hardie, Jr. Dennis Parks

4

AlC News/Compiled by H .G. Frautschy

EDITORIAL ASSISTANT

Isabelle Wiske

6

Vintage Literaturelby Dennis Parks

8

Members Projectslby Norm Petersen

STAFF PHOTOGRAPHERS

Jim Koepnlck Carl Schuppel

Mike Steineke

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

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

Vice-President Arthur R. Morgan 3744 North 51st Blvd .

Milwaukee. WI 53216 414/442-3631 Treasurer

E.E. " Buck" Hilbert

P.O. 80x 424

Union. IL 60 180

815/923·4591

10

Fairchild 24W - A Cabin for Four, with a Viewlby Mark Phelps

14

The Chief's Logbooklby H .G. Frautschy

15

How to Store Your Enginelby Walt Kessler

16

Interview Circlelby Phyllis Brauer

18

1990 Church Ring Propeller World Vintage Air Rallylby Lang Kidby

21

Carb lcingiby Jim Gorman

22

Taylorcraft Againlby Pete Smith

24

Del Rio Fleet Tenlby Buck Hilbert

28

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

29

Calendar

31

Vintage Trader

34

Mystery Planelby George Hardie, Jr.

DIRECTORS Robert C. " Bob" Brauer John Berendt 7645 Ec ho Point Rd. 9345 S. Ho yne Cannon Falls. MN 55009 C hicago. IL 60620 507/263-2414 312/779·2105 Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 414/231-5002

John S. Copeland 9 Joonne Drive Westborough, MA 0158 1 508/366-7245

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

George Daubner

2448 Lough Lane

Hartford. WI 53027

414/673-5885

Charles Harris 3933 South Peoria P.O . Box 904038 Tusla. OK 74105 918/742·7311

Stan Gomoll

1042 90th Lone. NE

Minneapclis. MN 55434 6121784- 1172

Dole A. Gustafson 7724 Shady Hill Drive Indianapolis. IN 46278 317/293·4430

Jeannie Hill

P.O. Box 328

Harvard. IL 60033

815/943-7205

Robert Lickteig Robert D. " Bob" Lumley 1265 South 124th SI. 1708 Bay Oaks Drive Albert Lea. MN 56007 Brookfield. WI 53005 507/3732922 414/782-2633 Gene Morris Steven C. Nesse

115C Steve Court. R.R.2 2009 Highland Ave.

Albert Leo. MN 56007

Roanoke. TX 76262 817/491-9110 507/373·1674

S. H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545

DIRECTOR EMERITUS

s. J. Wilfman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

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

Dean Richardson 6701 Colony Drive Madison. WI 53717 608/833- 1291

Page 5

Page 11

Page 23

FRONT COVER ... Marty Probsfs Fairchild 24W c ruises the Florida skies during Sun 'n Fun '90. Up front is a Warner 1650 and a constant-speed prop, a rare combination on a Fairchild 24.

(Photo by Jim Koepnick Photo plane flown by Jim Dorman) REAR COVER ... Jim Zantop's striking color scheme really enhances the lines of his award-winning Republic RC-3 Sea 8ee. For more on Jim's airplane, see Norm Petersen's artic le about the Seaplane Awards in the January issue of SPORT AVIATION. (Photo by Carl Schuppel. Photo plane flown by Carl Koeling)

The words EAA, ULTRALIGHT, FLY WITH THEFIRSTTEAM. SPORT AVIATION,and Ihe logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC .• EAA INTERNATIONAL CONVENTION. EAA ANTIOUEJCLASSIC DIVISION INC .• INTERNATIONALAEROBATIC CLUB INC .• WARBIRDS OF AMERICA INC., are regislered trademarlcs. THE EM SKY SHOPPE and logos ollhe EAA AVIATION FOUNDATION INC. and EM ULTRALIGHT CONVENTION are trademarks 01 the above associations and Iheir use by any person olher Ihan the above associations IS strictly prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsi bility lor accuracy in repor1ing rests entirely wilh the contributor. Material should be sent to: Editor. The VINTAGE AIRPLANE. P.O. Box 3086. Oshkosh. WI 54903-3086. Phone: 414/426-4800.

The VINTAGE AIRPLANE (SSN0091·6943) is published and owned excluslVely by EM Antique/Classic [);vision.lnc. ollhe Experimental Aircraft ASsociation.

Inc. and is published monlhly at EM Aviation Center. P.O. Box 3086, Oshkosh. WI 54903·3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing oHices. Membership rates lor EM Antique/Classic [);vision. Inc. are $20.00 lor current EM members lor 12 monlh period 01 which $12.00 is lor Ihe publication 01 The VINTAGE AIR?LANE. Membership is open to all who are interested in aviation.

ADVERTISING -Antique/Classic [);vision does not guarantee or endorse any product oHered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that COfrective measures can be taken.

POSTMASTER: Send address changes to EM Antique/Classic [);vision. lnc. P.O. Box 3086, Oshkosh. WI 54903-3086.

VINTAGE AIRPLANE 3

The Curtiss Robin Club is also still around , and is now headed by Jim Haynes . Jim reports that its a rather loose group of owners, ex-owners and enthusiasts and exists entirely on dona­ tions. Jim related that there are 51 Cur­ tiss Robins in existence, with only about a dozen actually airworthy. Con­ tact Jim at:

Compiled by H.G. Frautschy

JUDGING STANDARDS Robin's Nest Jim Haynes, Editor 21 Sunset Lane Bushnell , IL 61422

EVEN MORE TYPE CLUBS We heard from a few more Type Clubs during the past weeks. The Stin­ son Club asked that we correct the in­ formation listed . Their updated infor­ mation is:

National Stinson Club Bill and Debbie Snavely 115 Heinley Road Lake Placid, FL 33852 813/465-6101 Quarterly magazine: Stinson Plane Talk Annual Dues: $25 US , $30 Canada!

Foreign The Monocoupe Club is back and doing well according to Editor Bob Coolbaugh. Here's their listing:

Monocoupe Club Bob Coolbaugh , Editor 6154 River Forest Drive Manassas, VA 22111 703/590-2375 Monthly Newsletter: Monocoupe Flyer Annual Directory , and the annual "Clayton Folkerts Design Excellence Award" Dues: $15 per year The American Navion Society is moving their Headquarters . Write to them at:

ANS P.O . Box 1810 Lodi , CA 95241-1810 The Headquarters building is now lo­ cated at 59 Houston Lane in Lodi , CA. 4 JANUARY 1991

tional actiVIty for which the scholar­

ship is requested .

For information and application mate­

rials for these scholarships ranging

from $200 to programs leading to an

engineering degree, contact the EAA

Education Office at EAA Headquarters

at 414/426-4888 .

Finally , the Taylorcraft Club managed to fall off of our list this year. Bruce Bixler's newsletter can be had by writ­ ing to him at:

Taylorcraft Owner's Club Bruce Bixler II , President 12809 Greenbower, N .E. Alliance, OH 44601 216/823-9748 Newsletter: Quarterly Dues: $10 per year Our thanks to Tom Desalvo of Laconia, New Hampshire for bringing this to our attention.

From the Fairchild Club headed up

by John Berendt , we have a correction of their dues. The current dues for the Fairchild Club are $10 per year. Send your subscription requests to:

Fairchild Club John Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009

'91 EAA SCHOLARSHIP PROGRAM The goal of the EAA Aviation Scholarship program is to encourage, recognize and support excellence in students pursuing knowledge of the technologies and skills of aviation. An­ nual scholarships provide assistance to outstanding individual s, demonstrating a financial need, to accomplish their aviation goals. Applicants should be well-rounded individuals involved in school and community activities, as well as aviation . The academic records of applicants should verify their ability to successfully complete the educa­

A new edition of EAA's Judging Standards manual was printed this past summer and is available from EAA Headquarters for $2.00 per copy . Con­ taining a complete explanation for judging rules , requirements and prac­ tices in separate chapters, including one for antiques and classics . The man­ ual is to be used as a guide by EAA Chapters during the judging process at local and regional fly-ins and is a val­ uable resource for anyone who would like to know in advance what to expect from the judging process. Decisions regarding the authenticity of a restora­ tion project can be addressed by using the guidelines set forth in the Judging Standards Manual.

BOGUS PARTS As detailed in the Hot Line section of the December issue of SPORT A VIA­ TION, a bogus part for a Scott tail­ wheel has turned up on a Starduster Too. Scott analyzed the part and found it was a copy of a Scott arm, but did not show any of the correct markings. A genuine Scott arm has the word "Scott" cast on the left prong on the arm and the lot number of the casting is on the right prong . A heat treat number is stamped on the bottom center of the arm . If you have a Scott tailwheel, check that it has the correct markings .

A bogus part breaking in this area on landing could result in a very expen­ sive repair!

Bogus parts have been a problem for some time now, and for the most part have been confined to the reproduction of all types of hardware, with nuts and bolts being the most common. Inspect your hardware carefully, no matter where it comes from. If you find a sus­ pect piece, get back to the outfit that sold it to you right away . Most suppliers will want to know im­ mediately if they have had a bogus part infiltrate their parts department.

~b ~u~mings, an avid vegetarian, and his n~w Cessna C-3~ in 1937, after the actor had picked up his Airmaster from the factory In Wichita. Its Forest green color scheme continued a Cummings trademark started with his first new airplane, a Porterfield 35-70.

Cummings' Porterfield 35-70, "Spinach I" was restored and flown by member John Innes.

NOMINA TIONS FOR ANTIQUE/CLASSIC DIVISION OFFICERS AND DIRECTORS In accordance with the EAA Antique/ Classic Division's bylaws, the terms of six Directors , the Vice-President and Treasurer will expire at the Divi sion' s Annual Business Meeting at Oshkosh , Wisconsin on Friday, August 1, 1991.

Nominations for any elective office (including the six e lective Directors, the Vice-President and Treasurer) can only be made on official nomination forms which may be obtained from EAA Headquarters (contact Mrs. Carol Blake).

Each nomination form must contain a minimum of ten (10) signatures of EAA Antique/Classic Division members in good standing, together with their membership number and expiration date. The nominating petition shall contain a brief resume of the nominee' s experience and background and shall be accomanied by a recent photo. To be eligible for nomination, a candidate must be a member in good standing.

Nominating petitions must be sub­ mitted to the Chairman of the Nominating Committee, c/o EAA Headquarters , no later than the end of the sixth month prior to the annual business meeting (February 28). Voting instructions and the official ballot will be published in the June 1991 issue of THE VINTAGE AIRPLANE.

HELP NEEDED Some months ago Jim Perkins of Denton, Texas sent us some copies of a booklet he picked up at an antique ~ale entitled "S imple Aerodynamics and The Aeroplane" by William F. Crawford. We have no information on

the Crawford the designer or his com­ pany in our files here at EAA. Does anybody have information on the Crawford A-I Monoplane, or the "Crawford Motor and Aeroplane Man­ ufactory" of Long Beach, CA? The side view drawing shown in the book­ let is simply too dark to print, but it is a 80-100 hp rotary engined parasol monoplane that appears to be a bit on the short coupled side . It was to be a three place machine . You can reach Jim at Bent Tree Millwork, P.O . Box 50066 , Denton, TX 76206. Let us know at Headquarters if you have any additional information.

BOB CUMMINGS, AVIA TION ENTHUSIAST A viation enthusiast and actor Robert Cummings passed away December 2 at the age of 80, from complications stemming from Parkinsons ' s Disease.

Cummings aviation start began even before he was born. His father was an aviation buff, having been a friend of Orville Wright since Dr. Cummings had treated him for a facial fungus early in 1910. Upon Bob's birth later in 1910, Dr. Cummings would name his son Charles Clarence Robert Or­ ville Cummings. In later life all those names would come in handy to pick a stage name from!

Bob was an active pilot who always viewed flying as his primary focus, and acting as a means to an end . Bob owned a sucession of planes, many of them bought new , that we now con­ sider antiques and classics , including a 35-70 Porterfield "Flyabout", a couple of Beech 18s and a Cessna C-37 Air-

master that Cummings picked up from the factory in Wichita . He is probably best remembered for his use of aviation themes woven into most of his TV act­ ing and producing, including the use of the Taylor Aerocar on the "Bob Cummings Show". Cummings also has the distinction of holding Right Instruc­ tor certificate # I. Bob applied for the certificate prior to its being required by law , and when the need for the cer­ tificate became law , Cummings was given a grueling 10 hour written exam, and a thorough flight test, and was then issued the first ever Flight Instructor rating . He continued instructing during World War II, and was issued an Air Safety A ward by the Canadian Gov­ ernment for soloing 94 students, 84 of whom were sent overseas . None of them were injured, killed or involved in a serious accident.

JENNY ID Chet Peek of Norman, Oklahoma wrote to point out that the Curtiss that Heston Benson was standing in front of in the December VINTAGE AIRPLANE was a IN-4D Jenny and not a Canuck. He's right. The rudder was tough to see, but Chet gave me a few more items that help to differen­ tiate between the two - first, the Canuck had four ailerons, not just two as shown in Heston's picture. Second , there is a cutout in the upper wing of the Jenny . The Canuck did not have this cutout. Finally, there appears to be down thrust in the engine installation in the plane in Mr. Benson ' s picture.

The Canuck had a level engine mount.

Thanks for your info , Chet! • VINTAGE AIRPLANE 5

VI~TA(7~ LIT~I2ATUI2~

by ()ennis Va..-ks UA Lib..-ar-y/ A..-chives ()i..-ect()..­ FIRST ISSUES

FLYING - 1917

Over the years more than a dozen aeronautical publications have carried the name "FLYING." The earliest was published in London from 190 I to 1903 . The first in the United States was published by the Aero Club of America starting in 191 2. The current American publication FLYING began as POPU­ LAR AVIATION in 1927.

Our subject FL YING, London 1917 , was first published January 24 , 1917 . As many aviation journals of its time it was an offshoot of an existing magazine, in this case one called LAND AND WATER. The first issue consisted of 32 pages of which 20 had editorial content. No editor or staff were listed in the first issue. The table of contents page did have some editorial comments on the purpose of the publication .

"Ten years ago men did not fly . The use of the air for any purpose save for precarious observation in a drifting balloon was forbidden to them. Flight as a habit , as part of our civilization, was not only unknown but unlooked for.

'Today the Great War , which will change all our conditions and has closed all our past, is dominated by the fact that men can fly by thousands in nearly any weather, at almost any height that will support life, for hun­ dreds of miles at a stretch and for hours without landing.

"The truth is the modem war for its new great changes pivots upon fl ying, will have consequences innumerable .

It will of necessity create a defensive aerial fleet throughout periods of peace. It will be the leading and the most rapidly progressing military thing of the near future. It demands youth and absorbs the attention of all those who will within a generation be of most influence in our national life .

"The stupendous change has not only transformed war. It has also in part - and must much more in the 6 JANUARY 1991

SMITH'S BRITISH

AVIATION INSTRUMENT BOARD.

Contractors to

We

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quote you lor your

requ/~menu

In

Tb. Brl,J.b .nd Allied'

AeropJ.nc ACC4SS0rlU 01

Qovcmment.s.

."cry ducJptJon.

Altitude Recorder to any required hei,ht with button reset to Zero.

Time or Trip Clock, recordins: Independent Time on Subsid iary Dial.

Air Speed Indiator,

recording to

any required speed.

Clinometer for Longitud inal Adjustment.

Clinometer for Lateral Adjustment.

Revolution Indicator.

recording in

Hundreds of Revolut ions

per Minute.

Fitted with Two Elect ric Lights.

(M.A.), LTO., ."t:aDOM.TER

MOU." ato,

17"".6, Gt. Porttand loON DON, W. a ...ta

Iw "._._lEt ... II...M....

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future - transformed civilian life. The great war came at a moment when this long aspect of flying was far from de­ veloped, and when the risks and ex­ penses of the first stages were absorbed at once by military necessity. " But with the war over the civilian aspect will reappear, and the new art will be thrust into the lives of everyone . It will come to form part of our experience as the railway has come to form part of it , the steamship and the telegraph .

"So rapidly has the change come upon us that no organ has yet appeared in this country proposing to deal with the general as well as with the technical interests of fl ying , to explain and speak of it to the general reader, and to deal with its current problems for the ex­ pert.

"An organ of this sort it is proposed to be found in the paper the first number of which now lies before the reader. It will be our object to present the double aspect of the art, the technical and the general, to sati sfy the interest which laymen feel in it, and as far as possible the special interest felt by the men who construct and use the instruments. " The first issue had five articles, a section on recent patents and "Notes of the Week. " The articles covered the prospects of post-war commercial avi­ ation, financing the war, a description of flying, a line-officer' s description

T,elal ... ,

s.ou.,., W .

of the Flying Corps and an article on the early legends of flying .

WHA T FLYING IS The article on what flying is about was by a Lieut.-Col. Mervyn O ' Gor­ man . I haven ' t been able to identify Mr. O'Gorman but he is listed in the Brocket bibliographies as having writ­ ten about aviation since 1911.

After giving some technical expla­ nations of aircraft flight in lay terms the author describes some of the sensa­ tions of flight. The following is his de­ scription of landing during his first ride in a Bleriot: "Alighting is of course, the test of a flyer, and I was all attention for the bump - an attention which was con­ siderably sharpened by that falsified impression of speed to which I have previously alluded. As we got lower we seemed to go faster and faster. The trees and cattle below seemed to be shooting backwards under us, away and out of sight , in an ever increasing hurry.

"Little marks on the ground, patches of worn grass whizzed past to the rear, till, at last we touched - a rather bouncy contact, followed by a clatter of frequent bounces and little blows which soon combined , and our move­ ment resumed the character of a motor­ car's progress over a roughish field . I

noticed that we were speed­ ing, without brakes, towards a large shed door when, thank God, the machine slowed and stopped in better time than seemed likely.

"Attendant sprites rushed out and asked me how I like it , to which I nodded my combined sense of great de­ light and extreme cold . To the flyer I expressed my ad­ miration and gratitude for our lucky escape from death ."

FOR­

WINDSCREENS. OI'>SERVATION PANElS. GOGGLES AND

every p<>rt of an

AER.OPLANE 0"'­

AIRSHIP where CELLULOID or

MICA is employed

USE

TluP~ SAfETY GLASS.

PATENTS Among the patents listed was one by a Mr. Birkigt which showed an invention which enabled the engine to run at a high speed while the air-screw ran at its most effi­ cient speed . Or what today is called a bolt on gear re­ duction unit.

Another patent presented a novel idea of engine cool­ ing ··in which six narrow radiators, three to each side of an engine would rotate to vary the amount of airflow through each, thus varying the amount of cooling for the engine.

Spark plugs were also the subject of a patent. "Sooting up of the plug is unfortu­ nately a somewhat common defect, and with the usual type of sparking plugs if this occurs the only thing to do is to take it out and clean it."

This patent allowed a mixture of air and gas to be drawn through the working plug during the intake stroke in order to automatically clean and cool the points.

[![) THE TRIPLEX SAfElY GlASS C'! L~~ I. Albermarle Street.

LONDON,.)v.

T~/.phon.

H~CLNr

IJ"IO .

r.'.pr..rn. "cer. LOIYDOI't.~

".$HATr~I'tLYS.

The Airman's W eatherproof

THETIELOCKEN

..

'1 JJ

E idea l safeguard (or the Airman in th:lt it

IlIuI'uted

combines with its slH:trt, workmanlike des ign, slich

N••• I or Milie • ...,.

C.,.lopu

effecti vc; I)()wers of protec­ tion th3.t winrl, ' r.:ain and can all be (;u:cd

POlt fr ••

snow

with 311 3SSlIr:lIlCe of (011\­

plete immunity from dis­ comfort o r risk to health.

Unlike rubber-p roofs. or weatherproofs interlined

with oiled-silk, Til E-TI E­ LOCKEN, whilst 5111'1'1)"­ jng efficient security ag ;unst wel or cold, is Cree from the enervating heat se t up by air-tight buries.

Apart fr om wet-resi stance, the material is so densely­ woven that the fiercest wind cannot find a way through it.

This, in conjunction with linings of Wool. Fleece or !:;c,~Fur, m,kes TilE TlE­ LOCK EN the mostpc:rfect coat available (o r ;air-work .

~

ADVERTISERS Though the editorial con­ tent of the British publica­ tion FLYING was similar to American aviation journals of the time , the advertise­ ments were definitely differ­ ent.

All the advertisers in the American publications were directly related to aviation , mainly aircraft producers or accessory manufacturers . For example, the January 1,

Its design ensures·' that every vulneralJle part of the body is doubly covered, providing, from chin to kn ce~, a light, yeL lu xu­ ~ riously warm ~a (eguard . . ~Anotherad \'antageo (TIIE

?~TIELOCK ENtllatappe:a~s ' especially to Aviators is it ~ quick adjustment.

A str=tp-;lIld-bucklc hold s it securely - no buttons to catch in wires.

Military; •• well •• N•••I. Tielocken••upplied 'u....u

• • IUfU'I' wUfrtU"lIftOn

0...:..1 .... _ . . .U••••• TIct.!"""lfD •• . r.oor 0-.:.., .. _~ .......- n ...",_

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B URB E R-R---'y- S

Complete R.N.A.S. .nd . R.F.C. Kill in 2 10 4 O.y. or Ready to U.e.

HAYMARKET LONDON Bd.

M.I~.herbu

PARIS aDd PrOyiDci.1 A.cnb

1917 issue of AVIATION had seven full page ads from aviation manufacturers.

However the January 24, 1917 issue of FLYING had a dozen advertisers who were clothing manufactur­ ers . Three of the companies had full page ads of outer clothing for military offic­ ers. This included a com­ pany that is still in business - Burberrys. They adver­ tised the "Airman' s Weather­ proof, THE TIELOCKEN" long coat. Part of the copy read: "The ideal safeguard for the Airman in that it combines with its smart, workmanlike design, such effective powers of protec­ tion that wind, rain and snow can all be faced with an assurance of complete immunity from discomfort or risk to health."

Also, unlike its U.S. coun­ terparts, FLYING had no advertisements from aircraft manufacturers . There were three full-page ads related to aircraft. These included an ad from the Palmer Tyre Ltd ., an ad for Ebora propel­ lers and one for Triplex safety glass.

Triplex had been in avia­ tion use since at least 1915.

It was composed of two layers of glass with a layer of xylonite compressed in­ between. Xylonite was a British nitrocellulose prod­ uct hardened by camphor that was similar to celluloid.

The Triplex glass was ad­ vertised for aircraft wind­ screens and aviators goggles and "every part of an aero­ plane or airship where cel­ luloid or mica is employed."

Other advertisers in­ cluded Lodge aero plugs , Smith's aviation instruments and Castrol "R (racing)" oil, "the one oil for all engines."

FL YING would continue to publish as a weekly through to the end of the First World War and until the end of summer of the first post-war year with pub­ lication ceasing in August 1919 . • VINTAGE AIRPLANE 7

From Buenos Aires, Argentina, comes this Boeing Stearman E75-N1, N2S-5, SIN 75-5384, restoration by Ricardo Schillaci (EM 362436). He writes that the Stearman was bought by the Argentine Navy from U.S. surplus and then released to civilian status as LV-GNF. Ricardo bought the airplane in 1989 and has been working on the restoration ever since. His helpers are Oscar Leidi (over足 haul) and Carlos Barreto (finishing). It will be finished in U.S. Navy markings as fur足 nished by Ken Wilson, who also furnished the assignment history of the plane. Re足 gretfully, Ricardo will be moving to Spain in the near future and will have to sell the Stearman after 4,000 hours of work on it.

(Above) Oscar Leidi works on the tail assembly of Ricardo Schil足 laci's Stearman as the rebuild begins to show real progress. Note the new stainless firewall and the very nice workmanship on the fuselage.

A close-up look at the left side of the cockpit reveals the trim tab control, chrome plated mixture and throttle and fuel valve. Boeing data plate is also visible.

8 JANUARY 1991.

Carlos Barreto works on the fuselage, getting ready for the "baskef' installation on the two sides. The instrument panels are ready for the shock mounted sections to be installed.

This photo of a really rare Sikorsky S-43-WH, N440, SIN 4327, was sent in by Randy Roark (EM 78646) of Houston, TX. The only surviving S-43 of 53 examples built, this amphlb was owned by Howard Hughes (Summa Corp.) and was at one time being readied for a round-the-world record attempt as "NR440".

Powered with two Wright GR-1820-G102 en­ gines of 900 hp each (1100 hp on takeoff), the S-43 has an empty weight of 14,544 Ibs. and a gross of 20,000 Ibs. Restored by an antique auto dealer from San Jose, CA, the S-43 was flown to a CAF airshow at Ellington Field this past summer. On retum, it was dis­ covered that corrosion was quite evident in the hull and further restoration work is needed.

This photo of a Piper J-2 Cub in Finland, registered OH-CPE, was contributed by Hannu Riihela (EM 185733) of Lahti, Fin­ land. (See page 21 of December 1990 VIN­ TAGE AIRPLANE.) Perhaps this might be called a Piper J-2'I>, as it appears to be J-3 from the firewall forward - 65 Conti­ nental and metal propeller. The thinner struts, non-balanced rudder and non­ swiveling tailwheel are J-2. The small wording behind the window says: 80 Old. 35 liters, refering to the fuel type and quantity. Planes such as this one are very highly prized in Finland and the object of much affection and attention.

From way down in Titusville, Florida, the home of "Smllin' Jacks Pack" EM Chapter 866, comes this Piper PA-22/20, N3936P, SIN 22-3611, which was rebuilt by AI Hoppe (EM 223027) of Titusville. AI reports this was his first attempt at the 7600 Process of cov­ ering and it went very well. The Pacer, which employs the original Tripacer land­ ing gear, cruises at 125 mph on a little over 9gph.

VINTAGE AIRPLANE 9

Dateline: EAA Sun ' n Fun '90 We ' d been taxiing for about 15 min­ utes. Before that, we spent an hour and a half obtaining FAA blessing and performing a thorough briefing with seven pilots and two photographers.

Before that, it took half a day to get all the players in one spot at one time.

Somewhere along the line I had de­ veloped a headache. Now that we were ready to go , with six airplanes to shoot and evening lighting that was "just right", I finally started to relax. We were rolling on the runway and the hard part was over.

Martin Propst of Jacksonville, Florida was in the left seat. His Fair­ child 24W was tail-end Charlie in this daisy chain of airplanes and I decided to ride along I: to do what I could do to help the photographers and 2: be­ cause I had never ridden in a Fairchild 24. With the throttle buried to the hilt, the Warner picked up the tempo and the Packard-with-wings began to pick up steam. Tail up. Then the eight-inch oleos began to extend until they ran out of cushion and the airplane was flying.

10 JANUARY 1991

by Mark Phelps We kept a tight lookout because , all around us , there was a Ryan PT-22, an Emigh Trojan , a Bi.icker Jungmeister , a Cessna 120 and an Aeronca Sedan as well as the Cessna 170 photo plane taking off and forming up at the same time. Even with a solid plan of action, this was a confusing scene that brings to mind the mass take-offs of bombers from England in World War II. All we were trying to do was head five miles out from Lakeland Municipal Airport and orbit as each subject plane took its turn flying on the photo ship.

As we taxied out , many Sun 'n Fun regulars may not have given Martin's Fairchild a second look except perhaps to wonder where it had been for the

past few years. If they had examined the bright yellow airplane just a little closer, they would have realized that , although Martin has owned the Fair­ child for 30 years and it won Grand Champion honors at Sun 'n Fun '82 , he hadn't stopped there. What they saw in 1990 was a completely rebuilt airplane, albeit in the same basic color scheme . The latest rebuild takes the state of the art much further.

The Fairchild 24 was an outgrowth of the sporty, luxury-cabin Fairchilds of the late 1920s and early 1930s. Fair­ child actually began in 1925 when both Fairchild and Kreider-Reisner Aircraft companies were formed, later to merge under the management of Chairman of the Board, Sherman Fairchild. The main production facilities were located at Hagerstown, Maryland and the com­ pany built both airframes and Ranger in-line, air-cooled engines . Fairchild divided most of the cabin airplane mar­ ket with Waco and Stinson, building aircraft for the discriminating owner­ pilot and improving the breed with minor advances year after year. The Model 24 was the final step in the evolution.

When the company mated one of its Ranger in-line engines to the Model 24 airframe, the sleek lines proved very popular among pilots of the time.

Numerous modifications to the air­ frame and control system over the years turned the Model 24 into a smooth, gentle-mannered four-placer that any pilot would be proud to own.

As war clouds gathered and the mili­ tary began to build up, Fairchild scored a large contract for a low-wing primary trainer , the PT -19 powered by the com­ pany's Ranger in-line engine . The facilities at Hagerstown were doubled in size to handle the production of the M-62 "Cornell," as the series of train­ ers was called . Unfortunately , produc­ tion of Ranger engines lagged behind that of airframes and the Model 24 had to be re-engined with a Warner. Pro­ duction of the Model 24 continued through the war and several were deliv­ ered to the U.S . Army and Navy as " Fowarder" transport aircraft and some went to the British RAF as the " Argus ."

Concurrently , the Wackett company in Australia had designed a two-place, low-wing trainer comparable to a BT­ 13 only with a Cirrus engine on the prototype. Such engines were all but unavailable in Australia at the time , however, so the company turned to the

The Packard With Wings

• • •

VINTAGE AIRPLANE 11

Marty's Cabin Class aerial limousine defined "Class" in the pre- and post-war period. The huge spaces provided in the large cabin allow an expansive instrument panel. Note the Fairchild "Pegasus" emblem on the rudder pedals.

Warner engine company in the U.S. and bought three or four years ' supply of Model 165Ds. The -D's main differ­ ence was its hollow crankshaft en­ abling the installation of a constant speed propeller, considered an essen­ tial element in training military pilots at the time. More on the -0 engine later.

Martin became infatuated with his Fairchild in 1960 when he drove out to the airport one afternoon in his Jaguar drophead coupe. There sat the beauti­ ful airplane and the 29-year-old pilot, who had been involved in aviation since 1946, sold the Jaguar to take the Fairchild home as his own . He's been tinkering with it, sometimes heavily, ever since.

It was about 1971 that he caught onto the idea of getting a 1650 engine.

The one he has came from Australia where it once powered a Wackett pri­ mary trainer. Getting it right, however, involved a lot more than bolting it on the nose of the Fairchild. It seems that the Australians manufactured their own replacement pistons without re­ gard for the delicate balance required 12 JANUARY 1991

to get the Warner to run properly. Also the spacing of the rings was incorrect.

In 1940 , Warner redesigned the pistons and came up with the 8549 that e limi ­ nated many of the problems associated with earlier parts, but the Wackett wrench-spinners Down Under never got the word or the specifications. The Aussie engine was a rolling terror when he first got it. That didn't stop Martin, however. Alex McLarty worked on the engine and got himself a set of 8549s, and had the Warner dynamically balanced. After a year or so of worrying over the engine , the Warner was set and humming.

After World War " a number of Fairchild 24s were built up from parts bought out by Texas Engineering and Manufacturing Co., or Temco for short. Martin's airplane is one of these, although he has restored it as a 1941 Model with severa l of the options avai lable in the pre-war Fairchilds.

One of the factory options in 1941 was the Warner 1650 engine with the Hamilton Standard constant-speed prop. President of the Fairchild type club John Berendt said, " Fairchild

would build you anything you wanted." There were two models to choose from, Standard and DeLuxe.

Standard was a stripped down, bare­ bones aircraft similar to the military transport version and DeLuxe meant "anything goes."

Among the other pre-war options that Martin has included on his airplane is the leather interior. The design is similar to the interior layout previously done on the Fairchild in naugahyde.

This time, however, Martin went to England and bought a hide of Bridge of Weir leather. " I'm told that it is one grade above Connolly which is what Roll s Royce uses ," he said. The head­ liner is fabricated from "West of Eng­ land" broadcloth and the sidepanel ma­ terial is from a 1958 Ford Thunderbird .

That's the closest match to the original Fairchild pattern that is available today, according to Martin. Even at that, the fabric is tought to find and he was down to about the last square inch of material for the sidepanels.

The seats and soundproofing are not original cotton. Martin found a new style of loaded foam cushioning and

foam insulation that saved a total of 30 pounds of weight. When Martin first hired an upholstery man to do the in­ terior work, he found that his work­ manship was excellent but his lifestyle left a lot to be desired. He ultimately fired the man and hired Harold Bray who did a fine job completing the work. Martin also helped a lot with the interior - a project that consumed a full year itself.

Martin replaced all the stringers and formers on the fuselage with new ones milled from Douglas Fir instead of Spruce. The fir is considered a firmer wood. The covering of the fuselage led to another of the mini-disasters associated with the latest rebuild of the Fairchild.

Martin hired a young man to do the cover job in Irish linen, like the origi­ nal fabric. Apparently, the young man was not experienced working with

older types of fab­ ric and he shrunk the linen too tight.

The sound of crack­ ing wing ribs started to haunt the hangar and the young man simply disappeared one day. Martin was extremely fortunate to find 67-year-old James Stevens of St. Augustine, Flor­ ida to re-do the fab­ (One af Jim The headliner and side panels show the attention to detail that Steven's latest proj- helps make the entire airplane a complete Grand Champion. ects was the can­ structian af the wings during the sum­ except the rudder which remained un­ mer af 1990 far the replica Pitts S-l ­ damaged and then it was time to make See the article in December SPORT a hard decision about the rest of the

ric.

A VIA TION - HGF) He stripped all the linen and repaired the broken ribs. He re-covered the tail surfaces in linen,

A rare sight indeed! The neatly cowled Womer 165D and Hamilton Standard constant­ speed propeller are not seen on any other Fairchild 24Ws, but, as John Berendt says, "Fairchild would build you anything you wanted!".

airplane. Ultimately, they opted to cover the airplane in Ceconite but com­ plete the finish with butyrate dope. The hand-rubbed finish was another of the options available with the DeLuxe Model Fairchild 24 of 1941. The gen­ eral belief seems to prevail that most of these options were unavailable from Temco in 1946, but Martin has ads from FLYING Magazines from the late 1940s that indicate that a hand-rubbed finish was available to buyers at that time as well.

Besides belonging to Martin for the last 30 years, the Fairchild has another significant link to the past. It seems that the first mechanic to work on the airplane was none other than Curtis Pitts developer of the Pitts aerobatic biplane. Curtis' signature graces many of the Fairchild's early logbook en­ tries. Of particular note is one of his modifications that adds a doubler to the inside of the leading edge of the cowl, eliminating a chronic prob­ lem of cracking that existed on many Fairchild 24Ws. Martin reports that he has never had any difficulty with his cowl.

As we headed west from Lakeland Municipal for the photo mission, I was able to enjoy that sensation of riding in a 1930s sedan, only with a birdseye view of most of the state. So many of the antique cabin aircraft have that charm. There's nothing like flying along the countryside low and slow, with one elbow stuck out the side win­ dow and the big radial thumping away up front. For Martin Propst, it's been a long 30 years with the same antique and even with the trials and tribula­ tions , flights like this one make it all worth the money and the effort. • VINTAGE AIRPLANE 13

THE CHIEF'S LOGBOOK ---

--

We've all heard the horror stories told about recovering a wing, and find­ ing more rodent residue than wing ribs in a particular area, usually the wingtip. The Aeronca wings I just got a peek at are not quite that bad, but the damage is still costly! 3 or 4 spars these days runs into more money than even the sawmill in Twin Peaks is worth!

That may be a slight exaggeration, but the cost involved is staggering. Let me illustrate the damage apparently done by mice in the wings of my Super Chief. In the left wing, the initial in­ spection after covering removal re­ vealed the average amount of dirt and bug residue that one would expect in a wing that had not been recovered in at least 20 years. How much is that, I hear you all grumbling? Well, I found less bugs inside than I will find on an average month on my garage window­ sill , but not by much. Quite a bit of residue was found inside the trailing edges , and a closer inspection of the residue (not exactly my favorite part of the job) showed that not only bugs had been in the wing . No nests were found , but a cursory examination of the spars showed some disturbing damage. At the point where the aileron sector is bolted onto the aft spar, a section on the top of the spar 2 inches long and 3116" deep was chewed upon . See photo #1 .

Right away, I went to AC43-13A for a little guidance. Was this type of damage repairable? What about the other places on the spar where damage had been done at least as deep as this?

43-13 had bad news, and it was very specific in this regard, a surprise for me, since in the past I have found the book to be somewhat generic in nature, as it was intended to be by the FAA .

Figure 1. 9 in AC43-13A shows the type of repair I would have to make to the spar, but requires that no fittings be installed within the dimensions of the reinforcing plate. I was sunk. The repair would go well beyond the spot 14 JANUARY 1991

By R.G. Frautschy

Photo 1. The chew damage on the lower edge of the spar is too deep to repair, and is located too close to the aileron sector mount (left side of the picture) to allow a legal repair.

where the aileron sector is bolted in place. Scratch one spar! I also have to admit that I could find no fault in the logic that the FAA used in determining that there was no reasonable repair to be made in this area . First, the inboard aileron mount would, if bolted to a patch on the spar, be at least 1/16" closer to the aileron, and would push the inboard end of the aileron a corre­ sponding amount. Second, and most importantly , the rear spar on a Champ or a Chief is flexible, and is designed that way . I tried to avoid looking at the other spars for a couple of days, fear­ ing that my checkbook would never re­ cover from the numbers I would have to withdraw. Curiosity got the best of me by the next week, and I took a good hard look at the forward spar. A few more words about the ancestry of the mice that had taken up residence in my wing were muttered as I determined that the forward spar was only margi­ nally better than the rear, but was prob­ ably un airworthy for most of the same reasons. A few thoughts about repairs in an "OK" area . AC43 . 13 may give you guidance that allows a repair to be performed, but before diving in, re­ member that there are a few items to

consider. First, wherever the repair is made, if a rib had to be removed to allow access, that rib, if it must slide over the repaired area, will have to be modified. How many ribs are you will­ ing to modify? Second, once you have modified the rib, there's no going back. Sure, later on the next time you rebuild the wing and you finally re­ place the spar, you can rework the rib again to the original dimensions, but it's still additional weight and work.

To clear up a question about the issue in 43.13 about "no repairs in the area of fittings", the ribs are not con­ sidered fittings in this sense. The drag and anti-drag wire fittings, compres­ sion tubes and the strut attach locations are some of the places where repairs are not allowed , not under the rib at­ tach points.

My path has now been changed, and I now have to think about replacement - will it be a used spar, a new one from a manufacturer or one made from air­ craft quality wood stock? I'll discuss that with you next time. Feel free to contact me with your opinions or sug­ gestions on this issue or any other you think we should cover here in the VIN­ T AGE AIRPLANE . •

STRAIGHT AND LEVEL

(Continued from Page 2)

brought about and made possible by the hard work of your Board of Direc­ tors and Officers , past and present, and also the membership who volunteer to help in any way they can. I constantly receive a lot of correspondence from different members , some critical and some on the positive side . A recent example is a letter I received from Bill Ware in Dallas, Texas. He just wanted to pass along his feelings as far as the Division is concerned, offering his ser­ vices in any way that we might desire and giving good comments all around .

I would like to thank Bill for taking time to write and express his opinions.

We are now working on a couple of new projects that I think the member­ ship might find of interest. The ques­ tion constantly keeps coming up as to when are we going to expand our years of recognition for older aircraft. We now cut off at December 31, 1955.

This subject is now being discussed by the Board. We have appointed a work­ ing committee to investigate the feasi­ bility of expanding our years of recog­ nition . I would like some input from the membership on this subject. I want to know how the membership feels.

The committee will meet to discuss this matter prior to the February Board meeting and then report to the Board of Directors who will discuss this issue at our Board meeting. We have set a goal to make a decision on thi s matter at our May 1991 Board meeting.

We are also investigating the feasi­ bility of acquiring a group aircraft in­ surance policy for the membership .

Hopefully by the February issue I can report to you on the progress of these two matters.

H.G., our new editor, has come on board and has taken off running. He is doing an excellent job and we are glad to have him.

As you can see, I am proud to have been a part of this development in your Division in the past and look forward to serving you in the future. Should you have any concerns, please feel free to contact me or any of your directors or officers. I look forward to an in­ teresting year in 1991 and am glad to have every member in our organiza­ tion . Let's all pull in the same direction for the good of aviation. Join us and have it all! •

How to Store

Your Engine

Here are some short-term storage tips from one of the driving forces of the Vintage Aero Club located in Northern Illinois.

by Walt Kessler

(EAA 115420, Ale 6989)

Most of us sometimes don ' t fly enough and as a result our aircaft be­ come inactive for long periods of time between flights . We have all been told that an engine should be flown at least every week, up to operating tempera­ ture , so as to get rid of the moisture, acids, etc. that cause corrosion on cy­ linder walls, etc.

Proper preservation of your engine is most critical. Lycoming Service let­ ter No . Ll80A and/or Teledyne Conti­ nental Motors S. B. M84-1 Revision I make interesting reading . Both bulle­ tins say that engines at greatest risk are those with new steel cylinders .

In a recent bulletin , Lycoming says, "Our experience has proven that in re­ gions of high humidity, active corro­ sion can be found on cylinder walls of new engines inoperative for periods as brief as two days ." Lycoming points out that " in engines that have accumu­ lated 50 hours or more in service, the cylinder walls will have acquired a coating of resin that tends to protect them from corrosive action; such en­ gines can remain inactive for several weeks without damage by corrosion ."

Lycoming and Continental both dis­ tinguish between active and inactive storage.

"Active Storage - The aircraft is flown, but not regularly ."

"Inactive Storage - The aircraft may be inactive for at least 30 days but less than 90 days ."

Lycoming recommends the follow­ ing for active storage engines: " In a favorable atmospheric environment, the engine of an aircraft that is flown intermittently can be adequately pro­ tected from corrosion by - TURN­ ING THE ENGINE OVER FIVE REVOLUTIONS BY MEANS OF THE PROPELLER. This will dispel any beads of moisture that may have accumulated and spread the residual lubricating oil around the cylinder wall s."

Continental says about the same

thing "engines or cylinders with less than 50 operating hours are to have their engines pulled through every five days , with the engine started and run and flown for 30 minutes every 15 days. Engines with over 50 hours are to be pulled through every seven days and flown 30 minutes at least once every 30 days ."

Continental also advises how to pull the engine through. "The propeller should be rotated by hand without run­ ning the engine ." Continental explains, "For 4 or 6 cylinder straight-drive en­ gines, rotate the engine six revolutions stopping the propeller 45 to 90 degrees from the original position . For 6 cylin­ der geared engines rotate the propeller four revolutions and stop the propeller 30 to 60 degrees from the original pos­ ition."

Both engine companies do not rec­ ommend ground-running an engine during periods of inactivity. "Ground running the engine for brief periods of time is not a substitute for turning the engine over by hand ." Lycoming says that "ground running will tend to ag­ gravate, rather than minimize corro­ sion formation on the engine."

Continental says that " if you can't fly the engine once every 30 days , tem­ porary storage (up to 90 days) is in order."

The procedure consists of spraying the cylinders with MIL-L-46002 pre­ servative oil (NOX RUST VC-I-105 , Petrotect V A, or equivalent) via the top spark plug hole followed by a crank­ case misting (via a sprayer inserted into the oil filler neck). The oil doesn't have to be hot and a pump-up type gar­ den pressure sprayer may be used .

Since this is temporary storage, there is no need to replace the crank­ case oil.

For long term engine preservation we recommend you obtain a copy of Lycoming or Continental Service Bul­ letins . • VINTAGE AIRPLANE 15

Charlie Nelson and Charlie Harris discuss Nelson's Globe Swift for the camera in front of the "Red Barn" during EM OSHKOSH '90.

INTERVIEW CIRCLE

by Phyllis Brauer

(EAA 349224, AIC 15666)

Even among antique and classic airplanes a few still outshine the rest, and it is this select number that Charlie Harris (A /C Chapter 10, Tulsa, Ok­ lahoma) invites into the Interview Cir­ cle during convention week .

Charlie explained that recognizing and finding these outstanding aircraft is hardly a problem. "When you see one, it does its own communicating . It is a significant airplane because of the quality of the restoration or because of unique traits such as a Jenny. People gather around it ; it's a show stopper, and you know it. " Among Charlie ' s finds at the 1990 convention was a bright yellow 1946 Fairchild 24W owned for the past 30 years by Marty Probst of Jacksonville, Florida. This aircraft has a rare instal­ lation of a Hamilton Standard constant speed propeller and is a prior Grand Champion at Sun ' n Fun. Another 30 year owner was Lou Russo of Marengo, Illinois who ap­ peared in the Interview Circle with his 1938 Ryan STA Special. This aircraft has never suffered any damage history , and is described by Charlie as a "beau­ 16 JANUARY 1991

tiful late model example of a rare pris­ tine level supercharged STA." Not surprisingly a number of planes that Charlie invites into the Circle turns out to be award winners at Oshkosh.

Ken Volk of Rhome, Texas , who re­ stored his Stearman N2S, was judged AIC Division's World War II Military Trainer runner-up award winner and was Grand Champion Open Cockpit at the National Biplane Association Con­ vention at Bartlesville, Oklahoma in June, 1990.

Bud and Connie Dake of St. Louis, Missouri completed restoration of their 1941 Monocoupe 90AF the night be­ fore leaving for Oshkosh and won Re­ serve Grand Champion at the conven­ tion.

The 1947 Luscombe 8E owned by Jim Rushing and Owen Bruce, Allen and Richardson, Texas , was voted the Best Luscombe at Oshkosh '90 . Jim and Owen restored this plane over a six year period to a condition so au­ thentic that it has been awarded the Luscombe Association Dayton, Ohio Fly-In's "Most Original" Award twice.

Another Luscombe, owned by Doug

Combs , Phoenix , Arizona , a 1934 Phantom , has been a major award win­ ner at Oshkosh on two occasions and is the only flying Phantom in the world.

The 1929 Waco 10 ASO brought to the convention by Tom Collier of Jonesboro, Georgia was judged Grand Champion Silver Age Antique at this past convention.

Before coming to Oshkosh and the Interview Circle, Lee Hartman of Ar­ lington, Washington , flew his 1947 Cessna 140 from London , England to Brisbane, Australia (March 17 to May 5, 1990) in the London to Brisbane Vintage Aircraft Rally .

Charlie selected Bob Pfaff's (Johns Island, South Carolina) Bticker Jungmann 200 LYC for the Circle not only because he considered this plane to be a unique Bticke r aircraft but al so because of a " very fresh restoration."

He spotted a 1946 Globe GC I B owned by Charles Nelson of Athens, Tennessee. Charlie liked this plane be­ cause it is "a very outstanding custom Continental 210 , polished, bubble canopy version of the legendary Swift."

Allan J. Wise of Orlando, Florida was invited to the Circle with his Pietenpol Aircamper powered by a Continental C65 which he has owned for the past 20 years. A retired USAF pilot who flew an assortment of mili­ tary aircraft considers his Pietenpol the "ultimate fun airplane ."

Steve Givens and Jim Wright , An­ derson, Indiana, worked on their 1940 Culver LCA Cadet almost day and night for a year to get it into flying condition. Charlie commented that it is one of the finest of the relatively few Culver LCA Cadets flying today . [n addition, David Prosser of Vic­ toria, Australia was interviewed. He was tour director for Oshkosh '90 and led a group of 38 visitors from Down Under. Dave informed Charlie that in Australia a good Cub costs $40,000 , an Aeronca $30 ,000 to $40,000 and a Stearman $IOO,OOO! Even before the convention begins each year , Charlie scouts the grounds to pinpoint potential planes for the Cir­ cle. First he identifies the aircraft for his agenda and then locates the owners to get permission for the interview.

"They are agreeable in virtually every instance, " he said . 'They are proud to be asked to share their accomplish­ ments. " Since only 140r 15 interviews

can be taped during each convention, those who are invited form a select group .

Before the taping is done , Charlie and his subject have a pre-interview off camera. While thi s is not exactly a rehearsal , it does enable the plane ' s owner to be prepared for what will be discussed in front of the camera . This preparatory step takes the better part of an hour and is usually longer than the taped conversation . "[ remember the bas ic information so that [ do not have to work from notes," Charlie said . He strives for a natural , uninhibited flow of talk .

The kind of information that Charlie elicits, of course, depends upon the plane itself. Besides establishing the year, make and model, he asks about the original state and quality of the plane . He and the owner discuss what was done for the restoration and how long the project took. Did the owner do it himself, or did someone else do it? Charlie finds that the answers suggest the direction of the interview.

The most important factor for a suc­ cessful interview according to Charlie is to do the necessary preparation about

the plane and its owner so that the main purpose - that of getting interesting information - can be accomplished.

"Although the pre-interview may go well , the person may not respond welJ in front of the camera so I might have to carry the interview myself, " he stated.

The interviews are taped between \0:00 a.m . and 2:00 p.m . every day during the convention . This schedule allows enough time in the morning to set up and to conclude before the air show begins .

Once the taping session is fixed, "We gather the ground crew, the video people , the stiJl photographers and the owner. The plane is towed to the circle with the help of Art Morgan's flight line safety volunteers, and after the in­ terview it is returned to its assigned place." Charlie emphasized that planes are never moved unless the owner is present at all times .

Bob Lumley of Brookfield , Wiscon­ sin and Jeannie HilJ of Harvard, Il­ linois operate the video equipment , and Jack McCarthy of Chicago, the man covered with cameras, does the still photography .

Charlie has observed that the aircraft in the Interview Circle frequently are the focus of an owner's life and that restoration is not always measured in terms of months and years . One of his subjects told him that during the II years he took to restore his plane, he went through two marriages, one girlfriend and one dog. Nevertheless, this man seems to be living happily ever after with his beloved plane .

The interviews that Charlie conducts at the convention form part of the film library that records EAA history for posterity and are available for viewing at the EAA Air Adventure Museum during visiting hours. "These tapes," said Charlie, "record where we are in aviation and where we have been ." As an example he cited the 1989 interview with Ray Brooks, a WWI flying ace, who at that time was 94 years old.

"There are no other tapes of him so this material is priceless," commented Charlie.

The recording of aviation history is an ongoing process which Charlie will help to continue at the 1991 Conven­ tion. Watch for him in action in front of the Red Bam . •

Charlie Harris and Marty Probst show off Marty's Fairchild 24W, 1990's Grand Champion at Sun 'n Fun.

VINTAGE AIRPLANE 17

1990 CHURCH RING PROPELLER

World Vintage Air Rally

ENGLAND TO AUSTRALIA

by Lang Kidby

On 25 March J990 24 aircraft, all built before 1950, departed White Waltham Airfield near London, Eng­ land to fly the 10,000 miles to Au­ stralia. The bulk of entrants came from the USA and Australia, several flying their aircraft across the Atlantic Ocean to reach the start line . Events prior to the start were somewhat dramatic with one entrant destroying his lovely Piper Pacer, fortunately survIvIng un­ scathed . Other entrants suffered ship­ ping damage to their aircraft and were working feverishly to have them ready, some still going 15 minutes prior to the start. The smallest aircraft in the rally, a Piper Cub, did not arrive from the docks until Friday evening and all hands gathered to assemble the plane as it emerged from its container al­ though the pilot departed with minor jobs still not completed, hoping to do them along the way .

On Sunday morning of the departure the last two cross-Atlantic aircraft ar­ rived, one appearing from Iceland only two hours before the start. The crews of these 1948 Bonanzas had little time to get going and one elected to leave the following day to catch up with the fleet.

On the Friday evening prior to the start, a party was held at the White Waltham Clubhouse, complete with 1940s band . This was the first time the whole team had been together and a fine time was had by all. A two hour briefing was held on Saturday morning and an outline of rally procedures for the first few days was discussed . Rep­ resentatives of the British CAA were present to answer questions and to go over points discussed at the Heathrow Control Centre on Thursday evening by a gathering of most crews.

The day of departure was extremely cold with windy and damp conditions, but visibility was sufficient to make a departure . As the morning drew on the weather improved and crowds started to arrive and visiting aircraft appeared on the horizon. A selection of vintage and aerobatic aircraft put on displays , which delighted the crowd that had swollen to about 3,000 by midday. De­ spite the presence of TV and other

(EAA 284957, AIC 12157)

18 JANUARY 1991

media representatives , the crews were taking no notice , involved as they were in a frenzy of last minute activities with customs, flight planning and last min­ ute repairs and adjustments.

At midday Richard Branson, owner of Virgin Airlines and noted adven­ turer, arrived at the platform to per­ form the appropriate speech. About 1,000 people stood shuffling their feet while Lang Kidby, the rally director, was found (pumping fuel from an air­ craft for a last minute crew change) .

Richard made suitable comments, then boarded a vintage Bentley to take him to a runway where he fired a green Very flare into the air to release the Tiger Moth (escorted by two other Ti­ gers as far as the English Channel) .

The other aircraft took off into the misty sky at one minute intervals with the crowds lining the runway, waving in the style of the 1920s, roaring each time an aircraft lifted off.

The passage past the control zones of Gatwick and Heathrow caused no problems, thanks to the thorough brief­ ing by the CAA and, despite strong headwinds, the fleet managed to find Troyes, in the Champagne district of France. Sadly we received the news that the Tiger Moth had crashed on landing at Le Touquet on the coast and the Piper Cub, following him in for fuel, had side windows blown out by the same freak wind gust that caused the Tiger's demise . Bill Andrews, who had flown his 1947 Bonanza all the way from Zimbabwe for the start, of­ fered to take spare parts belonging to the Tiger (distributed amongst the fleet aircraft) all the way back to Le Touquet. He returned with confirma­ tion that our only biplane was finished .

The second day of the rally turned out miserable with cloud down to ground level and 50 knot winds on the surface at Dijon only 60 miles away on our track . The first layday was called and the local police commander (and president of the aero club) was per­ suaded to organise a tour of the area.

A great day was had by all culminating in the cellars of a champagne maker

who was also a keen pilot.

The following day was also fairly substandard but all except the four most conservative crews decided to give it a go and managed to escape to the blue skys and sunshine of the Cote d' Azur and the town of Cannes. The Cannes weather was beautiful and the crews spent the day touring while wait­ ing for those left behind in Troyes, where the weather had closed in for the next five days . An early departure, leaving those behind to catch up , was made from Cannes and a magnificent flight followed across the Mediterra­ nean to Rome . Some crews chose to go direct over Corsica and Elba while others followed the coast past Genoa and Pisa .

The entry into Rome was a trying experience for all the pilots and none had ever experienced the deluge of in­ structions, track changes and routing around restricted areas before in their lives. Eventually all the crews were warmly welcomed at Ciampino Airport and were soon on their way to the Gar­ den Hotel situated on a volcanic lake poised above the city of Rome. The compulsory bus trip around Rome en­ sued and everyone was photographed in St. Peter's Square and the Coliseum before returning to the hotel. The ex­ change rates here were probably the most blatant attempt at robbery on the whole trip.

A decision was made to catch up a day and the fleet departed Ciampi no (I hour 42 minutes from "Clear to taxi" to "Clear to takeoff' was the record) and overflew the original destination of Brindisi and went to Kerkira on the Greek island of Corfu . The reception was magnificent, the hotels cheap and the scenery exactly as expected of the Greek Islands. Regretfully leaving Kerkira we set out on the first of the long overwater crossings to Iraklion on Crete via the island of Milos. Bad weather over the first half of the trip caused concern for many crews but eventually all arrived between thun­ derstorms and strong wings at Iraklion Airport . The reception was marvelous and the Australians found particular in­ terest in standing on the site of a desp­ erate defence against German para­

troops 50 years earlier.

A couple of days were spent waiting at Iraklion for our Egyptian clearances to come through and the time was spent touring the rugged interior of Crete, attending a huge political rally with many members of the crowd firing au­ tomatic weapons gaily into the air in their excitement and eating magnifi­ cent Greek food . During this time the fears of several weaker crews came to light and three aircraft left the rally, convinced the fleet would never get through the as yet unapproved Saudi Arabia as a group . Two of these later asked to rejoin the rally, one being ac­ cepted back and the other being over­ whelmingly voted against in a ballot of all team members.

The Egyptian clearances came through and everyone took a deep breath for the longest overwater flight of the whole trip from Iraklion to Alexandria (350 miles) . The aircraft were grouped together for safety and all made it comfortably with 40 knot tailwinds with the exception of the Stinson who, running very rough half­ way across, retreated to Crete with Geof Walker and Peter Gilmour in their Cessna 170 in formation for safety. Just making it to a little strip called Sitia, the crews managed to re­ pair the ailing magnetos and after re­ fueling from a drum of avgas lying at the bottom of a gully for nine months, they set out again only to have a repeat performance 50 miles out. As the prob­ lem was not as bad, the 170 went on alone to Alexandria while the Stinson returned once again to Sitia to solve the trouble.

After four hours clearing customs at Alexandria, the team rushed to the hotel, then leapt into taxis for the three . hour each way trip to Cairo to see the Pyramids - this journey constituted the greatest danger on the whole trip so far. While the tourists were away, the handful of people left at the hotel in Alexandria received word that the Saudi Arabian clearances were through and the gradually growing depression, with the real possibility of having to return to England by having our path blocked in the Middle East, was lifted and the Cairo crowd returned to a party atmosphere .

A happy crew left Alexandria the next morning for, as the aircraft were taxiing, the missing Stinson appeared on final. Having fixed his problem he left Crete at first light doing the water crossing and arrived in time to refuel and join the fleet for a beautiful flight to Aqaba. The journey over Cairo then across the Gulf of Suez, right beside

the craggy peak of Mount Sinai lead us over the clear blue waters of the Gulf of Aqaba . Being very careful of their navigation , for at one stage at the head of the Gulf the track is within 10 miles of four countries, and the air strip at Aqaba has right-hand circuits to avoid over flying Israel, the crews ar­ rived once more to a fantastic wel­ come. King Hussein, being the Rally Patron, had passed the word to give cooperation (we later found out it was he who persuaded the Saudis the rally should proceed) and all stops were out.

While we were refueling word came that Queen Noor was arriving so all stood by their aircraft while the Queen spent nearly two hours going from crew to crew talking about the trip . The highlight of the day was when the Queen approached John Buckley of Victoria surrounded by her entourage of Generals and officials. John grabbed her hand in a vice-like grip and said loudly, "G'day your majesty, how ya goin?" Not taken aback, the Queen said , "I knew there were some Austra­ lians on the trip so the children and I

John grabbed her hand ... and said loudly, "G'day, your majesty, how ya gain'?" watched 'Crocodile Dundee' last night. " The beautiful hotel on the beach at Aqaba was our first chance for a swim in the sea and many took the opportu­ nity. Early next day the bus arrived to take the team to Petra, the ancient lost city and one of the wonders of the an­ cient world. The city was astounding in its preservation and position in a deep gorge only approachable through a tiny cutting in the rocks . Returning to Aqaba the fleet departed, some over­ flying Wadi Rum where Lawrence of Arabia based. As we arrived at Marka Airfield in Amman, the King arrived and spent over an hour talking to the crews . As it was a military airport the security close to the King relaxed and he wandered freely among the aircraft.

At one stage he came up to Grant Daw­ son of Brisbane who said, "Gee, Jordan is a great place." The King replied, "Yes, I think so." Later when told he had been talking to the King, Grant replied, "I just thought it was some little fellow who worked at the airport and was interested in planes ."

As the clearances to cross Saudi Arabia required re-entry into Egypt to refuel at Luxor and the inevitable delay, the crews spent the next day in Jordan visiting the Dead Sea and other sites of historic interest. Next morning the majority departed to return to Aqaba where they could take advan­ tage of the blue waters and do some snorkeling and scuba diving while awaiting the Egyptians. The Jordanian Air Force arranged special approval to fly over the normally prohibited Dead Sea and the crews had the unique ex­ perience of seeing their altimeters winding back below zero. The official aircraft and two Bonanzas waited back in Amman for the clearances to come through while the girls in the Tripacer had the entire Arab Wings staff work­ ing on their aircraft. During the day Bev Kidby and Richard Lomax took all the passports to the Saudi Embassy to have visas inserted and were caught up in rioting as 2,000 Arabs pressed against the gates trying to get visas to visit Mecca. Retreating to the tele­ phone and many calls later they finally got approval from the Saudi ambas­ sador to land in Jedda without visas.

An early start the next day saw the Cessna 340, official aircraft, and the two Bonanzas on their way to Luxor.

Bob Mosely made a quick touchdown in Aqaba, threw the sack containing all the passports for the waiting crews out the door and leapt back into the air.

The Tripacer girls were left in Amman still working on their aircraft. The long flight to Luxor was made more difficult by atrocious visibility and it was only the huge green slash of the Nile River through the desert that enabled a couple of aircraft to find their destina­ tion . The usual four-hour customs drama ensued before everyone finally arrived at the Sheraton nicely situated on the banks of the Nile. Many of the team went to a light show that night at the ancient temple of Luxor. At 3:00 the next morning the group left the hotel determined to get an early start for the long trip to Jedda. After a three­ hour battle with the customs and the the control tower, the sun arose to re­ veal a raging sandstorm reducing visi­ bility to about 300 metres. A decision was made to cancel the day's flying and all retreated to visit the "Valley of the Kings" and the tombs of the Pharaohs.

At 3:00 the next morning the group tried again and the Cessna 340 de­ parted in the dark for Jedda . The vin­ tage aircraft waited until first light when they departed for the long run across the desert and right down the VINTAGE AIRPLANE 19

A couple of the participants from the United States were Aileen Pickering from Los Angeles, Marion Jayne (of '1ailwinds" catalog fame) and Sammy McKay from Michigan.

King Hussein of Jordan (visible, far left) greeted the Air Rally participants upon arrival in Jordan.

Red Sea. Soon after departure two air­ craft called "Mayday" and their en­ gines stopped. Both managed to restart and the trouble was later traced to con­ taminated fuel from Luxor. The Cessna 340 landed at the magnificent airport in Jedda not knowing what the reception would be like after the long­ running and often heated battles to get clearances into Saudi Arabia . The hos­ pitality and efficient service was amaz­ ing and the Cessna refueled and de­ parted for the 750 mile flight to Bah­ rain knowing the old aircraft would be well treated if charged for the privilege - $500 US landing fee. Hopefully the slow aircraft would reach Riyadh, the capitol of Saudi Arabia by that night.

The visibility was terrible across the Red Sea and as several aircraft did not have artificial horizons, one aircraft so equipped flew in the lead and the others formated closely on him to stay level. One of the group in the large formation had Loran and was giving directions to the leader to keep him on track. Bing Bingham in the Fairchild 24 was one of the first to refuel and be on his way but a short while later the other aircraft, while taxiing out were told to return to the parking area as a rally aircraft had crashed. Bing suf­ fered a prop seal failure which caused engine oil loss and he managed to make a good forced landing in the de­ sert where he set about to repair the problem in terrible heat. The others were treated to fine hospitality while they awaited news of Bing but when it did come it was not good. Having fixed his prop Bing started to take off but one wheel sank into the soft sand and 20 JANUARY 1991

threw the aircraft over on its back.

John Ehart, Bing's partner, was not keen on flying (he was official photo­ grapher) at the best of times and was most unimpressed with this develop­ ment. Rescue attempts by local Arabs only made the damage worse and a de­ jected Bing rejoined the group late that night , out of the rally.

Very early the next day the fleet set out to catch the Cessna 340, two Bonanzas and the Harvard who had made it through to Bahrain the previ­ ous day . It was a very relieved team that gathered in Bahrain that night hav­ ing overcome the huge physical and mental hurdle of Saudi Arabia. The local authorities waived all charges and welcomed the crews handsomely . In an attempt to make up lost time the crews decided to overfly Dubai and go direct to Muscat in Oman . A very in­ teresting flight was made down the Arabian Gulf under the care of ex­ tremely efficient US and New Zealand radar controllers. The welcome to Muscat's Seeb Airport was excellent.

The authorities had waived all charges and even built a whole new parking area especially for the rally aircraft. A good night was had at the Novotel right at the airport. On departure there was some delay due to TV reporters and local press doing their job and while we were waiting the girls in the Tripacer appeared to cheers from all of us.

Everyone had written them off at Amman and we had heard nothing of them for over a week. After fixing their aircraft they gained the ear of the King of Jordan who personally arranged a

special clearance right across the closed areas of Saudi Arabia down the pipeline, enabling them to cut off 1,000 miles and catch the fleet. Ten minutes later Brian Edwards who was flying a Tiger Moth solo from England to Australia touched down. His clear­ ance company failed to get him a Pakistan clearance and he was looking at shipping hi s aircraft home so the rally immediately resurrected the call sign of Bing Bingham' s aircraft which was still on our Pakistan clearance and Brian was carried through as a rally aircraft, saving his charity flight from failure .

The very long overwater flight from Muscat to Gwadar across the mouth of the Arabian Gulf was uneventful al­ though a few of the smaller aircraft had to land at Gwadar to refuel from John Buckley's huge ferry tank in his Bonanza. The rest of the fleet went on to Karachi where a full VIP welcome ensued. Customs still took five hours to release us from the airport but the Civil Aviation people made amends by putting on a fine dinner for the crews.

Next morning after only three hours clearing customs the fleet got into the air. Lee Harman and Myles Elsing, de­ termined not to be last as usual in their Cessna 140 left at first light. They were rewarded for when they landed at Ah­ medabad in India, they were mobbed by thousands of people and dozens of press representatives. The customs people had set up trestle tables and were seated in rows awaiting the crews. Each pilot had to sit in front of an officer, fill in the multiple forms in his area of responsibility before mov­ ing to the next table . This procedure took about three hours and about 30 different forms (with up to eight copies each) . I noticed I signed several forms marked "Contract with the President of India" - I am still not sure what deal­ ings this committed me to with this worthy person . Indianoil put on a great show with their refuel trucks festooned with banners proclaiming the rally and fuel at cheap prices. Flight planning the next morning was a comedy of form filling and time wasting; how­ ever, the fleet finally got away for a very interesting flight across India to Nagpur.

The welcome at Nagpur was excel­ lent and Indianoil put on a fine party for us complete with cold beer which was welcome after the long marathon through the Moslem world. Some air­ craft planned direct to Calcutta the next day while those with short range planned via Jamshedpur. After arriving (Continued on Page 30)

Carb Icing

By Jim Gorman

(EAA 29182, Ale 306)

Most of us flying the older airplanes have to contend with carburetor icing .

Many pilots assume that on a clear day with temperatures in the 60 ' s and no clouds, you will have no problems.

Nothing could be further than the truth It is not necessary for visible mois­ ture to be present for carburetor icing .

Icing may occur at temperatures from 32° F to 100° F providing a relative humidity of 50 % or more is present.

Ice can form in two places (I) fuel and (2) throttle and they generally occur together. Fuel ice (not to be con-

fused with fuel line icing) forms down­ stream from the point where fuel is mixing with incoming air at the ven­ turi . Air temperatures at this point may drop 50° F or more from the ambient air. Moisture in the air condenses on the carburetor wall in the form of ice and continues to build. Unless heat is applied , eventual stoppage of the en­ gine from lack of air will occur.

Throttle ice is formed at or near a partially closed throttle (a typical cruise power setting) . Again, water vapor in the air condenses, freezing

when it hits the throttle plate in float type carburetors . Ice continues to build adding to the problems already present near the venturi .

Many years ago the Aviation Safety Bureau of Canada published a very graphic chart showing when icing may occur. It was reprinted by the Old Na­ tional Pilots Association and is again presented for Antique/Classic mem­ bers. This chart is in my airplane flight manual as a reminder to check the dew point before takeoff. Perhaps it would be a good addition to yours too . •

CONDITIONS KNOWN FAVORABLE FOR CARBURETOR ICING

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Taylorcraft Again!

by Pete Smith (EAA 71213) It was in April of 1971 when I first had the opportunity to fly a Taylor­ craft. It was right out of the shop, with a fresh cover and an overhauled en­ gine. Little did I know, I would own this aircraft 18 years later.

The Taylor is Serial #12010, pro­ duced in 1948 in Alliance, Ohio. At this time, Taylorcraft was scrambling to produce an aircraft that would sell.

The factory was in bad financial shape, and this aircraft was one of 150 T­ Crafts that were built in 1948. It was the last batch that were built by C. G. Taylor before the company was sold to Charlie Ferris. Taylor was after the Cessna 1401120, Stinson 10, Luscombe market. The Taylor BC-12D-85 had spectacular performance, strength, and a 500-pound useful load.

All right, enough history. Having a lot of idle time, I decided to rebuild a plane. This Taylor sat around so long it was sinking into the ground, as if it were digging its own grave. Being full of feathered friends and out of annual for seven years, its airworthiness was questionable . I met with the owner, and after a few beers (and a lot of bucks at the time), N5611M was mine .

Basic disassembly was done in the fall of 1985 . All of the pictures were 22 JANUARY 1991

lost by the developer. The tail feathers were the first to be stripped, blasted, primed with epoxy and covered. There were a few tubes that needed replacing and a few needed repair. Stits covering process was used through the final finish . The process is simple and light if you follow the manual.

It was well into the summer of 1986, and the fuselage was hung from the roof of a friend's hangar for the time being. The wings were taken home to

my lOx 17 basement. Fortunately, the spars were in very good condition . All steel parts were sandblasted and epoxy primed. Felt was put on the wrinkly parts of the leading edge to smooth them out and stop the fabric from stick­ ing to the low spots. New navigation light wires and aileron cables were in­ stalled at this time. The trailing edge of the wing tip bows were rusted out, as were the spar to trailing edge diagonals. The wings were covered

The top fuselage steel and wood need just a bit of cleaning up!

Prior to Installing the Martin fabric clips, Pete lays down the reinforcing tapes on top of each wing rib.

Cleaned up, repaired and primed, the fuselage Is ready for reassembly. The 2x4s bolted to the front of the fuselage make a handy stand while covering.

Pete Smith and his wife Sandy over the northern Michigan territories.

(blanket method) and the fabric at­ tached to ribs with Martin Clips . It was now spring of 1987, and the wings were stored in yet another friend's hangar.

The fuselage was a major task . It took several days to disassemble. Here I took a lot of pictures, measurements and notes . There must have been 500

parts, what seemed like hundreds of feet of cable and lots of hardware and pulleys . The lower longerons were re­ placed along with several tailcone tubes. The fuselage was sandblasted , inspected and primed in the same day.

Reassembly took place through the fall of 1987. The pictures and notes were helpful in the location of stringers and

cable exits. The fuselage was covered in a big hangar at the airport. Bob Marsh and I installed the envelope and completed the final shrink in five hours. I might add that an envelope is the only way to go on the fuselage .

Many more hours were spent on finish­ ing, taping and reinforcing patches.

Spring was in the air and I knew I had to start hustling if I were to make Oshkosh. I had my heart set on a wool headliner. I called all over and could not find one. I called Airtex and they agreed to sew one for me if I would send them three yards of wool. They did a very fine job on the headliner, and if you ever have to call Airtex, the main man is Don Stretch (no foolin ' ).

The final paint is all Stits Aerothane.

The color is bright lemon yellow with Pontiac red trim . Black, 3M pinstripe tape was used on the side stripe border.

The hardest part to paint was the lift struts. The streamline tubing has no flat surface and is a real challenge to paint without getting curtains. Final as­ sembly, rigging, annual and approval of a form 337 took a couple of weeks.

That's when I found out an aircraft is not airworthy if it does not have a com­ pass deviation card.

The first flight was on April 23, 1988. I flew it 20 minutes and took the cowl off, looked it all over and then went out for a couple of hours of takeoffs and all kinds of landings.

The old T-Craft sports a new "N" number. It is N I 94KJ . The 194 is the EAA Chapter here in Pontiac, Michi­ gan and the KJ is for Katina and Johnathan, our children, for whom this aircraft was restored . Sandy, my bride of 20 years, was very patient through all the dust, fumes and mess I made in her house. Without her support it would have been impossible to com­ plete the work I did at home.

My son Johnathan and I took our camping gear and made it to Oshkosh '88. The plane has 65 hours on it and flies great. Fuel consumption is 4 .5 gph and almost no oil consumption.

Takeoff is almost immediate and the landing roll is nil. Empty weight came out at 703, which is 30 Ibs. lighter than it weighed with grade A back in 1953.

To me, the T-Craft is a superb flying and economical plane.

There are still a lot of them around and they can be acquired at a reasona­ ble cost. If you see a bright yellow taildragger overhead it might be a Cub, but if it has a beautiful clown painted on the side, it's me . • VINTAGE AIRPLANE 23

Del Rio Fleet Ten

by Buck Hilbert Buck proves that even "experienced old hands" can have unexpected adventures ...

"What happened?!" brother-in-law Pat shouted. "I think the transmission blew!" I hollered back. With the traf­ fic whizzing noisily by at Interstate 44 speed limits on the big hill about 25 miles west of St. Louis and the Fleet Model 10 on the trailer behind us, we were stuck! Stuck real good! "What are we going to do now?" I asked myself.

Here we are 25 miles out of STL, in the morning rush-hour traffic, gosh knows how far from help, with this latest biplane on the trailer.

How did we get into this fix? Well, let's start at the beginning .

Von Willer, the Red Baron from San Diego who was once president of the Fleet Club, called me about a week ago and tells me that Dan Martinez wants to sell his Fleet! I ask a few ques­ tions and Bob tells me it's a Model IOF - "F" for fighter - that was ex­ ported from Canada to Nicaragua as a fighter back in the 1930s. A Mexican crop duster had brought it to Mexico about 25 years ago and Dan, who has been a real boon to the Fleet boys, re­ trieved it from Mexico and had been 24 JANUARY 1991

working on it for the past 16 years .

This is a real rare one! It had a belly tank, bomb racks and a 30 caliber machine-gun mount when it left Canada, and it was a front line fighter in Nicaragua in 1941. Dan Martinez has reached an impasse in the restora­ tion and has decided to concentrate on his 16B and get that flying.

Dan's biggest problem is the FAA .

As usual, they have thrown every kind of block into his every move . The machine is outside their specs, by one serial number, and since it is the only Fleet 10F in existence and powered with a 145 Warner, they have no data on it. Therefore - well, you already know the all too familiar story - if there ain't nothin' in the books says it's airworthy, then it AIN'T! Well, I'm an optimist. Just cause it isn't in the specs, it is basically the same airplane as the seven, and there is one 16B, which is also the same frame and etc., certified in the standard category with the same engine installa­ tion here in the States. I'm going for it!

I hop on good old United Airlines

down to San Antonio, borrow wheels from Bill Stratton (International Liaison Pilots and Airplane Associa­ tion founder) and zap over to see Dan and his airplane . I like it! I come to the conclusion that Dan is a little like me.

That old airplane restorers saying, the one about you can eat an elephant if you take it one bite at a time, in no way takes into account that it gets pretty stale as you get down the road aways. You get tired and your taste for the project fades, especially after 16 years!

So I like it! With visions of going back to the original paint scheme, a belly tank, bomb racks and that 30 caliber, man, am I going to blow those warbirds A WAY! Dan and I reach an agreement and I rush back home to grease the wheels to get this baby home to the Funny Farm Airfield . This one is going to be my last hurrah, so let's get on with it.

First problem, no tow vehicle! My trailer, which hasn't been used in a long time, is pulled out of the weeds and checked over, but no tow vehicle!

I scurry around trying to borrow one.

I am reduced to begging, but I still can't get one. Finally number one son, Robert (Classic Judge at Oshkosh), of­ fers his Ford Ranger XLT. "Impossi­ ble!" I snort, "That little thing wouldn't haul more than a quart of strawberries let along a 1200 pound airplane on a 600 pound trailer!" "Look in the book!" he says. And when we do, the book sez we can haul 2000 pounds of trailer or, better yet, a com­ bined load equal to the gross vehicle weight of something or other that ex­ ceeds our expectations by quite a bit.

Those cloth bucket seats are pretty comfortable and the allure is over­ whelming. The truck goes off to the installers for a class two hitch installa­ tion.

Brother-in-law Pat Bartley, also re­ tired, volunteers his assistance as relief driver and we are off for Del Rio. The first shock is gas mileage. Dragging the empty trailer, the MPG drops to less than 15 . Normally this truck (pause for laugh) gets nearly 30. We continue. The first overnight stop is Kelly Viets at Lyndon, Kansas. Kelly is waiting when we arrive and after we go out to dinner he shows us his Travel Air 2000 project and how he has fabri­ cated wing rib jigs, spars, center sec­ tion and accumulated tons of data on the Travel Air series. This guy is really into this project, his Ercoupe all but forgotten while he bangs away on his

OX powered 2000. He'll do it, too; he's a determined little rascal' The wind is howling as we pull out in the morning, and it's off we go for Dallas. At "Big D" we drop off some furniture and a couple bicycles for a nephew, have dinner and then push on to Waco , Texas for the night. I tried to call Frank Price; the old Tiger wasn't home, though, so we struck out early the next morning expecting to make Del Rio by noon . We did!

Dan was waiting for us with the word that his son was even at that mo­ ment undergoing emergency surgery in San Antonio. We offered to hold off and let him go over there, but he in­ sisted on staying and helping us disas­ semble and load the airplane. We started in , and had it all apart by dark .

Dan had called the hospital and all went well for his son, so the pressure was off. After dinner we sat up and talked airplane talk until all three of us were falling asleep .

I must have dreamed I loaded and unloaded that airplane at least 30 times during the night. We had a quick cup of coffee and then out to the airport and began loading. I sure have lost the touch. It took us almost six hours to get it all the way it should be, and then decided it was too late to start out , so back to the house to freshen up and Dan took us over into Ciudad Acuna, Mexico for atmosphere and a great Mexican dinner.

The engine compartment of the Fleet 10F, including the oil tank installation.

I'm the last guy to order Mexican food, but I must admit Dan knows what to order. It was great! We washed it down with Corona beer and just en­ joyed the atmosphere. Pat was a little suspicious of the food as I was, but even he had to admit it was all right!

The little Ford Ranger grunted some, but hauled that loaded trailer northbound up 277 very sprightly. We stopped for breakfast at Bronte, Texas, learned something there about the fish­ ing in the nearby lakes and marveled at the size of the stripers, bass and catfish they take while devouring a full breakfast of eggs , hotcakes , ham , hash­ browns , biscuits and gravy, and toast, with a gal­ Ion of coffee - all for less than four bucks, too! A few burps later and we are again on our way .

Things are going along just great!

We gas at Munday, Texas and get about three miles out of Seymour and we lose a wheel off the trailer - almost lost the whole ball game right there! The wheel rolled under It gets a bit dusty there in Texas! The cowling pieces rest along the trailer and the the hangar wall, waiting for Buck to wrap them up and cart them trailer lurched over home.

it. It shook like a dog coming out of the water and the trailer frame twisted and squirnled like you wouldn 't believe! I had everything tied down with straps and number nine electric fence wire and I swear it stretched those wires a couple of inches. Taking stock of the situation, we found the wheel bearing must have frozen and twisted the axle right off the spindle.

Heck though, this is Texas , and even if it is 2:30 Saturday afternoon , you can always be assured you're going to get help . It wasn't more than three or four minutes and a fella comes along , sizes up the situation , and takes me into town to meet 01' Lloyd. 01' Lloyd, now , he can fix anything . 01' Lloyd is just about to close up, but he changes his mind and pitches right in to help us out! He gets on the phone and after three or four calls , finds the welder he wants, and then while we are waiting for him to come by, rummages around his yard and comes up with a spindle, hub and wheel to " stub-on " to my axle .

The welder pulls up with the neatest looking rig I've seen in a long time.

We load up the parts and off we go to where Pat is waiting with the rig .

George Chandler, the welder, backs up to the trailer , drops his boom, hooks on, raises the axle off the ground, gets out his cutting torch and wacks that old spindle clean off. He stubs on the replacement, aligns it by eyeball, level and ruler , fires up the arc welder , and about 30 minutes later we are ready to mount the wheel. We disconnect the trailer and take the replacement wheel to town and George ' s cousin mounts the tire on it. Back out to the trailer VINTAGE AIRPLANE 25

and we put the wheel on and attempt to re-tie the airplane, replacing the badly stretched wires and retightening where we can. The wind begins to pick up and before we finish, is blowing out of the north at 30 plus and gusting to maybe 50.

The total time expended was four hours and the dollars spent were ninety-five - not bad for a fix that we really needed - and we are on our way again. We are headed for Wichita Falls, Texas where we intend to spend the night. The wind is right on the nose and we are making about 35 MPH in second most of the time. We found a bypass around the Falls and head for Burkburnett where we find the motels are full. On to Lawton, Oklahoma, straight into the wind, where we find a meal and a bed for the night. We lay there all night listening to that wind and wondering if maybe we should wait until it dies down . It seems calmer Veteran antique restorer Dan Martinez in the morning, so off we go again. works on the flying wires.

Still dark, we drive through Ft. Sill . I began my career as an Army aviator here, so I wanted to see Post Field made very good time. again . It hadn't changed! What we Our plan was to make St. Louis after could see of it in the dark was the same breakfast while waiting for the rush hour traffic to abate. As it was, it was as last time . Not an airplane on the long after lunch before we had the field, but a fully lighted 6,000 foot plus chance to eat. When that trans blew, it runway, empty hangars and flight line. was a complete surprise . The wind had Driving by the motor pool we noted it died down to nothing and we were able was almost empty and remembered to make 55 with no problem. The little that probably most of the equipment Ford Ranger was running just great and was over in the Saudi desert . we were just breezing along .

The wind came up as we proceeded on to Oklahoma City, and we could Again, the friendlies took over. We only make about 40 MPH into it. It coasted to a stop on the shoulder and abated somewhat as we passed through after checking what we could and de­ Tulsa, and we made it to Rolla, Mis­ termining that it was beyond our abil­ souri that night. In spite of the fact that ity, I slid down the embankment to the the wind had slowed us down, we frontage road, hailed a car and got a . .::-'""""'....._ - - - - - - . . , ride to a Boy Scout camp and a phone.

The call to the near­ est Ford garage in Ellisville, Missouri got results. We had to wait about an hour for a tow ve­ hicle to come out, hook on to us and drag the truck and trailer into the deal­ ership. Half an hour later the trailer with the air­ plane on it was in the back of the se­ cured lot and the Bucks brother-in-law Pat Barkley, with the 'What are you doing little Ford Ranger with that camera look" works the other end of the flying wires. was up on the rack 26 JANUARY 1991

with the tranny laying on the bench.

I don't pretend to understand auto­ matic transmissions, but this one blew the lockout gear and destroyed itself.

Of course the service writer insisted we shouldn't have abused that little Ford like that, but we showed him the book and, more importantly, the war­ ranty, and they went to work. Trouble was, the bell housing was scored and unusable and the parts have to come from Detroit. We are looking at a week delay.

Fortunately, I have friends as well as relatives in the St. Louis area, and a few calls produce wheels and a bed for the night. A call home that night to tell of our plight, and again the next morning to plan a course of action, re­ sults in my wife Dorothy driving number three son's beater '74 Dodge pickup down and we finish the trip to the Funny Farm where the TEN EFF is in the hangar.

One of the things that is really great about EAA is that no matter where you are, there are always fellow EAAers ready to give you a hand. I know if we'd broken down anywhere in Texas, Oklahoma, Missouri or Illinois, it would have been just a matter of a phone call to get help. The help we did get wasn't from fellow EAAers this time, but I know they would have done their best had we needed them. That was proved when we visited the world headquarters of Wings of Hope at Spirit of St. Louis Airport. When we explained to the people there what had happened, they offered any and all of their facilities to help us. Fortunately, we didn't have to take advantage; we were all set.

And so that's the story to date. We'll get our wits together, go back down to STL and pick up the little Ford Ranger after the parts come in, and after the EAA board meetings and things settle down, we'll get to work on this Fleet Ten Eff. Maybe there is someone of you who can clue me in as to the orig­ inal paint scheme as well as configura­ tion. I would like to keep it as original as possible and maybe you can help.

Over to you.

As we go to press, the little Ford is safe and sound at home, and Buck is eager to get started on his new project.

I've also asked Buck to write an article covering the trailering of an airplane, and some cost effective ways to make sure you arrive home with your new prize. Look for it in a future issue of VINTAGE AIRPLANE - HGF

All loaded up and ready to head back to Hilbert's Funny Farm in Illinois, the Fleet is nested on the trailer. The one-piece top wing is strapped to the top of the structure. Everything else, including the ailerons on top of the wheel wells, has found a place. The whole trailer is wire braced, just like a Jenny!

VINTAGE AIRPLANE 27

PASS IT TO

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

LORAN DIRECTION

Arnol Sellars (EAA , AlC ) of Tulsa, OK wrote to Buck concerning Amol's questions about using a loran in his Aeronca C-3. Here 's Buck's reply ...

by Buck Hilbert (EAA21, Ale 5) P.O. Box 424 Union, IL 60180 KELLY'S K Dear Buck, Thanks for the information on the (Bosche FF2AR) magneto . (The

original Bosche magneto was replaced with a standard 4 cylinder base­ mounted magneto per instructions Buck has on file - HGF) Your letter reassured my friend, so he finally ac­

cepted the carburetor.

The Aeronca K was flown to Middle­ town and won a trophy. It ran perfectly all the way, non-stop.

Sincerely,

Dudley Kelly

Rt. 4

Versailles, KY 40383

I find my Azure invaluable for flight planning if nothing else. I had to run up to Aberdeen, SD to pick up a Star­ duster Two so I plugged in the coordi­ nates and said go, and the Long Ranger told me exactly how far and what head­ ing. I was able to flight plan the whole thing from right here at my desk .

BUT! .. .

I am a computer illiterate and I still cannot get the thing to work in an airplane . It lies to me in the Cessna 182, and it won't do me anything in the Aeronca C-3 . Azure tells me it's either my fault, or there is some inter­ ference from the airframe. All I know is it gives me one great big dose of an inferiority complex trying to use it.

On the other hand, Bob Von Willer called me the other night from San Diego and tells me he has picked up one of those little hand-held ($395) units out of Trade-A-Plane, mounted the an­ tenna on the belly of his Fleet using a DNC connector and he's been flyin' it all over California and Arizona . He says it is a very user friendly gadget and works just fine.

My personal opinion is that I must be a dope. I can't get mine to work in spite of what everybody claims may be. I'm not trying to cop out, but you'll have to use your own judgment on this one, Amo\. I'm not much help .

Over to you,

Buck

Has anybody else experienced the type of problems that Buck has with his Loran? We'd like to hear about your experiences, both good or bad, and we'll pass along your comments to all the members - HGF 28 JANUARY 1991

To top off my column this month, I'd like to leave you with a little poem written by the owner of the RampTramp Champ, Edlock Hart of Gillespie Field near San Diego, CA.

Ode to Aeronca by Edlock Hart

This ode to Aeronca I've owed to Aeronca

Since C-2's and 3 's split the breeze

Their thirty-eight horses from only two sources

Could takeoff and outclimb tall trees .

When "progress" parlayed power sources to four

Aeronca made 7-AC's

This loveable scamp, best known as "Champ",

Made friends with remarkable ease.

When looped, rolled or spun, they'd not come undone

Or give any reason to worry

They'd go any where , if you didn't care

That you wouldn't be there in a hUrry.

As trainers their viceless behavior was priceless

Producing more pilots than Cubs

My ears have been told that eight thousand were sold

The backbone of most flying clubs.

Nothing before ever cost so less more

Nor flew you more fun for your money

They loved acting frisky without being risky

An all-around great little honey.

Their aileron yaw wasn't really a flaw

It jolly well taught using rudder

And helped Champs to slip at a fabulous clip

With never a buffet or shudder.

The wind in their wires, their fat little tires,

And comical pugnacious nose

Was part of the charm that did nothing to harm

Their image from tailskid to toes .

Visibility out was without a doubt

The best on the ground, or upstairs

Controls so responsive we called them "Aeronsive"

Which wasn ' t quite true, but who cares?

=

March 1-3 - San Antonio, TX Inter­ national Liaison Pilot & Aircraft As­ sociation (ILPA) is hosting the first world-wide gathering of L-Birds. Con­ tact Bill Stratton , 16518 Ledgestone, San Antonio, TX 78232 512/490-ILPA (4572)

April 7-13 - Lakeland, FL - Annual Sun ' n Fun EAA Fly-In - A Tribute to Aviation . For more information, see the ad on pages 44-45 in the January issue of SPORT A VIA TION or call 813/644-2431 May 3-5 - Camarillo, CA - EAA Chapter 723 11th Annual Fly-In. Pan­ cake Breakfasts, BBQ dinner dance on Saturday, speakers and more. Camp­ ing and hotel accomodations available.

Trophies given for best of each type aircraft. For more information , call Larry Hayes, Chairman, 805/496-3750

Harris, 9181742-7311 or Mary Jones, 9181299-2532 .

June 27-30 -

May 3-5 -

Burlington, NC - EAA Antique/Classic Chapter 3 Annual Spring Fly-In for antique and classic aeroplanes . All types welcome . Ala­ mance County Airport. Trophies , a major speaker and vintage aviation films . For more Information, contact R . Bottom, Jr., 103 Powhatan Pkwy, Hampton , VA 23661

Mount Vernon, OH 32nd Annual National Waco Reunion Fly-In . Wynkoop Airport . Make your reservations at the Curtis Motor Hotel 1-800/828-7847 or (in Ohio) 1-800/ 634-6835. For additional information, contact the National Waco Club, 700 HilI Av., Hamilton, OH 45015 or call 513-868-0084

July 26-Aug. 1 May 31-June 1 -

Bartlesville, OK National Biplane Association 5th An­ nual Convention and Exposition - BI­ PLANE EXPO '91. Free admission for all biplanes and current NBA mem­ bers, all others paid admission. For more information, contact Charles W .

Oshkosh, WI 39th Annual EAA Fly-In and Sport A via­ tion Convention. Wittman Regional Airport . Contact John Burton, EAA Aviation Center, Oshkosh, WI 54903­ 3086414/426-4800. For housing infor­ mation, contact Housing Hotline, 414/ 235-3007 .

VINTAGE AIRPLANE 29

VINTAGE AIR RALLY (Continued from Page 20)

at Calcutta amid enormous confusion when 72-year-old Bob Mosely went into the military airport while doing all his circuit calls to the civil airport IO miles away , we could see no sign of the main body . They had landed at Jamshedpur and being met by huge crowds and taken to a special tent full of food, they set off on a tour of the town . When told that free accommoda­ tion had been arranged (with as much beer as they could drink) , the group lost all interest in reaching Calcutta that day .

The rally stalled once again in Cal­ cutta due to the Burmese refusing entry and the rally members operated from the beautiful Oberoi Grand Hotel while Lang Kidby and Peter McMillan bat­ tled with the various embassies to get the clearances . Once again depression set in to the fleet and the weak ones faltered . The overflight clearance came through but no landing was approved, making it impossible for the smaller aircraft to reach Bangkok. The moti­ vated crews set out to find a way to increase their range but extra tempo­ rary tanks were not considered by many who just sat and waited for "some­ thing to happen ." The fleet pressed on to Chittagong in Bangledesh (with the usual Indian customs farce) to await developments from the Bur­ mese. Next day the Cessna 340 took off with the few aircraft who could reach Bangkok without landing in Ran­ goon . Once in radio contact with Ran­ goon, Lang Kidby requested, pleaded, cajoled and demanded approval for the small aircraft to land for fuel. After about an hour the air traffic controller came back with an approval which was passed on to a jubilant team awaiting in Chittagong .

Having lost considerable time wait­ ing for clearances the small aircraft sped through their refuel at Rangoon and set out to reach Bangkok before dark . As last light approached, one of the aircraft once again had fuel worries and decided to land at an Air Force base 50 miles short of Bangkok . The Thai Air Force, while somewhat sur­ prised by the unannounced arrival of seven old aircraft, put the crews up with utmost hospitality, sending them on their way to Bangkok in the morn­ ing .

In Bangkok the faster aircraft de­ cided to go to Singapore and wait there while the small aircraft took two days to do the journey . They eventually spent the night at Hat Yai in southern 30 JANUARY 1991

Thailand while the little ones after re­ fueling at Hat Yai pressed on to Penang in Malaysia. The following day the slow group had a magnificent trip at low level right down the Malaysian West Coast to Singapore where the Bonanzas were waiting for them.

After the main body had departed Chittagong for Rangoon and Bangkok, Lee Harmanin in his Cessna 140 (hav­ ing sent his copilot Myles Elsing to Bangkok by airline to reduce weight), was brought down with a bad illness.

The Bellanca was also stuck with the same crew complaint. The day after the main body left, the two remaining aircraft took off to reach Bangkok di­ rect (they were two aircraft who had shown some initiative during the delay period and worked out a way to get more range). Lee spent eight hours plus in the air in his Cessna 140, pour­ ing fuel from cans into his ferry tank behind the pilot' s seat - something of a record for this type of aircraft. The Bellanca did similarly, although with two crew .

AMS at Seletar Airport in Singapore brought in crews to work on all the aircraft , ironing out major wrinkles be­ fore the last push through to Australia.

An early start from Seletar saw the air­ craft fighting through thunderstorms over South Sumatra . A few of the small aircraft landed at Palembang where they received a great welcome, before going on to Jakarta . A couple of the fast aircraft tried to get to Bali for the night but only got as far as Surabaya while the main body went to the Jakarta Hilton. A lovely flight the next morning saw the whole fleet, less two in Bali. The Stinson had once again run into trouble and breaking an exhaust flange, put the aircraft down on a track between two rice paddies.

Instantly the aircraft was surrounded by hundreds of people and the crew, fearing their fabric machine was going to be tom to shreds, applied the power and took off, scattering people left and right as they sped through the crowd.

They returned to Surabaya where re­ pairs were carried out.

The next day required a stop at Waingapu where no fuel was avail­ able, so Lang Kidby went with Bill Andrews in his Bonanza to organise some car gasoline. After landing at Waingapu and finally getting a lift into the distant town, a search finally re­ vealed the only containers were some very battered diesel drums which would have to do . The driver who had taken the crew into town refused to carry the filthy drums so a passing bus was hailed and for a small considera­

tion, the driver threw his full load of passengers out on the road and carried our drums of fuel back to the airport where the fleet was starting to land .

The rally pump was with the Stinson back in Surabaya so the crews filled their aircraft using buckets and were soon on their way to Kupang in Timor.

The night at Kupang was excellent with the local hotel holding a special dinner complete with traditional danc­ ing (all join in) and the team finally arrived at the airport next morning with a holiday atmosphere for the last leg to Australia. There was some discussion on waiting for the Stinson and his es­ cort Cessna 170 which was resolved when they appeared over the horizon, having spent the night in Waingapu.

The aircraft were sent off in order with the aim of having the Cessna 140, the smallest aircraft, reach Australia first.

There had been fuel dumped at Troughton Island but all except two aircraft decided to overfly to reach Kununurra direct despite the strong headwinds. The Cessna 340 had gone straight through to Kununurra and the crew were amused by the customs run­ ning around in circles when the Cessna 140 called up saying he was short of fuel and would have to make an unap­ proved landing at Wyndham - at least he was still the first to touch down in Australia. As the fleet came in Cus­ toms was very efficient and the pilots had a can of icy beer handed through the window along with the can of in­ sect spray. The locals looked after the fleet in an excellent manner with a very nice dinner that evening provided by the council at the local pool.

From Kununurra the crews felt they had "made it" and many took the op­ portunity to launch out and have a look at Australia with the aim of arriving at Caboolture airfield, near Brisbane by Saturday 5 May . The main body flew from Kununurra to Tennant Creek, then on to Barclay Roadhouse and Mount Isa, finally congregating at Hamilton Island . While at Hamilton Is­ land news came through that the women in their Bonanza had landed short of the strip at Alice Springs and were out of the rally with extensive damage. The aero club at Caboolture had gone to great effort to make the rally arrival enjoyable and it was a happy group of crews who landed at the final airfield . The vultures were waiting and by 4:00 p.m. that after­ noon, all the aircraft for sale had been dispersed of. A great presentation din­ ner was held on Sunday night and the adventurers dispersed throughout the world . •

--------------~~--~~~

Where The Sellers and Buyers Meet ...

MISCELLANEOUS: CURTISS NJ4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny," as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C 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 Aviation Co., RDv-5 , Box 294, Warrenton , VA 22186. (c/11-90

Detailed Reports - on 204 Aeronca Champ/Chief accidents. Inves足 tigated, analyzed and reported FAA. Some hilarious, some tragic. All educational. $5.25. Charlie Lasher, 4660 Parker Court, Oviedo, FL 32675. (2-2)

Super Cub PA 18 fuselages repaired or rebuilt - in precision master fixtures. All makes of tube assemblies or fuselages repaired or fabricated new. J.E. Soares Inc., 7093 Dry Creek Road, Belgrade, Montana 59714, 406/388-6069. Repair Station 065-21. (UFN)

Vintage Aviation Weekly - Aero Digest, Western Flying and many others from 1917-1947. SSAE to Lee Ingalls, POB 145, Baldwinsville, NY 13027. (2-2)

Will Pay -$20.00 each for two (2) of the Old Vintage Classic Airplane "Wright Flyer" patches, must be in mint condition . 502/821-8970 . (1-1)

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40x30

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AIRPLANE HANGARS/STEEL ARCH BUILDINGS - Made in USA, factory direct. Compare prices and options, then see. Some building companies distribute buildings that are made in Canada or Japan .

Ours is 100% American made. (We will not be undersold .) ATLAS STEEL BUILDINGS CORPORATION 1-800/338-8457.

Originals and lithographs are available_ For a free color brochure or / -;足 and information, please c~all write:

Engle Art Galleries Eagle Art Galleries (619) 568-5536, Fax (619) 341-3979 73-199 EI Paseo, Palm Desert, CA 92260 VINTAGE AIRPLANE 31

MEMBERSHIP

INFORMATION

THOSE MAGNIFICENT MEN IN THEIR FLVING MACHINES

EAA Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport A viation. Junior Membership (under 19 years of age) is available at $20.00 an­ nually. Family Membership is available for an additional $10.00 annually. All major credit cards accepted for mem ­ bership. FAX (414) 426-4873.

A. Quax

Whimsical marionettes handcrafted in Germany measure 14" in height and sport colorful handsewn outfits. Perfect collector's item for aviation buffs. $83.00 ea. inci. s/h.

Specify choice of figure(s) (A,B,C) and

enclose personal check or money order.

UNIQUE ANDS LTD. (919) 383-0627 1821 Hillandale Rd.-1B, Durham, NC mos

ANTIQUE/CLASSICS EAA Member - $20.00. Includes one year membership in EAA Antique-Clas­ sic Division. 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA member­ ship number.

COpy OF ORIGINAL

'WW I RIGGING MANUAL oCURTISS JN4·D (JENN Y) oTHOMAS· MORSE S·4-C (SCOUT) oDeHAVILLAND·4 (LIBERTY '12')

Where The Sellers and Buyers Meet .. .

Non-EAA Member - $28.00. Includes one year membership in the EAA Anti­ Anew classified ad section in que-Classic Division. 12 monthly issues THE VINTAGE AIRPLANE of The Vintage Airplane, one year 25rt per word, 20 word minimum membership in the EAA and separate Send your ad and payment to . membership cards. Sport Aviation ili21 THE VINTAGE TRADER

included.

lAC

EAA Aviation Center.

PO Box 3086. Oshkosh, WI 54903-3086

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

WARBIRDS

,· IFt·,

(Pholoplate Printed Cop ies) GENERAL TECHNICAL . . . . . . . .

CURTISS JN4· D . . . . . . . .

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52 26 28 33

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2 PLANES (6 Actual PhoIos) $49.95 3 PLANES (9 Actual PhoIos) $59.95

SEND CHECK OR MONEY ORDER (Calif. Residents add 6. 75% Tax)

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A VIA TlON ART

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.

by RobYIi Clark Col. Lindbergh's 1934 Monocoupe bears same reg istration number (NX-2 J1 ) as it's famous predecessor ­

Spirit of St. Louis,

EAA EXPERIMENTER

$30 (eA rcs idcn L~ please

ad d 6%) plus $3 .50 EAA membership and EAA EX­ shippi ng.

PERIMENTER magazine is available for $28. 00 per year (Sport A viation not "Lindbergh's :Coupe" included). Current EAA members may Salisfaction Guaranteed Lambert 0·145 Monocoupe receive EAA EXPERIMENTER for ~ CLASSIC AERO GRAPHICS $18.00 per year. '~ 1764 MONTI:C ITO CIRCLE 'Write for brochure'

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars.

LIVERMORE. CA 94550

Fmc quahty pnnts fcatunng classic aircraft of the '30s & ·40s.

AIRCRAFT OWNERS SAVE MONEY . .. FLY AUTOGAS

Make checks payable to EAA or the If you use 80 octane avgas now, you could be using less expensive autogas with an EM-STC. division in which membership is desired.

Address all letters to EAA or the par­ Get your STC from EAA - the organization that pioneered the first FM approval for an alternative ticular division at the following address: to expensive avgas.

EAA A VIA nON 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.

32 JANUARY 1991

CALL TODAY FOR MORE INFORMATION

414-426-4800

Or write: EAA-STC, EAA Aviation Center, Oshkosh, WI 54903-3065

For faster service, have your airplane's "N" number and serial number; your engine's make, model and serial number; and your credit card number ready.

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Oshkosh. WI 54903·3086 VINTAGE AIRPLANE 33

By George Hardie

There are several clues in this photo that should help identify thi s month's Mystery Plane. Exact details of its in­ tended purpose are still needed . The Photo was submitted by Bill Hender­ son of Fargo , North Dakota, who states that the picture was taken at the St. Joseph-Benton Harbor Airport in

Michigan during 1930. Answers will be published in the April, 1991 issue of VINTAGE AIRPLANE. Deadline for that issue is March 5, 1991. (We've had to move the deadline dates up a bit to coordinate with the publishing dead­ lines).

The October Mystery Plane appa­

The Great Lakes Amphibian as designed by James McDonnell at the CIEtyeland National Aircraft Show, 1929.

34 JANUARY 1991

rently was a mystery to most of our readers. Charley Hayes, of Park Forest, Illinois had the answer. He writes: "The plane pictured appears to be the Wright engine version of the Great Lakes amphibian designed by James S. McDonnell. it was originally powered by two Cirrus engines of 115 h.p . and designated the Great Lakes 4T-1. The plane was underpowered with the Cir­ ris engines which were replaced with Wrights of 300 h.p . each ."

A photo of the Cirris engined ver­ sion shows it at the National Aircraft Show in Cleveland in 1929. A local story has it that it was purchased by an unknown buyer and brought to Wis­ consin where it was tried out on lake Oconomowoc. In a run across the lake it failed to leave the water. That was probably what influenced the decision to change the engines to the more pow­ erful Wrlghts . Additional answers were received by Robert Wynne, Mercer Island, Washington; H. Glenn Buffington, EI Dorado, Arkansas; and Ed Rowe , Endicott, New York . •

THE ARCHIVES

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