VA-Vol-19-No-9-Sept-1991

STRAIGHT & LEVEL

by Espie "Butch" Joyce

A number of you who have been mem­ bers for some time have heard me say before that fall is my favorite time of the year to fly. The flying weather from early September through early December here is just great! As your know, we are plagued with thunderstorms in this area during the summertime, which requires your attention, but in the fall, the thunderstorms are gone and the visibility is a lot better. One thing we are con­ cerned about here in the fall is a hurricane.

We've already had one hurricane this year pass by on it's way to the New England shoreline. A couple of years ago we had Hugo, which was really bad. Hugo took it's toll on aircraft in South and North Carolina, many of which were irreplace­ able, since so many aircraft now are out of production. That is a real shame.

On my home airport, Shiloh, there has been quite a bit of flying activity, including a lot of flight training, and it looks as though interest in flying has increased.

This year there have been six new hangars built on the Shiloh Airport owned by individuals that house various aircraft. I am proud to say that these hangars primarily shelter antique and 2 SEPTEMBER 1991

classic aircraft, believe it or not, with a few modems stuck around the comers.

I've made an observation during this late summer that brings up a question in my mind. I've had a number of people come by and visit at the airport, includ­ ing some who are good friends that I haven't seen around the field in a num­ ber of years. These people were very active around the airport for several years, and were active flyers who hung around the airport as much as I did.

Then I didn't see them for quite a while.

I have often wondered what it is that causes people with that kind of interest in flying to just walk away from it. I've seen this cycle in a good number of people. They will be really active for several years, then inactive for a while.

They show back up with as much en­ thusiasm as they had before. I'd really like to know what causes this cycle in people.

The Antique/Classic Division wel­ comes a new Chapter to our fold. EAA Antique/Classic Chapter 23, located in Richmond, Virginia is now up and run­ ning. Their first president is John Fick­ lin. His address is 605 Shrewsbury Rd., Richmond, VA 23229. Anyone who would like to join that chapter should contact John. Welcome aboard John and Chapter 23!

Ijust received the division member­ ship counts from EAA headquarters, and I am proud to announce that we have 7,251 members at this time. That figure is up almost 600 members from the same period last year! Thats great for the division. Let's see if we can all boost that number during our current membership drive. The more mem­ bers we have, the more economical it is for us to print and mail our magazine, and if the current trend continues we will be able add more color to the pages of VINTAGE AIRPLANE, adding even more to our quality publication. If anyone has any comments regarding our magazine, I'd be glad to hear from them. Also, anyone who has technical articles, people articles, articles about restora­ tion or anything of that nature to sub­ mit is invited to do so. (You bet! ­ HGF) We can always use help in

having interesting material to present to ourmembershipthroughourmagazine.

You do not have to be a polished writer to submit an article. H.G. Frautschy, our Editor, will be glad to clean it up. If its at all possible, typing it double-spaced is a big help. For more pointers on submitting an article, see H.G. 's column, "The Chief's Logbook" in the December 1990 issue of VINTAGE AIRPLANE. If you're curious how much material makes up an article, when I wrote this column, it took 4 double-spaced pages.

Some interesting figures always come out of the EAA Convention. Here are a couple: Over 5000 volunteers worked before, during and after the con­ vention. They put in an estimated 200,000 people-hours. 491 commercial exhibitors displayed their wares.

12,000 airplanes visited the convention, and of that 12,000, 2,080 where showplanes. Within that number, al­ most 900 aircraft were hosted by the Antique/Classic division. During the week, there were 41,228 air operations.

It was stated that the airport was closed on Thursday afternoon, before the show started. What some people did not hear and understand was that the field was closed to non-showplane aircraft, not showplanes. We got the report that the Flight Service stations were putting out the word that the airport was closed.

Whittman Field is never closed to Showplanes during the convention for normal operations. If you hear the air­ port is closed next year, you may want to keep that in mind.

Also a special thanks needs to be given to John Deere for providing all the John Deere vehicles, including 150 AMT's, that are used at the convention.

It's really a big help. Speaking of vehicles, our thanks to the Buick Motors division of General Motors for the use of over 130 vehicles during the conven­ tion. When you bring your showplane to Oshkosh, we present you with a photo of your plane mounted on a Participant Plaque. Our thanks to Poloroid for the donation of the film that was used during the convention.

Feel free to contact any of your of­ ficers or directors. Their names and telephone numbers are in the front sec­ tion of the magazine. They will be very willing to be of help if at all possible.

Just remember we are all better together. Let's all pull together in the same direction for the good of aviation.

Join us and have it all! •

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Henry G _Frautschy

MANAGING EDITOR

Golda Cox

ART DIRECTOR

Mike Drucks

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr. Dennis Park s

EDITORIAL ASSISTANT Isabelle Wiske STAFF PHOTOGRAPHERS

Jim Koepnick Carl Schuppel

Mike Steineke

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Espie " Butch " Joyc e 604 Highway St. Madisen. NC 27025 919/427-0216

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

Milwaukee. WI 53216 414/442-3631

Secretory Steven C. Nesse 2009 Highland Ave. Albert Leo. MN 56007 507/373-1674

Treasurer

E.E. " Buck " Hilbert

P.O. Bex424

Unien.IL 60180

815/923-4591

DIRECTORS Robert C. " Bob" Brauer John Berendt 9345 S. Heyne 7645 Eche Peint Rd. Chicago. IL 60620 Cannen Falls. MN 55009 3 12/779-2105 507/263-2414 John S. Copeland Gene Chase 9 Joanne Drive 2159 Carlten Rd .

Westbereugh. MAOl581 Oshkesh. WI 54904 508/366-7245 414/231-5002 George Daubner

Philip Coulson 2448 Leugh Lone

28415 Springbreek Dr. Hartferd, WI 53027

Lawten. MI 49065 414/673-5885

6 16/624-6490 Charles Harris 3933 Seuth Pee rio P.O. Bex 904038 Tulsa . OK 74105 918/742-7311

Stan Gomoll

1042 90th Lone. NE

Minneapelis, MN 55434 612/784-1172

Dale A. Gustafson Jeannie Hill

P.O. Bex 328

7724 Shady Hill Drive HaNard. IL 60033

Indianapelis. IN 46278 815/943-7205

317/293-4430 Robertllckteig Robert D. " Bob" Lumley 1708 Bo y Oaks Drive 1265 Seuth 124th St. Breekfield. WI 53005 Albert Leo . MN 56007 507/373-2922 414/782-2633 Gene Morris 115C Steve Ceurt. R.R.2 Reaneke, TX 76262 817/491-9110

George S. York 181 Siebeda Ave. Mansfield. OH 44906 419/529-4378

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

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lone

Ocala. FL 32672

904/245-7768

ADVISORS John A. Fogerty 479 Highway 65 Reberts. WI 54023 715/425-2455 Dean Richardson 670 1 Celeny Drive Madisen. WI 53717 608/833-1291

Jimmy Rollison 823 Carrlen Circle Winters. CA 95694-1665 9161795-4334 Geoff Robison 1521 E. MacGreger Dr. New Hoven . IN 46774 219/493-4724

September 1991 •

Vol. 19, No. 9

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

Contents 2 Straight & Level

by Espie "Butch" Joyce

4 Aeromail 5 A/C News/compiled by H.G. Frautschy 6 Vintage Liter aturejby Dennis Parks

Page 10

10 Antiques/Classics -EAA Oshkosh ' 91

by H.G. Frautschy

15 Second Chance/by Dave Barnett 18 "Floatflying " A Taylorcr aft/

by Dave Barnett 19 Corrosion Proofing For Float Flying!

by Dave Barnett

Page 15

21 The J2K And Me/by Carlton Swickley 24 Tails Of The Great Lakes/

by Bill Madden

27 Pass It To Buck/by E.E. "Buck" Hil bert 28 Calendar 32 Vintage Trader 33 Myster y Plane/by George Hardie

Page 24

FRONT COVER . .. Mitch Freitag 's Closs II Champien Award frem Sun 'n Fun '91 brightens up the Flerida skies as it cruises at 115 mph, thanks te all the neat little fairings that clean up this custem bird. Phete by Jim Keepnick, shet with Canen EOS- 1 with 80-200 lens. 1/25oth sec. a t 8 using Kedac hreme 64. Phete plane flewn

by Bruce Meere.

BACK COVER ...Carl Swickley's Fairchild 24K was pointed in the mid 1970's te represent a U.S. Ceast Guard J2K-1 .of the late 1930's. The airplane is new .owned by Jim Kjarsgaard , sen .of the .owner Carl bought the a irplane frem. Phete ceurtesy Carl Swick­ ley.

The words EAA. ULTRALIGHT. FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC .• EAA INTERNATIONAL CONVENTION, EAAANTIOUEJCLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC. are registered trademarks. THE EAA SKY SHOPPE and logos 01 the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks 01 the above assodations and their use by any person other than the above associations is strictly prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those 01 the authors.

Responsibility lor accuracy in reporting rests entirely with the contributor. Material should be sent to: Editor, The VINTAGE AIRPLANE. P.O. Box 3086.

Oshkosh. WI 5490:>-3086. Phone: 414/426-4800.

The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EAA Antique/Classic o;vision, Inc. 01 the Experimental Airaah Association, Inc. and is published monthly at EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 5490:>-3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices.The membership rate lor EAA Antique/Classic ()jvision, Inc. is $20.00 lor current EAA members lor 12 month period 01 which $12.00 is lor the publication 01 The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING· Antique/Classic o;vision does not guarantee or endorse any product offered through our advertising. We invite constructive aiticism and welcome any report 01 interior merchandise obtained through our advertiSing so that corrective measures can be taken.

POSTMASTER: Send address changes to EAA Antique/Classic o;vision, Inc. P.O. Box 3086, Oshkosh, WI 5490:>-3086.

VINTAGE AIRPLANE 3

EAA ANTIQUE/CLASSIC CHAPTER 16 The regular monthly meeting of A/C Chapter 16 for July 20th was held at the hangar of member Bob Gandy on the field at Olathe Johnson County Airport, Kansas. During the summer months we opt for cookouts and flying in place of hot and stuffy meeting rooms. It seems to work for us. Shown in the pictures are: Left to Right) Mike Elder, M.W. "Bill" Kirklin, Art "Doc" Lindquist, Lee Brown, Bob Gandy Jerry Gippner (Chapter 16 President), and Joe Ritch (Chapter 16 Newsletter Editor). Doc Lindquist was showing the progress on his Fokker D.VII. Harold Neumann in front of his Monocoupe "Little Mulligan", which looks like a miniature version of the "Mr. Mulligan" he flew when he won the 1935 Thompson Trophy race.

Frank E. Blasco

Members of Antique/Classic Chapter 16 investigate the progress on member Doc Lindquist's Fokker D.VII replica.

AlC 15178

A/C Chapter 16 Treasurer Kansas City, MO

HERE COME THE CONTEMPORARY CLASS AIRPLANES! Dear Butch, We are very glad to see the plans for a Contemporary Class. Our letter to Tom Poberezny after '89 Oshkosh was answered with a hope for a neo-classic class sometime in the future.

Our 1957 Cessna 180has 1955 floats, installed at the time the aircraft was delivered new. It has always been in足 stalled on amphibious floats .

We won the neo-classic award in 1989 and '90 at the Arlington EAA Fly足 In and are looking forward to competing at Oshkosh when the Contemporary Class is established.

We are enjoying VINTAGE AIRPLANE. Keep up the good work!

Don McGugin, AIC 16377 Ronald, WAe 4 SEPTEMBER 1991

Hale and hearty Harold Neumann and his "Little Mulligan".

(3roW!i

compiled by H.G. Frautschy

Here are the award winners from EAA Oshkosh '91. It was a record year for Antique and Classic attendance (a total of 855 antique and classic aircraft registered). Congratulations to all who participated!

T. Baker, Effingham, IL, 1941 Taylorcraft, N29654.

ANTIQUE AWARDS GRAND CHAMPION - Harold and Bob Armstrong, Rawlings, MD, 1927 Pitcarin PA-4, C-326 1.

RESERVE GRAND CHAMPION - Bob Lindley, Zellwood, FL, 1936 Stinson SR-8E, NC16164.

Customized Aircraft CHAMPION - Jerry A. Brown, Franklin, IN, 1941 Waco UPF-7, NC32080.

RUNNER-UP - Frank W. Kerner, St. Louis, MO, 1936 Monocoupe 90A, NC11793.

OUTSTANDING - Dick Farina, Washington, DC, 1945 Bucker Jungmann, NX21RF.

Silver Age (1928-1932) CHAMPION - R. W. "Buzz" Kaplan, Owatonna, MN, 1929 Curtiss Robin, NC292E. RUNNER-UP - Bill Watson, Col­ linsville, OK, 1928 Kreider-Reisner KR-31, NC7780.

OUTST ANDING OPEN COCK­ PIT BIPLANE - Arlene Beard, Fresno, CA, 1928 Bird, N14K. OUTSTANDING CLOSED COCKPIT BIPLANE - Richard S. Grigsby, Pacific Palisades, CA, 1932 Waco UEC, NC18613.

OUTST ANDING CLOSED COCKPIT MONOPLANE - Robert J. Hedgecock, Barnesville, GA, 1929 Stinson SM-2AA, NC8471.

Contemporary Age (1933-1941) CHAMPION - The Morrisons, Glendale Heights, IL, 1938 Beechcraft F17D, NC1878l.

RUNNER-UP - Fred J. Kirk, Ft. Lauderdale, FL, 1940 Howard DGA­ 15P, NC22423.

OUTST ANDING CLOSED COCKPIT BIPLANE - William G. Nutting, Prescott, AZ, 1941 Waco SRE, NC1252W. OUTST ANDING OPEN COCK­ PIT MONOPLANE- Bill Rose, Bar­ rington, IL, 1937 Ryan STA Special, N17368.

OUTSTANDING CLOSED COCKPIT MONOPLANE - Lowell

World War II Era (1942-1945) CHAMPION - Rick Atkins, Placer­ ville, CA, 1942 Howard DGA, N67722.

Transport Category CHAMPION - Michael Araldi, Lakeland, FL, 1941 Lockheed 12A, N33650.

RUNNER-UP - US Air, Winston­ Salem, NC, 1942 Douglas DC-3, N44V. OUTSTANDING - Continental His­ torical Society, Dallas, TX, 1940 Douglas DC-3, NC25673.

WW-II Military Trainer/ Liaison Aircraft CHAMPION - Tom Dietrich, Kitchener, Ont., Canada, 1941 De­ Havilland Tiger Moth, CF-CTN. RUNNER-UP - Jim Rahn, Guelph, Ont., Canada, 1941 DeHavilland Tiger Moth, CF-CLW. OUTSTANDING - Chuck Andreas, Neenah, WI, 1941 Stearman, N33162.

OUTSTANDING - John Drews, Lake Mills, WI, 1942 Fairchild PT-26, N9198H. CLASSIC AWARDS GRAND CHAMPION - David Sol­ vachek and Sam James, Colgate, WI, Beechcraft C35 Bonanza, N2017D RESERVE GRAND CHAMPION - Jack Shahan, Stone Mountain, GA, Cessna 140A, N9633A. BEST CLASS I (0-80 HP) - Darin R. Hart, Greenville, TX, Piper J-3, N70496.

BEST CLASS II (81-150 HP) - Dick Pedersen, Tony, WI, Luscombe T8F, N211G. BEST CLASS III (151 HP AND ABOVE) - Paul Doughterty and Paul Doughterty, Jr ., Warrington, PA, Cessna 195, N195PD. BEST CUSTOM CLASS A (0-80 HP) - Donald E. Claude, Dekalb, IL, Taylorcraft, N96440.

BEST CUSTOM CLASS B (81-150 HP) - Scott Cox, Ft. Lauderdale, FL, Cessna 120, N2460N. BEST CUSTOM CLASS C (151 HP AND ABOVE) - D. Scott Ander­ son, Etowah, TN, Swift, N80555.

Outstanding In Type AERONCA CHAMP - Richard Lyon and Fred Price, Onalga, IL, NC81455 .

AERONCA CHIEF - Wilbur Hos­ tetler and Ray Johnson, Marion, IN, N3469E. BEECHCRAFT - Georgene and Don McDonough, Palos Hills, IL, Bonanza N5186C. CESSNA 120/140 - Jack Cronin, Denver, CO, 140A, N9405A. CESSNA 170/180 - Lerdy Geisert, Medford, NJ, 180, N1564C. CESSNA 190/195 Robert Skingley, Westland, MI, 195, N2126C. ERCOUPE - James Retzlaff, West Bend, WI, N94426.

LUSCOMBE - Ian R. Hjertaas, Mil­ waukee, WI, N2922K. NA VION - Larry Woodfin, Jarret­ tsville, MD, N222LW. PIPER J-3 - Dan Haas and Rick Helander, Galesburg, IL, N70669.

PIPER (OTHERS) - Dan Kloker, Owasso, OK, Piper PA-12, N3997M. STINSON - William Whiting, Min­ netonka, MN, N108WW. SWIFT - Mark Holliday, Athens, TN, N80966.

T A YLORCRAFT - Paul E. Nuss, Sr., Patton, PA, N44274.

LIMITED PRODUCTION - Jim Zantop, Whitmore Lake, MI, Seabee, N4512.• VINTAGE AIRPLANE 5

VI~TA(3~ LIT~l2ATUl2~

by ()ennis Varks~ ~ Library/ Archives ()irect()r

Sopwith Schneider racer of 1929 with 450 hp Jupiter radial engine.

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt. 8) DIVERSIONS Though the National Air Races were the highlight of what we consider the Golden Age of air racing, there were other significant events. Among other significant events of the 1930' s era was the end of the Schneider competition in 1931 and the international air race from London to Melbourne in 1935.

SCHNEIDER TROPHY The Schneider Trophy race, which was the first competition of internation­ al significance, began in 1913. The trophy was announced in 1912 by Jac­ ques Schneider for an international speed contest for seaplanes. Schneider was a mining engineer who became in­ terested in aviation when he met with Wilbur Wright who, in August 1908, brought his new Model A aircraft to France and demonstrated it in flight at Le Mans.

This new interest in aviation merged 6 SEPTEMBER 1991

with his interest in hydroplane racing and when Schneider was no longer able to compete in racing through an acci­ dent, he became a promoter of aviation sporting events. In an effort to promote the development of seaplanes he estab­ lished the Schneider Trophy contest.

This seaplane competition was to be a contest between national aero clubs rather than individual pilots with each club allowed three entrants. The rules stated that the competition must take place on a course over the open sea and be over a distance of the equivalent of at least 150 nautical miles. For that reason the aircraft were required to un­ dergo complex seaworthiness trials.

Any national aero club affiliated with the Federation Aeronautique Interna­ tionale could issue a challenge to the club holding the trophy which would then be responsible for organizing the next contest to defend its title. An im­ portant part of the rule was that the country which succeeded in winning the trophy three times in five years would

be declared its permanent holder and the series of contests would be terminated.

The first contest held in Monaco in 1913 was won by Frenchman Maurice Prevost who flew a Deperdussin to a speed of 45.8 mph. Over the years the race was to see a wide variety of seaplanes built by aviation companies and entered for the competition. Along the way the Schneider races and race planes would set and hold the world's speed record from 1917 until 1935.

In all there were twelve contests spanning 18 years. The main contest­ ants were Britain, France, Italy and the United States. But France never won after 1913 and no United States aircraft participated after 1926 though they had won in 1923 and 1925. The major rivals were thus Britain and Italy with Italy winning three times and Britain five times, retiring the trophy in 1931 after a third win in five years.

Biplane seaplanes and flying boats dominated the early contests. Some very advanced twin-float biplanes were

Curtiss R3C-4 with 685 hp Curtiss V-1550 engine.

among the winners as late as 1925 when the Curtiss R3C-2 with Jimmy Doolittle won at a speed of 232.6 mph. However, it was the aerodynamically clean, highly powered monoplanes which became the symbols of the Schneider Trophy, with Supermarine and Macchi designs powered by Napier, Rolls-Royce, Fiat and Isotta-Franchini engines which brought racing seaplane performance to its peak, a peak which is still unsur­ passed today as the world's speed record for seaplanes set in 1935 still stands.

THE LAST SCHNEIDER It was 1931, the year of the Second Thompson Trophy and the first Bendix race, that saw the twelfth and final Schneider contest. Great Britain had the opportunity of retiring the trophy in their possession having won in 1927 and in 1929. The winning speed in 1929 was 328.63 mph . Comparing this to the winning speed of the 1931 Thompson which was 236.24 mph by Lowell Bayles in the Gee Bee Z and the winning speed of 223 .04 in the Bendix by

The Cu rtiss R3C -2 with whic h Lt. Doolittle won the 1925 Schneider Contest.

Doolittle in the Super Solution shows that the land planes still had a way to go to catch up with seaplane performance.

There are several ironies involved with Britain's victory in 1931. The first is that in spite of the fact of how well­ known the Schneider competition was for fostering the Spitfire fighter, Sir Hugh Trenchard, Marshal of the Royal Air Force, three days after the 1929 victory opposed any future involvement in the efforts to win and to retain the Schneider Trophy writing, "I can see no value in it."

The British Cabinet did vote not to provide any funds for the 1931 competi­ tion leaving private enterprise to pro­ vide the money for any venture.

Fortunately for Britain funding did come forth, mainly from Lady Houston, who provided around $485,000.

Another irony was, in spite of all the effort to redesign and build two new Supermarine S.6B racers to take the new Rolls-Royce engines, the effort was not needed as there was no competi­ tion. However, the effort did result in new closed course speed record for either land or seaplane of 340.1 mph.

Short-Bristow Crusader of 1927 with Mercury radial engine of 860 hp.

The world's straightaway record for seaplanes was held with the Schneider race, though not part of it. In this event a Supermarine S.6B set a record average of 407 mph with a fast lap flown at 409.5 mph.

Another irony is that the United States could probably have retired the trophy in 1925 had it not cancelled the 1924 contest for lack of competition.

This would have ensured two victories for the United States and in 1925 with foreign competition the United States blew the competition away with Doolit­ tle and the Curtiss R3C-2.

US ABSENT Like the British government in 1929, the United States decided in 1925 not to continue to pursue the Schneider Trophy, but, unlike them, no private funds were sought or forthcoming. In an article in the October 1931 issue of AERO DIGEST, Frank Tichenor la­ mented the absence of American entries.

"The American situation with regard to this great speed contest is regrettable in the extreme. We were not repre­ sented this year although we had won in 1923 and 1925; in 1926 we withdrew.

Our speed record, 266.59 mph, was set nearly eight years ago. That this great and rich nation which twice had proved its ability to achieve supremacy in Schneider speed contests should have been defeated by sheer unwillingness of those who should have supplied the funds must be a humiliation to every American. There was no occasion for this defeat by default.

"We have the brains, the skill, the pluck, the cash for victory, the manufac­ turers who can build in competition with the world. To have competed comVINTAGE AIRPLANE 7

Supermarine S.6B winner of the last Schneider Contest in 1931.

petently would have cost money, yes; but it will cost us more, in the event of war, not to have behind us what par­ ticipation in this race would have taught."

LONDON-MELBOURNE RACE WORLD'S GREATEST RACE Unlike the lack of interest that was shown towards the Schneider Trophy contest after 1925, there was strong in­ terest shown in the United States for the MacRobertson challenge.

The idea of a race from London to Melbourne came from the Mayor of Melbourne in 1932. The state of Vic­ toria was planning to celebrate the cen­ tenary of its founding in 1834. The Mayor suggested that one of the events should be an air race to show how air transport had brought Australia closer to its mother country.

The idea was taken up by a mil­ lionaire Australian sweets manufacturer Sir Macpherson Robertson, or "Mac­ Robertson" as he liked to be called. The route was from London to Melbourne via Marseille, Rome, Athens, Baghdad, Allahabad, Calcutta, Rangoon, Bangkok, Singapore, Darwin and other intermediate stops.

The race was quite an undertaking with a course through eight countries, over high mountains, across vast deserts and long ocean crossings. Airfields were grass or dirt and navigation facilities sparse.

Despite the distance of the race and all of the difficulties to be faced, there were 64 entries for the race. Of these, 20 left the starting line at Mindenhall airfield and a dozen reached Melbourne.

A large number of aircraft entered were American, a fact noted by Max Karant in the article "Yankee Aircraft in the Big Race" in the November 1934 issue of POPULAR AVIA TION. "England to Australia - as grueling and exacting a hop as has ever been 8 SEPTEMBER 1991

This Supermarine S.6 won the 1929 Schneider Trophy.

attempted by an aircraft - is the route that over sixty airplanes, ranging from small sportplanes to giant high-speed transports, will take in the latter part of October, when they vie for first honors in the international MacRobertson race.

"An astonishing fact is that, of the sixty-odd machines entered in the flight, over twenty are American built - many of them being flown by Americans, several by foreign pilots. All these s?ips of American origin have had very little altering or 'souping up. '" "No greater tribute could be paid American aeronautical engineers than was when a number of foreign aircraft companies and pilots - all of them with access to the best flying equipment in their home countries - placed their or­ ders for standard American airplanes and announced that they would fly these ships against all the special long-dis­ tance racers that have been built by European contestants.

"Lockheed and Douglas are the American favorites. Wiley Post has entered his 'Winnie Mae,' a three-year­ old Lockheed Vega, and has altered his ship only to install a supercharger and special tanks. Finishing touches are being put on an Orion at the Lockheed factory at Burbank which will be flown

by Laura Ingalls, while Ruth Nichols is

planning to race a Lockheed Altair.

"Foreign pilots who will fly Lock­ heeds are Sir Charles Kingsford-Smith, the Australian ace, who has just taken delivery on his Altair; James Woods prominent English sportsman pilot will fly the late Glen Kidston's three-year­ old Vega; and Michel Detroyat, French ace, who purchased a standard Orion last year and will install a Hispano­ Suiza radial engine for the race.

"According to announced plans, Harold Gany, of the famous Post-Gatty round-the-world team, will fly a stand­ ard Douglas DC-2 in the event. Another DC-2 has been entered by the Dutch airline, K. L. M., and will be flown by two of that lines crack pilots.

"It was first thought that Col. Roscoe Turner would also fly a Douglas but he and Clyde Pangborn recently an­ nounced that they had altered their plans and have now teamed up to fly a Boeing 247D airliner, identical to the ships now in use on United Air Lines. Pangborn had earlier announced his intentions of piloting a special Gee Bee in the race."

The official entry list contained 64 entries. It included 18 American, 17 British, 12 from Australia and New Zealand, 7 French, 4 Dutch, 2 Italian and 1 each German , Portugues e ,

Bellanca Flash ordered by James Fitzmaurice for the MacRobertson Race.

aircraft to cross the finish line near Mel­ bourne. The Hand­ icap Race also required landings at control points but al­ lowed "time outs" to be taken at stops at ap­ proximately 500 mile intervals along the route.

The Handicap Race winner would be the contestant with the lowest actual flying time less a handicap allowance time com­ puted by the length of the race divided by a formula. The Hand­ icap formula was devised to favor effi­ cient airplanes carry­ ing useful loads. Nine aircraft were entered in the Speed Race, 27 in the Handicap Race Clyde Pangborn and Roscoe Turner, third place finishers of and 28 entered in both the MacRobertson Race in the Boeing 247. races.

win the MacRobertson. Three of these slick aircraft were built for the race, one won, one placed fourth and the third was forced out in Karachi. Beautiful, slim and fast the Comet caught the attention of the world and its aerodynamics and wooden structure would lead directly to the formidable World War II Mosquito bomber.

Almost as surprising as the Comet's record was the second place finish of the Dutch entered Douglas DC-2 flown by Royal Dutch Airline pilots Paramentier and Moll. They did this while flying the regular K. L. M. air route to Batavia, carrying passengers and 30,000 letters for an elapsed time of 90 hours and 13 minutes. The response to this Douglas twin-engined transport was so great that K. L. M. ordered ten more DC-2s.

In a result that reinforced the state of modem air transport, the Turner and Pangborn Boeing 247 of United Air Lines finished third with an elapsed time of 92 hours 55 minutes for an average speed of 121.5 mph.

THE VICTORS Blazing across the sky from London to Melbourne, the aptly named De Havilland "Comet" of C. W. A. Scott and T. Campbell Black arrived at the finish in Australia after 70 hours and 54 minutes at an average speed of 159 miles per hour. They had spent 53 hours and 52 minutes in the air for an average of 180 mph.

Britain's Comet was conceived, designed, built and tested in an amazing nine months - all for one purpose - to

The British publication FLIGHT's editorial of October 25, 1934 exalted their country's victory in the Mac­ Robertson.

"We have won. Bravo Scott! Bravo Campbell! Bravo DeHavillands!

Bravo all others who helped in the mag­ nificent achievement!

"This has been the greatest long race in the whole history of flying . It means so much that for the moment the brain almost reels in thinking out all that it does mean. Our first thought must be that British design has once again been vindicated. When Great Britain made the effort, she won the F. A.1. world's records for speed, height and distance. Those records ha ve been taken from us by foreign nations, and we have made no attempt to recover them. To that extent British prestige sank in the eyes of the aeronautical world.

"It is no use talking about what we could do if we tried. It is achievement and only achievement which counts, and those three records as held by for­ eigners. Now, in a new sphere of aeronautics, in conditions never before laid down, British design has won a victory which places it upon the summit in the eyes of the world." •

Swedish and Danish. The aircraft listed included 24 American planes and 27 planes equipped with American en­ gines.

RULES AND REGULATIONS There were two concurrent races in MacRobertson competition, a Speed Race and a Handicap Race. The Speed Race contestants were to land at six predetermined checkpoints along the route. The winner would be the first

DeHaviliand Comet Racer, winner of the MacRobertson London - Melbourne race of 1934.

VICTORY!

VINTAGE AIRPLANE 9

Harold and Bob Armstrong in their white Pitcairn coveralls pose with their Antique Grand Champion Pitcairn PA-4 Fleetwing ,

by H.G. Frautschy Wow! What a turnout! There was little extra grass to be found after all the parking of the Antiques and Classics that came to EAA Oshkosh '91. Blessed with good flying weather from the central midwest out to the west coast, many airplanes that had in the past been stopped by the weather were able to make it to the south half of Wittman Field for a week that would prove to be one of the best yet. The weather turned nasty only on Sunday, which would un足 fortunately result in the cancellation of the Antique/Classic Parade of Flight, due to soggy conditions on the grass runway that is used for this event. We'll get 'em next year! Let's all hopethatthe cool weather this year is the start of a new weather pattern for the EAA Con足 vention - I'm sure everybody wouldn't mind wearing a windbreaker every now and then next year!

In the Custom category, Jerry Brown's Waco UPF-7 (left) was char足 acterized by Ray Brandly, President of

10 SEPTEMBER 1991

a; 0.

0.

:J

~

o

u

Jimmy Younkin wowed 'em during the daRy alrshow with his smooth aerobatlc routine in this Beech 18.

The proud Captain of the Champion Transport Category aircraft, Mike Araldi.

the National Waco Club, as "One ofthe finest restorations you will ever see."

The judges and the public agreed. Very close behind Jerry was the Monocoupe 90A of Frank Kerner and the Bucker Jungmann of Dick Farina.

Fresh from his selection as the "Flag足 ship of the Navion Fleet" at the Navion Convention held the week prior to the EAA Convention in Appleton, WI, Larry Woodfin took top honors in the Outstanding In Type - Navion category.

Tough to do with all the Navions that were present - a total of 49 arrived from Appleton in a mass in-trail flight, ac足 cording to Don Schumacher, Co-Chair足 man of the 1991 Navion Fly-In Convention.

VINTAGE AIRPLANE 11

8~==========================~-r==========================~

c

o o

t:

t= os:c

..

'"o..

John MacPherson and his 1940 Harlow PJC-2, Serial number 7. o

12 SEPTEMBER 1991

Sam James and David Solvachek rest on the wing of their Grand Champion Classic

Beechcraft C35 Bonanza.

Navions, Navions . . . The new parking arrangements must have satisfied a num足 ber of aircraft owners, as a record 150 antiques and 705 classics came to roost within the friendly confines of the Antique/Classic parking area.

!a. :J

s: ~

o

u

The "Flagship of the Navion Fleet", Larry Woodfin's 1949 Ryan Navion.

Richard Lyon and Fred Price did it again with their "Outstanding in Type" Aeronca 7AC Champ.

"5 u

Two Porterfields from California! Leroy Blum flew from Glendale, CA. Glenn Peck kept him company with Lane stuart's Porter­ field from San Luis Obisbo.

From Athol, Idaho, this rare Fairchild 45, named the "Lake City Lady" brought Roger Dunham and his friend Ray Fagre. Roger flew the Fairchild to Oshkosh as part of a local fund raising effort in Athol to help the homeless. Entrants guessed the time it would take for the airplane to reach Oshkosh.

Jack Shahan pauses by his Reserve Grand Champion Classic Cessna 140A.

Finally, the Golden Age of Air Racing display proved to be very popular. To see Jim Younkin's Travel Air Mystery Ship and his Mister Mul­ ligan "racing" in the pattern was enough to make you stop dead in your tracks.

What a time it was! I can't wait to see Steve Wolf's Gee Bee R-2 fly . What a marvel that airplane is, with beautiful workmanship. The all metal cowling was worked on an "English wheel" to a flawless contour. We'll have more on individual aspects of Antique/Classic activities in subsequent issues of VINTAGE AIRPLANE. See you here next year! • VINTAGE AIRPLANE 13

!a. :J

~

o

<I)

a

UL足____________________________________________

Dick Pedersen with his Best Class II Classic Luscombe T8F.

~

Bill NuHing of PrescoH, A1. and his Waco SRE.

On the takeoff run, Rudy Komin lifts one Edo 1400 float to ease his takeoff in his Aeronca 7AC, equipped with a 115 hp Lycoming.

Seaplane Base volunteer Suzanne Dee handles the radio at the base.

Bill Watson banks away in his 1928 Kreider-Reisner KR-31 over Lake Win足 nebago.

14 SEPTEMBER 1991

SECOND CHANCE 足

ISLAND HOPPING IN A

TAYLORCRAFT

In 1984, things were looking badly for 1946 Taylorcraft N96970. After many years and approximately 3,000 hours in the air as a floatplane - the equivalent of eight times around the globe - the plane was bashed in the tail and severely damaged by a fishing boat at Sitka, Alaska. The insurance com足 pany totalled the airplane, but the owner thought it deserved a second chance and kept it for a time before selling it to a hopeful new owner who never quite found the funds to pay for it. He did, however, move it by boat to Wrangell, causing additional damage in the process - just one of many indignities the plane was to endure. In time, the original owner , Keith Heibert, reclaimed 970 and in February 1984 sold it for the second time.

As its new owner, my first concern was to get the plane home to Juneau where it could be restored. But first it suffered another affront when the State Department of Transportation moved it around on the apron at the Wrangell airport and gouged the floats with a forklift. D.O.T. then blasted shotrock at a nearby quarry and dropped a rock through the fabric of the left wing,

by Dave Barnett

(EAA 350551, Ale 15585)

where a rock fragment remained hidden inside until the wing was recovered . To wind things up right, D.O.T. neglected to tie it down, but, fortunately, there was enough rainwater in the floats to keep the plane from blowing over in the wind.

It seemed as though someone had decided 970 had no right to live; after all, it had been under attack by sea, land and air. But things were about to turn around for 970.

Stits materials were barged up from Seattle, and replacement tail surfaces recovered in Juneau with DI03 fabric and painted Juneau White, using Stits

With her tailfeathers straightened, 970 is prepared for her flight home to Juneau.

VINTAGE AIRPLANE 15

Frank Ramsey used his boom truck to get the plane off its floats and onto wheels, so it would fit into the shop.

16 SEPTEMBER 1991

Poly tone. In Juneau, Paul Frantz, a local lA, oversaw my work and lent encouragement while, in Wrangell, another lA, Joel Tegeler, inspected the plane and helped get a ferry permit. Joel had a Taylorcraft of his own, N5057M, which had been in the family for decades and he knew the planes well.

His Taylorcraft was beautifully restored long before the work on 970 was finished.

Most of the summer was spent in getting the plane ready for that one flight to Juneau, but by August the weather - always a factor in normally wet southeast Alaska - was turning sour and it wasn't until September 15 that the flight was possible. Joel and another mechanic helped move the plane to the launching ramp near the threshold of Runway Nine, where the tide finally floated it free. Joel perched on the riprap, trying not to look obvious足 ly worried, while I hand-propped the engine from the righthand float and then climbed inside the cabin. It would be my second flight in a float equipped Taylorcraft. Joel said later he was more worried about my admitted lack of floatplane experience than any deficien足 cies in the plane, but the plane had me at least a little worried. To be charitable about it, the plane looked awful (at best). But, after six months of effort trying to get the plane back into the air

Not quite yet fully restored, N96970 rests in the rain at the Wrangell Airport.

With new tail feathers and one new strut, 970 was rolled out for the launch ramp, but weather delayed the flight.

The T-Craft at a bush strip near the head of Lynn Canal in southeast Alaska .

On wheels, the Taylorcraft makes a good beach plane due to its light weight. Dave Barnett relaxes with his plane.

and home to Juneau, it was time to give it a go.

We shouldn't have sweated it; the plane flew off the water without a hitch and climbed steadily away from Wran­ gell Island, the C85 engine running flawlessly - in part, thanks to the car­ buretor Joel had lent to the project for this flight. The plane was slightly out of rig, but otherwise a delight to fly. The two hour flight was uneventful and upon arrival, I phoned Joel so he could un­ cross his fingers.

Although I didn't know it at the time, Roy Cagle got a picture of 970 as it looked that day in 1984. Roy is a longtime pilot and photographer. A retired crop duster who made his living with Snow agplanes, he is very knowledgeable about antique/classics and seldom passes up a chance to photograph one. We eventually be­ came acquainted and have since flown several times in the Taylorcraft, but I didn't see Roy's photo until 1990 when he happened to mention it. Roy has a fondness for Taylorcrafts, having owned one himself.

John Scott, another aviation en­ thusiast, helped disassemble 970 and stored the floats at his house. He even­ tually got his license and bought an airplane, proving that aviation is truly infectious. Over the next two years, 18 months were spent - evenings and weekends - restoring 970. The effort and expense were discouraging, but my very understanding wife was always supportive and the plane was finally completed, both as a floatplane and wheelplane - the first time it had been on wheels since 1956.

It was my one and only aircraft res­ toration project. If I had it to do over again, I'd certainly change one thing: the tinted windshield. Tinting is an abomination when flying in the dim light caused by low clouds and fog so common in the southeast portion of Alaska. r d also consider painting the wings a dark color, as the black bands on the wings are always frost-free an hour or more before the ice bums off the white sections. Finally, I might con­ sider finishing the fabric in Aerothane, which is glossy and long-lived, but it is a nuisance to shoot and Poly tone is far easier to touch-up in the field. Since 970 isn 't hangared and the ravens have punched no less than 16 holes in the wings (requiring patches of 2-9 inches in diameter), Poly tone is probably better for this plane, even though it has to be VINTAGE AIRPLANE 17

Nine seven zero at rest in the shore of the Yukon river in far-western Alaska near the village of Kaltag.

waxed twice a year.

After the restoration, 970 has been flown about 300 hours in Alaska, British Columbia and the Yukon, most­ lyon floats. The plane is noisy, cold, cramped and a lot of fun to fly . Its longest trip was a three week jaunt that started in Juneau, went up the Stikine

and Pelly Rivers and covered most of the length of the Yukon River to far western Alaska and the Yukon-Kuskok­ wim Delta. Round trip took about 60 hours of tach time. The only problem with the plane was a broken bracket on the single, over-sized rudder. Colin "Brownie" Brown, a floatplane pilot in

Galena, fixed that in short order and wouldn't accept any payment. That's one of the best things about flying, you meet good people as well as get to go places.

One day in Juneau, I compared notes on small floatplanes with Paul Wescott.

Paul is the owner/builder of an Avid Flyer on floats (featured in EAA's "Ex­ perimenter" magazine), based - like 970 - at Auke Lake. Paul liked the proven design of the Taylorcraft and the four-cycle engine, while the folding wings and spectacular performance of the Avid got my attention. Looking at the two of them, you soon realize they have a lot in common - no surprise since the Avid designer, Dean Wilson, has been known to commute to work in a plane designed by C. G. Taylor: a T-Craft.

Of the two planes, 970 has a longer history, of course. Once a trainer at Kenmore Air Harbor in Washington state, 970 has been helping pilots to learn float flying and simply taking people places now for 45 years. After a total of something like 4,000 hours in the air and three or four rebuilds, it's still a useful airplane and has surely proven it deserves a second chance.

"FLOATF'LYING" A TAYLORCRAFT

AnlphlibitOUS OHer towers over the In southeast Alas­ about float

Depending on who does the talking, an 85 hp Taylorcraft on floats offers surprisingly good performance or takes miles to get off the water - if it gets off at all. This difference of opinion deserves some explanation.

Under normal conditions - some wind, some chop - 970 routinely levitates in 22 seconds with just one aboard and about four hours' fuel, plus the State of Alaska mandated survival 18 SEPTEMBER 1991

gear. In comparison, a 180 hp Super Cub operating off the same lake gets airborne in about 12 seconds. (Remem­ ber, these are routine takeoffs, not all out maximum efforts. I have managed to horse 970 off the water in about 16 seconds with the help of a stiff breeze, but that's hardly representative.) Con­ sidering the modest power-to-weight ratio of the C85 equipped Taylorcraft, 22 seconds seem reasonable, but that

figure doubles when a passenger is aboard, and 35 to 40 seconds is a typical time. A Taylorcraft pilot soon learns to travel light and avoid the smaller lakes when there's a passenger aboard; how­ ever, as Paul Frantz observed, it's a fun plane to fly if the pilot will "work with the airplane."

When heavily loaded, standard prac­ tice is to lift first one float and then the other in order to get up to flying speed.

If you like to work with the airplane, that's no problem, but if you expect to simply firewall it and go, then the takeoff run is bound to be overlong.

Unfortunately, without flaps, the older models just can't be "popped off' the water.

The Continental powered Taylorcrafts of 65 to 100 hp are not heavy lifters by any means , but reasonable loads can be carried if the chore is approached in the right way.

With the baggage compartment on the 85 hp models placarded for only 30 pounds (on floats) or 50 (wheels), cargo

is carried on the seat next to the pilot.

This keeps the c.g. well forward where it must be for a water takeoff. Bulky loads can be accommodated by remov­ ing the control yoke and U-joint (if not removed, the U-joint might jam the con­ trols) on the left side. Yes, that's nor­ mally the pilot's side. Float equipped and without electro-mechanical starter, it makes sense to fly a Taylorcraft from the passenger side. That way, the pas­ senger can stay seated on the left while the pilot back-props the engine and then gets in without disturbing anyone or the cargo, as the case may be.

Hand-propping any airplane should be approached with caution, but the lit­ tle Continentals are usually among the very easiest to start. Actually, with modern handheld radios, there is no pressing need for an electrical system with starter and generator, but one can be added to most T -Crafts already equipped with an accessory case on the engine and a long motor mount. There is a weight penalty, and the parts are costly . T-Crafts with short motor mounts can be recognized by their pug noses, about four inches shorter than the others.

Taylorcrafts are willing performers.

One pilot of an 85 hp Taylorcaft told me - and I believe him - that he once got aT-Craft airborne with 900 pounds in it. That's twice the normal, useful load.

This was at sea level, of course, but the takeoff run must have been something to behold. The simple fact is, the early model Taylorcrafts with their huge bag­ gage compartments will hold more than they ought to if the plane is to fly.

In addition to existing flight condi­ tions and pilot skill, several things in­

fluence performance besides the limited horsepower of the little Continental en­ gines. The EDO 1320's are well made floats that only knock off 10 mph, as opposed to cruise speed on wheels, but they act more like water skis than floats when heavily loaded - and this seems to make the takeoff effort go up geometrically as the weight increases.

EDO 1400's, although seldom seen, were certificated for 65 and 85 hp Taylorcrafts, and bigger floats would help reduce takeoff runs. By way of comparision, the F-19 Taylorcaft with the 100 hp Continental-0200 is certifi­ cated with 1500's, and Aqua 1500 floats are often used. The 115 and 180 hp Lycoming powered Taylorcrafts ap­ parently use Aqua 1500's or 1800's, according to the advertising brochures put out by Taylorcraft Aircraft Corpora­ tion in Lock Haven, Pennslyvania. Late model Taylorcrafts should be excellent performers on floats, well able to com­ pete with the likes of Super Cubs, Chris­ ten Huskies and Artic Terns. It's gratifying to see this old favorite upgraded at last.

The propeller installed is also a fac­ tor, and a big one. The standard seaplane prop - McCauley 71 x 44, as used on 970 - limits takeoff RP.M. to only a bit over 2300 RP.M. Since the engine is rated at 2575, the engine is only developing 60 hp. A flatter pitch prop would get the RP.M. up to a more useful range and probably wouldn't hurt cruise performance all that much. The airframe makes efficient use to 85 hp, cruising at an indicated 85 to 90 mph at 2200 to 2300 R.P.M. depending on loading and flight conditions, while burning five gallons an hour of car gas.

If 85 mph on 85 hp doesn't sound very speedy, c'onsider the Cessna 150 on EDO 1650's once owned by Paul Frantz. It cruised at 105 mph on 150 hp.

John Buck of Kinetics, Inc. in Britt, Iowa has been trying for some time to get FAA approval to use the Roby, a controllable pitch prop, on 970. This would allow the engine to develop full power. Unfortunately, the Roby was never certificated with the 85 hp Con­ tinental in this application, although it was approved on Taylorcafts with the 65 hp Continental and the 85 to 100 hp Continentals in other applications. This very interesting propeller was designed for tapered crankshafts, and an adapter is available to make them usable on most small Continental engines even with the flanged crank. If and when the Form 337 is approved, a Roby prop will go on the nose of 970. It should increase performance dramatically.

Late production Taylorcrafts with 115 or 180 hp Lycomings and flaps are bound to be outstanding performers on floats, but the older models with Con­ tinental engines of up to 100 hp offer reasonable performance at lower cost.

For sport flying - provided the pilot knows his own and the plane's limita­ tions _.. the older Taylorcrafts are good bets. If you know how to go about it and are willing to work with the airplane, the Continental powered Taylorcrafts will get you where you want to go.

Anyone interested in Taylorcrafts would be smart to contact the type club, a great source of information : Taylorcraft Owner's Club, 12809 Greenbower, N. E ., Alliance, OH 44601.

CORROSION PROOFING

FOR FLOAT FLYING

A tube and fabric float plane needs a thorough "float kit" if it's to survive in a coastal environment. For example, Joel Tegeler once found the unprotected tail feathers of a Super Cub rusted out after only three years in southeast Alas­ ka. They had to be scrapped.

Stits materials and methods were used religiously in restoring 970, but other steps were also taken to protect the airframe. The fuselage tubing had al­

ready been aluminumized, which is the single best thing you can do to prevent corrosion. The aft end of the fuselage had been replaced after the accident, and that part was treated with wash primer, epoxy primer and top-coated with Stits Aerothane. So far this com­ bination has stood up well, but I wish it had been possible to aluminumize the repair section. Incidentally, all aluminumizing has to be removed

before any welding is attempted.

In addition to aluminumizing and painting, each tube in the fuselage was inside-oiled with TubeSeal. On Joel's T-Craft, automotive brake bleeders were welded into opposite ends of all four longerons. With this set-up, the tubes can be flushed out and peri­ odically retreated with hot linseed oil­ a very good idea. With 970, the Stits instructions were followed : drilling VINTAGE AIRPLANE 19

After the damage to the aft fuselage was repaired, the entire area was sandblasted.

1/8" holes and filling them with pop rivets after adding the oil. It's less con­ venient this way, but the welding, which would have bumed off some of the ex­ isting aluminumizing, was avoided.

Incidentally, spraying Aerothane or any other urethane can be damaging to your health, and its toxic effects are cumulative. A respirator wasn't avail­ able, so I tried scuba gear, which John Scott generously let me use. It was a bit awkward but worked very well.

The stabilizers were coated in the same way as the fuselage, including in­ side oiling, using corks to close the open ends and keep the oil inside. The trail­ ing edge of the elevators is made up of small diameter tubing, and it is impor­ tant to inside-oil these tubes as well. I have seen trailing edge tubes so rusted that you could pinch them flat with your fingers. Finally, before installing the stabilizers, the support tubes on the fuselage were packed with heavy grease. It's just suicidal to neglect these tubes.

In the wings, the spruce spars were coated with clear epoxy and the aluminum with Stits epoxy (the "green stuff'). Special care was taken with the magnesium aileron brackets. (Mag­ nesium practically dissolves overnight in saltwater.) The brackets were coated according to Stits recommendations.

20 SEPTEMBER 1991

Usual practice is to then install the brackets and glue the fabric right to the brackets, but, in a saltwater environ­ ment, this invites corrosion cutting of the metal under the fabric as soon as the glue loosens and takes the protective coatings with it. This was the case with every one of the existing brackets. On 970, a hole was cut around each bracket in the aluminum skin just big enough to wrap the fabric through. This keeps the fabric away from the magnesium and prolongs the life of the brackets by years.

AN fasteners were coated with grease to inhibit rust. Open gear lube works well, especially if the fastener is under water. Boat trailer axle grease is less water resistant but also less messy. LPS­ 3 works well and is convenient to use, but it has a solvent or carrier in it as it comes from the spray can that will dis­ solve Poly tone, so it has to be used with care. Another preservative, ACF-50, is favored by owners of metal floatplanes.

Stainless fasteners were used wherever possible and nylon washers placed under screw heads to keep the aluminum un­ derneath from corroding due to galvanic action. Alternately, a good coat of paint will prevent the aluminum from sacrific­ ing to the stainless, but washers are a better choice.

To prevent abrasion and subsequent

corrosion of exposed metal, the board­ ing steps were first given the usual coat­ ings and then heavy heatshrink tubing was applied where your foot falls. The flying wires were treated in a similar way, except for top-coating them with urethane and sealing them inside clear heat-shrink tubing. This provides some protection against stone damage, and the wires can still be closely inspected over their entire length. Of course, the top wires are exposed to sunlight and the heat shrink will deteriorate sooner or later, but it does no harm when it simply cracks and falls off. Stainless flying wires weren't available but would have been preferable.

To protect them, the rudder tumbuck­ les were dipped in epoxy after final ad­ justment. Stainless cable was used, but I'm not sure it is any better than gal­ vanized because the individual wires are so small that any abrasion what­ soever will cause considerable wear. It pays to keep the floorboards free of gravel or sand that might get on the pulleys or cable guides.

All this was a lot of work, but so far corrosion has been minimal after five years in one of the most rust-prone loca­ tions in the world. A lot of land planes would benefit from similar preservation methods. Of course, it helps to simply avoid saltwater whenever possible.•

by Carlton W. Swickley (EAA 99734) Editors Note: These days, Carl Swickley is the Director of the EM Aviation Foundation's Air Adventure Museum. His involvement in antique and classic aircraft goes back a few years, as told in this article he submitted over 15 years ago. At that time he was the Commander of the U.S. Coast Guard Air Station at Port Angeles, Washington. We recently rediscovered this article during our office move, and are happy to present it to you now. His words ring true today as they did back when this was written. Surprise, Carl!

-HGF The Interest Germinates If someone had told me a year ago that

r d soon be the owner of an airplane, I would have considered the speaker to be in need either of immediate consultation with his shrink or getting his crystal ball calibrated. After all, I had a flying job and was getting plenty of flight time - never had much interest in ownership being convinced planes were expensive to operate and depreciated faster than a per­ son of my means could tolerate - my feeling toward modern lightplanes was kind of BLAH other than getting involved in an occasional rental when I wanted to take the family out around the patch.

Then an event happened that changed all this - I met the Tillmans! Barrett and Jack Tillman from Athena, Oregon (EAA

members) came to town in Barrett's N3N. A fascinating evening was spent hangar flying and hearing them talk of restoring their N3N. I was exposed to the world of antique aircraft. Their en­ thusiasm made an indelible impression.

Here was a facet of aviation I had never been close to. The more they talked, the more I began to feel a rapport with the various goals, attitudes and sense of reward which were apparently a part of the mystique of the "antiquer." They had a simple solution to what I thought was a complex question - "How do you decide what plane to buy?" "Just go to a few air shows and fly-ins," they advised, "and sooner or later, you'll see something that will strike a nerve deep down inside." Of course, at this point I was merely interested in antiques with no intention to actually buy one. Sound familiar? Anyway, since the air show season was still a few weeks away, I busied myself by reading old aviation magazines and browsing through well illustrated library books. Warbirds and some of the old classics kept catching my eye. It didn't take long to come to the conclusion that a P-51 or an F4U were not in my future unless I took up embezzling, armed robbery or got an awful lot better at poker in a hurry. The "Millionaire" (remember that?) has been off TV for years now, so no hope there. The old Stearmans, Ryan PT-22s

and Fairchild PT-19's painted up in the old Army Air Corps and Navy colors were also very appealing and had the advantage of being financially pos­ sible.

As I continued to pour over the read­ ing material, I began to notice that there didn't appear to be any old Coast Guard restorations. Now this was to me, with my Coast Guard background, an unfor­ tunate omission. My reading showed that in the 1930-1940 era, the Coast Guard operated a number of interesting, economical small aircraft in addition to the multi-engine patrol planes. Such marques as Waco, Stinson, Fairchild and Lockheed were among those repre­ sented. Curiosity led me to place an ad in Trade-a-Plane for any old USCG airframe - no response.

Next I sought some readily available type of plane which was also a type formerly used by the Coast Guard. The Fairchild 24R fit the bill. They were still available and the Coast Guard had bought four of them in 1936. The first two purchased were designated J2K-l and the second two as J2K-2. USCG serial numbers V160, V161, V162 and V163 were assigned. Why no one had ever chosen to undertake a Coast Guard restoration was a point of curiosity since the color schemes used from the 1920's to WWII were very colorful. But the Coast Guard is a small service and VINTAGE AIRPLANE 21

"E

g

(!)

~

.,;

:;;

These two pictures inspired Carl Swickley to begin his search for a Coast Guard Fairchild. The aircraft on the left, a J2K-l, USCG No. 160, was purchased in March, 1937, and was destroyed in a crash in August, 1940. The aircraft on the right, a J2K-2, USCG No. 163 was purchased in May 1937 and lost in May, 1941.

though it has a long and proud aviation history (did you know surfmen from the nearby Lifesaving Station helped the Wright brothers launch their first flight?

Or that a Coast Guard Officer copiloted the famous NC-4?), it never has received much publicity. I resolved that, if I did get involved in this foolish antique aircraft thing, the world was going to have a Coast Guard restoration to behold.

The Search Well, the air show season finally started and at my second show, I saw IT. IT was a Fairchild F24R46 (N81234) sporting a FOR SALE sign. The buy bug hit hard! Now all those malicious mental mechanisms which work wonders to convince us we ought to go ahead and do - no, MUST do - those things which in practical moments of sanity we know we shouldn ' t do, set in.

For a reasonable price, I rationalized, I could show the family all the joys so familiar to birdmen but not even imag­ ined by mere earthlings as well as own the world's first Coast Guard restoration replica antique. And since F24s were appreciating, wouldn't it be a good in­ vestment?

Now I've never been the sort to be easily taken in by snake oil salesmen or shifty swampland developers and was not about to leap into this unknown too quickly. Getting a "feel" for the used Fairchild market seemed to be in order.

Investigations were made, mostly by phone, into Trade-a-Plane F24s from Chicago to California and a "WANTED" ad was placed in Western Flyer. As this self-education process went on through the winter, negotiations continued with the owner of N81234 including a ride (first impression: a real well mannered queen; great control feel) and an inspection by my mechanic (ex­ cellent condition, no detectable problems). While the haggling process was going on, I decided to build the Guillows model of the Fairchild. The object was twofold: to see the F-24 in three dimensions and to try out the Coast Guard color scheme. The results were pleasing and served to solidify my plans.

I was amazed at the good advice friends and members of the local EAA Chapter freely gave. In particular, Dr. Rod Nixon (EAA 27725) served as con­ fidant, chief of inspiration and general

"Now, ship's sanding crew, turn to!" The author's sons, Ron and Bob pitch in to help back in the mid- 1970's.

22 SEPTEMBER 1991

morale booster throughout the project.

It was a tough decision to resolve whether to go Ranger or Warner. The Ranger won out for two reasons: (1) scarcity of Warner parts and (2) the Coast Guard J2K-l was Ranger powered. Two F24Rs were bought out from under my nose when I delayed negotiations pending an inspection by a mechanic representing me. Lesson : good deals do not last long.

The Purchase In the spring, N81234's owner and I finally got together on a price. Acting on a friend's advice, I had AOPA make a title search. What a sound move that was! Title to N81234 was about as clean as a Ranger oil strainer after 25 hours of operation. (That's not very clean to you non-Ranger types.) All the ramifications of clearing a messy title seemed insurmountable to a first time plane buyer. The services of a lawyer seemed wise at this point. One was hired and although the title could not be entirely cleared, we were able, with the owner's full cooperation, to tidy things up to where my interests were adequate­ ly protected. The sale was then con­

The author looks as though he's glad to have the tailwheel repaired!

sumated. Now I experienced another interesting thing. Those practical and cautious mental mechanisms which had so long been suppressed by the buy bug forces now surged to the front and my feet suddenly felt very cold. Oh, well!

The papers were signed and the only choice available was to press on with the project.

The Restoration Only six days were available to get the feel of this bird before the annual expired and the restoration work undertaken.

Four hours were enough to take a few laps around the field and safely complete 22 landings, no small feat after 17 years away from taildraggers. Then it was into-the-hangar-and-open-it-up for an intense look-see by my trusty A&E. I already had a short work list prepared and, as things were disassembled and opened up, new items were added to the list. "Friends" dropped by for a look and helpfully - often it seemed gleefully ­ pointed out items which should be cor­ rected. The list grew longer and longer with each passing friend; my spirits fell steadily lower. The practical and cautious mental mechanisms were now laughing at me, "I told you so." Oh, how it hurt! After four days of friendly in­ spections, I rebelled by offering to let each kibitzer fix anything he felt needed fix in '. The results were amazing. No more discrepancies were noted and the list stopped growing.

Now it was just between the A&E and me - his advice I was paying for! The annual revealed absolutely no major dis­ crepancies and I was made to feel very fortunate about this fact. Yet, to a neophyte the existing list of 48 items seemed overwhelming. Many of the tasks required parts and information re­ search = time, time and more time.

Removing an assembly for repair often revealed a new area in need of attention.

All these surprising insights are well­ known to the experienced antiquer. As the work stretched out and my estimated completion date neared and then passed, my big worry was whether I'd remember how things originally came apart, and from whence they came, when it was time to put it all back together. I franti­ cally and meticulously labelled parts and plastic baggies of nuts and bolts. I began to make out a daily work list, carrying incompletes over to the next list. This list, along with the discrepancy list, be­ came my main organizational tool.

Typical of the items corrected were: (a) generator not charging battery (b) left fuel gauge inoperable (c) apparent crack in fuselage tube structure (false alarm) (d) rudder cable loose (e) land­ ing gear fairings chafing due to oleo

extension (f) refinish and balance propeller (g) replace cracked cabin deck (h) gyro inoperable (required overhaul) (i) loose aileron bellcrank (j) birdnests in wing Correcting of these and other minor problems presented no great technical difficulties. The main requirement was the investment of large man-hour doses.

Volunteer help came and was greatly appreciated.

By this time word had gotten around as to the momentous project that was under­ way in the 01' hangar and an interesting thing began to happen. Greybeard avia­ tion people, especially retired Coasties, frequently dropped by to have a look at an old friend of days gone by. Meaning the F-24, not me. A retired Coast Guard mechanic announced one day, to my great surprise, that he had worked on the I2Ks at St. Petersburg Air Station back in 1936 and he had brought me something I might fmd of interest. He then handed me a small yellowing booklet. My eyeballs strained at their moorings when I saw the words on the cover - "Instructions For Painting USCG Aircraft - 1936." Many hours of research in a friend's aviation library had given me a fairly good idea of the color scheme, but this was too much!

Here was the detailed information needed to properly paint a I2K-1 replica exactly right. For an encore, he liberated a stack of manuals from basement storage and brought them to me. Covered were parts cross-reference manuals, starters, gener­ ators, general repair methods for wood fabric aircraft, etc. All from the 1930-40 era.

N81234 was already covered with grade A and butyrate dope. After sand­ ing extensively, which in this case was the most time consuming part of the project, and an all hands family evolu­ tion, Stits Aerothane was applied. It

would be well to point out that the square feet needing sanding ran out just about the same time as the family's col­ lective fmgertips. I found the Stits fac­ tory people very cooperative and helpful and the paint turned out to be as advertised. Thus far it is holding up well though some of my friendly ad­ visors expressed concern about apply­ ing polyurethane over dope.

The Rewards At exactly twice the estimated time for doing the annual restoration, the of­ ficial roll-out took place followed by a successful run up. Next came an un­ eventful test flight which served to give me an ever-so-small taste of the feeling a homebuilder must get on the maiden flight of his creation. (It is amazing how soon the blood returns to one's knuckles and the self-congratulatory basking sets in.) N81234, now known as 12K-1 V160, and I got further acquainted in the air and it was time for the round of summer air shows and fly-ins in the northwest. The Coast Guard paint job caused comments wherever we went but the high point was a 1st place category trophy at the Northwest Antique Aircraft Club annual fly-in at Evergreen, Washington. There were other results too. Working on the Fairchild gave me an insight, as no written words could, of aviation technology of the 1930s, an age where custom craftsmanship still meant something. This beautiful workman­ ship, as well as an aircraft quality we could call "character," has apparently been sacrificed to the pressures of lower production costs. Some would call that progress. Such serious philosophical matters are better set aside for now as it is suddenly 1936 again . . . the 12K and I fly off into the sunset having completed another lifesaving mission for the Coast Guard. •

A scene recapturing 1937.

VINTAGE AIRPLANE 23

:TAILS OF THE GREAT LAKES

by Bill Madden

(EAA 8827, Ale 4949)

As the title to this piece suggests, it was inspired not so much by the original Mystery Plane article in the February 1991 issue of VINTAGE AIRPLANE but by the answers published in the fol­ lowing May issue. Since the material that appears in the Mystery Plane series is likely to be used as a reference by others, we owe it to them to be as ac­ curate as possible. It appears that a lot of folks may have been fooled by this one, therefore, the author would like to make a rash statement, attempt to make a case for that statement, and then stand by and see how much flak he takes.

Here goes.

The Mystery Plane for February 1991 was NOT a straight-wing model Great Lakes. It was not a particularly early model Great Lakes. It WAS a Great Lakes 2T-IA but it was one of the 1930/31 models also called the "late model" or "big-tail" (Rankin tail?) model.

The following justification for the above statement is based on consider­ able study and the fact that the author 24 SEPTEMBER 1991

has been fortunate enough to be able to do a side-by-side comparison of the components from two original Great Lakes Trainers. One aircraft is NC 915N, Serial Number 145. This is an original, basically unmodified, "small­ tail" ship while the other is NC 11324, a "big-tail" model Serial Number 241.

So, if you are a devotee of the Great Lakes, dig out your February and May 1991 issues of VINTAGE AIRLANE (you DO save them all, don't you?), put on your magnifiers and let's take a close look at some photos.

Let's start with that top wing and the reason it appears to be straight in the February photo. Most folks are aware that when the "big-tail" model was in­ troduced it also acquired three degrees of dihedral in the top wing. The prototype straight-wing aircraft and the following swept-wing, small-tail models had flat top wings. When dihedral is combined with the nine de­ gree sweepback it will create the il­ lusion of a straight wing when viewed from certain angles. If you will lay a

straight edge along the top wing in the photo of our Mystery Plane you will see that a trace of the dihedral is still visible.

If the camera had been just a little higher the illusion would have been complete.

Let's now assume that the reader doesn't buy the above explanation. He must then tell us why the airplane in the photo is sporting a set of tail feathers that hasn't been invented yet. There are a few other features on this ship that would not have appeared on a straight­ wing Great Lakes but the tail surfaces are the most obvious and deserve a close inspection.

Most discussions regarding the "big­ tail" versus the "small-tail" versions of the aircraft tend to talk only about the fin and rudder. The fact is, there were also changes in the horizontal tail sur­ faces which increased their span by about 11 inches. Photo 1 of this article shows the stabilizer from Serial Number 145 in the silver paint back-to-back with the one from SIN 241 in the dark zinc chromate. The earlier design was changed by adding five and one-half

PHOTO 1

inches at the root, adding a rib between the root rib and the old second rib and changing the tail brace wire attach point so that the wire length did not change.

Photo 2 shows how close the two match from the tip to the bend in the front spar.

Notice also that the ribs in the late style were beefed-up by either riveting two old-style ribs back-to-back or going to a heavier gauge aluminum. In our Mystery Plane, the outer four ribs show this back-to-back treatment while SIN 241 only has three done this way.

It needs to be mentioned here, so as not to mislead a future restorer, that there appears to be a 62 year-old factory mistake on the stablizer for Serial Num­ ber 145. In Photo 1 the holes drilled in the rear spar for the inboard elevator strap hinge missed the wood filler block inside the tubular spar. The block is actually located between the two black lines just inboard of the holes. A com­ parison with a second set of small tail surfaces, which the author once had, indicated that the filler block location

PHOTO 3

was probably correct but that the hole location was wrong on this particular stab. It is interesting that even though these spars are aluminum, the bolt holes did not enlarge any more than they did in almost 900 hours of logged flight time.

Photo 3 shows a comparison of the elevators from the same two aircraft.

The late style elevator is basically a "stretched" version of the early type in which the outer half has been moved outboard and an extra rib added to fill the resulting void in the middle. The chord remained the same, however, the strength of the late style rib was im­ proved by nesting two of the old style ribs face-to-face, one inside the other, to form a box cross section. Again, the location of the inboard hinge on the small elevator is probably incorrect due to the apparent error on the stabilizer.

At this point we should bring up the difference in the tail surface hinges.

Note that the late style used the pintle­ and-gudgeon system that is seen on

most all Great Lakes today. All of the small-tail control surfaces that the author has seen to date have used strap hinges. These wrap around the control surface spars and bolt to the fin or stab spars with phenolic spacers separating them and acting as bearing blocks.

These small rudders and elevators have all had steel spars instead of aluminum, no doubt to resist the wear inherent in the strap type hinge system. The intro­ duction of the newer hinge on the late style tail allowed a weight saving by permitting the use of aluminum spars in the rudder and elevators.

By now the reader has, hopefully, taken a hard look at the Mystery Plane photo and concluded that this is a big­ tail version based on the number of ribs and the presence of the pintle-and­ gudgeon hinge system. If not, let's look at the fin and rudder. Take a magnify­ ing glass and note where the tail brace wires join the fin in relation to the top two fin ribs which are just visible on the left side of the spar. This point appears

PHOTO 4 VINTAGE AIRPLANE 25

PHOTOS

to be about midway between where the ribs join the spar. Photo 4 of this article shows a comparison of the large and small fins and you can see that it is the big-tail version in which the brace wires intersect the spar midway between the two ribs. The brace wire attach point on the small-tail fin is a strap welded across the top of the steel reinforcing sleeve at the spar junction. Only the sheet aluminum fin cap and a bit of the rudder extend above this point. There is far too much fin and rudder sticking above this location in the Mystery Plane photo for

it to be a small-tail plane.

Photo 5 is in­ cluded for the sake of completeness. It is interesting to see that the change to the late style rudder was done by a uniform stretch starting at the bot­ tom rib. No extra ribs were added nor were the rib dimen­ sions changed.

Both rudders have the same maximum chord. In the case of SIN 241, only the first and third rib from the top were found to have the box cross section while the second and fourth were of the earlier style.

Again, the early style used strap hin­ ges and had a steel spar. Sorry about the tailwheel steering arms. Modem airports, you know.

Having beaten the tail feather issue to death, there are a few other features in the Mystery Plane photo that would not have appeared on a straight-wing aircraft. To begin, notice that the front set of flying wires attach at their normal location at the landing gear outrigger in the Mystery Plane photo. This outrig­ ger is located at the firewall station on the swept wing models. Now refer to the excellent photos of the straight-wing aircraft on pages 33 and 34 of the May

i

~ .s! ~

.....<c,,''''.. ,..-'..,

f8

iiijlilillS:ii!~~~~~~~:J ~

~ f Note that the flying wires terminate at the firewall station forward of the landing gear, as well as the landing gear outrigger location a few inches aft of the firewall with the drag braces running up under the engine instead of up and to the rear.

26 SEPTEMBER 1991

issue of VINTAGE AIRPLANE that Peter Bowers submitted and notice that the wires terminate at the lower longeron at the firewall station. Note also that the landing gear outrigger is located a few inches behind the firewall station with drag bracing running up and forward under the engine instead of up and to the rear. All the photos of the straight-wing airplanes that this writer has seen to date have had this "non­ standard" arrangement.

To wrap this up, refer again to the Mystery Plane photo and note the engine exhaust stacks rising up to the left of the exposed rocker arms (the cowl has been left off). These are the type used on the big-tail model. The early models had a manifold that led back along the left side of the engine, then down through the bottom of the cowl (see both photos on page 34, May issue). Note also that the plane sports a headrest and that the rear cockpit coaming terminates about mid­ way down the rear cockpit former in­ stead of curving around behind the pilot's neck. Finally, the plane has been set up for nav lights. The wires running out to the wing tips are visible just be­ hind the front spar of the lower wing and there appears to be a mounting pad for the taillight on the tip of the fin. None of these last items would likely be found on the straight-wing Great Lakes.

I rest my case. Any comments or rebuttals would be most welcome. The author would be interested in hearing from anyone with information on the serial number break points for any and all of the design changes mentioned above. For example, old photos show as many as four different combinations of cockpit opening shape and headrest.

Some models had crash pads on the front and rear instrument panels. There is one example, and evidence that there were others, that apparently mounted the mag switch in the right hand comer of the front cockpit panel instead of in a bracket under the left side of the panel. A slot cut in the front cockpit hatch former allowed the actuator rod to pass through to the rear panel and still let the hatch swing open. Has anyone else seen an original Great Lakes set up in this way?

It seems as though much of this kind of detail has been lost over the years due to the large number of Great Lakes that have been extensively modified. Any information would be greatly ap­ preciated.

Bill Madden can be contacted at:

P.o. Box 3178, Las Cruces, N M 88003.

PASS IT TO

--1]

An information exchange column with input from readers.

by Buck Hilbert (EAA 21, Ale 5) P.O. Box 424 Union, IL 60180 Type Clubs! Invaluable to the owner or enthusiast!

Since being put on the mailing lists, I have had a real education in aircraft maintenance. The peculiarities in足 herent to the various types are brought out every time I pick up one of these newsletters. For the guy or gal who owns, flies and wants to maintain his or her airplane the best way he knows how, club membership is of the utmost im足 portance. I'd say absolutely necessary!

For instance, the International Swift Association newsletter carries a very important caution note about corrosion in the Continental 125 sump area. Hey! This is real important stuff! One could lose his sense of humor if his airplane went out from under him on a deal like this. Read and listen to what these Type Club editors have to say. It could mean the difference between having fun and being sorry.

Another note from the same newslet足 ter puts some cold hard thinking into considerations of clipping the wings on a Swift by installing shorter wing tips.

Good reading, good thoughts. Charlie Nelson has always had my admiration, his interest is in helping fellow Swifties, and that's what it's all about.

Similar tips and thoughts show up in all these communications. Sometimes there is a seeming conflict of interest shown when we have one or more Type Club newsletters for the same type airplane. Two, or in some cases, three newsletters publish information on the same airplane. The fact is, all this infor足 mation is of direct value to the owner/enthusiast, so take advantage of the one you value the most. If there are common problems, they'll show up and be recognized.

Information isn't the only thing found in these newsletters. There are parts exchanges. Some clubs even maintain a full time phone line and a technical representative to help their members. It's great to know you can call and get the information on your airplane and find out where the part may be available that you might need. These people have manuals as well. You can

get the airplane manuals, maintenance and pilot, and in some cases erection and engine manuals as well. Also, those of you looking for mods can access complete lists of all the STCs applicable to your airplane.

Ifyou haven't gotten the message yet, I'll spell it out! Join your Type Club!

Over to you, Buck The list of type clubs is published every year in the November issue of VINTAGE AIRPLANE. - HGF.

VINTAGE AIRPLANE 27

WELCOME

NEW MEMBERS

September 29 (Rain date: October 6) - Simsbury Airport, Simsbury, CT. Antique Aeroplane Club of Connecticut's Annual Fly-In. Anti­ ques, classics, Warbirds, awards! Food and refreshments available. Co-spon­ sored by EAA Chapter 324. For info, call 203/623-1823. Rain date: October 6.

October 4-6 - Reading, PA. Bel­ lanca/Champion Club Third Annual East Coast regional Fly-In features workshops and factory participation for Citabrias, Vikings, Decathlons, Crusiairs, Scouts, Cruisemasters.

Workshops. Guest Speaker: August Bellanca. Pre-registration is desirable.

Contact: Tom Witmer, CAP Aviation 215/376-5447 or Pat McGinn, Bellan­ ca/Champion Club, 414/352-5804.

October 4-6 - Prescott, AZ. 20th Annual Copperstate Fly-In. For more information, call 1-800-477-0046.

October 4-6 - Santa Ynez, CA. 1991 Western Waco Reunion Banquet Barbeque Saturday night, Pancake breakfast Sunday morning . Basic camping, motels in Solvang, CA. October 4-6 - Camden, SC. An­ nual Fall EAA Fly-In for Antique and Classic Aeroplanes. Sponsored by EAA A/C Chapter 3. major speaker, vintage aviation films; awards in all major catagories. Contact: R. Bottom Jr., 103 Powhattan Parkway, Hampton, VA 23661 October 5-6 - Sussex Airport, Sus­ sex NJ. Quad Chapter Fly-In and Fly market sponsored by EAA Anti­ que/Classic Chapter 7, and EAA chap­ ters 238, 73 and 891. Construction demonstrations. Contact: Konrad Kundig 201/361-8789 or Paul Steiger 201/702-9719.

October 5-6 - Titusville, FL. Ar­ thur Dunn Airpark. Smilin' Jack Fly­ In, sponsored by EAA Chapter 866.

Classics, antiques, homebuilts, ultralights, food, fun. Contact: Sam Beddingfield,407/267-4262.

October 5-6 - Rutland, VT. EAA Chapter 968 1st Annual Leaf Peeper's Fly-In. Call 802/773-3348 for more information.

28 SEPTEMBER 1991

October 6 - lola, WI, Central County Airport. Annual Fall Colors Chili Dinner Fly-In. Serving lOam­ 3pm. Come and enjoy the beauty of Central Wisconsin in autumn. Info, 414/596-3530.

October 6 - Tunkhannock, PA. Skyhaven Airport Fly-In Breakfast.

Camping, Showers. Come and spend the weekend. 19 miles from LHY VOR on the 289 radial. Unicom 122.8 Con­ tact: Steve Gay, Skyhaven Airport, 717/836-4800.

October 10-14 - Tullahoma, TN, Regional Airport. Staggerwing, Travel Air, Howard Club, Spartan Owners Twin Beech Assoc., and Twin-Bonan­ za Association National Convention.

For information, write: Staggerwing Museum, P.O. Box 550, Tullahoma, TN 37388 or call 615/455-1974.

October 19 - Kerrville, TX ­ 27th Annual EAA Southwest Regional Fly-In. Contact: 800/221-7958 October 19 - Evergreen, AL. Evergreen regional EAA Chapters Fly­ In. Aircraft camping, R.V. Grounds nearby, motels. Dinner Sat. night.

Breakfast both Sat. and Sun. A/C Judg­ ing and static displays. Contact: Bubba Hamiter, P.O. Box 1551, Monroeville, AL 36461 or Evergreen Airport, 205/578-1274.

These are just some of the new members who signed up to join the Antique Classic Division of EAA during EAA OSHKOSH '91. We'll have more names to add to the list next month, as well as those who join us in the future. Remember the tan insert in your July issue. Use the forms provided to sign up your friends, and earn one free year of Antique/Classic membership when you sign up three new members!

From EAA Oshkosh '91, our new members are: Markel L. Albrecht William F. Brega William M. Costello

Aurora, IL North Augusta, SC Chicago, IL

Richard Fleming

Bensalem, PA

Robert L. Graham

Highland, CA

Bruce A. Heideman Sam E. Holloman

Minneapolis, MN Odessa, TX

Donald R. Howard

Phillipsburg, OH

Nancy J. Ketchum

Naperville, IL

Robert T. Kew Thamesford, Ont., Canada Edward Kozlowski Phil L. Lewallen

Holly, MI Berkeley Hts., NJ

Edward McConnell

Seneca, IL

Cecil E. McLemore

Dixon, CA

October 19 - Bellanca/Champion Club Regional Fly-In-and meeting for members living in the southwestern U.S. If you plan to attend, please notify in advance: Joe Field, P.O. Box 3729, Kingman, AZ 86402 602/753-7654 (evenings)

Jeffrey D. McKeever Paradise Valley, AZ

October 26-27 - Hickory, North Carolina, Municipal Airport. 6th An­ nual Fly-In, sponsored by EAA Chap­ ter 731. Awards for homebuilts, antiques, classics and warbirds. Static display of military aircraft, fly-bys, and banquet. Contact Doug Teague, days 704/751-3598 or evenings, Norman Rainwater, 704/328-5807.

Ralph P. Rosnick

Omaha, NE

Austin R. Sawvell

Grass Valley, CA

Matti S. Sorsa

Helsinki, Finland

October 27 - Sussex, NJ. EAA Chapter 891 3rd Annual Great Pumpkin Fly-In. Contact: 201/875­ 7337, or 875/9359 for more informa­ tion.•

Paul E. Morse Richard D. Noah Dennis R. Ohnstad Emil W. Richter

Wiliam C. Stavana Jack E. Steen Larry D. Tucker

Zephyhills, FL St. Charles, MO Urbana,IL Valparaiso, IN

Cortland, OH Ada, MI Reedy, NV

Loren W. Warwick

Conrad, MT

Taylor A. Warwick

Denver, CO

Clifford J. Walsh

Johnston, IA

Welcome New Members!

,INC.

Aviation Underwriting Agency P.o. Box 35289 • Greensboro, NC 27425

Becollle A Metnber Of The BAA

Antique/Classic Insurance Progralll!

BENEFITS INCLUDE:

Call Today!

• Lower Uability & Hull Premiums • Fleet Discounts • No Age Penalty • No Hand Propping Exclusions NotAnEAA • No Component Parts Endorsements ~!!!!!!!!I!!!!!!!I Antique/Classic Member?

• A+ Company with In-House Claims <--'~ ~ ~aJCall To Join! service 1-800-322-2412 • Option to Repair Your Own Aircraft ~~l~~Vg See Us In Booth 166

800-727-3823 ·.-.11.,11'·

APPROVED

STITS POLY-FIBER THE WORLD'S MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERE'S WHY! • Proven Durability on Thousands of Aircraft Worldwide Since 1965. • FAA, STC & PMA for Over 680 Aircraft Models. • Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft, NOT Relabeled Brittle Acrylic Poly­ urethane Auto Enamel. Brittle Water Borne House Paint. or Modified Cellulose Dope. • Will Not Support Combustion. • Lightest Cover­ ing Approved Under FAA, STC & PMA. • Most Economical Covering Materials Considering Many Years of Trouble Free Service. • Easy Complete interior assemblies for do·it-yourself installation.

Repairability. • No False or Misleading Advertising Claims.

Custom quality at economical prices.

Fly high with a

quality Classic interior

~~

....

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation. Before Making Expensive Mistakes, See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME. VHS or Beta $39.95, Prepaid. Also Direct from EAA (1-800-843-3612) PAL & SECAM Available.

.................

WRITE OR PHONE FOR FREE • Samples of High Strength, low Elongation, Smooth, Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering. NOT Cheap Boat Sailcloth • Current Poly-Fiber Manual with De­ tailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control. .. Catalog and Distributor List.

STITS POLY-FIBER '

AIRCRAFT COATINGS ~-..

P.O . Box 3084-V, Riverside, CA 92519-3084 Phone (714)684-4280, Fax (714) 684-0518

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line .

Fabric Selection Guide showing actual sample colors and styles of materials: $3.00 .

Qir'~RODUCTS'

p.O. box 468

974 pages of practical. proven construction techniques for homebuilders

madison, north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

INC.

259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

BY: TONY BINGELIS EXCELLENT REFERENCE SoURCE­ MAKE GREAT GIFTS FOR THE NOVICE OR EXPERIENCED BUILDER - DON'T BUILD WITHOUT THEM! Information every builder needs, with all the right answers at one's finger­ tips. Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION, these publications are profusely illustrated with photos, cutaway drawings and easy to understand descriptions that clearly resolve the most compli­ cated problem. Invaluable material for anyone designing, building, restoring or maintaining sport aircraft. Order your copies today.

SPORTPLANE BUiLDER...... $17.95 (Aircraft Construction Methods -

SPECIAL OFFER

320 pagesl

FIREWALL FORWARD....... $19.95

IEngine Installation Methods -

TANI( PAINTlNb AND REPAIRING 5ANDllASTING. TANK liNUS AND COAIINGS PREVENTIVE TANK MAINTENANCE INSPECTION SERVICE lADDER SAfETY EOUIPMENT RESERVOIR LINERS AND ROOfS DISMANTlING AND MOVING TANKS NEW. USED AND IECONDITIONED TANKS

304 pagesl

SPORTPLANE CONSTRUCTION TECHNIQUES ••. .....•. • ... $20.95 IA Builder's Handbook - 350 pagesl Send check or money order - WI residents add 5% sales tax. Add 52.40 postage and handling

for each Dublication ordered .

...order all three for just

$52.97 Add 56.95 postage and handling .

WI residents add 5% sales tax .

Order immediately by calling EAA's Toll Free Number 1-800.843·3612

or call (414)426-4800

Major cred~ cards accepted.

EAA AVIATION FOUNDATION

EM Avialion Cenler 30 SEPTEMBER 1991

Oshkosh, WI 54903-3086

EM OSHKOSH '91 Aviation At Its Best

SHARE THE EXCITEMENT! Enjoy the best aviation has to offer at EAA OSHKOSH '91. The annual Fly-In Convention is one of the high足 lights of the aviation year. "EAA OSHKOSH '91, Aviation At Its Best" features all the activities includ足 ing a salute to the Flying Tigers; famous air racers of the 1930s; and a patriotic tribute to the allied air power of Operation Desert Storm. See the latest homebuilt designs plus antiques, classics, ultralights, warbirds and much more. Makes a great gift, too!

$39.95* (*plus $3 shipping/handling)

ORDER TODAY 1-800-843-3612 (outside U.S. call 414-426-5900) FAX orders accepted (414) 426-4873 Major credit cards accepted Order your copy of "EM OSHKOSH '91, Aviation At Its Best' today and your credit card will not be billed until the tape is shipped in mid-October.

EAA AVIATION FOUNDATION

Dept. MO, po. Box 3065, Oshkosh, WI 54903-3065

MISCELLANEOUS:

Where The Sellers and Buyers Meet. ..

25¢ per word, $5.00 minimum charge. Send your ad to

The Vintage Trader, fAA Aviation Center, Oshkosh, WI 54903-2591 .

AIRCRAFT: 1928 Fairchild KR-31. NC5796, Serial No. 175, 1917 Curtiss OX-5 engine, log books. Completely assembled, needs rigging and recovering .

Displayed at Fairchild Aircraft, museum quality, remarkable condition.

Offered by the estate of colorful aviation pioneer, Ernie Buehl, "The Flying Dutchman." Rare opportunity to own a part of aviation history. Inquiries to : Sylvia Buehl Elliman, 92 Crystal Springs Road , San Mateo, CA 94402, 415/343-6495. (8-1) 1946 Cessna 140 -1580 TIAFE, 330 STOH, 210 since bottomed OH, 210 SPOH, 210 hrs . on '90 Slick mags/wires . Metal wing, 150 muffs/heater, elec. T&B, DG, strobe. Clevelands. Wheel extenders. EAA Autogas, ALT, A/S & ROC O/H 'd 1990. Narc0810comm. 150TXP w/850 mode C (certified) and Flightcom 1110 NEW 1990. LORAN. All AD's complied . White , black trim 1975. Federal skis. Bought bigger. We have complete logs . Asking $14,900. Bob Betz, 3240 Philmore Avenue, Caledonia, NY 14423, 716/538-4258. (8-1)

CURTISS JN4-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 aviatio public.

We appreciate your help. Write for your free price list. Virginia Aviation Co., PDv-8, Box 294, Warrenton , VA 22186. (c/11 -90) SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d , 4130 chrome-moly tubing throughout, also complete fuselage repair.

ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd ., Belgrade, Montana. 406-388-6069. FAX 406/388-0170.

Repair station No. QK5R148N .

Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take trade-ins, 5-year repair or replacement warranty, many styles in stock. Parachute Associates, Inc., 2 Linda Lane, Suite A, Vincentown , NJ 08088, 609/859-3397. (c/7/92) C-26 Champion Spark Plugs - New and reconditioned . New - $14.75, reconditioned - $5.75 to $9.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (10-3) INTERCOM - New low-cost design. Two headsets and control unit all for $125. Ideal for non-radio electric planes. Brochure. Don Halloran, 801 South Lincoln , Marshfield, WI 54449. (9-1)

HANGARS: 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.

x

WANTED: Wanted - EVEREL ONE BLADED PROP (MODEL 1-38-A) for A40 Continental. Buy outright or have stuff to trade. Don Sitta, P.O. Box 993, Farmington, NM . 87499-0993, 505/327-4660. (8-1)

TE LEPH O NE: 51 8-962-2323

RT . 22 W ESTPORT , N.Y . 12993 Attn . De partm e nt V

SUPPLIES , PATTERNS , CASTINGS , PRECISION MACHINING,

VINTAGE and HISTORIC AEROPLANE RESTORATION and REPLACEMENT PARTS for LE RHONE 80-110 HISPANO SUIZA A.I.E,H RIVETS , DRY SHELLAC, LEATHER , WINDSCREENS , BRASS TUR NBUTTONS, and BRITISH A.G .S. PARTS

AIRSPEED, ALTIMETER , AIR and OIL PRESS URE, RADIATOR TEMPERATURE, and TACHOMETER G AUGES

ENGRAVED INSTRUMENT and DATA PLATES, ORIGINAL AIRCRAFT COMPONENTS , and FLIGHT INSTRUMENTS

X

32 SEPTEMBER 1991

CATALOGUE $3.00

X

MYSTERY PLANE

By George Hardie

This month's Mystery will challenge our racing fans. The photo is from the EAA archives. Answers will be pub­ lished in the December, 1991 issue of VINTAGE AIRPLANE. Deadline for that issue is October 20,1991. (Yes, the deadlines have been moving back as I get the issues on the correct printing schedule.- HGF) The June Mystery Plane brought a complete answer from the area of its origin. Jim Hays, Brownwood, Texas writes: "The June Mystery Plane is apparent­ ly a Texas-Temple monoplane. The 'Temple Telegram' in the side caught my eye before the distinctive wing tips and very narrow gap of the parasol wing. The design by George Williams was developed in 1926 in Temple, Texas and was certified as ATC #45 in June, 1928 with a Wright J-5 after a series of engines were tried, including the 10 cylinder Anzani and at least one was produced with an OX-5.

"At least three were produced, with two being 3-place open cockpit and one

a single place with a cargo bay replacing the front cockpit for mail carrying pur­ poses. Following the death of George Williams, the design passed the the Texas Aero Company of Dallas, Texas, who failed to continue production after the stock market crash. " Jerry Fernal of Temple, Texas recently completed a replica Temple monoplane and displayed it at the Den­ ton and Kerrville Fly-ins in 1990 after exhaustive research on the aircraft."

Charley Hayes of Park Forest, Illinois adds this:

"The June Mystery Plane is probably the prototype 'Texas Temple'. Many of the airframe components appear to be from a Curtiss IN-4D while the engine may be a six-cylinder, two-row Anzani.

I flew behind this rare engine in a Sioux Coupe (Kari-Keen) when it was later called a Brownbach 'Tiger'. The man pictured with the prototype is most like­ ly George Williams, the designer, head of several companies and test pilot, who later died in the crash of one of his planes."

The Texas-Temple Mo~oplan~ __~~~~

VINTAGE AIRPLANE 33

THE ARCHIVES /tn

'7J~

~ '7J~ C~

Antiques & Classics足

You're Welcome Here!

I s there a pilot among us whose heart doesn't swell when a WACO, Stearman or a pretty little Jenny flies overhead? On the wings of these airplanes, we all experience the leather helmet days before radios, nose wheels and controlled airspace. We're fortunate your EAA is dedicated to keeping our flying heritage alive.

Keeping antique and classic aircraft flying means investing substantial money as well as time.

AVEMCO's antique and classic air足 craft coverage provides protection of your financial investment at a surprisingly reasonable cost. In ad足 dition to liability and hull coverage, you can be compensated for your labor if you make repairs yourself.

After all, who knows your airplane better than you do?

Stop by and see us at Oshkosh.

Your antique and classic aircraft, as well as your enthusiasm, is welcome here.

CALL DIRECT TOoA Y FOR AN IMMEolA TE, NO OBLIGA TlON QUOTE.

1-800-638-8440

CAviMCO

INSURANCE COMPANY

THE SPOfIT AVWION ASSOCIATION

By Aviation People .. . For Aviation People

This is intended as a brief description of the coverage offered. Certain exclusions and limitations apply. We will be glad to send you a sample policy for your review .

AAA04-0 (6/90)