VA-Vol-20-No-2-Feb-1992

STRAIGHT & LEVEL

by Espie "Butch" Joyce As we are moving into February, we start thinking about winter being over and flying in the spring. Some people like myself who live in the South are fortunate that we are able to fly off and on during the winter, as we will have nice weekends, followed by cold weekends. Of course there are people further south than I who are able to enjoy their aircraft around the year, while those people up north, such as Minnesota and Wisconsin, often need to store their vintage aircraft during the winter, except those who venture out to do ski flying. This is something I have never experienced, but hope to one of these days. I'm sure it is fun . (It is lots of fun!-HGF) I would like to turn our thoughts to this spring and talk about things that we need to be aware of. One of the most important items to discuss is the Sun 'n Fun Fly-In at Lakeland, Florida, occurring April 5th through the lIth. You owe it to yourself to experience this fly -in as these people do a great job with this event. It is one of the very first flying activities coming after winter and is very enjoyable. I always end up coming home sunburned after the fly­ in. Last year the weather was great. The state of Florida is loaded with antique airplanes. There are a lot of people retired to that area who own antique aircraft. You will often see aircraft at the Sun 'n Fun Fly-In that you will not see at other fly-ins.

Their flea market is excellent. I just can't say enough about how much fun this event is. I plan on being at Lakeland for the week and will be in the Antique/Classic area. I will be visiting with people who own antique/classic aircraft. Hope to see 2 FEBRUARY 1992

you there!

I attended the Directors meeting of the Antique/Classic Chapter 3 several nights ago. This was their planning meeting for their fly-in this spring. This Chapter covers such a wide area that the Directors do all the planning for this fly-in season.

The leadership in this Chapter is really outstanding and their fly-ins are very well attended and organized. One of the things they talked about was the parking of the Contemporary category aircraft at. They were very enthusiastic about greeting this group of people and welcoming them into our organization. The Chapter 3 Spring Fly-In will be held in Burlington, North Carolina, May 1-3 . That's very con­ venient for me, as Burlington is only 25 miles from my Clipwing Cub. For those interested in attending this fly-in, the con­ tacts for information are Pat or Henry Miller at 919/548-9293. This fly-in is a grass roots event. They do not have any air shows, but they will be judging aircraft. It is a lot of fun to be able to just lay under the wing, at this low-key event, and see a lot of friends that you haven't seen for a long time.

Speaking of the Contemporary class, be sure to read Jack Cox's article in the February issue of SPORT AVIATION about the planes and events of the last half of the 1950's. It is a nice trip down aviation's memory lane.

Your Antique/Classic Board of Direc­ tors meeting will be held February 7th.

This is a planning session for the operation of the Antique/Classic area at Oshkosh.

This year, we will also be parking our new Contemporary category of aircraft (aircraft manufactured between January 1,1956 and December 31,1960). Anyone owning these aircraft needs to start polish­ ing and waxing. We would like to see these aircraft brought up to show quality when they are parked in our area. AIC Director Art Morgan, who is in charge of parking, has put out a lot of effort to make sure everyone is welcomed and that we do have room for you; let's not disappoint Art! The Antique/Classic Division of EAA is trying to keep track of accidents that antique/classic aircraft have been in­ volved in, to help advise our membership of things to be careful about with regard to our type of aircraft. In looking over reports of this past year, there have been some developing patterns. Accidents such as engine fires, or things of a similar nature that we do not have much control over, with the exception of the big radial engines, which are subject to have a fire during starting. We need to be careful with those. It seems aircraft that have been in storage for the winter can have some mechanical problems that cause ac­

cidents. We would be well advised to give our aircraft a thorough mechanical check over when we take them out of winter storage to make sure everything is work­ ing properly. Look for items such as old gas, and things of that nature that would cause you a problem when you first start flying after the winter months. Also, it is a good idea for pilots to check their flying techniques as well. You can't help feering a little rusty after not flying for three or four months. If you look at accidents from the standpoint of pilot errors, another pat­ tern appears. For pilots who are low time in a particular type of aircraft or new pilots to a strange aircraft, the first 15 to 20 hours in a new airplane appears to be a problem area. Even high time pilots do not seem to be exempt from this pattern. It would be wise for pilots in this category to be very cautious and conservative when flying tail wheel aircraft in marginal con­ ditions. Strong crosswinds, short run­ ways and items of this nature do not leave you any room for error. Also, you need to understand and appreciate your aircraft's performance abilities, and apply your knowledge during your flight planning.

For example, on a go-around, will the aircraft perform well enough to clear the trees? You should take a few hours in your aircraft; work with it and understand it. It seems that after the first year of ownership of a new aircraft, this pattern of accidents diminishes quite a bit, as ex­ perience is gained with the airplane. Once again, I would like to remind you to just be careful, especially when you first ac­ quire a new aircraft. I do not want to see us lose any of our members. We all would be saddened to have any of our precious aircraft fleet lost in an avoidable accident.

In the past, I have tried to avoid coming to any type of conclusion, since nonnally there is someone out there who has an opinion of their own. Of course, we wel­ come those thoughts and if those opinions will help us preserve our members and preserve our aircraft, I am very willing to listen to them. Please write me with your views on this subject.

I would like to encourage our member­ ship to submit articles to our Editor, H.G. Frautschy, on the Contemporary class of aircraft. We always welcome articles on the classics and antiques, too. H.G. will be glad to look at these articles and clean them up if necessary. This is your magazine, this is your Division; let's use it for the membership's enjoyment. Also, if you have a project, please send us a photograph so that we might be able to use it in the magazine. Don't forget, please do not write on the back of the photo. If you have a friend who has an antique, classic or contemporary aircraft, please en­ courage them to join our Division. The more members we have the better we will be able to serve everyone. Remember, we are better together. Let 's all pull in the same direction for the good of aviation .

Join us and you have it all! ....

PUBLICATION STAFF PUBLISHER Tom Poberezny VICE-PRESIDENT MARKETING & COMMUNICATIONS

Dick Malt

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 Parks

EDITORIAL ASSISTANT Isabelle Wiske STAFF PHOTOGRAPHERS

Jim Koepnick Carl Schuppel

Donna Bushman Mike Steineke

EAA ANTIQUE/CLASSIC

DIVISION. INC.

OFFICERS

President Esple " Butch" Joyce 604 Highway St. Madisen. NC 27025 919/427-0216

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

Milwaukee. WI 53216 414/442-3631

Secretary steven C. Nesse 2009 Highland Ave. Albert Lea. MN 56007 EfJ7/373-1674

Treasurer

E.E. " Buck" Hilbert

P.O. Bex 424

Unien. IL 60 180

815/923-4591

DIRECTORS Robert C. "Bob" Brauer John Berendt 9345 S. Heyne 7645 Eche Peint Rd. Chicago. IL 60620 Cannen Falls. MN 55009 EfJ7/263-2414 312/179-2105 John S. Copeland Gene Chase P.O. Box 1035 2159 Carlten Rd. Westboreugh. MAOl581 Oshkesh. WI 54904 EfJ8/836- 1911 414/231-5CX)2 George Daubner

Philip Coulson 2448 Leugh Lane

28415 Springbreek Dr. Hartferd. WI 53027

Lawten. MI 49065 414/673-5885

616/624~90 Stan Gomoll

Charles Harris 1042 90th Lane. NE

3933 South Peeria Minneapelis. MN 55434 P.O. Box 904038 612/784-1172 Tulsa. OK 74105 918/742-7311 Jeannie Hill

Dale A. Gustafson P.O. Bex 328

7724 Shady Hill Drive HaNard. IL 60033

Indianapelis. IN 46278 815/943-7205

317/293-4430 Robert lickteig Robert D. "Bob" Lumley 1708 Bay Oaks Drive 1265 South 124th St. Albert Lea. MN 56007 Breekfield. WI 53005 EfJ7/373-2922 414/782-2633 George S. York Gene Morris 181 Siobeda Ave. 115C Steve Ceurt. R.R.2 Mansfield. OH 44906 Reaneke. TX 76262 419/529-4378 817/491-9110 S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatesa. WI 53213 414/771-1545

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

ADVISORS

Jimmy Rollison

823 Carrien Circle

Winters. CA 95694-1665

916/795-4334

Dean Richardson 6701 Celeny Drive Madisen. WI 53717 608/833-1291

Geoff Robison 1521 E. MacGreger Dr. New Haven. IN 46774 219/493-4724

February 1992 •

Vol. 20, No.2

Copyright © 1992 by the EM Antique/Classic Division. Inc. All rights reseNed.

Contents 2 Straight & Level/by Espie "Butch" Joyce 4 Aeromail 4 AIC News

6 Vintage Literaturefby Dennis Parks

Page 6

10 A Funny Thing Happened On The

Way To Oshkosh/by William C. Phelps

12 Bill Watson's KR-31fby H.G. Frautschy 16 What Our Members Are Restoring{

by Norm Petersen

18 Porterfields Three!fby Norm Petersen 22 The First Ford Reliability Tourl

Page 12

by Jim Haynes

27 Calendar 28 Pass It To Buck 30 Welcome New Members 31 Vintage Trader 34 Mystery Plane

FRONT COVER ... AII the way ever the mountains frem Califernia.

Lerey Blum's spunky Perterfield CP-65. nicknamed 'Sweet p, Field· • circles ever a Wiscensin ceuntry read during EAA Oshkesh '91 , Pheto by Carl Schuppel. shet with a Canen EOS-l equipped with an 80-200 lens, 1/25Oth at f5,6 using Kodachreme 64, Phete plane flewn by Buck Hilbert, BACK COVER, , ,"The Flye(. a pastel werk by artist Pamela Patrick. captures the fascination .of a yeung bey as he hears a Beechcraft Staggerwing takeoff in the celd. sharp air .of winter, Pamela can be centacted at: Pamela Patrick Studie and Gallery. 123 East State SI.. Kennett Square. PA 19348, Limited editien prints are available .of this artwerk,

The words EM ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC" EAA INTERNATIONAL CONVENTION, EAAANTIOUEJCLASSIC DIVISION INC"INTERNATIONALAEROBATIC CLUB INC" WARBIRDS OF AMERICA INC, are registered trademarks, THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC, and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and !heir use by any person other than the above associations is stric1fy prohibited, Editorial Policy: Readers are encouraged to submtt stories and photographs, Policy opinions expressed in articles are solely those of the authors, Responsibility for aocuracy in reponing rests entirely with the oontributor, Material should be sent to: Editor, The VINTAGE AIRPLANE, P,O, Box 3086, Oshkosh, WI 549Q3.3086, Phone: 414/4264800, The VINTAGE AIRPLANE (SSN 0091-6943) is pubiished and owned excfusively by EAA Antique/Classic Division, Inc, of the Experimenlal Aircraft Association, Inc, and is published monthly at EAA Aviation Center, P,O. Box 3086, Oshkosh, WI 549Q3.3086. Seoond Class Postage paid al Oshkosh, WI 54901 and additional mailing offices.The membership rale for EAA Antique/Classic Division, Inc. is $2Q,OQ for currenl EAA members for 12 month period of which $12,OQ is for the publication of The VINTAGE AIRPLANE, Membership is open 10 all who are interested in aviation, ADVERTISING· Antique/Classic Division does not guarantee or endorse any product onered through our advertising, We invite oonstructive criticism and welcome any report of interior merohandise obtained through our advertising so that corrective measures can be taken, POSTMASTER: Send address cIlanges to EAA Antique/Classic Division, Inc, P,O, Box 3086, Oshkosh, WI 549Q3.3086,

VINTAGE AIRPLANE 3

MAIL Sirs, Ref December, 1991 Vintage Airplane, page 13, Harold Armstrong's Pitcairn PA-4 Fleetwing II. It is a great sequel to the article in the November Sport Aviation.

Describing how Harold scrounged for parts recalls a particular scrounge mission he conducted while we were both stationed at Langley AFB, VA in 1963. I kept my Taperwing Waco CTO, N845V, there and Harold flew it once.

He was on C-130's and during a trip to Rapid City, SD he visited a trade school and discovered an OX-5 engine com­ plete except for the cut away cylinder and a hand crank welded to the shaft to demonstrate it the the students.

Discovering that the instructor would sell it as it did not match any modem engine system, especially the valve ac­ tion, he asked what he would sell it for for his Waco 10 he was rebuilding.

"How about $150 bucks?" It was all

Harold could do to keep from falling on the floor. He put it in to the cargo hold of the C-130 and hauled it back to Langley before the guy could change his mind. To this day he still harbors a guilt

complex but is consoled by his wife Martha's evaluation. She thinks he paid too much for it.

Sam Burgess San Antonio, TX (AfC 1369)

compiled by H.G. Frautschy

OSHKOSH'91DATESSET Mark your calendars, and start making plans for EAA Oshkosh '92.

This year the Convention will be held July 31 - August 6, 1992. This will be the 40th Anniversary of the EAA Con­ vention, and several special events are planned to recognize this significant milestone. Also, a new Youth Forums tent will be on the convention site, featuring programs designed to fire up the imaginations of young aviation en­ thusiasts. One of the first activities to be announced is the planned tribute to the late Al Williams, known to many airshow fans in the '30s, and '40s as the 4 FEBRUARY 1992

pilot of the famous "Gulfhawk" series of airplanes he flew in airshow perfor­ mances all over the United States.

To help you plan your visit, look for a tentative Forums schedule will be included in your May copy of SPORT AVIATION.1t should be noted that this will be a preliminary schedule, and could be subject to change by the time the Convention rolls around, but should be a great help in planning your trip to EAA's "Gateway To Aviation".

If you have additional questions, or would like to volunteer during Conven­ tion week, call EAA headquarters at 414/426-4800.

EAA AVIATION FOUNDATION SCHOLARSHIPS During 1992, the EAA Aviation Foundation will again offer an exten­ sive scholarship program to students in­ terested in pursuing a career in aviation.

The Foundation's scholarship has helped more than 100 students pursue aviation related studies, allowing aspir­ ing pilots, mechanics, engineers and a growing number of other professionals to realize their goals of a career in avia­ tion.

"The goal of the Foundation's Scholarship Program is to encourage, recognize and support excellence in

pursuit of knowledge in aviation tech­ nologies and skills." explains Chuck Larsen, the EAA Foundation's Educa­ tion Director. "Annual scholarships have provided assistance to deserving individuals who demonstrate a financial need in order to accomplish their avia­ tion-related goals."

The awards can range from modest grants to a full four-year degree programs. They are open to all young people interested in aviation careers.

Applicants should be well rounded in­ dividuals involved in school and com­ munity activities as well as aviation.

Their academic record should show an ability to successfully complete their chosen academic pursuit. For more in­ formation and an application, contact the office of the EAA Aviation Founda­ tion Education Department, EAA A via­ tion Center, P.O. Box 3065, Oshkosh, WI 54903-3065 or call 414/4888 or 426-4800.

Applications must be received by April 1, 1992.

PIONEER AIRPORT UPDATE Plans are being made for the upcom­ ing season at Pioneer Airport, located behind the EAA Air Adventure Museum in Oshkosh, WI. Although the ground work for the new runway has now stopped due to the winter weather, progress has been made in grading and leveling the runway, and it is anticipated that the new runway can be made ready for seeding as soon as the spring weather allows the field to dry out sufficiently to allow heavy earth moving equipment in to finalize the grass strip's surface. Don't let that deter you from visiting Pioneer Airport early this summer, however. Fly-bys of vintage airplanes, including the Ford Trimotor and newly restored Travel Air 4000, will take place during the entire season, even if the planes must be flown off of the adjacent Wittman Field until the grass has grown nice and thick on the new runway at Pioneer. The Ford will again be offering you the chance to experience commercial avia­ tion in its infancy with a ride in its corrugated cabin. It's a chance you would hate to miss! The just completed Travel Air 4000 will be used to demonstrate the technique of banner towing.

Opening weekend is scheduled for May 9th. We'll have more on scheduled events in later issue of VINTAGE AIRPLANE.

BUZZ'S ROBIN Jim Haynes, of Bushnell, II , sent us note to point out something that we missed during our coverage of Buzz Kaplan's Curtiss Robin in the October issue of VINTAGE AIRPLANE. Jim is the proprietor of the "Robins Nest", a newsletter devoted to the Curtiss Robin.

Jim mentioned in his letter that this par­ ticular antique airplane has what was a rare feature even when the airplane was new - it has a door on the left side of the cabin. Most Robins were delivered with a door on the right side of the airplane. As far as Jim has been able to determine, this type of change was not done on the Curtiss assembly line. Ac­ cording to Jim, this type of door instal­ lation was done on special request, normally in conjunction with the airplane being equipped for floats . Ac­ cording to Gary Underland, Buzz's chief mechanic, the J6-5 Robin they restored came with the left door instal­ lation. That's quite fortunate, since Gary and Buzz are now working on installing the Robin on Edo P-2525 floats . A photo of the door is shown here in AIC News. Jim also wrote to tell us that the only Robin on floats at this time is N76H, originally a C-l with a Challenger engine. It is located at the Alaska Aviation Museum on Lake Hood, AK. As far as he knows, that aircraft does not have a left side door.

Later research by Norm Petersen turned up a photo of Douglas Corrigan's Robin, which apparently had a left side door.

DOROTHY WEICK 1900 -1991 Dorothy Weick, wife of Ercoupe

Buzz Kaplan's Robin features a very rare left side door. How can you spot a left door from the right side? look for the step on the opposite side!

designer and esteemed aeronautical en­ gineer Fred Weick, passed away November 17 at the age of 91. Fred and Dorothy have been fixtures at Ercoupe fly-ins throughout the years, enjoying the friendships that have been built around the various airplanes that Fred designed. Dorothy was an active mem­ ber of her community, and she was also Fred's active partner in much of the flying they did in the last half of her life.

A private pilot, she enjoyed flying all over the country with Fred, and accom­ panied him on many trips. Our con­ dolences are extended to Fred and his family, as well as the Ercoupe family on the passing of Dorothy Weick . .....

VINTAGE AIRPLANE 5

by ()enni~ ()ark.~.

~ Library/ An::hive~ ()irect()r

Daniel Guggenheim International

Safe Airplane Competition

One of the more interesting ap­ proaches to improving the safety of aircraft in the late 1920s was the Inter­ national Safe Aircraft Competition promoted by the Daniel Guggenheim Fund. This effort led to some important technical innovations which enabled aircraft to land and take off at slower speeds and in shorter distances.

The Daniel Guggenheim Fund for the Promotion of Aeronautics was formed in January, 1926 with deeds of a gift from Mr. Daniel Guggenheim totalling $2,500,000, of which both interest and principle were to be expended. The pur­

pose of the fund was to promote aeronautical education throughout the country, to assist in the extension of aeronautical science and to further the development of commercial aircraft, particularly in its use as a regular means of transportation both of goods and people.

The board of trustees included Char­ les A. Lindbergh and Orville Wright.

Probably its most well-known venture was in sponsoring Lindbergh's tour of the United States with the Spirit of St. Louis after his return from Europe. The fund also felt that so little interest was

being shown in passenger flying at the end of 1927 that it funded the purchase of Western Air Express' Fokker Trimotors to operate between Los An­ geles and San Francisco. In February, 1930, the fund was liquidated, its pur­ poses having been declared ac­ complished.

On April 20, 1927, the Guggenheim Fund announced the Safe Aircraft Com­ petition. The object of the competition was to "achieve a real advance in the safety of flying through improvement in the aerodynamic characteristics of heavier-than-air craft, without sacrific-

The Safe Aircraft Competition Officials: (Standing, left to right) Prof. Alexander Klemin, Maj. E E. Aldrin (Astronaut "Buzz" Aldrin's father)? Capt. Em~ry S. Land, William P. MacCracken, Jr., Milbourn Kusterer, Dr. George W. Lewis, Edward P. Warner, Thomas Carroll.

(Kneeling, left to right) Capt. Walter Bender, K.F. Rupert, F.K. Teichman, Lt. Stanley Umstead, E.W. Rounds, Prof. William G. Brown.

6 FEBRUARY 1992

achieve a real advance in the safety of flying through improvement in the aerodynamic characteristics of heavier­ than-air craft, without sacrificing the good practical qualities of present-day aircraft. The whole development of aeronautics in the past decade has been greatly influenced by the exigencies of war. Safety is a civilian rather than a war-time need and for commerical pur­ poses must be made of importance sur­ passing that of war requirements which are sometimes bought at the price of danger."

POPULAR AVIATION S~me

of the test equipment used during the testing. Lett: Short & Mason Anemometer.

Right: Barr & Stroud, Ltd. Suspended Air-Log.

ing the good practical qualities of the present-day aircraft."

As an incentive to the development and construction of an aircraft having characteristics which would fulfill the conditions laid down by the rules com­ mittee, the fund offered a First Prize of $100,000 and five "Safety Prizes" of $10,000. Applications were invited on and after September 1, 1927, up to Oc­ tober 31, 1929 as a final date.

It was expected that aircraft entered in the competition would be presented from time to time during the two year period and it was considered that the object of the competition might be achieved before the final date, in which case the fund intended to close the com­ petition. Moreover, if the entries were presented throughout the period of the competition, the officials would be able to conduct tests under favorable weather and field conditions.

This did not prove to be the case, as the first airplane was not presented until the end of August, 1929, and practically all of the competitors presented their entries in the last month of the competi­ tion, October, 1929. The tests were car­ ried out, but weather and field conditions were not favorable and it was not possible to complete all the tests as desired.

RECEPTION The idea of a safety plane competi­ tion received wide coverage in the avia­ tion press with over 30 articles listed in the Brocket's Bibliography of Aeronautics. The earliest coverage was provided in the May 9, 1927 issue of A VIATION which reported on the din­

ner given at the Yale Club in New York City where Harry F. Guggenheim an­ nounced the competition.

Guggenheim said of the purpose of the event, "The average man's attitude toward air travel today is still very skep­ tical. He is interested in reading of flying exploits and glad when his country's airmen set new records, and probably regards with mild resentment the reported superior aeronautical progress of other nations. But in the back of his mind lurks a deep-seated reluctance to trust that most elusive of the elements - air. The fury of tor­ nadoes ashore or typhoons at sea for some reason holds less terror for him than the paradoxical business of defying gravity with heavier-than-air machines.

He may send letters by airmail but he prefers to let someone else do the flying .

"The Daniel Guggenheim Fund has recognized from the outset that any ef­ fort to make air traffic an integral part of our national commercial life must first reduce and as nearly as possible entirely overcome the popular skep­ ticism of air transportation. As a fun­ damental step in its educational program the Fund hereby announces a Safe Aircraft Competition by which it hopes not only to demonstrate that airplane travel is basically as safe as railway and steamship travel, but to stimulate scientific investigation and practical invention into evolving new devices and principles whereby air travel will convert even the most con­ firmed skeptics and will take its place in our lives as the fleetest, cleanest and safest of the three recognized modes of travel today.

"The object of the Competition is to

The December, 1927 issue of POPULAR A VIA TION reported, "For the first time in the history of aviation, concerted efforts are now being made by manufacturers and designers to secure the essential elements of safety upon which the future success in aerial transportation depends. The solution of this problem which is the goal of the Safe-Aircraft Competition, is a matter of international importance. The par­ ticipation of foreign experts is sig­ nificant of an international effort to overcome the supreme obstacle in the path of aerial progress."

They went on to say, "The Guggen­ heim Fund sensed the public demand for safety before it was formulated in protests, and the Competition is the result of a careful working out of basic safety principles that will be required by the public in airplanes."

FLIGHT The June 16, 1927 editorial of the British publication FLIGHT had the fol­ lowing comments: "One might well describe as the first serious attempt to achieve real progress in safe flying the Daniel Guggenheim Safe-Aircraft Competition which is to be held near New York during the next two years. In fact, so difficult are the conditions to be fulfilled that cynics have remarked that aircraft built for the competition will certainly be safe since they will not leave the ground!

"While this is admittedly a consider­ able overstatement of the case, there is no denying that the aeroplane as we know it to-day will be hard put to com­ ply with the regulations and yet be capable of carrying any payload (as dis­ tinct from the 'usefulload' as specified in the regulations).

VINTAGE AIRPLANE 7

Weighing the Curtiss Tanager.

"No aeroplane as we know it today will have much chance in the competi­ tion. To begin with, a speed range of 35 to 110 mph will put the designer on his mettle, apart from any other considera­ tion. Add to this the fact that he is restricted in power to carry 5 Ib per hp 'usefulload' in addition to the weight of the machine, and one is faced with quite a pretty little problem."

"Competition closes in 1929, and, frankly, we doubt whether even by then a machine will be produced that can fulfill the qualifying requirements, let alone have any hopes of scoring points by extra performance. £20,000 is a very handsome prize but it will cost a firm a good deal more than that to produce a machine that shall have even a small chance of succeeding."

Despite the doubts listed above, the October 13, 1927 issue of FLIGHT an­ nounced that five British firms had entered the competition. "From a British point of view the number of entries already made is particularly gratifying as it is a clear indication that the vital importance of achieving safety in flying has been fully realized in this country."

8 FEBRUARY 1992

REQUIREMENTS The qualifying requirements in­ cluded the following as taken from the December, 1929 issue of POPULAR AVIATION: "Power Plant: The engine must be of a type that has been submitted to tests, and cannot be hand cranked by directly pulling on the propellers.

"Structural Strength: Must be in ac­ cordance with the requirements of the U. S. Department of Commerce Regula­ tions.

"Performance: The aircraft must have a maximum speed of 110 mph; have a rate of climb of 400 feet per minute.

"Useful Load: The airplane must carry 5 pounds of useful load (pilot, observer, fuel and oil included) per horsepower.

"Accomodation: For every ten pounds of useful load carried the airplane shall provide at least one cubic foot of cabin or cargo space."

DEMONSTRATIONS The tests and demonstrations to which each aircraft were to be sub­

mitted included: "Speed Tests: With the object of demonstrating the ability to fly and glide at lower speeds than today pos­ sible, and to reduce the risk involved in forced landings, and when landing in confined spaces, each aircraft will be required to maintain level and control­ led flight at a speed not in excess of 35 mph. It must be able to glide for a period of 3 minutes with the power off, without having an airspeed exceed 38 mph. All controls must be operative at the minimum speeds.

"Landing Tests: To demonstrate the ability of the aircraft to land in a small field it must land, with power off, and come to a rest within a distance of 100 feet from where it first touched the ground. Landing must be made in a straight line and braking devices are permitted. The aircraft must be able to make a steady glide in over an obstruc­ tion 35 feet high and land in a straight line with power off and come to rest within a distance of 300 feet from the base of the obstruction.

"Takeoff Tests: With the object of demonstrating that the airplane can take off from a small field and can climb at

•

The observation towers set up for the tests at Mitchell Field on Long Island, New York. The Consolidated PT-3 on the right side of the field was not part of the competition.

a steep angle to clear obstructions, the aircraft must be able to take off after running not more than 300 feet from a standing start. After taking off the aircraft must be able to clear an obstruc­ tion 35 feet high at a distance of 500 feet from the starting line.

"Stability Tests: With the object of demonstrating the stability of the aircraft under normal conditions and to show that it will return to normal flight attitude when the controls are left free the aircraft must be able to fly at any air speed from 45 to 100 mph and at any throttle opening with all controls left free for a period of not less than 5 minutes in gusty air."

There were also many abnormal con­ dition tests among which were: "The aircraft will be required to show that if the elevator control is pulled in toward its maximum extent at the mo­ ment of switching off the power, and held there, the aircraft will not get into any dangerous maneuvers, and that it will descend on a steep glide path at a speed not to exceed 40 mph.

"The aircraft will be dived with all power switched off until the air speed reaches 20 percent above maxi urn level

flying speed. At this speed it must answer all controls and with controls released it must of its own accord return to a steady gliding attitude without serious loss of height."

AWARD OF THE PRIZE Points were to be awarded to the aircraft meeting the contest require­ ments. They were awarded as follows: L Speed Tests (a) 2 points for every mph less than 35 mph at which level controlled flight can be maintained. (b) 4 points for every mph less than 38 mph which is not exceeded in a steady controlled glide during a period of three minutes. (c) Any aircraft which obtains a combined total of at least 24 points under tests (a) and (b) will be eligible to receive points for high speed in excess of 110 mph as follows : 1 point for every 2 mph in excess of 110 mph at which level flight can be maintained.

2. Tests of Landing Run 2 points for every 3 ft. less than 100 ft. in coming to rest after first touching the ground.

3. Landing in a Confined Space 1 point for every 2 f1. less than 300 f1. from the base of an obstruction 35 ft. high in coming to rest after gliding in over obstruction.

4. Test of Take-Off 1 point for ever 15 f1. less than 300 f1. required to take off from standing start 1 point for every 10 ft. less than 500 ft. to clear obstruction 35 ft. high from a standing start.

ENTRIES A total of 27 entries were received in the competition, but only 15 airplanes appeared at Mitchell Field where the tests were conducted. Of these 15, three withdrew without tests, two sustained damages in preliminary flying which prevented their presentation within the time limit, and eight failed to pass all of the qualifying requirements.

Only two airplanes, one of which failed to pass a minor qualifying re­ quirement, exhibited attributes which warranted completion of the safety tests and demonstrations.

- Next month, the results of the competition. ___ VINTAGE AIRPLANE 9

A Funny Thing Happened On The Way To Oshkosh ...

A veteran pilot and instructor learns you're never too experienced to make an error in judgment...

by William C. Phelps

(NC 11371) As a "born instructor" I feel that each of my negative experiences should be used to save someone else from the same mistakes I make, even when it may be to my own embarrassment.

Bear in mind that I have been a flight and ground school instructor since 1951 with eight log books of flight time. So, you're never so experienced as to not do a dumb thing. Here is my story.

After a later-than-intended takeoff from Cameron Park, California (near Sacramento), we had to make our first layover in Elko, Nevada. During the night I woke up from a dream that caused me to make the decision to stay there until I discovered what made this particular taildragger so squirrely during each landing roll. After all, the 10 FEBRUARY 1992

old 1930 WACO advertising boasts that the NFs were the easiest planes to fly and KNFs were specifically sold to be economical training ships for solo stu足 dents. So why is this KNF the most demanding airplane to land of any taildragger I have been qualified in?

The next day, my A&P (passenger) and I rounded up the things we needed to lift the weight off of the right side oleo strut in order to take it off for an inspec足 tion. We borrowed the use of the main足 tenance hangar's solvent cleaning table and took the strut apart.

Out of curiosity, the shop owner came over to have a look and almost immediately announced: "This strut doesn't match that drawing you have there in the airplane manual!" He

pointed out that the "oleo action" had been ruined by someone who had drilled out the oil passage restriction orifice at the bottom of the piston from 3/16th inch to about 5/8th inch and had further modified it by replacing the one-way oil return cup washer with an "0" ring.

Well, to anyone with enough school足 ing on the subject of oleos and their functional purpose when they are specifically engineered into the design of an airplane, especially a taildragger (or your automobile), knows that when they are not functioning, it's a "no-go" item on that plane's check list! (But who has a check list for a 1930 WACO KNF?) I do have that schooling in my background, so it's a sad commentary on my judgment that I decided to put the

strut back together and to proceed to Oshkosh. I thought: "After all, I have been able to control it through many previous landings, though with great difficulty." That was mistake #1.

But then, we made the next mistake: The cleaning solvent had attacked the rub­ ber oleo seal at the top of the strut and though the compression cap was tightened as far as it would go, it still leaked oil past the seal. So, we searched the town to fmd another seal. None of the right size in Elko of course, but we found an "0" ring of a diameter that could be laid on top of the bad seal to make it more "squashable." That sealed the leak okay and then to test the flexibility of the strut, we alternately lifted and pulled down on the outboard wing "N" struts. It appeared to function like it did before we began tinkering with it, which is the best we could hope for.

After all that, it was a hot, windy, 3:00 PM with thunderstorms to the east, so we settled on staying in Elko another night.

The next morning we were in the air at sunup. During the pre-landing check near Wendover, Utah, I looked over the sides of the cockpit to see the struts. The right one had not extended after lift off!

It was stuck in the same place as when the plane was at rest on the ground with about 2 inches of piston exposed. The seal must have swollen more during the night and I didn't retest the action during the preflight. The left strut was extended a full 9 inches as it should be, but, assuming it was modified the same as the right one, it has no "oleo action."

Oh, oh! A rigid right strut and a free springing, no shoc k absorption, left strut will lead to no good!

I let the passenger know that it would pull hard to the right under those cir­ cumstances and I mentally reviewed the extra efforts necessary to compensate for the problem: keep a little power on

for rudder effectiveness and the benefit of "P" factor, don't hesitate to use left brake as necessary. My three years of Air Force T -6 flight instructor ex­ perience came back fast!

On landing I was able to prevent a ground loop, but we still rolled off of the right edge of the runway even with FULL left brake application. When the wheels hit the soft dirt, it all came to an abrupt stop right there - upside down!

We were fastened in good and tight

When the wheels

hit the soft dirt,

it all came to an

abrupt stop

right there ­ upside down!

and thanks to the Lord who gave me presence of mind to command my pas­ senger: "Don't, do NOT unfasten your seat belt! Let it out slowly." Thereby neither of us got a scratch or even a stiff muscle out of the wreck.

The nice thing is that I had bought 18 days of in-flight hull coverage for the trip. COST: $40.20 for $31,000 worth.

The bad thing is I didn't buy $60,000.

They want to declare your plane a total loss at 70 percent of the face value of your policy. Call your A VEMCO agent to increase your coverage! NOW! There is an estimated $21,900 (or more and I have to pay everything over $21,500) "substantial damage." With that name tag the FAA/NTSB got into the act right away.

To retain my tickets, I had to take a FAA administered (NOT a designated

examiner) oral exam and check flight.

By my own choice, I took it out of Salt Lake International (unfamiliar to me), in a plane I only fly once every two years for the BFR. I did not take time to cram for the oral or to practice in the airplane. I had to perform all maneuvers he called for to the standards of the highest certificate I held and since the inspector knew I had taught ATP for 20 years, I felt he expected a lot. When he made the entries in my log book, he added the comment: "Excellent flight."

It's hard for anyone to imagine how devastated a pilot feels after a major accident, so that certainly gave me an exonerated feeling relative to my flying knowledge and abilities. Some satis­ faction at least, in view of the airplane being (probably) a "total loss."

Nevertheless, I get a pilot error on my record basically as a result of not grounding my plane back in Elko when I became aware of the shock strut prob­ lem. It was an easy-to-forget respon­ sibility, especially when I wanted to get to Oshkosh so badly. Let this be a les­ son to everyone who owns a plane. It's easier to find fault with and ground a rented plane than your own. Also be aware that when you buy any used plane, you may well expect that some­ one has made unwise and unapproved alterations.

Oh yes, you've been waiting for the funny thing: Well, I had a half gallon plastic milk bottle (for in-flight relief) jammed between the sheet metal of the front seat and the fuselage tubing aft of that. After the dust settled, I was remov­ ing the bottle from the cockpit (upside­ down remember) and the cap popped off. Yes, I had used it enroute a couple of times, and yes, that stuff does not make good hair conditioner (makes your eyes burn, too), and yes, I had to wear the same shirt the rest of the day! ....

VINTAGE AIRPLANE 11

by H.G. Frautschy

Bill Watson of Col足 linsville, Oklahoma and his 1928 Kreider足 Reisner KR-31.

12 FEBRUARY 1992

When Sherman Fairchild went shopping for a company to produce airplanes to carry his newly invented aerial camera, he bought a controlling interest in the Kreider-Reisner Company of Hagerstown, Maryland. In April of 1929, the future looked bright for avia足 tion, and Fairchild was convinced that if he was to have the airplane that would have the performance he needed for his fledgling aerial photography business, he'd have to make it himself. When he bought the company, one of the airplanes then in production at that time in the Kreider-Reisner plant was the C-2 Challenger, a 3-place biplane powered by the then common Curtiss OX-5 en足 gine. Kreider-Reisner had been started

by A. Kreider and Louie Reisner in the mid-'20s, and was originally a Waco distributorship. After building a small racer in 1926, the partners decided to go

into the production of commercial biplanes, and the Challenger C-2 was the result. Its Waco heritage is evident in the general outline and structure.

Some older pilots still refer to the C-2 as the "Waco 9-1/2", since it bore such a strong similarity to the Waco.

After Fairchild became involved in the company, the aircraft currently in production were redesignated. The C-2 became the KR-31, which stood for Kreider-Reisner, 3-place, 1st model.

The later KR-21, although produced seemingly out of order, followed the KR designations, since it was the first 2 place model produced.

The C-2 was to become a very popular design, although sometimes not in the exact configuration as designed by the engineers at Hagerstown. As detailed in the article on Parks Aircraft in the December issue of VINTAGE AIRPLANE, the design was basically copied by the Parks Aircraft Company and designated the Parks P-1. The most

noticeable difference between the two is the movement of the OX-5's radiator from just forward of the passenger's cockpit on the KR-31 to below the fuselage just forward of the landing gear.

The basic design with a series of different engines would later be produced as the Detroit-Parks P-2, and later as the Hammond 100. Neither of these designs were true descendants of the KR-31, but their look-alike designs would give fits to airplane recognition enthusiasts over the years.

Fortunately, that has not been a prob­ lem for Bill Watson' KR-31. His airplane has been around and looking good for so long that it rarely gets mis­ taken for another plane. Restored from 1974 to 1978, Bill has enjoyed regularly flying his antique during the summer season. In that four year span, two airplanes were restored by Bill and his friend, Earl Nelson. Both aircraft were found in Trade-A-Plane back in the

early '70s, owned by an older gentleman in Allentown, Pennsylvania.

Earl and Bill struck a deal, loaded them up and headed back to Tulsa where the restoration was done. Bill had split the cost of the two airplanes. He then traded the cost of the restorations, the place, the work and so forth as compen­ sation for restoring the second plane.

He and Earl labored on, with Bill doing the structural work, engine overhauls, and landing gears, while Earl did the woodwork and helped with the cover­ ing, as well as the interior work. Surpris­ ingly, even though the two planes were made in 1927 and'28, only one spar out of all the spars needed replacement. A lot of the ribs were spliced, and other repairs made to the wood, but few entire pieces had to be changed.

After the four years of pleasurable work was done, it was time to show off the results. Both airplanes were beauties! But Bill was not content to just sit and look at the masterpiece - he

A preHy sight over Lake Winnebago near Oshkosh, WI. Bill reckons that he has given more modern-day folks their first open cockpit ride behind an OX-5 than just about anyone in his Kelly green and silver KR-31 .

made these to fly! Over the years Bill's KR-31 has to be about the most active OX-5 powered airplane on the fly-in circuit, and he feels it has quite a bit of time left in it to keep running reliably.

The OX-5 in this KR-31 has it's data plate stamped with it's manufacture date - 4-29-18!

"It's a very reliable old engine if it's properly taken care of, and given the TLC and so forth that something like

that needs," Bill related. "You have to realize that it's 73 years old, but I don't have any qualms about getting in the airplane and flying it almost anywhere that I'd like to go with it, such as Osh­ kosh, which is a special treat for me."

Charlie Harris of the National Biplane Association and I both agree that Bill feels it is so trustworthy primarily be­ cause he knows the OX-5 inside and out, having overhauled it and main­

The forward cockpit, with room for two passengers, sits behind the distinctive vertical radiator for the OX-5.

14 FEBRUARY 1992

tained it over the years.

Developing 90 hp at 1400 rpm, (remember that a Continental C-85 needs 2575 rpm to generate 5 less horse­ power) Bill cruises the KR-31 at about the same horsepower showing 75 mph on the airspeed while holding 1350 rpm on the tachometer. To extract 90 horse­ power out of an engine that produces so much of it's power with strong low end torque, a large copper-tipped chuck of

Just like a Jenny's gear, with a solid axle but with metal struts.

You can plainly see the common features copied from the Waco 9 and 10 when the design for the KR-31 was laid out.

laminated and carved lumber is mounted on the crankshaft. At cruise power, you'd almost swear you could count the blades as they go by!

As soon as the big antique started showing up at fly-ins, it started bringing home the hardware. It was awarded the AAA National Grand Champion in 1979 in conjunction with Jim Younkin's Travel Air Mystery Ship, an honor that Bill feels was tremendous, since he is certain the Mystery Ship is a work of art. It would repeat as AAA Grand Champion at Bartlesville 1988. Bill says that must have some sort of eye appeal, because it seems to attract awards often when it appears at fly-ins all over the Midwest.

He has had the green and silver Kreider-Reisner to the EAA Convention in Oshkosh twice in the past few years, 1989 and 1991. When he arrived in 1989, he was greeted by the niece of Louie Reisner and her husband who were quite excited about the airplane, as they felt they might not ever see one of their uncle's old biplanes ever again. At both the

1989 and 1991 Fly-Ins, Bill's KR-31 was awarded Silver Age Runner-Up trophies.

The OX-5 apparently is not the only part of the airplane that is identical to the Jenny. Bill pointed out that the landing gear is just about an exact copy. "The gear is exactly like the Jenny gear in its construction except that the Jenny struts were wood and these gear struts are

metal. It still has the dual spreader bars and what they cal1 a solid axle gear. The axle on this plane is actual1y the axle from a Jenny. The wheels and so forth I've taken a little bit of liberty with, but

I tried to stay as close to authentic as possible," he explained.

Bill Watson is a retired corporate pilot and mechanic, whose flying career spanned the Twin Beech to cor­ porate jets such as the Learjet, Saber­ liner and Falcon 20. His most fondly remembered corporate job was flying and maintaining a DC-3, which he says is probably his favorite plane - he flew and fixed them for almost 11 years.

Before getting into corporate flying, Bill spent 3 years as a flight en­ gineer in B-24's during WW II. Graduating from Spar­ tan School of Aero­ nautics in 1949, he found a job right there in Tulsa and went to work as a mechanic and then fmal1y worked into the cockpit. Flying a Saberliner and the KR-31 cer­ tainly are on the opposite ends of the flying spectrum, but Bill Watson sums it up this way: "An airplane's an airplane, and if you love to fly 'em, why 75 miles per hour is not a whole lot different from 400."

Now that's a man who enjoys his low and slow flying! ....

VINTAGE AIRPLANE 15

WttAT f)Ul2

,"~,"Ij~l2~ ,Al2~ l2~~Tf)l?I~C3

by ~()r-m Veter-sen

Dave Eby's Cessna 140A This beautiful inflight photo of Cessna 140A, NI40PD, SIN 15414, was sent in by owner Dave Eby (EAA 78731, A/C 16735) of Witch ita Falls, TX. Finished in a bright red and cream

paint scheme with original wheel pants and a Scott 3200 tailwheel, the sharp looking two-placer has earned a trophy at the Denton, TX AAA Fly-In, the Ok足 lahoma AAA Fly-In, the International Cessna 120/140 Convention at Daven-

port, lA, the EAA Southwest Regional Fly-In at Kerrville, TX and the Fair足 view, OK Annual Airshow - all during 1991! Congratulations to Dave Eby on a really nice restoration of a classic Cessna 140A.

Wayne Edsall's Waco YKS-6 This photo of a recently completed restoration of Waco YKS-6, NC 16512, SIN 4504, was sent in by Wayne Edsall (EAA 187214, A/C 7085) of Bozeman, Montana. Wayne reports the first flight of the restored red and while trimmed

Waco was November 10, 1991, and everything went just fine. This Waco was built as an air ambulance model (identical to SIN 4524, CF-BBQ, "Old Bar-B-Que" by Buzz Kaplan) and spent its life in Juneau and Anchorage, Alaska on floats. It was rebuilt and put on

wheels in 1974 and wrecked again in 1978. Stored until November 12, 1989 in Aloha, Oregon, Wayne purchased the big cabin biplane and commenced the two-year restoration. Wayne also flies a beautiful Fleet biplane and a De足 Havilland DH82 "Tiger Moth".

16 FEBRUARY 1992

Dick Wells' Piper J-3 "Flitfire" Pictured in front of Bill Greenwood's two-place "Spitfire" at EAA Oshkosh '91 is Piper J -3 Cub "Flitfire", NC37905, SIN 6691, flown by R. E. "Dick" Wells (EAA 382491, AIC 17122) of Pickerington, Ohio. Owned

by Jay Rodgers of Houston, Texas, the "Flitfire" was one of 48 identically painted Cubs that flew around the USA in 1941 raising funds for the RAF Benevolent Fund to aid families ofWW I British pilots and crew members killed in action.

This particular airplane was built on April 16, 1941, as a J3F-65 , and has been through seven owners since then, accumulating 4131 airframe hours. It was converted to a Continental A-65 on July 21, 1951 and redesignated a J3C­

65. The restoration began on July 20, 1988 and was completed by White Aero, Columbus, Ohio, in approximate­ ly 1550 hours. Fifteen of the original

"Flitfire" Cubs are still flying, 14 in the U.S. and one in Germany. This is the first one to be restored in the original 1941 color scheme.

Danny Duggan's Champion 7GCB One of only six "GCB" models remaining on the FAA register, this par­ ticular Champion 7GCB, N9908Y, SIN 122, is mounted on a set of PK 1800

floats, complete with auxiliary tail fins and a 150hp Lycoming for "get up and go". Owned by Danny Duggan (EAA 302971) of Palestine, Texas, the float­ mounted Champ was purchased in Hib­

bing, MN, and flown back to Texas on floats. Danny reports you have to have a good rapport with the boat marinas along the way, so you can refuel with auto gas. There are very few seaplane bases between Minnesota and Texas!

The Champ has since been going through a complete teardown and recover with Stits along with the instal­ lation of a new interior. Danny will have the airplane back on floats in April for giving dual instruction on floats at Lake Palestine, Texas. In addition to the Champion 7GCB, Danny and his partner, Dave Lockwood, have a Lus­ combe on Edo 1320 floats which is available for training and rental. They are one of the few, if not the only, seaplane training facilities in the state of Texas.

Dr. Carl Nichols' Piper PA-12 Super Cruiser This handsome looking man in the coveralls is Dr. Carl Nichols (EAA 279990, AIC 11037) of Leland, MS , standing by his newly restored Piper PA-12 Super Cruiser, N3336M,S/N 12­ 2194. Dr. Nichols had previously owned eight different aircraft when an automobile accident laid him low for seven years. Now fully recovered, he located the PA-12 and decided to have it totally restored by Air Repair, Inc. of Cleveland, MS. The results are plainly (planely?) visible. Note the 150 Lycoming in the nose and the Cleveland disc brake conversion. We are gently

twisting Dr. Nichol's arm in hopes that he will write the story on the PA-12

rebuild for an article in VINTAGE AIRPLANE.......

VINTAGE AIRPLANE 17

Porterfields Three!

by Norm Petersen firewall aft. By 1979, he had restored the aircraft to factory new condition and with his older son as a passenger, flew the little two-placer to Oshkosh '79. In the process, his son, who had a student license, received 45 hours of dual cross­ country!

Over the past 12 years, Leroy has flown the Porterfield over 1100 enjoy­ able hours including a second trip to Oshkosh in 1989. Before making the '91 trip, Leroy had to rebuild the 65 Continental engine which had flaked a bearing and put metal in the oil. Leroy was careful to retain the stainless steel mufflers and the "chic" cast aluminum valve covers on the engine. Polished

In one of the more interesting hap­ penings at EAA Oshkosh '91, a trio of Porterfield CP-65 trainers arrived for the big fly-in - two from California and one from Texas. Long jaunts, such as these, would normally test the mettle and stamina of the most experienced pilots, however, these three hardy souls weren't even the least bit flustered! All three felt exactly like the ad from Western Airlines years ago, "The only way to fly!"

The first of our trio is Porterfield CP­ 65, N27291, SIN 772, flown to EAA Oshkosh '91 by its owner, Leroy Blum (EAA 86702, AjC 13907) of Glendora, CA. For the past 19 years, Leroy has

been an FAA Inspector (Airworthiness) for the Los Angeles Regional FAA Of­ fice, a title which he carries with dignity and humbleness, as evidenced by the many kind words of praise from the aviation community he serves.

01' N27291 came off the Kansas City factory line on September 26, 1940 ac­ cording to the data plate. Leroy Blum bought the rather run down airplane in 1956 for $150 - including a runable engine!. He restored the Porterfield over the next year and sold it in 1957 for $750 when he was drafted into the Army. Then in 1975, he again bought 01' 27291 as a basket case for ·$800 ­

Leroy Blum's answer to safe hand prop­ ping, a set of mag switches on the cowl that are reached with ease with the left hand. The door is hinged at the rear so the prop blast holds it open .

The famous signature of the Porterfield-Turner Aircraft Company, a logo well known in the 1930's and 1940's.

18 FEBRUARY 1992

The Continental A-65-8 engine in Leroy's Porterfield is not only a sanitary installation, but features the prized cast aluminum valve covers as used on the early Continental engines.

baffling completed the sparkling en足 gine compartment.

Two changes that Leroy made are the substitution of two 8-1/2 gal. wing tanks employing a Cessna fuel system instead of the 13-1/2 gal. nose tank on aone足 time STC and the installation of dual mag switches on the right side of the nose cowl, hidden by a hinged access door. For the usual hand propping, Leroy doesn't have to go inside the aircraft to switch the mags on or off. He just reaches the cowl switches with his left hand while the right hand pulls the prop through from the back side. When combined with an operational towhook on the tail for tiedown, Leroy has no sweat when it comes to single person hand starting.

The Porterfield is covered with Stits 101 fabric and ten coats of Polydope.

Leroy is well satisfied with the covering even though it is sixty pounds heavier than HS-90X which Glenn Peck used on his CP-65 (and Glenn can outc1imb him by 50 fpm .) The covering, done in original factory colors of red and silver, has held up very well over the past 12

Interior photo shows the instrument panel in the airplane that Glenn Peck flew in from California. Note the nice "bin" ahead of the control stick to hold all the loose "cabin stUff".

Posing in front of Porterfield NC37869 are the rebuilder, Glenn Peck, on the left and the owner, Lane Stuart, on the right.

VINTAGE AIRPLANE 19

Posing in the sun with original factory colors of red fuselage and silver wings and horizontal tail surfaces, is Leroy Blum's Porterfield. Note slender fuselage (23 inches wide) and aileron counterweights.

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B

E

o

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Cabin interior of Leroy Blum's CP-65 shows overhead skylight all the way to the rear and very neat seats and sidewalls.

years and 1100 hours of flight time. A tinted skylight is carried through to the rear spar and a rear view mirror is mounted high in the cabin to spot any Fokkers that might get on his tail.

With aileron balance weights in­ stalled on the CP-65, the VNE is 139 mph. Without these weights, the VNE is restricted to 120 mph. Leroy also installed 10/32 streamlined brace wires (Macwhyte) on the tail instead of the original 8/32 wires for a little added beef. Five water drains are installed in the fuel system; one each in the wing tanks, two at the low points in the sys­ tem and one on the firewall. Shielded ignition was installed to aid the Terra TPX 720 hand held radio, which uses an outside antenna mounted in the rear baggage compartment for perfect reception and transmission up to 150 miles. A nicely built rack holds the radio while Leroy uses a headset/mike with a PTT switch on the stick.

Unlike a Cub, the Porterfield struts are totally sealed and can be tested by tapping them with your finger. They ring like a bell if they are sound! All struts were in perfect shape along with the fuselage tubing, which is still 100% original. All parts were primed and enameled plus dopeproof paint where required for fabric attachment.

The overall workmanship on Leroy Blum's airplane is absolutely first class and obviously comes from the heart.

20 FEBRUARY 1992

Small details such as nut plates and secondary fasteners are everywhere.

Even the rib stitching is the "hidden knot" variety to help on the speed. All fairings are very carefully attached for minimum drag and exhibit extreme patience on the part of the rebuilder.

(The closer you look, the better the airplane appears and the more minute details are spotted by the observer's eye!)

Leroy soloed an Aeronca 7 AC in 1954 and earned his Private license the same year. He then spent much of his time during the next 20 years at El Mirage Glider Port, earning a Commer­ cial license, Glider rating, Glider In­ structor and A & P with AI, which led to going to work for FAA 19 years ago.

His family of two boys and two girls are partly into aviation - the oldest son flies for American Eagle Airlines and at one time, he and Leroy's oldest daughter took the Porterfield on a fabulous trip

through 28 states! In addition, the youngest daughter is a student pilot.

One of the neatest installations on Leroy Blum's Porterfield is the tailwheel, which is seldom seen in such a disguise! It is a Maule tailwheel with a Scott hubcap! One might suspect it would almost develop its own internal shimmy!

GLENN PECK and PORTERFIELD CP-6S, NC37869 The second Porterfield of our 1991 trio is NC37869, SIN 1016, flown to EAA Oshkosh '91 by Glenn Peck (EAA 95306, AIC 1847) of Santa Maria, CA. Built originally as an LP-65 by Colum­ bia Aircraft on September 23,1941, this Porterfield has been converted to a CP­ 65 with a 65hp Continental engine. The data plate proclaims a 1200 lb. gross weight and 13.5 gal. fuel capacity.

Glenn originally bought two basket case Porterfields from a hobby shop

Instrument panel of Leroy Blum's CP-65 has compass card below compass and Terra 720 radio below panel. Rate of climb gauge (6000 ft. per min.) is just a tad optimistic.

which yields about 85 to 90 mph cruise.

So typical of Porterfield owners - they al­ ways smile when near their airplanes!

Leroy Blum and his nicely restored CP-65.

owner in 1975. After three years, he had one restored, which was traded away.

When he finished NC37869, a painful decision was made to trade it to his lawyer, Lane Stuart, in payment for legal fees on a real estate deal! When Lane offered GlelUl the chance to fly the cute little tandem to EAA Oshkosh '91, he jumped - especially to go side-by­ side with Leroy Blum in his Porterfield.

The duo covered the 3,000 miles in about 34 hours of flying time over five days and GlelUl put in the second quart of oil at Oshkosh! Average fuel con­ sumption was 4-1/2 gph at 2200 RPM

NC37869 is the fourth Porterfield that GlelUl has restored and his shop at Santa Maria, called "Nothing New Aviation", is busy with a Stinson SR-5, a Navy N2-S Stearman, a Super Cub and a 220 Continental powered Curtiss Robin (bound for England). Glenn also has two Aeronca K's of which one has a 65 Lycoming up front ("A little Hotrod", says Glenn).

The ground up restoration on Porter­ field NC37869 featured Stits HS-90X lightweight fabric with one light coat of Poly Brush, one 50% spray coat, one cross coat of Polys pray, careful sanding with 400 grit sandpaper and a final two coats of Poly tone. The end result is a savings of about 60 lbs. of weight, which allows the Porterfield to climb at 800 fpm at sea level at gross! Using the same prop as Leroy Blum, Glenn can outclimb him by 50 to 100 fpm - all because of the decrease in weight.

The Porterfield, which uses Max Munk's M-6 airfoil, is usually flown from the front seat and features a lock­ ing collar on the front throttle quadrant for cruise. Glenn reports the airplane is a bit nose heavy when flown front seat solo and careful use of the brakes is strongly advised! The interior of the airplane is nicely finished off and the 23 inch wide seats are quite comfortable.

The enlarged baggage compartment holds 40 lbs. Glenn always ties the stick forward when parked so any moisture in the elevators can run out the seaplane grommets. All grommets on the airplane are the seaplane type which tend to vacuum the area of moisture and

keep the insides of the wing, tail feathers and fuselage, dry.

One clever idea of Glenn's is to cover the entire length of the streamlined wing struts with HS-90X fabric and finish with Polydope. The fmal finish is al­ most impervious to stone chips and keeps the struts looking like new for many years. A small external antenna is mounted on the belly for use with a hand held radio. Glenn reports contacts at up to 200 miles distant!

Most cross-country hops are two hours in length and fuel stops include auto fuel, 80 octane and when nothing else is available, 1ooLL. The latter leaves a white stain all the way to the tail of the airplane, which has to be cleaned off ASAP. Navigation is by map and IFR (I follow railroads) with help from from loran (stay low and ran fast!)

Glenn pointed out that the Porterfield CP-65 is certified on Edo 60-1320 floats with the following modifications: plywood doubler on rear face of rear spar from root to strut doubler; modified strut carry through in fuselage; change inboard compression struts from 5/8 X .035 to .049; change wood compression struts from 15/16 to 1 inch square; inner drag wires to #10 from #8 and finally, the installation of landing gear straps to attach cross wires to when the floats are installed. Glenn has never seen a Porterfield on floats, however, he has seen one on wheels that had the float modifications completed.

Always looking for a bit more speed, Glenn admits to having the paperwork just about done for the installation of an 85 Continental in a Porterfield. This should make a mouth-watering, two­ place airplane! We can hardly wait to see this jewel pop out of Glenn's productive shop in Santa Maria, California. We predict a great future for this 36-year-old craftsman with a delightful aviation "bent" and look for­ ward to his return to future Oshkosh Fly-Ins.

KEVIN FEAUTO and PORTERFIELD, NC25563, SIN 671 Our third member of the Porterfield trio is Kevin Feauto (EAA 379615, A/C 16914) of Roanoke, Texas and his nice­ ly restored Porterfield CP-65, NC25563, S/N 671. Although Kevin is not a newcomer to Oshkosh, having at­ tended the EAA Convention twice pre­ viously, this was his first attempt at Our third Porterfield owner is Kevin Frauto of Roanoke, Texas and his blue & silver CP-65, complete with a metal prop.

(Continued on page 29) VINTAGE AIRPLANE 21

The First Ford Reliability Tour

- Moline Stop ­

BACKGROUND Following the end of World War I and into the first years of the 1920s, civil aviation in the United States was in the doldrums . Never an established in­ dustry before 1916, aviation manufac­ turing was confined mostly to individual entrepreneurs building machines for the sportsman pilot and meeting the few military orders. It was a cottage industry . The 1920 Manufac­

turers Aircraft Association Yearbook lists 115 permanent airfields and 1000 emergency landing fields in the whole of the United States. The European countries were the leaders in civil aircraft manufacturing as well as having already started the transportation of people on regularly scheduled airlines.

What little effort was made in this country quite often failed for lack of capital and airplanes.

By 1924, the idea of an airplane tour comprising civilian commercial aircraft had often been suggested by those in the business. The first concrete discussion was made by Colonel Paul Henderson who was in charge of the airmail for the post office at the time. Finally, by May 1925, a formal proposal was made by the Society of Automotive Engineers in Detroit, Michigan. It was not long after this meeting and proposal that a meeting of aeronautic engineers and another later meeting in Detroit consisting of several leaders of aeroplane manufac­ turers and engineers, that a formal com­ mittee was appointed to organize an airplane tour yet in that year. After this, things moved fast and an important im­ petus was the interest and encourage­ ment shown by Henry and Edsel Ford.

Ford had just bought out the W. B. Stout Metal Airplane Company and a new factory was completed on the Ford air­ port at Dearborn. The company had already started scheduled passenger ser­ vice between Chicago, Detroit and Cleveland using the Stout plane.

Initially, the plans called for cash prizes and an on-to-Detroit type of for­ mat with the starting points in any region of the country as long as they were more than 175 miles from Detroit.

It was to have begun on Labor Day, 22 FEBRUARY 1992

by Jim Haynes

(EAA 285970, Ale 12099)

September 7. Those plans underwent several revisions . In August, the Detroit A viation Society had taken over the sponsorship and a final booklet of rules was written containing final dates, stops on the tour, etc. It was to be held September 28-0ctober 3. Also in­ cluded in the plans was a three day exhibit at the Dearborn Field that fea­ tured the latest wares that aviation ven­ dors had to offer, a balloon contest and a flying exhibition by U. S. Air Service pilots. Forty-five vendors showed up to display their offerings. Edsel Ford donated a three foot high trophy fashioned from sterling silver with a marble base on which would be in­ scribed the names of the planes and pilots that would finish the race. Only commercial planes and pilots were per­ mitted to enter. This was not to be a military show.

TOUR SCHEDULE September 25, 1925 - The Tour was waved off at 10 am by Edsel Ford.

Planes stopped at Ft. Wayne, Indiana, lunch, check planes off at 2 pm. Arrived in Chicago, 4 pm.

September 29 - Stop at Moline, Il­ linois for an hour, lunch, leave. Large planes and those with adequate fuel capacity to Omaha, Nebraska . Those planes with small field capability and limited fuel range, land at Des Moines, Iowa .

September 30 -Leave for St. Joseph, Missouri , lunch and on to Kansas City.

October 1- Kansas City to St. Louis Lambert Field.

October 2- St. Louis to In­ dianapolis. Due to a three hour delay in departure because of fog , the Tour stayed overnight in Indianapolis.

October 3 - Indianapolis to Colum­ bus. Due to poor weather, the Tour did not leave for Cleveland.

October 4 - Departure from Colum­ bus due to poor weather, left 11 :30 am, late lunch in Cleveland. The Tour ar­ rived back at Dearborn midst a rainstorm and fog .

THE MOLINE STOP Moline Airport The photo shows Moline Airport as it appeared in 1926 or 1927. At the time of the Tour, the NAT hangar had not been built and the Curtiss Flying Ser­ vice" sign read "Campbell Airplane Company," otherwise the old Franing Flying Field appeared about the same.

The airport was started on this site in 1922 by a few local sportsman pilots and was named for the farmer who owned the property. It first consisted of a tract of 30 acres of land and was mere­ ly a landing field before it formally became an airport.

Due to its fine qualities as a landing field, it had been selected as a control point for the first airmail coast to coast flight in 1919. By 1925, the Campbell­ deSchepper Airplane Company boasted 12 planes stationed at the field.

The First Ford Reliability Tour gave flying a huge boost in the Moline area, what is today known as the Quad-Cities.

At the time, E. K. "Rusty" Campbell was the Manger of the airport and one

THE ENTRANTS

Plane No. 0 2 4 6 8 10 14 16 20 22

Name of Plane Travel Air A Travel Air B6 Travel Air B6 Junkers F13L Waco 9 Waco 9 Swallow 1925 Swallow 1926 Fokker 3F7

Name of Pilot!s) Rusty Campbell Chick Bowhan Walter Beech Fred Melchoir Ely Knapp Lloyd Yost John Stauffer Earl Rowland E. P. Lott & Tony Fokker Carrier Pigeon Casey Jones

Plane Name of No. Plane 24 Martin Commercial 26 Martin Commercial 28 Mercury Jr. 30 Fort/Stout Monoplane 32 Laird Special 34 Laird Swallow 36 Yackey Sport

Name of Pilot(s) Cy Caldwell L. B. Richardson Harvey Mummert Eddie Hamilton Henry Van Etten E . A. Gaff Walter Adams

of aviation's foremost pioneers in the Midwest. He established the first com­ mercial airport in Iowa, May 23, 1919, at Waterloo. Campbell had flown to Chicago and joined the Tour there and became the pilot of number Zero, a Travel Air. Much was made in the local news accounts at the time of the reaction of the "large throng" that had gathered to witness the arrival of the Tour planes.

"At 10:32 suddenly a streak of blue, low in the horizon, shooting down and over the circle in the field like a bolt and up again as a salute, was the first arrival. It was number O. Campbell's plane!

Moline's plane! A roar went up from the crowd as he glided down to a land­ ing. He had outflown the huge and powerful Ford plane which had thus far taken first place at control points." The people had seen the Ford before as it was used as the pathfmder plane that visited all the cities on the Tour a few weeks before in order to drum up publicity and fmalize local arrangements.

Cy Caldwell, writing for Aviation magazine and flying the Martin entry, later described the same arrival thusly .

"The flight to Moline was pleasant and uneventful. All planes flew in less than schedule time. Rusty Campbell in a Travel Air was allowed by the rest of the group to arrive first which naturally delighted the home folks, who con­ cluded that he had the fastest plane in the outfit."

Caldwell further describes the Moline stop. "Lunch was served in a hangar.

This fly business has me guessing. I was in Moline just two weeks ago and I'll swear there wasn't a fly on the field, and yet, when we sat down to lunch a million flies were there ahead of us.

"Moline employed the most amaz­ ing starting system I have seen yet.

Instead of being behind the planes, the crowd was in front as the starter took his stand and raised the flags, the crowd formed a narrow lane, surged closer until the wings almost brushed them as the plane gathered speed.

Then they rushed to form a 50 ft. lane in front of the next plane, and so on.

No.2 - Travel Air B6 TIlls was flown by "Chief' Bowhan, a full blood Osage Indian. His wife went along as a passenger. The engine was an OX-5. Notice that the planes lined up in front ofthe hangar with the Stanolind Avia­ tion Gasoline advertisement on the doors.

The photographer had a difficult time get-

They must ha ve been members ofsome local suicide club."

The Planes The snapshots that are shown were taken by my late father-in-law, Ralph Eckley, who was a young newspaper reporter/pilot from nearby Monmouth, Illinois. The names of the planes that appear on the photos were his inscrip­ tions and some of the material used on these pages come from his files and recollections as told to me before his demise a few years ago.

The planes appear in the order of their numbering by the Committee. It is in­ teresting to note that, with the exception of one or two airplanes, none of the entries' models or designs were in exist­ ence a year before the Tour took place.

This was before Approved Type Cer­ tification. In one case, the Curtiss Lark didn't make it to the starting line be­ cause it could not be readied in time, thus the Carrier Pigeon became the entry from Curtiss.

Not all of the entries are shown.

Either his film ran out or he did not have enough time. Unfortunately, he did not get a photo of Rusty Campbell's OX-6 powered Travel Air.

ting pictures without people, just as those of us at Oshkosh still have. Styles of dress are well depicted. For a day that got up to 80 degrees, those ladies in the coats must have been quite warm.

Bowhan had to make two emergency landings in Missouri due to engine problems.

VINTAGE AIRPLANE 23

No.4 - Travel Air B6 The third entry for Travel Air was this one flown by Walter Beech. It was powered by a Curtiss 6A engine. He didn't do too bad as the plane finished with the 4th best time of the Tour, beating out the other two.

Not seen in this photo are the distinctive "elephant ears" ailerons that appear on No. 2.

No.6 - Junkers F13L This airplane was flown by Fred Melchoir and was built

by Junkers-Werke of Dassau, Germany. It was powered by a BMW engine producing 185 hp. It carried five passengers and was said to have difficulty on its takeoff and climb, appearing very sluggish.

No. 16 - New Swallow There were three Swallows on the Tour. This particular Swallow was flown by Earl Rowland. An interesting feature of the Swallows were the triangular transparent panels being located at important places along the wings and fuselage allowing for quick inspection. Rowland completed the Tour in 22.78 hours with an average speed of 78 mph.

24 FEBRUARY 1992

No. 20 - Fokker 3F7 In various accounts of the Tour after it was completed, this airplane probably received more publicity than all of the others with the possible exception of the Ford/Stout.

The plane was flown by Tony Fokker and E. P. Lott. It was powered by three Wright Whirlwind BJ4 engines and carried eight passengers. It returned to Dearborn first although it had the second best time, completing the course with an average speed of 98.5 mph.

Tony Fokker looked upon the Tour not only to promote commercial aviation, but as an opportunity to advertise the virtues of his airplane. In his narrative of the Tour, Caldwell notes that when the group was entertained nightly by the local sponsoring committees, not only were they usually served chicken, but had to listen to the same speech by Fokker. He says, "I have heard Anthony Fokker's speech four times. It's fine and quite entertaining as like sitting through four show足 ings of the same movie. Casey Jones and 1 loved every word of it and wouldn't miss it for anything. The thing that tickles us is the way that Fokker has run away with Ford's publicity."

The photos show a great interest in the tri -motor. Most had never seen a multi-engine airplane before.

Study the pictures and count the number of times the name appears on the airplane.

No. 22 - Curtiss Carrier Pigeon "Casey" Jones, Manager of the Curtiss Exhibition Com足 pany, was the pilot of this airplane. It was powered by the enormous Liberty 12 engine that produced 400 hp. Designed especially for the night mail, it could carry 1,000 pounds.

A bizarre event took place at Omaha, when, upon coming in for the landing, the plane ran into a motorcycle left on the field by one of the officials.

Damage was confmed to a broken propeller and wing strut.

Remarkably, Jones was able to repair the damage in a makeshift way and, after a late start the next day, caught up with the others in St. Joseph, Missouri.

.No. 28 - Mercury Jr. This was another airplane designed especially for carrying the mail. Both the Aerial Mercury and Mercury Jr. were designed by Harvey C. Mummert, for many years designer for Curtiss.

The Mercury Jr. was powered by the Curtiss 6A. Although its predecessor had ailerons on both the upper and lower wings, this airplane featured them on the upper wings only.

The aerial Service Corporation had been in business for over five years and had more than one former Curtiss employee on its payroll. It was located in Hammondsport, New York.

The designer, Mummert, piloted the Mercury Jr. on the Tour, but did not finish in the top ten qualifiers. Curiously, it started after and finished sooner than the Fokker and Ford on many of the legs of the Tour.

The gentleman in the hat looking into the cockpit is my uncle.

No. 24 - Martin Commerical Notice in the photo that this plane did not have wheel covers. All of the advertising literature depict them. It could be that they were removed in Dearborn prior to the Tour because the field was so muddy, as was Ft. Wayne. The plane was introduced in August of 1924 and was intended to be a mail plane, although provision was made for the rapid instal足 lation of passenger seats.

It was powered by a Wright Model 64 engine of 200 hp.

Although difficult to see in the photo, the radiator was mounted below the engine and the airflow, after passing through the radiator, was then vented out through the louvres shown on the side of the cowl.

Caldwell, the pilot, was formerly the chief test pilot for Martin. The plane completed the Tour in 21 :21 hours with an average speed of 83.7 .

I have included this additional photo of a TM Scout that shows John Livingston as pilot.

It was converted by Midwest Airways of Monmouth, Il足 linois and according to my father-in-law, was Livingston's first racing airplane.

VINTAGE AIRPLANE 25

No. 30 - Ford/Stout Monoplane The airplane shown here is not the one the general reader is used to seeing with the name Ford on it. In reality this is a Stout Monoplane transport built by the Stout Metal Airplane Company. The association between Ford and Stout began in 1924 upon the completion of the Stout factory on the Ford airport at Dearborn. On July 31, 1925, Ford purchased all the

stock and assets of Stout and it became a division of Ford. As earlier stated, the plane was already in the airline business.

Eddie Stinson piloted the plane on a pathfinder tour of the cities a few weeks before.

The Liberty 12 powered plane had but one passenger on the Tour and flew the course in 17.53 hours with an average speed of 101.5 mph, the best of the Tour.

No. 36 - Yackey Sport The airplane was a modified Thomas Morse Scout. Tony Yackey operated the airmail field in Chicago. He bought military surplus planes and modified them into three place aircraft with OX-5 engines. The advertisements following the Tour said they could be bought for $1,975.00. As to who the pilot was, there have been conflicting accounts and pos足 sibly could have been two, Tony Yackey and Walter Adams, sharing the duties.

The plane finished the course in 20.97 hours with an average speed of 85 mph.

No. 32 - Laird Special Henry Van Etten piloted Matty Laird's airplane. The Special was powered by a Curtiss C6 engine, this one rated at 167 hp. Of all the planes mentioned in the various accounts of the Tour, little is said of this aircraft.

Notice the location of the radiator on the side of the plane.

Waco 9 There were two 9s on the Tour. One, number 8, was flown

by Ed Knapp; the other, number 10, was flown by Lloyd Yost.

I do not know which one is shown in the photo. Both had OX-5 engines.

Only onefinished the Tour, number 10, with a timeof23.31 hours and an average speed of 75.2 mph. Ely Knapp, along with Ted Abrams as passenger, made an unscheduled landing in a Missouri field and damaged the plane extensively. This was the only plane to not finish the Tour for that reason.

26 FEBRUARY 1992

Again, I am showing an additional photo of a non-Tour related airplane(s). This one was also taken at Monmouth Airport with John Livingston and some Waco 9s that Midwest Airways sold as the Waco Midwest distributor.

Conclusion The Moline stop lasted only an hour. Pre-Tour publicity was great enough that there were several thousand poeple at the airport to witness the event.

Up to this time, aviation to the public in the Midwest was confmed to the sportsman pilot , the occasional barnstormer selling rides, and airmail planes flying over in certain areas.

Before the Tour, most people of the area had never seen such large transport

planes such as the Ford/Stout, Fokker tri-motor or Junkers.

The photos bear witnesss to the fas­ cination that they held.

When the last plane departed, farmer Franing's cow pasture would never be the same in Moline. It became the only airport to be included on the Reliability Tours of 1926 and 1927. On May 12, 1926, Moline became an airmail stop on the expanding transcontinental mail.

Also in 1926, Don Luscombe and

Clayton Folkerts began working on the first Monocoupe at a field across the river, and the first model was flown by Rusty Campbell in March of 1927. Not long after, Willard Velie bought Luscombe's Central States Aero Com­ pany and a new era in Moline aviation was ushered in that brought such names into prominence as Vern Roberts, John Livingston, Harold Neumann, Florence Klingensmith and Pheobie Omlie flying the various models of the Monocoupe ......

and Fly-In. Homebuilts, Classics, Antiques, Warbirds and all GA aircraft welcome. Balloon launch at dawn.

Camping on field, hotel shuttle avail­ able. Contact: Decatur-Athens Aero Service, 205/355-5770 June 7 - DeKalb, IL EAA Chapter 241 28th Annual Breakfast Fly-In at De­ Kalb-Taylor Municipal Airport. Con­ tact: 815/895-3888.

June 20 - 21 Coldwater, MI 8th Annual Fairchild Fly-In. Branch Coun­ ty Memorial Field. Contact: Mike Kelly, 22 Cardinal Dr., Coldwater, MI 49036, or call 517/278-7654 June 27 - 28 Orange, MA - New England Regional Fly-In with antique steam and gas engine show, flea market, food.

Trophies both days for Homebuilts, antiques, classics warbirds.

Chapter 726, Orange Municipal Airport, Orange, MA 01364.

June 25 - 28 Mount Vernon, OR 33rd Annual National Waco Reunion

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

July 8-12 Arlington, W A Northwest EAA Fly-In. Info: 206-435­ 5857.

July 10 - 12 Minden, NE 14th An­ nual National Fly-In and meeting.

Pioneer Village Airport, Minden, NE. Ca11303f744-8048 for more information.

July 25 -26 New Berlin, IL - Flying "S" Farm. Midwest gathering of Taylorcrafts. Contact: Al and Mary Smith,217/478-2671.

July 31-Aug. 6 Oshkosh, WI - 40th Annual EAA Fly-In and Sport Aviation Convention. Wittman Regional Airport.

Contact John Burton, EAA Aviation Center, Oshkosh, WI 54903-3086, 414/426-4800.

The following list of coming events is fur­ nished to our readers as a matter of information only and does not constitute approval, sponsor­ ship, involvement, control or direction of any such event. If you would like to have your aviation event (fly-in, seminars, fly market, etc.) listed, please send the information to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 53093-3086.

Information should be received four months prior to the event date.

April 5-11 Lakeland, FL - Annual EAA Sun 'n Fun Fly-In. Make your plans to join us for the warm weather!

For more information call 813/644­ 2431.

May 1 - 3 Camarillo, CA - EAA Chapter 723 and CAF Wing 12th An­ nual Fly-In and aircraft exhibit.

Homebuilts, classics, antiques, warbirds and more. Pancake breakfast on Satur­ day and Sunday, Dinner Friday and Saturday with a band, seminars and more. Contacts: Bob Koeblitz 310/443­ 8056 or Larry Hayes, 805/496-3750 May 2 - 3 Winchester, V A Winchester Regional EAA Spring Fly­ In. Trophies for winning showplanes.

Pancake breakfast Sunday. Conces­ sions and exhibitors. All welcome.

Contact Al or Judy Sparks, EAA Chap­ ter 186. Call 703/590-9112.

May 23-24 - Decatur, AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Service's fourth annual Reunion

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

With the advent of the new Contem­ porary Class of the Antique/Classic Division, now might be the time to get into the record book. With the National Aeronautic Association, the Aero Club of America, having a reduced fee schedule for the benefit of those heading towards Sun 'n Fun and Oshkosh, maybe it's time to look at the record book and set a NEW City to City record.

We all would like to see our name in print, and especially in the World and United States Aviation and Space records publication. Just call Art Greenfield at NAA Headquarters in Ar­ lington, VA 703/527-0226, ask him about it and maybe you'll have some­ thing to show your grand-kids when the next issue comes out.

If you do accomplish a record, your name will be in the next edition of the World and United States Aviation and Space Record book and you'll receive your beautifully mounted certificate at 28 FEBRUARY 1992

one of the awards ceremonies held at various museum and aviation facilities held throughout the year. Call Art for the sanction forms and the one to one information on how it's done!

The Swift Association President, Charlie Nelson, has done it, so have several of the homebuilders in their Glasairs and hot rod composite machines. It's time we Antique and Classic guys and gals took a shot at it!

We need the prestige of having NAA and our fellow airman recognizing the fact that our airplanes are competitive too. Let's go for it! There are many, many pairs of cities that have never made the record books. Almost every city airport in the States has an open slot from there to Lakeland, Florida or Osh­ kosh,Wisconsin . Your Co-pilot can be included too, and you'll both be enshrined in the record book along with the BIG boys!

Now for a letter ...

Dear Buck, Has anyone had any problems with Marvel Mystery Oil? I have heard of problems with spark plug fouling and lots of carbon on the top of the pistons.

I would like some answers on fuel addi­ tives for upper lube.

Also, what type of sealant compound should I use when overhauling an en­ gine? I do not like to use RTV or silicone sealant. I prefer Aviation Form-a-Gasket 3D. Please advise.

Edward C. Wegner Hello Eddie, Guess I've reached a pinnacle of sorts when one of the foremost antique airplane restorers asks my opinion. I'm flattered, Ed, and double that, happy you asked.

Like you, I have been operating "old" engines for many years. I have had my share of problems with the more modem fuels (read 100 LL) with the seemingly hard starting, plug fouling and build-ups on the valves, etc.

Problem is, the old radial engines we operate turn maybe 2100 rpm for takeoff and cruise 1750 or so, are low compression and so just don't develop the head pressures and temperatures to throw off the modem day additives in today's fuels.

A Lycoming 0-320 or 0-360 does just fine because it's a high compression engine and turns up fast enough to breathe hard and throw off those addi­ tives.

Marvel Mystery Oil as an additive is a moot point that has led to many dis­ cussions for as many years that it has been marketed. I recently ran across a gadget that was built way back in the late 1920s, marketed by Marvel, that was a forerunner to today's oil injection systems. It was hooked into the intake manifold and actually metered an amount determined by the manifold pressure as the engine was running to provide upper lube. So you can see, Mystery Oil has been around a long, long time!

No one knows the chemical make-up of the stuff. A viation Consumer went public a while back and said it is largely mineral spirits, dye and perfume. It is a solvent base and it is dyed and it does smell good and it will help sticking rings and float sludge loose so you can drain it at oil changes. This is when it's added to the oil. For the overhead, it's sup­ posed to do all the good things that our old engines need. I have never heard

Ed Wegner's beauti­ ful Spartan C-3 has been h~ pride and joy since he restored it in the early 1960's, and then again a few years ago.

~

c 8~~~~------~~~------------------------~--------------;m

:.:

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claims or disclaims that it reduces wear and tear or is really beneficial.

I have been using the EAA Auto Fuel STC on my airplanes that are eligible, ever since it came out. I have all my CAP airplanes STC'd too. We run the 0-320s on the Vargas, and 172s on it without any problems while saving money. We have about a six year track record on this and are really satisfied with the performance. We don't use it for glider towing, though; we switch back to 80 when we get it or 100LL. In my real antiques, the Aeronca E113 engine and the old LeBlond, I use a different procedure because they are dry heads and require manual greasing and oiling. I use a 50-50 mix of Marvel Mystery Oil and the new synthetic fifty to one Outboard Motor Oil. (I sneak in a little TCP, too, just like the can says, and I add seven ounces of this mix to each ten gallons of fuel.)

Since I started using this mixture about three years ago, I have not had a stuck valve or a fouled plug. Starting is normal and I am not nearly so hyper

about having to grease and oil the valve actions all the time. Also, the engine is much cleaner running and doesn't splat­ ter grease and surplus oil all over.

One note of caution! Marvel Mystery Oil will dissolve some sloshing compounds off the walls of the fuel tank. It will tum the sloshing compound into a thick super goo that will collect in the sumps, foul the fuel drains and if it progresses far enough, will get into the fmger screens. If you remember Bob Friedman's Ryan STM, it had a forced landing because this happened. I have also heard of other incidents like this. I would advise that if you have a sloshed tank, test it first before you put your airplane on a steady diet.

Ed, it was great flying at Pioneer Air­ port with you and Charlie Bell. Anyone who sees your beautiful Spartan C-3 fly knows it's a winner. And if the Form­ A-Gasket enables you to enjoy an en­ gine that runs as dry and sweet as the one in your Spartan, then you already have the answer to that question.

Over to you, Ed. .....

Porterfields Three!

(Continued from page 21) flying his own aircraft into the big gathering. Although he admits to being a bit scared and nervous, he brought his blue and silver Porterfield into Wittman Field without any problems - a genuine happy camper!

Kevin located the Porterfield in Yuma, Arizona where Pitt Wade had the basket case for sale. It had been badly damaged in a windstorm with both wings and ailerons crunched, wing struts bent and the forward fuselage crushed and the nose bashed in. In addition, the engine had low compression and was an un­ known quantity. He hauled the entire airplane back to Phoenix, AZ where he was living at the time and commenced work on the project in a 10 X 30 storage unit. (With full permission of the owner.)

Working about 5 hours per day, Kevin used about two years before the neat looking two-placer was fully restored.

Being an A & P mechanic really helped the situation, especially when the paper work had to be brought up to date. While all this was going on, Kevin had to make two moves in his work activities, ending up in Roanoke, Texas on the outskirts of Dallas.

He had started flying lessons in August of 1990 and was just able to pass his Private license exam three weeks before EAA Oshkosh '91. Kevin was justly proud of his restoration work, but his flying ability was also a major ac­ complishment and he admitted to 110 hours in his logbook. His cross-country trip to Oshkosh was a most exciting trip for this newly certificated pilot, who had come through with flying colors.

Porterfield NC25563 was built on June 11,1940 asan LP-65 model and had been converted to a CP-65 in 1959, ac­ cording to the logs. Kevin had topped the engine before leaving for Oshkosh and only had one oil leak, the oil tank gasket, which was repaired. A metal 72 X 46 prop was put on for the trip instead of a 72 X 42 wood prop. The result was a cruise of about 90 mph at 2200 RPM and five gallons per hour fuel bum.

For those of you who were wondering, Kevin Feauto says his name is of French derivation and is pronounced "foto".

One can surely suspect we will hear more from this sharp, young, A & P mechanic (and pilot) in the future. .....

VINTAGE AIRPLANE 29

WELCOME NEW MEMBERS

Ingemar Adolfsson Johanneshov, Sweden Bvergel Armin Forst, Gennany Bobby Athey Portland, Oregon Ronnie BakerWashington, Mississippi Cliff Belleau Anchorage, Alaska Christine Bergt Fainnont, Minnesota William Bixby Hanover Park, Illinois R L Black Tyabb, Australia George Bowers Nebraska City, Nebraska Scottsdale, Arizona Leon Boyd Hereford, Arizona Carl Breckel William Browmell Wilmington, Deleware Delvin Brown Wellington, Colorado Michael Bruce Juniata, Nebraska Hank Burgin Perryville, Arkansa John Burk Anderson, Indiana (Sponsor: Jim Wright) Craig Burlette Kenner, Louisana Robert Burnette Lakeland, Florida William Claxon Gifford, Illinois William Collins Thomasville, North Carolina Gregg Cooper Jerseyville, Illinois Winnipeg, Canada Donald Couch Lambert Damstra Byron Center, Michigan E L Dick Danley Porum, Oklahoma Thomas Dickovich Minnepolis, Minnesota Keith Dillaway Bloomington, Minnesota Monte Domingos Bakersfield, California Dennis Dowling Slisbury, Massachusetts P Bayard Du Pont Kennett Square, Pennsylvania Clifford Dufresne Round Lake Beach, Illinois Leroy Earnest Ypsilanti, Michigan Arnold Egly Bedford, Texas George Fedor Mobile, Alabama William Finein Mount Pleasant, Michigan John Finney Seneca, Nebraska Vincent Fraitasio Squantum, Massachusetts Hugh Frampton Nepean, Canada Jesse Frampton Noxon, Montana Surrey, Canada Jofef Fryba Gerald Funfsinn Arlington, Illinois Richard Gileczek Bloomington, Minnesota Paul Giorgetti Venice, Florida (Sponsor: John Yurosko) Marchi Giovanni Goffredo, Italy Javier Gonzales-Miro Ribadeo, Spain 30 FEBRUARY 1992

Neal Goodfriend Sacramento, California John Gowins North Canton, Ohio (Sponsor: Paul Hamilton) Fred Gramlin Silver Spring, Maryland Terry Greenland Rockford, Michigan I Guilor Dorset, England D Q Gulewich Stonewall, Canada Jeff Haneline Fallbrook, California George Hanna Brookfield, Conneticut Bainbridge, Georgia M C Harrell Thomas Harry Sterling, Virginia W Neil Hayden East Liverpool, Ohio Peter Heins Ludlow Falls, Ohio Richard Hendrickson Cotati, California Joseph Hoey Venice, Florida Delbert Hostetler Cottonwood, Minnesota John Houser Middletown, Ohio James Huismann Pewaukee, Wisconsin Gene Jackson Kingsport, Tennessee P Jackson Tonbridge, England Kjell Jahrehorn Svenstavik, Sweden Hana Janisova Kraloue, Czechoslovakia John Johnsen Albuquerque, New Mexico Eddie Johnson Marietta, Georgia Richard KearneyBrooklyn, New York Frank Kenessey Port St Lucie, Florida J Scott Kennedy St Ann, Missouri John Kennelley Norwalk, Iowa Bruce King Hamilton, Montana Walter Kissel Crete, Illinois Ralph Knechel Hackettstown, New Jersey Jarvis Knight Sandwich, Illinois Max Krueger, Jr San Antonio, Texas William A La Chapelle Thousand Oaks, California William F La Chapelle Federal Way, Washington Gilbert M Lamphear Deerfield, Illinois B Douglas Lau Brooklyn Park, Minnesota D Lee Bideford, England Joe Ligon Venice, Florida (Sponsor: John Yurosko) James Lockwood Park Ridge, Illinois Malcolm Long Coolangatta, Australia Edwin Lowell Okalla, Florida John Malley Glen Head, New York Grady Malone Knoxville, Tennessee Branford, Florida Ronald Manna Jack Marchand West Lafayette, Indiana Craig Martin Alameda, California

David McCaskill West Hill, Ontario Patrick McMaffery New Egypt, New Jersey Gordon Meffert Waunakee, Wisconsin Lester Milker N St Paul, Minnesota Richard Morley Ridgefield, Conneticut Malcolm Muir Quincy, California Chip Myers Daytona Beach, Florida Thomas Nelson, Jr Chatham, Mississippi John O'Brien West Lake Village, California Curtis Olson Grand Rapids, Michigan Matthew Onyon New Fane, Vennont Peter Owen St Paul, Minnesota Raymond Owens Asheville, North Carolina Gary Palinkas Panna, Ohio Sherry Patrick Slaughter, Louisana William Perkins Hattiesburg, Mississippi David Perrin Bolivar, Tennessee Robert Phinney Middleton, Canada James Pickrel Pilot Point, Texas Colin Powers Independence, Oregon Lee Race Memphis, Tennessee Steve Reddick Cascade, Colorado Frank Reed Wheaton, Illinois Leonard Reich Oakland, Maine John Remington Austin, Texas Brian Rich Orwigsburg, Pennsylvania Gordon Richardson II College Station, Texas Tor Richvoldsen Oslo, Norway Stephen Roszel Warrenton, Virginia Howard Rowland Rantoul, Illinois John Santucci Morristown, New Jersey C. Joe Saunders Longisland, North Carolina Don Scheberle Michigan City, Indiana Michael Serafin Austin, Texas John Seversen Urbana, Illinois Crystal Shankle Godley, Texas Glenn Short Neillsville, Wisconsin Edward Silk Norwalk, Conneticut Edward Skroch Fargo, North Dakota David Smith Surrey, Canada Eugene Spainhour Hickory, North Carolina George Spetz Palos Hills, Illinois Simon Springthorpe Grabouw, South Africa Michael Streiter Laurel, Maryland Lee Sturgeon Boulder, Colorado John Sullivan Clonskea, Dublin, Ireland

MEMBERSHIP

INFORMATION

EAA

Where The Sellers and Buyers Meet. ..

35e per word, $5.00 minimum charge. Send your ad to

The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591.

AIRCRAFT 1940 Cessna Airmaster - SIN 563, low-time 165 Warner, Curtis Reed Prop , dual toe brakes, Cleveland wheels, new std. tee panel in original configuration, KX 155, AT50A & Encoder, many extras. C.R. Cash, 427 Williamsburg, Memphis, TN 38117,901/685-9050. (2-1) Dream Machine - 1937 Waco YKS-7. Totally rebuilt 1980. Stits process. 740 SMOH. Leather interior. Clean and sharp . Flyaway - $87K. 208/683-3105. (3-2) PA-20 - 135 hp. 1470 n , 270 SMOH. VERY ORIGINAl. All paperwork. STC auto gas. $16,000.

404/885-8625 and 404/938-3515. (2-1)

MISCELLANEOUS: 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 RIC documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price list. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22186. (C/5/92)

ANC-19 Bulletin - Wood Aircraft Inspection and Fabrication , 1951 edition , now available as reprint. Early aircraft Service Notes, rigging data, other titles available. Send SASE for listing and prices . John W. Grega, 355 Grand Blvd., Bedford, OH 44146. (c-3/92) VINTAGE AIRCRAFT AND ENGINES - Out-of­ print literature: history: restoration; manuals; etc.

Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 92115.

(Established 1960) (c-l0/92) C-26 Champion Spark Plugs - New and recondi­ tioned. New - $14.75, reconditioned - $5.75 to $9.75.

Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236 , 404/478-2310. (c-l0/92) GEE BEE R-2, MONOCOUPE 110 Spl., Hall " BULLDOG", top scale rated model PLANS used by Replica Builders. Plus others by Vern Clements, EAA 9297, 308 Palo Alto , Caldwell , 10 83605. Extensive Catalog $3.00. (3-3) OX-5 Parts and Service - Free ads to sub­ scribers. Subscription $18.00 yearly. P.O. Box 134, Troy, OH 45373. (7·6)

PLANS: 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. QK5Rl48N .

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., 62 Main Street, Suite A, Vincentown, NJ 08088, 609/859·3397. (cf7/92)

Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes . The only source for CORRECTED and UP­ DATED ORIGINAL Great Lakes drawings. Welded parts available. Write to P.O. Box 228, Needham, MA 02192 or call days 617/444·5480. (c-10/92)

WANTED Wanted : Complete door latch for PA-17 Vagabond .

Same as on Aeronca Chief. H. Ziembo, 1086 N. Lehman Road, Twining , MI48766. 517/867-4617

Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport Aviation.

Junior Membership (under 19 years of age) is available at $20.00 annually.

Family membership is available for an additional $10.00 annually. All major credit cards accepted for membership (FAX (414) 426-4873.

ANTIQUE/CLASSICS EAA Member - $20.00. Includes one year membership in EAA Antique-Classic Division. 12 monthly issues of The Vintage Airplane and membership card.

Applicant must be a current EAA member and must give EAA membership number.

Non-EAA Member - $30.00. Includes one year membership in the EAA Antique­ Classic Division. 12 monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation QQ1 included.

lAC

Membership in the International Aerobatic Club, Inc. is $30.00 annually which in­ cludes 12 issues of Sport Aerobatics. All IA C members are required to be members of EAA.

WARBIRDS

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

EAA EXPERIMENTER

EAA membership and EAA EX­ PERIMENTER magazine is available for $28.00 per year (Sport Aviation not in­ cluded). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year.

FOREIGN

MEMBERSHIPS

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

WW1 AERO (1900-1919) and SKYWAYS (1920-1940)

For the restorer. builder. & serious madeller of early aircraft

• • • • • •

information on current projects news of museums and airshows technical drawings and data photographs scale modelling material news of current publication s 1 year subscription $25

Pu blished by

• • • •

historical research workshop notes information on paint/colo r aeroplanes. engines. parts for sale • your wants and disposal s

Overseas $30

WORLD WAR 1

Sample issues $4 each

~ ,

INC.

Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the following address:

EAA A VIA TION CENTER

P.O_ BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828

OFFICE HOURS:

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

1-800-322-2412

15 Crescent Road , Poughkeepsie, NY 12601 USA (914) 473-3679 VINTAGE AIRPLANE 31

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VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STITS. EDUCATIONAL. INSTRUCTIVE. TECHNICAL. Sponsored by EAA Aviation Foundation. See This Tape First and Avoid Expensive Mis­ takes. VHS or Seta , $39.95 Prepaid. Also Direct from EAA (1-800 - 843 - 3612) and Poly - Fiber Distributors.

WRITE, PHONE OR FAX FOR FREE. New Fifth Edition Poly­ Fiber Manual With Updated Information. New Fabric Samples With Te st Reports. Catalog and Distributor List

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• Cu shion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete prod uct line.

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

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BASIC AIRCRAYf PRODUCTS, INC.

4474 Hickory Drive, Evans, GA 30809

(404) 863-4474

32 FEBRUARY 1992

p.O. box 468 madison, north carolina 27025 (919) 427-0216

TANK PAINIINb ANO REPAIRING SANOtlASTING. TANK LINUS ANO COATINGS PREvENIiVE TANK MAINTENANCE INSPECTION SERVICE lAOOER SAftTy EOUIPMENT RESERVOIR liNUS ANO ROOFS OISMANTLlNG ANO MOVING TANKS NEW. USEO AND IECONDITIONED TANKS

EAA AVIATION

OPPORTUNTIES FOR YOUTH PARTICIPATE IN THESE SPECIAL

EM ACTIVITIES DEVELOPED

EXCLUSIVELY FOR YOUNG PEOPLE!

A 44,000 ft. museum addition dedicated to the men, women and ai rcraft who served our country in World War II. See legendary airplanes such as the im mortal B-17 Fly­ ing Fortress, prototype XP-51 Mustang, P-38 Lig htning, B-25 Mitchell , and others.

Impressive exhibits and audio/visual presentations both exciting and informational, an experience the entire fami ly can enjoy. Visit the EAA Air Adventure Museum where the world's largest private collection of aircraft are on disp lay - antiques , warbirds, classics, homebuilts, racers, aerobatic and many others - including a fan­ tastic exhibit on rou nd-the-world "Voyager", full scale re pl icas of the 1903 Wright Flyer and Lindbergh's "Spirit of St. Louis". Plan a visit soon.

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EAAAlR ADIlENTURE MUSEUMTM

41 4-426-4800

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EAA PROJECTS SCHOOlFLIGHT Building real airplanes in schools and youth groups.

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EM SCHOLARSHIP PROGRAM Providing support for those seeking aviation related educations.

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EAA AIR ACADEMY An intensive hands-on summer aviation ex­ perience at the EM Aviation Center in Osh­ kosh.

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EAA AIR ADVENTURE DAYS A one-day, hands-on aviation workshop for young people presented at ~tes across the notion by EAA Chapters and clubs of Academy of Model Aeronau~cs .

FOR INFORMATION CONTACT: Chuck l arsen, Education Director EM Aviation Foundation PO. Box 3065 Oshkosh, 1M 54903-3065 Telephone (414) 426-4800

EAA AVIATION FOUNDATION EM Aviation Center, P.o. Box 3065, Oshkosh, WI 54903-3065

OSHKOSH . WI

EAA YOUTH MEMBERSHIP Full EM Member benefits for only $18 annu­ ally.

EM Air Academy programs o re supported by the AVEMCO Insurance Co

OPEN - Monday through Saturday 8:30 a.m. to 5 p.m. - Sunday 11 a.m. to 5 p.m .

CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 ex it, Oshkosh, WI, adjacent to Wittman Regional Airport.

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VINTAGE AIRPLANE 33

MYSTERY PLANE

by George Hardie

Here's another from the Golden Age of Aviation. The name on the cowling probably gives you a clue, but what is needed are details on the pilot and the event involved. The photo, part of the Tacoma Public Library Collection, was submitted by Jim Wainwright of Gig Harbor, Washington. Answers will be published in the May, 1992 issue of Vintage Airplane. Deadline for that issue is March 20th, 1992.

Lynn Towns of Brooklyn, Michigan sent in the leading answer for the November Mystery Plane. He writes: "The Mystery Plane is the Hansen Baby Bullet No.2. This airplane was built in Lansing, Michigan by Perry Hansen from a kit he bought from the Heath Aircraft Corporation, Chicago, Illinois. This was his second racer, and a third followed - all three were modified Heaths.

"NR282W was powered by a Con­ tinental A-40 engine of 115 cubic in­ ches. Hansen took the plane to the 1932 National Air Races held in Cleveland, where he entered it in the 115 cu. in. and 200 cu. in. races. The plane was flown in these races by Hansen's former flight

instructor, Art Davis. Davis won first place in both events with speeds of 88.963 and 101.522 miles per hour, respectively.

"In 1933 Hansen took the plane to the American Air Races in Chicago. The landing gear had been modified for the previous year. Art Davis again flew the plane in the 115 cu. in. class and took

Hansen Baby Bullet No.2 34 FEBRUARY 1992

first place in the first heat at 100.73 miles per hour, and second place in the second heat at 112.34 miles per hour.

The Mystery Plane photo was taken at the 1933 American Air Races.

"Later in 1933, the plane was taken back to Chicago to the International Air Races. With a new pilot named Walter Bagnick, the plane was entered in three 200 cu. in. races. Bagnick placed third in all three races with speeds of 97.87, 103.20 and 109.76 miles per hour.

"The next year Hansen built his Num­ ber 3 Baby Bullet and used the engine from Number 2. This apparently ends the story of this Mystery Plane."

Complete details on the Hansen racers can be found in articles by Truman C. "Pappy" Weaver, published in Sport Aviation for September, 1979 and in EAA's book, "The Golden Age of Air Racing", pages 192-195.

Other correct answers were recieved from: Charley Hayes, Park Forest, IL; Roy Cagle, Prescott, AR; Truman C. "Pappy" Weaver, New Baden, II; Fran­ cis Rowe, Endicott, NY; Glenn Buf­ fington, EI Dorado, AR; Francis Taylor, Woodward, IA; Wayne Van Valken­ burgh, Jasper, GA ; Ralph Nortell, Spokane, W A; and Buddy Ahl ers, Flanders NJ. .....

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