VA-Vol-20-No-3-March-1992

STRAIGHT & LEVEL

by Espie "Butch" Joyce

For those of you who may have missed the outstanding article by Jack Cox in February's SPORT A VIA TION magazine on Contemporary Airplanes, you need to pick up a copy and read this article. It is a year by year review of the Contemporary class of aircraft that the Antique/Classic Division has voted to recognize as another category within our Division. This category covers years 1956 through 1960. I just can't say enough good words about the time and effort that Jack put into this article. Jack, you are to be commended for doing a great job. On behalf of the Antique/Clas­ sic Division, thanks!

In February, we held the winter meet­ ing of the Board of Directors of the Antique/Classic Division. There were a number of issues and concerns ad­ dressed during this meeting. I have several issues that I would like to report on: First, your Board of Directors has appointed a Hall of Fame committee of Bob Lickteig, Director, Gene Chase, Director and myself. The rough draft for this program was presented to the Board at the February meeting with some adjustments to be made. The final draft will be presented to the Anti­ que/Classic Board in May. This Hall of Fame program is to honor those people who have contributed to the anti­ que/classic movement, taking into ac­ count the Experimental Aircraft Association and the Antique/Classic movement as a whole. I will have fur­ ther details on this program after the

May meeting as the final details are worked out.

I received a letter in the mail from Dan Linn, Antique/Classic #16196.

Dan wrote me in regards to how much he enjoys VINTAGE AIRPLANE and how he loves flying. He is only 18 years old and owns a BC 12D Taylorcraft and sent me some photographs which you will see next month in this magazine.

His letter has prompted me to come up with some ideas for a contest. Look for more details in next month's VINTAG E AIRPLANE. Your Antique/Classic Board again voted to lend our support to Pioneer Airport at the EAA Air Adventure Museum since Pioneer Airport displays the type of aircraft that we are most interested in. We will be talking about this further at the next Board meeting, but it is our idea to possibly lend our support toward the flying aircraft of the Pioneer Airport. We would like to see as many of these aircraft as possible kept in flying condition, to be flown at the Pioneer Airport on the weekends for the education and entertainment of the general public. Also, the Board voted for the Antique/Classic Division to financially support the Consolidated PT-3 project that is currently under way by the EAA Aviation Foundation. A very unusual aircraft, this aircraft was donated to the Foundation by Buck Hil­ bert, one of your officers of the Anti­ que/Classic Division. We look forward

to seeing this aircraft flying at Pioneer Airport in the near future.

Just a reminder to all of the membership that this is the year that we will officially recognize the Contemporary aircraft and park those aircraft in the Antique/Classic show plane area at EAA Oshkosh 1992.

(Judging starts next year.) Pass the word we would like to have a good turnout of these aircraft so the public and those inter­ ested in this era of aircraft can review these at the convention.

As March goes along, we are fast ap­ proaching the Sun 'n Fun Fly-in at Lakeland, Florida. I encourage all the Antique/Classic members who can, to at­ tend this really good fly-in. I plan on being there all week and hope to see as many of you there as possible. This is one fly-in that I am able to attend and not have to be that concerned about the everyday management of the event. It gives me an opportunity to visit around the Anti­ que/Classic area and talk one on one with our membership. I look forward to seeing you there.

During March a lot of people will be returning their aircraft to the skies. As I mentioned in the last Straight & Level column, I want to encourage everyone to be especially safety conscious as we go back to the air in the Spring of 1992.

Please be careful.

Let's all pull in the same direction for the good of aviation . Remember, we are better together. Join us and have it all!

.....

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Ii Here's an added bonus to Butch's page. We'll bet you never expected to see one of these in the air againl This is the just completed replica of the Gee Bee R-2, flown by Delmar Benjamin. See the March issue of SPORT AVIATION for more on this exciting project by Delmar and Steve Wolf.

EDITORIAL STAFF Publisher Tom Poberezny Vice-President,

Marketing and Communications

Dick Matt

Editor-in-Chief

Jack Cox

March 1992

CONTENTS

Editor

Henry G. Frautschy

Managing Editor

Golda Cox

Straight & LevelJEspie "Butch" Joyce

Computer Graphic Specialist

Olivia L. Phillip

2 AeroMaii

Advertising

Mary Jones

3 AlC News

Assciate Editor

Norm Petersen

Feature Writers

George Hardie, Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wlske

EAA ANTIQUE/CLASSIC DIVISION, INC,

OFFICERS

President Esple 'Butch' Joyce 604 Highway St. Madison. NC 27025 919/427.0216

VIce-President Arthur Morgan 3744 North 51st Blvd.

Milwaukee, WI 53216 414/422-3631

Secretary Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 007/373-1674

Treasurer E.E. ' Buck' Hilbert P.O. Box 424 Union, IL 60180 815/923-4591

DIRECTORS John Berndt 7645 Echo Point Rd. Cannon Fal~ , MN 55009 007/263-2414 GeneCha$e 2159 Carijon Rd. Oshkosh. WI 54904 414/ 231 -fiJ02 Phil Coulson 28415 Springbrook Dr. Lawton, M149065 616/624-6490 Cha~es Harris 3933 South Peoria P.O. Box 904038 Tulsa, OK 74105 919/742-7311 Dale A. Gustafson 7724 Shady Hili Dr. Indianapolis, IN 46278 317/293-4430 Robert Ucktelg 1708 Say Oaks Dr. Albert Lea, MN 56007 007/373-2922 Gene Morris 11SC Steve Court, R.R. 2 Roanoke. TX 76262 817/ 491-9110

Robert C. ' Bob' Brauer

9345 S. Hoyne

Chlcago, IL

312/779-2105

John S. Copeland 28-3 Williamsburg Ct. Shrewsbury, MA 01545 508/842-7867 Geo<ge Daubner

2448 Lough Lane

Hartford, WI 53027

414/673-5885

Stan Gomoll 104290th Lane, NE Mlnneapol~, MN 55434 612/784-1172 Jeannie HIli

P.O. Box 328

Harvard, IL 60033

815/943-7205 Robert D. ' Bob' Lumley 1265 South 124thSt. Brookfield, WI 53005 414/782-2633 Geo<geYork

181 Sloboda Av.

Mansfield, OH 44906

419/529-4378

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

DIRECTOR EMERITUS S.J. WHlman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS

Jimmy Rollison

823 Carrion Circle

Winters, CA 95694-1665

916/795-4334

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

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

Vol. 20, No.3

4 Vintage LiteraturelDennis Parks 8 Aircraft Restoration and FAR 21.303/ H.G. Frautschy

Page 10

10 George Bush and "His" Stearman/ H.G. Frautschy and Mary Jones

12 Bill and Claire Nutting's Waco SRE/ Norm Petersen

16 Continental Douglas DC-3/ H.G. Frautschy

21 Snap-on's Hints For Restorers 22 What Our Members Are Restoring!

Norm Petersen

24 Interesting Member - L.W, Hammer/ Jim Haynes

25 Welcome New Members 26 Pass It To BucklE.E. "Buck" Hilbert 27 Calendar 28 Mystery Plane/George Hardie 30 Vintage Trader

Page 21

FRONT COVER ... Recalling an earlier day in commercia l aviation, the Continenta l Airlines Historical Society's Douglas DC-3 lumbers along over the Wisconsin countryside. Photo by Carl Schuppel. shot with a Canon EOS- 1 equipped with a n S0-200 lens. 1/ 250 sec. at fS.O. EM photo plane flown by Colin Soucy.

BACK COVER ... Bi ll and Claire Nutting 's pretty Waco SRE was awarded the 'Outstanding Closed-Cabin Biplane' prize during EM Oshkosh '91. Phot o by Jim Koepn ick , shot with a Canon EOS-1 equipped w ith an SO-200 lens. 1/ 500 sec. at f5.6. EM photo plane flown by Colin Soucy.

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

VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd" P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.

Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EAA Antique/Classic Division, Inc. is $20.00 for current EAA members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

POSTMASTER: Send address changes to EAA Experimenter, P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES ­ Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail.

ADVERTIStNG - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: EdHor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, W154903-3086. Phone 4141426-4800.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EM, EAA INTERNATtONAL CONVENTION, EM ANTIQUE/CLASSIC DtVtSION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® reg istered trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDAnON and EM ULTRALIGHT CONVENnON are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

VINTAGE AIRPLANE 1

MAIL

BONUS MYSTERY PLANE Having been a member of our Dan­ bury (CT) EAA Chapter 130 for about twenty years and ofEAA for maybe ten, I come to you to seek some help and information. I can't think of a place which could be more able and willing to tackle this.

Enclosed is a photograph of my Grandfather, boarding his aeroplane, yet I know very little about it. It is Austrian for sure, south of Vienna, I suspect before or during the first World War. I have been unable to decipher the airplane wheel, resembling an actual steering wheel. Note the landing gear, four wheels and a great amount of wire bracing supporting the mono-wing.

Looks like a lube-oil tank above and an enormous propeller up front.

I would love to get all the information I can on this airplane and possibly build a replica.

Sincerely,

Michel Fithian

155 Oscawana Lake Rd.

Putnam Valley, NY 10579

After Dennis Parks and I researched this in the Boeing Aeronautical Library, we were able to identify the aeroplane as a Lohner-Etrich, probably around 1912, according to the definitive book

by Col. John de Vries, "Taube, Dove of War". The name of the side of the fuselage was the "serial number" ofthe craft in the early days of the Austrian Air Service. Later, in 1915, actual num­ bers were used. The distinctive tank following the shape of the cabane strut over the fuselage is most likely a radiator/coolant header tank combina­ tion. (Note the cap on top ofafiller tube near the very top.) If anybody else can add to our knowledge about this aircraft, please write to us here at VINTAGE AIRPLANE, or to Michel at the address in his letter. - HGF 2 MARCH 1992

YOUNGBLOOD It's a thrilling day when my EAA magazines come in. I really enjoy Vintage Airplane.

I went flying with my daughter Jina and as she was pre-flighting our PA-15­ 17 (Continental 65) memories came back when she learned to fly in our Funk - converted to 75 hp. Jina grew up with hand-propping and taildraggers. Her age group are the ones that can and will still enjoy the freedom of unspoiled flight and to know that all of these An­ tique and Classic airplanes will keep increasing in value and prestige ­ Bud Jury AIC 123923 LA Pine, OR The photo ofJina and the Piper was taken at Sun River, Oregon. As Bud said, "What a way to have fun! "- HGF

UI'WS compiled by H.G. Frautschy PIONEER NEWS As detailed in the March issue of SPORT AVIATION, EAA 1, Paul Poberezny is spearheading the building of a Consolidated PT-3 for the EAA A viation Foundation to be used at Pioneer Airport. Our own Buck Hilbert got the ball rolling a few years ago when he donated a set of wings, ailerons, tail group and center section of aPT-I . For­ gotten by many over the years, the PT-l and PT-3 were the primary trainers used by the Army Air Corps in the time period between the Curtiss Jenny and the Stearman PT-17. A full size recrea­ tion of a PT-3, using many of these original parts donated by Buck, is now in the process of being constructed.

Since this aircraft is being built with the intention of being used at Pioneer Air­ port as a flying display airplane, the decision has been made to power it with a 220 hp Continental, as opposed to the hard-to-obtain Wright J5 that originally powered the PT-3. If any members have a Continental R-670 on hand that they would be willing to part with, either to donate or sell at a reasonable price, contact Paul at EAA Head­ quarters, 414/426-4800. To be useful to the project, the engine should at least be in good enough condition to be over­ hauled. The Antique/Classic Board of Directors voted during the last board meeting to donate $4500 towards the project. Generous donations have also been made by Gary Levitz of Park City, UT and Paul Poberezny. Wicks Aircraft has donated streamline strut material for the wing and center section struts, and Ray Stits has generously of­ fered to provide the covering material for the project, as well as actually cover the wings of the PT-3 during EAA Osh­ kosh '92. If you would like to make a tax-deductible donation to the project, please make your check out to the "EAA Foundation's PT-3 Project". You can send it to EAA Headquarters, A TIN: EAA Foundation Office.

TWO MORE TYPE CLUBS A pair of type clubs that we missed in our list last November were these two:

Cessna Owner Organization P.O. Box 337 lola, WI 54945 715/445-5000 or 800/331-0038 Fax 715/445 -4053 Magazine: Monthly Dues: $36.00 per year

Piper Owner Society

P.O. Box 337

lola, WI 54945

715/445-5000 or 800/331-0038

Fax 715/445-4053

Magazine: Monthly

Dues: $36.00 per year

These two organizations cover the entire spectrum of their respective manufacturers output, from the early Cubs and 140s to the 206 and Malibu.

CULVER REUNION ATSUN'NFUN If you have a Culver, and are anywhere near the Lakeland, Florida area during Sun 'n Fun, you may wish to take part in a Culver get together on April 8th . Contact Dan Nicholson 713/351-0114 for more information. ' PARKS AT EAA OSHKOSH '92 As Parks College of St. Louis Univer­ sity nears its 65th anniversary, plans are being made to kick off the celebration during EAA Oshkosh '92 with a display of every type of airplane that Parks has used during flight training - a Travel Air, Stearman, J-3 Cub, Ercoupe, Cessna 150/152 and as their premiere display, a 1929 Parks P-l. An effort is now underway to obtain the last remain­ ing Parks P- l for permanent display at the College and to also be the center­ piece of the celebration during the Con­ vention. Special recognition is being made to donors of $50 or more. If you have an aircraft that was flown by Parks College, are willing to allow your airplane to be displayed as part of the celebration, or if you would like to donate to the Parks P-l fund, contact Parks College, Cahokia, IL 62206, phone 618/337-7500.

EAA AIR ACADEMY For youngsters aged 15-17, the EAA Air Academy is an unequaled educa­ tional experience. For two weeks just prior to the EAA Convention, July 19 ­ August 4, participants will be immersed in aviation, learning new skills and being presented opportunities for per­ sonal achievement within the field of aviation. The application deadline for the Air Academy is May 1st. To

receive an application or obtain more information on Air Academy activities and scholarship possibilities, contact the EAA Aviation Foundation's Educa­ tion Department, EAA Aviation Center, P.O. Box 3065, Oshkosh, WI 54903­ 3065 or call 414/426-4888 or 426-4800.

The EAA Canadian Council will ad­ minister a $400 scholarship, provided by the AVEMCO Insurance Company, to help bring a 15-17 year old Canadian aviation enthusiast to the EAA Air Academy '92. For more information contact EAA Canadian Council, Re~ Walker, Chairman, 2348 Gamet St, Regina, Sask. S4T 3A2

EAGLES PASSING Two elder statesman of aviation passed away recently - Ole Fahlin and Bernard Wiplinger.

Ole Fahlin (A/C 511), 90 years old, passed away in Gilroy, CA. Ole en­ joyed a lifelong career in aviation, learning to fly in post-WW I Germany, serving in the small Swedish Royal Air Force flying war surplus Albatrosses.

After coming to America in 1924, Fah­ lin barnstormed around the Midwest.

While barnstorming, he decided he could make a better propeller, and a company known for its fine props was born. After making props for a number of years, Ole went to work for Lock­ heed, and retired in the late 1960's.

Renewed interest in wood props for the antique and homebuilt market resulted in Fahlin restarting his propeller manufacturing, and his props were once again sought after for their craftsman­ ship. Ole's propeller traditions are being carried on by Guy Watson ofWat­ son Mark Company of San Jose, CA. In Ole's later years, he trained Guy in the fine art of propeller manufacture.

Bernard (Ben) Wiplinger, age 76, was the designer and builder of Wipline floats, popular with many float fliers around the world. He grew up in East St. Paul, graduating from Harding High School and attending the University of ~innesota. After serving in WW II, his aucraft modification business at Flem­ ing Field, South St. Paul, grew into the float business in the 1960's Wipaire Inc. is now run by his son, Bob, and i~ located on the Mississippi river at Inver Grove Heights, MN . Ben, who had retired from Wipaire seven years ago, was an active pilot for 60 years and flew his J-3 Cub on skis the day before he .. died of a heart attack.

VINTAGE AIRPLANE 3

VI~T~(3~ LIT~l2~TUl2~

by [)ennis Val"k.s

IAA Libl"al"Y / .Al"chives

[)il"ectf)1"

THE GUGGENHEIM SAFE AIRCRAFT COMPETITION (Pt. 2) RESULTS The opening date for receiving entries for the competition was Septem­ ber 1, 1927. Entries were fmally closed on September 1, 1929. The list of entrants steadily grew until, when it was fmally closed, no less than 27 entries had been received and accepted. In the end, 15 aircraft were actually delivered to Mitchell Field to take part in the competition.

It had been hoped that the entries actually would be presented for tests well before the closing date for their arrival, the end of October 1929. In­ deed, it had been anticipated that it would be possible to carry out most of the tests during the spring and summer of that year.

In fact, only one entry (the Handley­ Page) had been presented up to the end of August and it was well on into the month of October before the majority arrived. Several competitors had dif­ ficulty in delivering their entries by the closing date and a number of airplanes that were a few days late were allowed to have a try at the qualifying tests.

The tests in the competition were conducted by the Guggenheim Fund's pilots Thomass Carroll, former NACA test pilot, Edward Rounds, Navy test pilot, and Lt. Stanley Ulrnstead, Army test pilot at Mitchell Field . The Manager of the competition was Capt.

Walter Bender, Army Air Corps.

Of the 15 airplanes which were pr esented at Mitchell Field, six withdrew. These were the Alfaro, Gates, Command-Aire, Bourdon and Moth entries.

Six others, Handley-Page, Taylor Brothers , Fleet, Cunningham-Hall, Ford-Leigh and Brunner-Winkle, failed to meet requirements of the competi­ tion. The entry of Burnelli failed to arrive at Mitchell Field within the 4 MARCH 1992

specified time limit, even after this was extended. It was thus eliminated. The entry of James McDonnell was damaged in a test flight while being flown by McDonnell. His entry was known as the "Doodlebug." The Cur­ tiss Tanager was the only entry to pass all of the qualifying requirements, thus is was not necessary for the Fund to hold the final competitive tests which were planned to ascertain the winner on a point basis.

The January 11 issue of AVIATION praised the Curtiss entry: "The passing of eighteen qualifying tests by the not unusually radical Challenger powered Tanager, is generally regarded a high tribute to Curtiss engineers and in par­ ticular Robert R. Osborn, the one most responsible for the design. Wing slots were placed on the Tanager along both upper and lower wings, and the trailing edges of both wings were equipped with flaps. These flaps were controlled by a crank operated from the pilot's cockpit.

Especially striking were the ailerons, of full floating type which were placed at the tips of the lower wing. It is reported that the Curtiss company plans produc­ ing commercial craft with Tanager fea­ tures."

GENERAL COMMENTS The report on the competition pub­ lished by the Guggenheim Fund reported on its general fmdings, "As stated in the Rules for the Daniel Gug­ genheim Safe Aircraft Competition, 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 sacrificing the good qualities of the present day aircraft.

"Whether or not the above object was achieved must be a matter of opinion, but using the conditions as prescribed by the rules as a measure, two airplanes,

the Curtiss and Handley-Page, ap­ proached very closely to the standard desired.

"Certain features of the airplanes competing proved themselves valuable for specific purposes, but no oppor­ tunity was had to thoroughly investigate their effect on performance at altitude either in climb or level speed.

"It is believed that the following devices, all of which are to be found on either the Curtiss or Handley-Page entries, are worthy of incorporation on various types of aircraft or of further study: 1. Automatic leading edge slots.

2. Flaps, either automatic or manually controlled. 3. Floating ailerons. 4.

Long stroke oleo landing gear. 5. Ex­ treme range adjustable stabilizer. 6.

Brakes."

QUALIFYING REQUIREMENTS Of all the aircraft which actually ar­ rived at Mitchell Field during the last few months before the closing of the competition, only three met the require­ ments. These were the Curtiss, Hand­ ley-Page and Command-Aire entries.

The following comments are quoted from the Fund's report.

PERFORMANCE: "The maximum speed requirement (110 mph at full load) rather surprisingly proved to be the stumbling block for seven out of the ten planes tested, although this had no direct bearing on the Safety Tests, and any number of stock planes could have met this condition.

"Those which passed this condition were the Curtiss, Handley-Page and Command-A ire entries. Neither the Command-A ire nor those which failed on the high speed test showed any pos­ sibility of being able to pass more than a few of the Safety Tests and Demonstrations.

"The rate of climb (400 feet per minute at 1,000 feet) was easily met by those entries tested for this item of per­

formance. The Curtiss, Command-Aire and Handley-Page passed this test."

USEFUL LOAD: "All aircraft car­ ried the specified useful load of 5 pounds per horsepower. On several of the entries it was necessary to increase the useful load above this figure in order to have sufficient fuel available for test­ ing."

ACCOMMODATION: "Only one of the airplanes submitted was con­ sidered unsatisfactory as regards ac­ commodation for the pilot and observer.

The Handley-Page entry had cockpits so narrow and small that it was impos­ sible to wear a parachute. Due to the interest in the airplane and since it was a foreign entry, this matter of accom­ modation was not stressed and the Handley-Page entry was put through all the Safety Tests and demonstrations.

"The two planes which satisfactorily passed all the Qualifying Tests were the Curtiss and Command-Aire. The Handley-Page, on account of its aerodynamic features, and the prob­ ability that it would approach very closely to the standards set by the rules, was permitted to remain in the Competi­

tion in spite of failure to provide ade­ quate accommodation for pilot and ob­ server."

SAFETY TEST AND DEMONSTRATIONS MINIMUM FLYING SPEED : "Both the Curtiss and Handley-Page entries were able to maintain level and controlled flight at airspeeds below 35 mph. The Command-Aire entry, the only other airplane to meet the Qualify­ ing Requirements failed on this test by 11 mph, a very considerable amount.

At the request of the competitors, mini­ mum flying speed was measured on the Cunningham-Hall and Taylor entries.

Neither of them fulfilled the require­ ments, although they performed on this item better than the Command-A ire."

MINIMUM GLIDING SPEED: "The Curtiss Tanager was the only airplane to meet the minimum gliding speed requirement. In addition to the Handley-Page, the minimum gliding speed was measured on the Cunning­ ham-Hall and Taylor, again at the re­ quest of the competitors."

LANDING RUN: "Only the Curtiss and Handley-Page entries were tested.

Both airplanes met the requirements, the Handley-Page being superior to the Curtiss in this test, in spite of the fact that the brakes were more readily operated in the Curtiss entry."

LANDING IN CONFINED SPACE: "The Curtiss and Handley-Page entries both were tested. The Handley-Page failed to meet the requirements while the Curtiss was successful. One reason for the failure of the Handley-Page was the fact that the landing gear was not rugged enough to permit landing from the steepest glide."

TAKEOFF: "Both the Curtiss and Handley-Page entries met the require­ ments, the Handely-Page being superior to the Curtiss in both takeoff run and distance to clear the 35 foot obstruc­ tion."

GLIDING ANGLE: "The Curtiss and Handley-Page entries were both successful in meeting the requirement of flattest glide, the Curtiss being slight­ ly superior.

"Neither airplane was able to fulfill the requirement of steepest glide, and it was considered by the officials conduct­ ing the tests that the requirement was VINTAGE AIRPLANE 5

too severe. For this reason the angle specified was modified from 16 to 12 degrees by unanimous approval of all Competition officials."

STABILITY: "Both the Curtiss and Handley-Page entries were determined to have reasonably satisified the condi­ tions of longitudinal stability, although neither airplane was perfect under all conditions.

"The Curtiss entry passed the general stability requirements, but the Handley­ Page was only satisfactory when trimmed at airspeeds of about 60 to 80 mph. At other speeds a slight distur­ bance would cause the airplane to even­ tually go into a steep left-land spiral which gradually steepened with in­ creasing airspeed."

CONTROLLABILITY: "While both the Curtiss and Handley-Page entries were assumed to be controllable at all throttle settings and were probably more so than any other types, neither could be controlled perfectly at the stall.

The Curtiss, due to the fact that the flaps were manually operated, was better than the Handley-Page in this respect.

"When stalled under power, the former would drop the nose, pick up about 3-5 mph and again return to the stall, continuing this cycle apparently indefinitely. Lateral and directional control appeared good at the stall under any slot or flap adjustment.

"The Handley-Page under power would, when stalled, do one of two things. If completely stalled so that the nose dropped, the slots would close and the flaps move up, which resulted in the speed rising some 10-15 mph in a short dive before sufficient control was regained to again stall the airplane.

"When flown steadily just above stalling speed, a slight disturbance often caused the nose of the plane to swing, usually toward the right. After stalling, nothing could stop the tum and resultant falling off until speed was picked up as in the former case by a short dive ac­ companied by closing of the slot and upward movement of the flaps."

The Handley-Page passes by one of the observation towers during performance testing. You can plainly see the deployed flaps and slats in this view.

BRITISH REACTION AWARD OF THE PRIZE It was expected that more than one airplane would pass the Qualifying and Safety Tests and that the award of the first prize would depend upon points made in comparative tests. Since only one airplane reached the stage for award of points, the comparative tests were not conducted and the prize was awarded to the Curtiss Tanager.

6 MARCH 1992

In England there was some question as to whether or not the Curtiss had won the competition fairly. In fact, it was suggested that without the Handley­ Page entry there would have been no competition. The following editorial comments were made by C. G. Grey, Editor of THE AEROPLANE, taken from the January 8, 1930 issue. "The original rules certainly do seem to have

been stretched or varied very consider­ ably. One can quite understand that the committee in charge of the competition found themselves in a very difficult positlon. Originally there were 20 entrants. The day before the last day fixed on which competing machines could arrive; the Handley-Page was the only machine on the spot.

"Faced with the position that this world advertised competition looked

TABLE OF FINAL DATA

Maxi-

Ilat e of

Mini-

Mini-

mum

mum

Landing over

c1imo:lt hori­ gliding Land- obstruc- Take mum ti o n off run 1000' zOlltal speed in~ run speed (feet) (feet) (m .p.h.) (ft / min ) speed (m.p.h.) (eet) (m .p.h.)

Take Flattesr Steepest glide off over glide Empty (deobs tacle (deweight (feet) grees) (Ibs. ) grees)

Useful load (Ibs.)

Full load weight

(Ibs.)

Wing Powe r Rated load ing loading horse (Ibs'r,er (Ibs. per power sq. I. ) h.p.)

- - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - - 108.6 .... . .

103.3 ... . .

106.0 Appea red at 114.8 900 94.2 ......

111.6 700

I. Alfaro ....... . . . . .

2. Bourdon. ..

3. Brun ner Winkl e . .

4. Burnelli ....

5. Command-Aire.

6. Cunningham.Hall .

7. Curtiss ..

. .. . . . . ....

.....

-

. -. ­ . .. ,. · ­ .. .. . . .. . . . .... . . . . . . . . -,. . ... . .. . . . . . ·­

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

'

Field b ut wi t hdrew 46.0 .. . .. . .. ..... . . . . . . . . . · 44.0 4 1.0 37.1 293 295 500 30.6 90 "

,

­

.. ..

-

.

"

6

13.2

1,100 1,179 1,205

550 486 451

1,650 1,665 1,656

110 90 90

1,482 1,303 1,9 79

85 1 470 880

2,333 1,773 2,859

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,

like being a fiasco except for one English entry, the committee evidently relaxed the most essential rule, namely, that if a machine was not ready in time, it must be put out. Consequently a num­ ber of aeroplanes which arrived a few days late were allowed to have a try at the qualifying tests.

"Very soon the fact became evident that the only two machines which had a hope of passing the conditions of the contest were the two machines with slots, the Handley-Page and the Curtiss.

Between the two machines there was the important difference that whereas the flaps on the trailing edge of the Handley-Page were interconnected with the slots, and so worked automat­ ically, the flaps on the Curtiss were hand operated.

"The result was that the Handley­ Page machine was set to do that part of the stability test which, according to the original rule, included diving the machine and letting go of the controls to prove that it would right itself, the slots closed, the flaps went up and the wing assumed a nonnal shape, so that the machine passed the test. Under similar circumstances, when the Curtiss machine was diving, the slots closed but the flaps remained down and the machine became unstable.

.....

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

"This would have put the Curtiss out of competition altogether, and so ap­ parently, to prevent the competition from shutting down forthwith, the com­ mittee altered the rule to read that after diving the machine must right itself without the controls being handled, ­ except those operating the safety devices.

"As there happened to be only one entrant whom the rule could effect, the alteration had the unfortunate look of having been altered especially for the benefit of the Curtiss entry, which would otherwise have been put out of the competition.

"Obviously unless these rules had been altered, the competition would have been a fiasco. Consequently the committee of the Guggenheim Fund have unhappily left themselves open to the charge that they altered the rules to make an American machine win. One feels sure that the true reason for alter­ ing the rules was to save the competi­ tion, for such a magnificent prize from being a complete fiasco, and so disclos­ ing the barren state of Aeronautical Sciences all over the world so far as new and original ideas for safe aircraft were concerned. But one cannot help regret­ ting the weakness of character which allowed such alterations merely to save

1, 197

470

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the face of Science."

HERITAGE Slots, flaps and floating ailerons, fun­ damental changes in wing design which received marked attention during the Safe Aircraft Competition were con­ spicuous by their absence from produc­ tion aircraft during the 1930s. The Curtiss Company considered adapting its floating aileron to commerical models but held up its plans.

Some designers considered the devices as just so many gadgets that needed maintenance to be kept in work­ ing order. Others felt they offered a distinct aerodynamic advantage but that the market was not ready.

The impact was so small that the use of slots was remarked upon by Leighton Collins in the July 1, 1939 issue of AIR FACTS in his flight test of the Stinson 105 which used leading edge slots in front of the ailerons. He remarked, "It is hoped that whatever principal felt the greatest disappointment as a result of the barren ground on which the Guggen­ heim Contest apparently fell in 1929 may from this ship gain a renewed con­ fidence in the ability of mankind to ul­ timately return to the grove of progress from our alternate diversions, and that incenti ve even ahead of full comprehen­ sion is not wholly lost." .....

VINTAGE AIRPLANE 7

Aircraft Restoration

and

FAR 21.303

by H.G. Frautschy The preparation of this article was coordinated with the office ofthe Aircraft Maintenance Division of the Federal A viation Administration. Our thanks to the FAAfor helping us clear up what has become a confusing issue for many res­ torers during the past year.

A little over a year ago, an article appeared in Aircraft Technician mag­ azine written by an employee of the FAA in Washington, D.C. The contents of that short article dealing with the restoration of an Aeronca Champ wing spar has caused a number of airplane restorers quite a bit of trouble, as they found that the interpretation of FAR 21.303 had apparently been changed.

They were taken by surprise when the FAA appeared to reverse a long stand­ ing approval policy, and would not allow the restoration of a spar using aircraft quality wood and the original spar as a guide. As it turns out, FAA management never intended to change their policy. Within this article, we will clear up the confusion regarding what you can and cannot do during the res­ toration of your aircraft.

Within the FAR's, there are many regulations concerning the maintenance of a Type Certificated airplane, but to a restorer, nothing is more important than FAR 21.303. To refresh your memory, here is the applicable text of that FAA regulation: FAR 21.303 Replacement and Modification Parts (a) Except as provided in paragraph (b) of this section, no person may produce a modification or replacement part for sale for installation on a type certificated product unless it is produced pursuant to a Part Manufac­ turer Approval issued under this sub­ part. (b) this section does not apply to the following: (1) Parts produced under a type or production certificate.

S MARCH 1992

(2) Parts produced by an owner or operator for maintaining or altering his own product. (Emphasis ours ­ HGF) The key part of that regulation is paragraph b. Without exaggerating, that paragraph is the rule that makes possible the restoration of older aircraft.

Without this FAR, it would be very dif­ ficult, if not impossible, to make re­ placement parts for antique and classic aircraft. When an aircraft is restored, there are times when the engineering data is simply not available, for a variety of reasons - the company may not exist, copies are not available from the FAA, or the current type certificate holder may not be willing to allow the drawing to be released. (These days, the current holder of the Type Certificate generally will claim they are unwilling to release the drawing based on product liability.)

An interesting sidebar must be ad­ dressed at this point concerning the cur­ rency of an available drawing. Unless an AD has been issued against the par­ ticular part in question, the individual restoring that part is obligated to use only the blueprint and any added notes that were in effect at the time his aircraft was manufactured. It would seem a bit ridiculous to require a part to reflect all the subsequent changes made to a fuselage structure, for instance, that were required when the Vne of an airplane was later increased by almost 28 %. If an AD was issued against that part, then any changes required would also have to be incorporated during the part's restoration. It would also be pru­ dent to review any service letters from the manufacturer that deal the the part in question.

The writer of the above mentioned article further defended his interpreta­ tion in a letter to EAA's Washington Representative, Charlie Schuck. He stated that a restorer of a 7 series Aeron­ ca could not replace his spars without using a PMA'd part based on his belief

that there was no proof available to determine that the restored spar was equal to or better than the original, un­ less the part could be compared against the manufacturer's blueprint, which at that time was believed to be unavail­ able. FAR 43.13 requires that: 43.13 Performance rules (general) (a) Each person perfonning main­ tenance, alteration, or preventive main­ tenance on an aircraft, engine, propeller or appliance shall use the methods, tech­ niques, and practices prescribed in the current manufacturer's maintenance manual, or Instructions for Continued Airworthiness prepared by its manufac­ turer, or other methods, techniques, and practices acceptable to the ad­ ministrator, except as noted in FAR 43.16. (Authors note: Emphasis ours.

For our purposes, 43.16 has little if no additional impact.) He shall use the tools, equipment and test apparatus necessary to assure completion of the work in accordance with accepted in­ dustry practices. If special equipment or test equipment or test apparatus is recommended by the manufacturer in­ volved, he must use that equipment or apparatus or its equivalent acceptable to the Administrator. (b) Each person maintaining or alter­ ing, or performing preventive main­ tenance, shall do that work in such a manner and use materials of such quality, that the condition of the aircraft, airframe, aircraft engine, propeller, or appliance worked on will be at least equal to its original or properly altered condition (with regard to aerodynamic function, structural strength, resistance to vibration and deterioration, and other qualities affecting airworthiness).

If I haven't lost you yet, here is the point of all this FAR quoting: if you, as an owner/operator of an airplane, decide to make a replacement part for your airplane, such as a wooden spar, using FAR 21.303 as the basis, you must show your AI that it has been made in a man­

ner equal to, or better than, the original in a way that is "acceptable" to the FAA in accordance with FAR 43.13.

That part of the FAR is the area that is generating the problem. For more than 40 years, it has been acceptable for an aircraft restorer to use the old original wood spar of his airplane as the pattern to make a new one out of aircraft quality spruce. Stating on the Form 337 that the old spar was used as a pattern, that the spar was made from aircraft quality spruce meeting "XYZ" Spec and that all the old fittings were cleaned and in­ spected was, in the past, considered a manner that is acceptable to the Ad­ ministrator. Regardless of the state­ ments made to the contrary in the past year, it is still an acceptable method of repairing a wooden sparred light airplane, according to Larry Kephart, Manager of the General Aviation and Commercial Branch.

If you use material that is sold to you as conforming to an accepted industry stand­ ard, say, for instance, a Military Specifica­ tion (Mil Spec) such as Mll..-S-6073, you are under no further obligation to ensure that the manufacturer or supplier has in­ deed complied with that specification. As a matter ofpersonal information and in the interest ofself-preservation, you will most likely inspect your purchase as you do any other part of your airframe, but you, as the restorer, do not have to certify that the product meets the Mil Spec, if it is so identified. By using material that is aircraft quality by virtue of it meeting an accepted industry standard, you have met the major criteria for your part to be ap­ proved for a return to service by your AI. Remember, however, that no one without a PMA can supply an individual with a piece of wood described as a "Spar". Unless the item was manufac­ tured under a PMA, you simply have a piece of wood with which you may be able to restore your spar. Also, unless it is identified as meeting the Mil Spec for wood, it is not even a piece of wood that you can legally use on a Type Certifi­ cated airplane. Unless that airplane is maintained with materials that conform to the FAR's, its Airworthiness Certifi­ cate is in jeopardy.

By replacing the damaged spar, you have executed a major repair, so your AI must approve the repair, and he will need to know that the material was aircraft quality (it should be identified on the material itself and on your in­ voice), and what criteria was used to restore the part, i.e. original factory

drawings, the original part, and any other supporting documentation. It should be noted that one of the tests in question, a "Brashness Test" (a test determining the toughness of a sample of wood), is currently included as a re­ quirement within MIL Spec MIL-S­ 6073. (MIL-S-6073 superceded AN-S-6 in 1950.) This test is called out in later Champion specifications detailed on the Champion, but not Aeronca prints of the same part.

Supporting documentation can take a variety of forms, including the original part. Needless to say, the nature of the part will determine if it can be safely reproduced. It does not seem likely, for instance, that anyone, even someone with the knowledge, is going to be sandcasting a new crankcase for his or her 65 horse­ power Continental. But based on the track record of aircraft restorers for the past 40 or more years, it does not appear to be unreasonable to expect that a new rudder, or a new elevator, could be constructed using the old one as a pattern, using the same materials as the original as defmed in the maintenance manual. The same can be said for the wooden spar of an older airplane. This type of repair has been safely done on light airplanes for many, many years. No one is going to be more concerned with the safety of his or her own airplane more than an aircraft re­ storer, and his or her expertise coupled with the knowledge of his or her AI has, for a number of years, been sufficient to ensure the safe reconstruction of these older airplanes. Many of these airplanes were hand-built, necessitating the in­ dividual fitting of an elevator, for in­ stance, to a stabilizer. Certainly, as production methods became more sophis­ ticated, parts were made that fit better and allowed interchangeability, but the basic fact that a human craftsman produced the part has not changed for over a generation.

(Many may argue that only very recently has that method begun to give way to automation in light aircraft production.)

The FAA publishes a number of helpful books on the subject, and one is con­ sidered one of the more comprehensive manuals on the subject. Advisory Cir­ cular 43 . 13-1A and -2A, Acceptable

Methods, Techniques, and Practices ­ Aircraft Inspection and Repair was just updated and reissued within the past couple of years, and it contains a wealth of acceptable methods to maintain your airplane.

One additional item should be clarified. It is not legal for an A&P or

an AI to manufacture a part and then sell it to you for use on your plane - that would violate the FAR governing the issuing of Parts Manufacturing Ap­ proval. Paragraph (b) of FAR 21.303 was put in place to allow the restoration of an airplane, but not as a method to allow individual A&P's or AI's to cir­ cumvent the rules governing PMA's.

An A&P or AI can, however, supervise the work done by a owner/operator during the reconstruction of a part.

Remember that if the work constitutes a major repair, a Form 337 must be produced and signed off by an AI. There have also been questions con­ cerning the "legality" of a part reproduced in this manner. In the past, the statement has been made that a part made this way is a "bogus" part. A bogus part is one the origin of which cannot be traced, or is not made in ac­ cordance with the FAR's. Since the construction and installation of the part would have to be approved by an AI, and then subsequently by the FAA if a Form 337 was required, the part would then be an approved part for installation

on that particular model and serial number aircraft. The approval would not extend to any other aircraft of that model in the same manner as a PMA, since it is a one time approval, but other restorers could use the same informa­ tion to present to their AI for an ap­ proval of a similar installation.

To put all this in perspective, it should be pointed out that the ability to restore our aircraft using FAR 21.303 as the basis for restoring a part is a right that should be guarded by not abusing the rule. By carefully producing a part for your own airplane, and following ap­ propriate FAA and industry standards, it seems reasonable that many parts for your airplane can be safely restored.

Remember that in the first place, these components were created by craftsmen and are made up with few complicated, difficult to manufacture parts. Be care­ ful though. It should be obvious which parts are not appropriate to attempt a recreation of. Most, if not all restorers, would not give serious thought to reproducing an engine part, for in­ stance. Using good judgment and tap­ ping the expertise of the FAA books, suchasAC43.13-1Aand-2A will make it possible to maintain an older airplane in excellent condition, and FAR 21.303 allows us to use our collective capabilities to properly restore a part to ... better than new condition.

VINTAGE AIRPLANE 9

Georg

an

nd

by H.G. Frautschy and

Mary Jones,

NBA Executive Director

When George Bush was elected President in 1988, he became the second U.S. President to have been an airplane pilot. (Dwight Eisenhower has the distinction of being the first president to hold a civilian Private Pilot license.) Inspired by an article published in the "Naval Aviation Museum Foundation" magazine, the National Biplane Association began a search for aircraft flown by the President during his first days as a Naval Aviator. Six of the airplanes flown by Mr. Bush have been located by the newly-retired Executive Director of the NBA, Mary Jones. Our thanks to her and NBA's Charlie Harris for providing the photos and material for this article.

George Bush began his days as a WW II Naval A viatior training with primary training at NAS Minneapolis. As luck (and some would say bad timing!) would have it, he began his training in the late fall of 1943, which meant he flew throughout most of the winter of 1943-44. That must have been a chill­ ing experience for anybody involved in flight training in open cockpit biplanes at that time!

The National Biplane Association has located 6 of the biplanes that the President flew, 5 Stearmans and 1 N3N­ 3. The N3N was flown on a short flight

by Mr. Bush during his advanced train­ ing in the SNJ, and is currently owned

by Dr. Richard Schmidt and his wife Debbie of Del Mar, California. Dr. Schmidt has all the logs to his airplane since it left the Naval Aircraft Factory in 1941. Two years later, George Bush and a Lt. Hammer flew the N3N for a short twenty minute flight.

Before he flew the N3N, though , Bush flew a succession of Stearmans and Spartans. He flew his first seven hops in an NP-l Spartan, and one flight in an N2S-3 Stearman. After a presolo check by another instructor, J.A. Boyle, he was signed off for solo with the fol­ lowing comments: "Satisfactory check. Taxied a little fast. Landings were average to above with the exception of one almost ground loop. Safe for solo." With that, on November 21, 1943, Bush soloed in an NP-l Spartan, a total of 11.8 hours in his logbook.

Later, most of his training would take place in Stearmans. 33 different N2S's 10 MARCH 1992

were flown prior to his successful com­ pletion of primary training after 82.5 hours, with 61 flights under his belt.

Enter the National Biplane Association's Mary Jones. A biplane owner herself, (she owns and flies an N3N), she began searching for the planes that Bush had flown during that time. A notice was put in the NBA's "Biplane News", and within a few weeks, C.J. Alexander of Phoenix, AZ gave her a call. "I think I found one of Bush's biplanes" was the opening Mary had been looking for. It would not be a quick reference to the FAA register that would confirm it, though. The Navy assigned its own serial numbers to their airplanes, even though the manufacturer had also given the plane its serial num­ ber. Fortunately, Ken Wilson, the Stearman Restorer's Association his­

torian, had published a cross reference list in the SRA "Outfit" Newsletter that included both the Navy Bureau number and the manufacturer's serial number.

With additional help from the FAA Aircraft Registry office in Oklahoma City, the National Biplane Associations computer database, and Larry Wilson of the National Air and Space Museum in Washington, five biplanes flown by the President were found listed on the cur­ rent register. Here they are: N2S-3, N75032, Serial No. 75-6543, Navy Bureau No. 05369. Currently owned by retired TWA Captain John W. "Jack" Parker of Essex, CT, the Stear­ man is flown all over the Northeast at­ tending airshows.

N2S-3, N1222N, Serial No. 75­ 6782, Navy Bureau No. 05369 has been owned by the same individual

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As Air Force One taxis in at Springfield Regional Airport, Dave Coursaut and his Stearman wait for the President's arrival.

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President Bush looks over the Stearman he flew during his training in 1943. "It brings back a lot of cold memories ... I flew it in Minnesota in January!" Mr. Bush recalled. Later, he signed a copy of the airplanes logbook with the notation "49 years later".

since 1946 - Charles Henderson of Junc­ tion City, OR. John has over 10,000 hours in that particular airplane per­ forming crop-dusting. The airplane has been in storage since 1968, and he has no definite plans concerning restoration of it at this time.

N2S-1, N50061, Serial No. 75-1124, Navy Bureau No. 3347 is owned by Robert Hood of Carthage, MO. N2S-3, N75032, Serial No. 75-6543, Navy Bureau No. 05369 is owned by Robert Meyland of Orlando, FL. And finally, N2S-2, N54896, Serial No. 75-1332, Navy Bureau No. 3555 is owned and flown by Norman "Dave" Corsaut of Greenfield, MO. A duster after the war years, Norman purchased the Stearman in 1983. Restored to the Standard Category, it still has the 450 hp Pratt & Whitney engine that powered it during its duster days. He was still in the process of doing the cosmetic res­ toration when he learned that he owned an airplane flown by the President. He was quite thrilled by that fact, but soon, he was to be surprised with the news that the President was stopping for a brief

visit in the Ozarks, and Dave and the Stearman were to be part of his stopover. Arranged by the Air & Military Museum of the Ozarks and a local Confederate Air Force chapter, the meeting took place over this past 4th of July at the Springfield Regional Air­ port. For fifteen minutes, Dave and the President visited, and Mr. Bush was delighted to see an old military acquain­ tance in the form of the Stearman, 49 years later. As he climbed up onto the wing, the President said, "It brings back a lot of cold memories . . I flew it in Minnesota in January." After Dave ex-

plained how the search for the biplanes flown by the President had been pur­ sued, Mr. Bush was pleasantly surprised when Dave produced a copy of the Stearman's flight log signed by the President. Mr. Bush then autographed a copy of the NBA newsletter. He also signed off the log copy with the notation "49 years later".

If any of our readers have found that their Stearman has been flown by the President, please contact the National Biplane Association, Jones/Riverside Airport, Tulsa, OK 74132. I'm sure they'd like to hear from you . ......

VINTAGE AIRPLANE 11

!jill And Clair-e

by Nann Petersen

Their first move was to the San Fran­ This is a story of a 22-year love affair cisco Bay area where Bill worked for - not with a woman, but with an Rheem Manufacturing. In 1953, they airplane! The man is William (Bill) Nutting (EAA 54248, AIC 283) of Pres­ bought their first airplane, a 125 Swift that had landed on its belly and needed cott, Arizona, and the airplane is Waco SRE, NC1252W, SIN 5153 . The woman in his life is Bill's lovely wife of 43 years, Claire, a true airplane aficionado, just like her husband.

This air-minded couple brought their beautiful yellow and black Waco E­ model cabin to EAA Oshkosh '91 to complete a trip that had its actual begin­ nings in 1988! Perhaps justice . ~~~ was admirably served when the ' ~ SRE garnered the Outstanding Closed Cockpit Biplane Award during the final evening awards program at the Theater In The Woods. The story behind this well deserved award goes back many years.

Bill and Claire grew up together in River Forest, IL, attending the same high school, same family gatherings and they even had the same dentist! Out of high school, Bill went into Army Air a great deal of work. In two years it was Corps cadet training and Claire went off flying and Bill was back in the air. He to Colorado University. With the end of had originally soloed a J-3 Cub back in 1945, so it was good to return to the wild WW II, Bill entered Colgate University blue yonder. for two years and then transfered to Next on the agenda was a single­ Colorado U. He and Claire were mar­ ried in 1948 and Bill received his BA place Mooney M18L "Mite", that Bill degree in Business Adminstration In enjoyed for a time before buying a Mooney M20C (N6525U), which be1950 from Colorado University.

12 MARCH 1992

Bill Nutting and his brid e Claire share a moment with their Waco SRE.

came the family "hack" for trips up and down the west coast and into Mexico.

The three children were small enough to fit into the rear seat and still remain below gross weight. Claire took the well-known "pinch hitter" course in this Mooney so she could land it in case of emergency . Both have many fond memories of this airplane and the many excursIOns. Other aircraft owned by the Nutting family included a twin-engine Cessna Skymaster (business pur­ poses), a Lake amphibian (amphibious instruction) and a Slingsby Dart (single­ place sailplane). These varied types give us a good insight into the unusual abilites and varied interests of Bill Nutting.

A 1969 "For Sale" ad in Trade-A­ Plane for a basket case Waco SRE brought Bill to Santee, SC where he met Jack and Golda Cox (EAA's Sport A viation team), who were working for Wings & Wheels Museum owned by Dolph Overton. After purchase, the huge cabin biplane was carefully loaded into a U-Haul truck - except the missing engine, instruments, panel, flap actuator and other small items. Bill Nutting and his son, Craig, drove the truck from Camden, SC to California. (The entire story of this episode was written by Jack Cox in the May, 1972 issue of SPORT AVIATION.)

came down hard in the Yerington, Nevada, city dump! Bill was badly banged up with head and facial injuries plus two broken ankles. In this condi­ tion, he walked two miles to a farm house to summon help. He told the officers the plane had crashed about 300 yards away, however, they could not locate the wreckage. Only when they walked over two miles did they fmd it!

After spending time getting all the bones set in the hospital, Bill was on crutches for several weeks before he could get around properly . Three months later, he was back flying charter again! However, the accident had started Bill and Claire thinking about their purposes in life, so they flew to Redlands, California to explore the Mis­ sionary Aviation Fellowship (MAF) and its worldwide program. They spent a year learning the administrative end of the business and were assigned to the MAF in Nairobi, Kenya, as ad­ ministrators from 1981 to 1985. Both Bill and Claire admit this was a fascinat­ ing and extremely worthwhile ex­ perience for both of them.

In October, 1982, while on vacation from their African assignment, Bill was flying the SRE with his son, Craig, out of the Redlands, CA airport. The dried seals had allowed oil to leak onto the windshield and the active runway was directly into the sun. Bill brought the big cabin Waco in for a landing with forward visibility almost nil. The slight .>< crosswind caused the airplane to drift ~ sideways, just off the runway.

At 8 touchdown, the left gear caught in a hole :.: E which sheared the gear off the airplane. =; The right gear went next and the SRE went sliding down the runway apron on its belly! Both lower wings were wrecked along with the propeller. It was not a good day.

The Waco was stored in a hangar coin-operated TV screen game . until Bill and Claire would return from Together, they started "Nutting and As­ sociates" and went into the video game Africa in 1985, their assignment com­ business. For two years, the business pleted. The restoration was (again) went wild. The young partner then started at Redlands airport with Mike broke off to form his own company Snow doing the critical fuselage and called Atari! Bill promptly sold out and landing gear welding. (Bill speaks very highly of Mike Snow and his welding retired.

Moving to Reno, Nevada in 1977, he ability.) In 1986, Bill and Claire moved began flying aircraft charter, which led to Prescott, Arizona, bringing the big Waco project with them. Parts went to the next episode. While returning (empty) to Reno late at night with a from their garage, to a shop and finally, Cessna 210, Bill had the misfortune of to a hangar at the airport (which they having the engine quit cold! Attempts were very fortunate to obtain.)

It was during this rebuild that Waco at restarting were all for naught, so he was forced to make a belly landing in HRE rebuilder, John Rice, of Spicer, the dark - come what may! The plane Minnesota (see March 1985 SPORT Q.

Working feverishly over the next two years with Andy Anderson and Doc Savage helping, the big Waco was to­ tally restored including new upper wings, fuel tanks, a newly rebuilt Pratt & Whitney R-985 engine and a Ham/Standard propeller. The finish was Ceconite fabric and butyrate dope, done in bright yellow with black trim as per the factory original paint scheme.

The interior was done by a specialty shop in Cupertino, CA, and has lasted for twenty years. Meanwhile, Bill joined EAA in March of 1970 while living in Menlo Park, CA. About this time, a young man ap­ proached Bill Nutting with the idea of a

VINTAGE AIRPLANE 13

AVIAnON) contributed the necessary blueprints which were needed for the job at hand. In addition, John helped in many areas of the rebuild with timely suggestions from his own I5 -year rebuild experience - a service which John and his lovely wife, Mary Jane, cheerfully provided.

The engine crankshaft checked out OK, so a new propeller was installed and the airplane was covered in Stits Poly dope fmish with the final colors done in Stits Aerothane - again bright yellow with black trim. The fuselage was done in Stits D-I03 cloth and the plywood wings were covered with Stits HS-90X lightweight cloth. The final 14 MARCH 1992

One of the classiest Wacos ever built, the Waco SRE is elegant from every angle.

finish on the Waco came out to a bril­ liant shine including the fiberglass wheel pants, which were made by Miller in Colorado. The "N" struts are not identical nor were they marked, so Bill guessed as to where they went. The plane flew hands off, so he must have guessed correctly!

The original Hayes wheels with ex­ pander tubes have been replaced by 1957 Cessna 310 wheels and brakes.

They bolt into position and work with absolute authority according to Bill.

The SRE has a dual control yoke with brake pedals on the left side only. The righthand rudder pedals fold down when not in use, competely out of the way.

Ready to fly to the big EAA Conven­ tion in 1989, this author made arrange­ ments for Bill and Claire to stay with Bill and Ellen Lewis in Oshkosh, WI, knowing the two couples were close to the same age. Further investigation revealed the two couples were married on the very same day!

Then the roof fell in! Bill Nutting suffered a heart attack and was unable to fly. The '89 trip was cancelled and rumors were floating around that the SRE was for sale. The future was, no doubt, bleak.

Not one to sit around and mope, Bill Nutting began an intense period of body rebuilding with the aid of his doctors,

who quite frankly marveled at the stub­ bornness of this would-be pilot. Lucki­ ly, the heart attack was tempered by Bill's excellent physical shape from ten­ nis and golf, but best of all - he had quit smoking some ten years previous! The doctors told him flat out that this saved his life! Eventually, his third class physical was reinstated (with a yearly stress test) and preparations were made to attend the 1991 Oshkosh Fly-In. In late June of '91, Bill and Claire flew the SRE from Arizona to Ohio to attend the annual Waco Fly-In with all its historical pomp and circumstance.

They readily admit it was a really fme experience and they met both old and new friends. From Ohio, the SRE was flown to Oshkosh and placed in Dave Jameson's hangar until the time came for the EAA Fly-In. (Blessings on you, Dave Jameson). Meanwhile, Bill and Claire toured northern Wisconsin and saw country they really enjoyed before returning to the Heidel House at Green Lake, WI for the duration of the conven­ tion.

During the fly-in, Bill and Claire filled in the many details on the Waco as it quietly posed among the many beautiful antique airplanes on Wittman Field. NC1252W was built in Septem­ ber 1941 as an HRE (Lycoming R-680 engine) and was subsequently con­ verted to an SRE with the R-985 engine in 1946. There are presently four SRE Wacos on the FAA register with a fifth basket case in California. Only three are flying out of the approximately 25 that were built in the pre-war period.

The normal cruise is 175 mph burning 20/21 gallons per hour of 80 octane fuel.

Bill also burns lOOLL when 80 is not available. To date, the Waco has about 920 hours on the airframe and just over 100 hours on the engine. (This is a lowtime airplane for 50 years of age!)

One sad note was when Bill and Claire were invited for dirmer with Bill Lewis of Oshkosh, they learned that Bill Lewis' wife, Ellen, had passed away the previous November, so they were un­ able to celebrate their mutual wedding day with all four participants. How­ ever, the threesome had a most enjoy­ able time discussing the last 43 years!

With their oldest son, Craig, now a Captain for American Airlines, perhaps there is hope the magnificent yellow and black Waco SRE will always be in good caring hands, such as Bill and Claire have given her during the past 22 years.

Long live the marque! ......

VINTAGE AIRPLANE 15

Not if Jim Minor and the Continental Airlines Historical Society have their way! After the DC-3s were retired, the President and CEO of Continental, Joe D. Corr, called Jim Minor and asked if he would like to see something good happen to the airplanes. Mr. Corr felt that a project like the DC-3 would be an effective way to bring together and unite all the various organizations that had become Continental Airlines. As an FAA DC-3 designated examiner with over 7,500 hours in the type, Jim cer­ tainly was qualified to fly a -3, but more than just technical expertise would be required to meet the challenge of restor­ ing and maintaining the airliner. After Corr's inquiry, Jim went to meet with company officials. He had no idea that he would become the nucleus of the organization, but he was their man, so off he went to pick out three DC-3s as possible subjects for restoration to the Continental configuration. While he was down there, two of the three he chose were sold, so he wound up with his third choice, NC25673. Manufac­ tured in 1940 by Douglas in Santa Monica, it was delivered to American Airlines and designated as Fleet Num­ ber 73. In honor of one of the cities it served, the silver with orange and blue trimmed Douglas was christened the Flagship "Big Springs". After a stint with the U.S . Army from 1942 to 1945, the DC-3 was returned to American, who stored the Flagship until November 24, 1947, when it was sold to a small start-up feeder airline then known as Trans-Texas Airlines. Jim Minor re­ lated an interesting story concerning airline operations in those days. When Trans-Texas started after the Second World War, to support its growing fleet of DC-3's, it purchased 200 Pratt & Whitney R-1830s surplus from the War Assets Administration, and stored them at their San Angelo, Texas maintenance base. Originally intended for installa­ tion on B-24s, many were still in the shipping cans, having never been in­ stalled on an airplane. During the years to follow, whenever a Trans-Texas DC­ 3 needed an engine change, one of the new engines was bolted on, and away it went. When Minor started flying for Trans-Texas in 1959, he estimates they still had at least 100 of the "new" surplus engines left!

It took 22 years before the -3' s would be considered too costly to operate on the routes TTA was flying . The jet age had long since arrived, and smaller jets 18 MARCH 1992

Preparing to depart on the photo mission during EAA Oshkosh '91, Tim Ruhl checks the area around the right side of the Douglas prior to starting the No. 2 engine.

sized to the TTA route structure were available. TTA (later Texas Interna­ tional Airlines, TIA) would fly 01' num­ ber 73 until its sale to an aircraft broker in 1969. It would not fly again until 1975, when it was added to the ProvincetownjBos­ ton Airlines (PBA) fleet. It then was re-registered first as N130PB, and later as N30PB. As the continuing shake-up of the airline industry evolved, the air­ liner would eventually become the property of Continental Airlines when it acquired the merged PBAfBar Harbor

Airlines. Finally, it came to the Con­ tinental Airlines Historical Society in 1989.

What is the Continental Airlines His­ torical Society? A big group (over 300 now) of energetic and capable volun­ teers, that's what! After selecting the Douglas to be restored, Jim Minor set out to get some help putting the old airliner back in the air. With a $5,000 donation from Continental Airlines as seed money, the DC-3 was put back into basic flight condition. It needed some

After participating in the Transport aircraft fly-by during EAA Oshkosh '90, Tim Ruhl and Jim Minor taxi in with the big Douglas.

Jim says it was one of the greatest thrills in his aviation career to participate in the world's largest airshow.

engine work and a new tail wheel (the old one had been broken oft) but it was soon airworthy and ferried from storage in Florida to Houston's Hobby airport.

The exterior was stripped in New Iberia and after some sheet metal replacement and other structural fixes were made, a new paint job was applied to match the livery of Continental Airlines as they flew them in the 1950s. It would be a year before the silver and white Douglas would fly again. That year was spent dedicating an enormous amount of volunteer time to restoring the Douglas airliner to show condition, a process that continues whenever time and resources can be brought together.

It was then on to the interior, also done in the style of the 1950s. All sorts of other mechanical work had to be done to the airplane, including one of the more unusual items to be replaced. All the Hamilton Standard propeller blades had to be changed - the ones on the aircraft had simply worn too thin!

Many times the work was performed by the same mechanics who had worked on the airliner when it was in scheduled service. Both currently employed and retired Continental personnel work on the airplane, and many of them worked on Number 73 when it was part of the Trans-Texas fleet. Often a call for help only has to hit the floor at the Con­ tinental Maintenance Base, and the technical expertise to solve the problem is available.

When we saw the DC-3 during EAA Oshkosh '91, we were greeted by one other lovely addition to the cabin, also decked out in 1950's airlines fashion­ Sherrill Dickey, a current Continental Airlines Flight Attendant! (She also happens to be Captain Minor's wife!)

Sherrill shares the enthusiasm of the crew who brought the DC-3 to the Con­ vention, and really enjoys sharing the history of the airliner with the throngs of admirers who climb the stairs to glimpse into the cabin. She also under­ took the task of training current line flight attendants to crew the airplane, and also would retrain members of Continental's "Golden Penguin" club to work the airliner. The Golden Pen­ quins? That's the association of retired flight attendants from the airline. (Pen­ guins can't fly, remember?) Many have enjoyed crewing the plane for company functions, and Sherrill has thoroughly enjoyed hearing about how it was to fly the line so many years ago.

When you look forward in the cabin, what you will see is the result of thousands of man-hours of reconstruc­ tion and restoration by the volunteers.

As Jim and his No. 1 Captain, Tim Ruhl, walked me around the airplane, the amount of work that had to be done was staggering! Just polishing all that bare aluminum must be an arm-aching, messy job, but the results are worth it.

Later, in the cockpit, Jim Minor talked about the work put in by the many

volunteers, and the efforts of one man in particular, Tim Ruhl. "Tim's done more work on this airplane than any other pilot, and that is why he is my number 1 Captain." Tim and Jim have known and flown with each other for a number of years - when Jim moved up to Captain in 1964, he was assigned a new co-pilot, Tim Ruhl. They put a lot of time on -3's in the years that fol­ lowed, and the years of working together show. When it's time to fly, they communicate with a series of hand gestures and finger movements that have been honed by years of non-verbal expression in a noisy cockpit. I'm not so sure that if you clamped a pair of noise-cancelling headsets on their heads and plugged them into an intercom, that they would quite know what to say to one another when flying the Douglas!

Both are now senior Captains for Con­ tinental, Jim flying intercontinental routes with the DC-lO, and Tim flying transcontinental flights with the A-300 Airbus.

One of the ways that Continental sup­ ported the Historical Society in the past was to carry the DC-3 operation on the company insurance policy, with the stipulation that 1 regular line pilot be in the cockpit (he is, of course, type rated in the DC-3). The crew normally con­ sists of two Continental pilots. Another of the Captains on the volunteer staff is retired DC-3 Captain Norman Mc­ Gowan. All the pilots must go through VINTAGE AIRPLANE 19

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Cruising serenely over the east side of Lake Winnebago, the Continental Airlines Historical Society's Douglas DC-3 reminds us all of the days when point-to-point transportation was done at an altitude when you could still make out the cars on the highways and the cows in the barnyard.

DC-3 school.

Both Tim and Jim look forward to a restoration of the cockpit, but don't look for a major revision to the layout or design - they like it pretty much the way it is, and I agree. When you climb into the cockpit, you're immediately com­ fortable. Oh sure, there's a hydraulic fluid drop here, and a bit of chipped paint there, but this isn't a fresh new automobile, it's a DC-3, an airliner, a working machine. You step back a few years, when it might have been the place to hang your new hat with three stripes, waiting for the man with the four stripes on his sleeve sitting in the left seat to give you that shot at landing the big taildragger. You can sense the aura that new co-pilots must have felt when they were assigned to their first airplane after graduation from ground school. In­ timidating but comfortable, all at the same time. You just knew you'd like this plane.

Captains Ruhl and Minor are no strangers to the EAA, having been avid supporters for a number of years. In addition to the DC-3, Jim flies a Piper Cub and a PT-13 for more aerial recrea­ tion. He is quite grateful for the support the EAA has given the Continental Air­ lines Historical Society during the Con­ vention - "We're a pretty poor organization, and it takes a lot of sales of T-shirts and a lot of hats to keep this thing going. Tom Poberezny was very 20 MARCH 1992

helpful in allowing us to sell these things under the wing of the airplane, which made it possible to bring it up here," Tim said.

Other organizations have helped the Society with their bills, including a generous donation of 20,000 gallons of fuel from the British Petroleum com­ pany. The Society also enjoys strong support from the highest levels within Continental Airlines, although financial support from the airline has had to be curtailed in recent months as Continen­ tal struggles with the aspects of Chapter 11 bankruptcy. N25673 spent the winter months at the Lone Star Aviation Museum in Galveston, Texas, resting in comfort as the next airshow season ap­ proaches. It is hoped that this summer the shiny Douglas airliner will again visit many airshows, as well as make appearances on behalf of Continental Airlines.

What's new on the horizon for the Society? How about the restoration of the documented highest time aircraft in the world, N 18121, (formerly N136PB)? This aircraft also served with PBA, and has held the distinction of being the highest time aircraft in the world for a number of years. it now shows a total of 91,355 hours in the logbook, the equivalent of 10 1/2 years in the air! (Readers may remember the DC-3 of North Central Airlines, No. 728, that had a total of 83,454 hours

when it was donated to the Ford Museum in 1975.)

The Society has again been allowed to lease the DC-3 from the parent com­ pany for a meager amount of cash (how's a buck a year grab you?), and the ex-Eastern Airlines aircraft will soon be leaving New Iberia to be tackled by a crew of enthusiastic volunteers.

Will we see the Continental DC-3 again at Oshkosh? If Jim Minor and Tim Ruhl can make it happen, you can bet that they will be there. Perhaps Jim will be able to visit Oshkosh with his two sons, Mark and Cris. Both are pilots for USAir, Mark the Captain of a DC-9 and Chris a First Officer of a 737-400. Jim's face lit up as he said "I've been an airline pilot for 32 years, and never in my life did I think that I would be an airshow participant in the largest airshow in the world ... we felt the greatest joy in all of us!" I'll bet if they can, we will all get to hear the rumble of those 1830's again. I can't wait! ......

If you would like to know more about the Continental Airlines His­ torical Society, contact them at : Continental Airlines Historical Society c/o Captain Jim Minor 4123 Hockaday Dr. Dallas, TX 75229

Fuel Tank Testing

By Bruce Patten EAA37956 RFD 2 Box 2980 Oakland, ME 04963 While attempting to pressure test my Taylorcraft wing tanks, I was unable to find a filler cap that would seal airtight.

My solution was to install a surgical glove secured with a rubber band over the filler neck, rather than pressurize the tank through the outlet. The fitting shown here is a device I had made previously for blowing down automobile cylinders. (The pressure gauge you see on Bruce's fitting is not absolutely necessary when using the glove.-HGF) The key part of it is a tire valve brazed to a pipe bushing.

The surgical glove is a cheap substitute for a difficult-to-find sensitive pressure gauge, and provides a very visible indication at the low pressure necessary to prevent damage to the tank. (2 to 3 psi is all that is needed to leak check a tank - any more and you risk deforming it. - HGF) This system holds pressure for ample time to throughly inspect the tank

seams by brushing on soapy water and looking for bubbles. In fact, it is tight enough that the glove will deflate when

the workshop cools down at night, and reinflate itself when the woodstove is stoked up the next morning.

Readers are invited to submit entries to EAA, Hints For Homebuilders, Att: Golda Cox, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086. Entries will be reviewed by a panel of EAA judges. Readers whose hints are published in any EAA magazine will be awarded one of three monthly prizes by Snap-on Tools - a 3/S" Drive Socket Wrench Set, a 114" Drive Socket Wrench Set or a Nine-piece Long-Handle Com足 bination Wrench Set. Members are also invited to submit hints of an electrical nature. Any electrical hint used will receive a Fluke Model 23-2 Multimeter with Holster from the John Fluke Mfg. Co., Inc. The contest will run from August through July of each year with a Grand Prize of a Snap-on Tools KR657 Roll Cab and KR637 Top Chest being awarded the best entry for the year. A Grand Prize will also be awarded by the John Fluke Mfg. Co. These awards will be presented during the EAA Convention. Our thanks go to Snap-on Tools and John Fluke Mfg. Co. for providing these awards.

VINTAGE AIRPLANE 21

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Dr. Ed Garber's Fairchild 22 C7B A recent addition to the flyable ranks of antique airplanes is this 1932 Fair­ child 22 C7B, NC12670, SIN 1500, res­ tored by Dr. Ed Garber (EAA 38078, A/C 162) of Fayetteville, NC. Finished in an original paint scheme of Bermuda Tan and brown, the parasol Fairchild features full length ailerons, 6:50 X 10 wheels with mechanical brakes and a Menasco D4-87 engine of 134 hp pull­ ing a wooden Sensenich propeller. Dr. Garber reports the project required eight years (on and off) to complete and the entire cover job was done in Stits Polydope and Aerothane.

NC12670 was the factory prototype C7B with a Menasco C-4 engine of 125 hp, the first of nine manufactured.

There are five remaining on the FAA register. This airplane had been con­ verted to a 145 Warner engine and was being flown by (a young) Jim Franklin, who had the wing break loose in a roll.

He had to bailout of the cockpit, and the resulting crash left few good pieces from which to commence the rebuild. How-

ever, Dr. Garber, along with the help of his good friend, Giff Gillingham, stub­ bornly persisted for the eight year span it took to complete the rebuild. Dr. Gar-

ber reports the Fairchild is a most delightful flying airplane, light on the controls and well worth every minute of the rebuild time.

John Frisbie's Cessna 120 on floats A most unusual combination is this highly polished Cessna 120, N73034, SIN 10242, mounted on a set of polished Edo 1400 floats and flown by FAA Seaplane Examiner John Frisbie (EAA 109724, A/C 2934) of Round Lake Seaplane Base at Hayward, Wisconsin.

Discovered at Sky Harbor Airport on Duluth's Minnesota Point, the airplane was sitting on a floatplane dolly that John wanted to buy. When offered "the dolly and everything on it", John bought the whole works, which included a set of skis!

The Cessna 120 apparently came with a float kit installed and had been flying in Minnesota for over 20 years on Edo 1400 floats. Being somewhat lighter than a 140 Cessna (no flaps, no fancy interior, etc.), the 120 gets off the water nearly as fast as a J-3 Cub, yet cruises about 7-10 mph faster. It has a C90-12 engine with only the starter.

John uses a trickle charger to bring up the battery, which is good for many

starts. The Cessna is used for float training ($85/hr) and is available for rental after proper checkout ($60/hr)

and renter's insurance. The polishing is done with Rolite polish and makes for a very nice looking combination.

22 MARCH 1992

"Dobby" Licktieg's Piper Super Cub "lOS" Special Posing for its portrait in the morning sun is Piper Super Cub N197T, SIN 18-2311, recently restored by R. J. "Dobby" Lickteig (EAA71468 , AIC 2433) of Albert Lea, Minnesota. As­ sisting "Dobby" in the two-year restora­ tion was A & P (with AI) Gary Underland of Medford, MN. This par­ ticular Super Cub was one of 79 "105 Specials" that were built for the Civil Air Patrol in 1952-53 featuring toe brakes. It was built on January 7, 1953, and assigned to the South Florida CAP. The airframe had logged over 7,000 hours and had been recovered twice before being damaged in 1981. When Dobby bought the basket case in 1988, it was still equipped with a bevy of marine radios for CAP Search and Res­ cue. During the restoration, the Lycom­ ing 0-235 was replaced with a Lycoming 0-290-D2 of 135 hp and Cleveland wheels and brakes were in­ stalled. Making its first flight on November 20,1991, the Super Cub gets into the air "very quickly" and climbs like a "homesick angel" according to Dobby. It is one of 118 Piper PA-I8 "105" Specials remaining on the FAA register. .....

VINTAGE AIRPLANE 23

In

the not too distant past, the Directors of the Antique/Classic Division graced these pages with short biographies of interesting members. It was a good fea­ ture and afforded the membership an opportunity to get to know those mem­ bers who had some memorable ex­ periences and backround that could be shared.

L.W. Hammer is an interesting mem­ ber. My wife Anne and I met the gentleman the first day of the 1991 Convention, when we were on our way to the "Theater In The Woods" program that evening. He and Paul Stevenson were putting the John Deere vehicles to bed by chaining them together. After introductions, we fell into conversations, Anne with Paul and I with L.W. I first learned that he goes by "Mike".

Mike serves as a Judge in the Antique/Classic Division at the Con­ vention, and is from Phoenix, Arizona.

He owns a Boeing PT-17 Stearman and a Golden Labrador that goes by the name "Gunder". The dog only under­ stands commands spoken in Norwegian.

To talk to Mike is to understand why. He is of that background.

Mike and Gunder set out on June 29, 1991 in the Stearman from Phoenix bound for Oshkosh. His plans were to spend July helping prepare the Conven­ tion grounds for the big event. While cruising along near Oakley, Kansas the bottom piston on the engine parted com­ pany with the cylinder and a successful "off airport" landing brought them to a stop in a plowed wheat field . After securing the plane at the closest airport, Mike and Gunder continued their sojourn by other means of transporta­ tion, and after arrival, Gunder took up residence in a local kennel and Mike in one of the dormitories at the University of Wisconsin, Oshkosh.

When Mike related this tale of his bizarre experience, it seemed it was in an almost casual manner. More impor­ tant to him at the time was how he and Gunder were going to get home. I learned that notices had been placed on bulletin boards around the grounds in the hopes that someone flying would have room for two, and was bound for Arizona.

My wife and I also stayed on campus, and on most mornings we would stop by Hardee's near the campus for a quick biscuit and coffee before heading out to the grounds. Every morning we would see Mike and Paul as they also stopped 24 MARCH 1992

BY JIM HAYNES

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f. L..-....,.;:= -_ _ _ _ _ _ _ _ _ _ _ _ __ Gunder with his master, L.W. Hammer, get set to fly off on another adventure. You can just see a bit of the harness that secures Gunder in the cockpit when he flies.

Gunder, cruising at 11 ,000 feet, seems to be enjoying himself as he and L.W. fly over eastern Arizona .

by for a quick take-out as well. Natural­ ly, we would inquire as to the return transportation situation and of the good health of Gunder.

By the first of the week, it was an­ nounced at Hardee's that Gunder had a ride to Phoenix on a private airplane.

The owner of the airplane would first have to fly to Indianapolis before con­ tinuing the journey westward, but Gunder probably wouldn ' t mind. Not that he was tired of Oshkosh kennels, but home is where the heart is. So, it was learned that the departure was scheduled for the crack of dawn on Tuesday, and that Gunder would have to be delivered at that time.

After retrieving Gunder from the kennel on Monday night, Mike faced the dilemma of where the Lab was going

to bed down. So devoted was Mike to his dog, that he elected to sleep with him in the rental car. In stepped Paul Stevenson, Mike's roommate, and per­ suaded him to sneak Gunder into the dormitory and up the elevator to their room. It was probably not the first time that a dog has spent the night in a dor­ mitory room on the campus, nor the last if college kids are the same as when I went to school.

Eventually, Mike found a way back to Phoenix himself and I am happy to report that both made it back safely. In late September, I received the accom­ panying photos from Mike and a note saying that he and Gunder were about to depart for Oakley, Kansas to overhaul the Stearman and then find a place to bed down for the winter. ....

WELCOME NEW MEMBERS

Milton B. Abercrombie Apple Valley, California Scott Ackersen Bloomington, Indiana Mark Albery Rivoli, Torino, Italy Donald R. Alme Brooklyn, Wisconsin Merl Aschenbach Bay City,Michigan James W. Askegren Sterling, Virginia Robert H. Ball Vienna, Virginia Gregory H. Bange Newark, Delaware W. C. Barkley Martinsburg, West Virginia Larry Bartlett Pagosa Springs, Colorado Bruce M. Barton Henderson, Nevada Bob Beecher Chicago, Illinois Glenn Botsford Bellevue, Washington Phyllis Ackerson Bower Goshen, Indiana (Sponsor: Scott Ackerson) Shelby L. Bowles Waldorf, Maryland Randall C. Braddock Syracuse, Kansas Ozark, Alabama Mike Brauer Earl R. Brightbill Roswell, Georgia J. R. Brown Jackson, Mississippi Steven E. Brown Paynesville, Minnesota Mark Burns Ballwin, Missouri Robert S. Burton Yankton, South Dakota Malta, Illinois Jeffrey W. Byerhof Neville L. Cameron Coromandel, New Zealand Snellville, Georgia Scott Camp Gary W. Capps Cumberland Gap, Tennessee Cassa Rurale Ed Artuguana Di Colombo, Italy James Cear, Jr. Long Beach, New York Todd Christensen Delta, Utah Peter Clark Kirbymoorside, Yorks, England Mark Clonts Sugar Land, Texas Walter Congdon New Britain, Connecticut James H. Cooper, Jr. Kinston, North Carolina Billy Copeland Sumner, Texas Lonzo N. Cornett Lanexa, Virginia Hugh L. Cox, III Anchorage, Alaska David Dalfonso Grosse He, Michigan Thomas R. Dallman Richfield, Minnesota Denis A. Darida Grayslake, Illinois Gerald W. Davidson Woodbridge, Virginia Peter De Sanctis Manhasset, New York Rocco Desimone Johnston, Rhode Island

Philip N. Dell Allen Drozs Bret Dunkley

Lincolnwood, Illinois Decatur, Illinois Bakers Mills, New York

John Durdin Ottawa, Ontario Canada David Duman Sommerville, Massachusetts Jules Gilbert Engle Les Gray, France Rudy Eskra Pueblo, Colorado Russell L. Farris Charlotte, North Carolina Richard B. Ferguson Redding, California Robert Fischer Spearfish, South Dakota Jay Fisher Clark, New Jersey Steve FordFayetteville, North Carolina Mark Freese Bonneterre, Missouri Robert L. Gall Morgantown, West Virginia John Goforth Salem, Oregon Frank P. Haas Hollywood, Florida Carl A. Haglund Powassan, Ontario Canada James M. Hathley Linden, Michigan R. L. Hawks Durango, Colorado John Henry Hess Manhim, Pennsylvania David R. Hevia Westbury, New York Robert E. Hodges Houston, Texas Arthur S. Hollenbeck Fayetteville, Arkansas Lonnie C. Hood Beaumont, Texas George R. Huff Rockwell City, Iowa John A. Hurley Drayton Valley, Alberta Canada Malcolm R. Jantzen Indianapolis, Indiana Roger W. Jaworski Mesa, Arizona David F. Johnson Henderson, Texas Porter Texas Allan P. Jones William M. Jones Ellensburg, Washington Ray L. Keck Tucson, Arizona K. Ronald Keesling Seattle, Washington Robert A. Kohrs Lake City, Minnesota Anthony Krutsch Puyallup, Washington George Kuppler Brooklyn, New York Fort Worth, Texas Leo J. Langevin Dennis A. Lanier Columbus, Georgia Howard A. Leadbetter Carlisle, Massachusetts David M. Liebegott Duncanville, Pennsylvania Dennis D. Lister Springfield, Illinois Glen T. Lowery Mobile, Alabama

Andy Manganaro Xenia, Ohio Paul D. Mann Stinson Beach, California John J. Mason Sargent, Georgia Donald P. Maynard Dallas, Texas John W. Mcarter Canada Worden L. McCallum Peterborough, Ontario Canada John N. McCullough Etobicoke, Ontario Canada Arch McGregor Canoga Park, California George H. Melter Warsaw, Kentucky Metro Toronto Library Toronto, Ontario Canada Richard L. Miller Lewistown, Pennsylvania William K. Miller Harrisburg, Pennsylvania Lee Frank Mitchell Rockwell City, Iowa Keith J. Moody Oswego, New York Geryl L. Mortensen Dallas, Texas Warren M. Nelson Woodbury, Minnesota N. H. Nodwell Biggar, Saskatchewan Canada Edward F. Nolan Palm Coast, Florida Terence O'Brien Rancho Mirage, California Charles A. O'Brien Ft. Jones, California Steven F. Ondra Hammond, Indiana (Sponsor: Victor Casey) Capt. William J. Oscroft Exeter, New Hampshire Tom Patton Martinez, Georgia Dean A. Phelps Spencerport, New York Sharon K. Powell Minnetonka, Minnesota Kirk S. Reynolds Skaneateles, New York William Riggs Bumpass, Virginia Madison, Ohio Alan L. Roath Richard G. Robinette Beaverton, Michigan Stephen Robinson Davenport, Iowa Gary R. Rogers Los Angeles, California Bruce Rosander Tecumseh, Michigan Paul D. Roth Fort Wayne, Indiana Richard E. Russell Sparks, Nevada Peter N. Sanstead Titusville, Florida Lester Schrage Allison, Iowa Bob Sidman Fort Morgan, Colorado Jerry W. Springer Collinsville, Oklahoma (Sponsor: Chris McGuire) (Continued on Next Page) VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS (Continued from Page 25) >­ .c;

Lee Sprvill Parachute, Colorado James R. Streeter Columbia, South Carolina Richard E. Studebacker Bow, Washington Robert S. Susman Midvale, Utah Rolland Swanson Brooklyn Park, Minnesota Bill Terry Edmond, Oklahoma Michael J. Tiano Westland, Michigan Richard F. Waldren Newberg,Oregon Hal E. Walter New Bern, North Carolina Joe Warnstedt Inverness, Illinois John Weigel Natick, Massachusetts Barry Wells Vacaville, California Jack Wells Angie, North California Donald Wendeln Kettering, Ohio Wilfried Werner Troisdorf, Germany Phillip F. Wesner Ashland, Wisconsin William West Mammoth Lakes, California Bill Whelchel Auburn, Alabama David Whitlock Monett, Missouri Mark Wilkie Modesto, California Eric Williams Vandalia, Ohio Michael Williams West Carrollton, Ohio (Sponsor: John Estridge) Phil Williams Julian, North Carolina Richard Dale Williams Panama City, Florida Robert A. Williams Corpus Christi, Texas Warren Wilson Bolton, Massachusetts Donald Winter Jacksonville, Florida Herbert Wood Peterstown, West Virginia John Wootress Seattle, Washington Norman F. Wright Cochenour, Ontario, Canada Joseph W. Yon, Jr. Anderson, South Carolina John Yost Hampshire, Illinois (Sponsor: Robert Helmchen) Romain Young Venice, Florida (Sponor: John Yurosko) Terence Young Midwest City, Oklahoma Aledo, Texas Ted Zarate Eryn P. Zeak Point Pleasant, New Jersey Edmond Zeibari Willow Grove, Pennsylvania Clifford Zeiger Ridgefield, Conneticut Lombard, Illinois Don Zordan 26 MARCH 1992

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PASS IT TO

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

by Buck Hilbert (EAA 21, Ale 5) P.O. Box 424 Union, IL 60180 It sure is nice to know that there are people out there willing and able to help us with our antiques and classics. I have been pushing the type clubs for the past several issues, as you well know, and now I'm getting letters from individuals who are trying to render services in a similar way but not necessarily within the type club framework. These people have found that there is a need and they are trying to fulfill that need.

As with any endeavor, there is dedication. Sometimes there is an ex­ pense involved and they have to pass it on to whomever they help. Just like our own EAA Library. Dennis Parks has on file reams of information of such varied and voluminous content that I can't even begin to tell about it, but for him to answer requests for historical and tech­ nical data takes research and the use of the copier along with the mailing ex­ pense. That is why there has to be a charge. It defrays the expense. You can contact Dennis for historical and other data at the EAA Library, EAA Aviation Center, P. O. Box 3086, Oshkosh, WI 54903-3086; 414/426-4800.

I want to talk about one service that came across my desk just this week. Al Fitzgerald, one of our Florida members who happens to be an A&P and AI and, incidentally, a real help to the members in his area with antique and classic airplanes, and his wife have come up with a service they call ADs FAST. Using their computer they can access all the ADs pertinent to your particular airplane or engine either in an ab­ breviated or complete form . They will either FAX it to you or send it first-class mail, and Brenda will do it just as fast

as she receives the request. They will also come up with a list of owners com­ plete with serial numbers, "N" numbers, etc. for most airplanes. Wanta know where and who has all the Aeronca C-3s?...Brenda has them. This may turn out to be a real service to the guy who wants to know something about his airplane and doesn't know where to get the information. Contact Brenda and Al Fitzgerald at P. O. Box 591, Panacea, FL 32346, phone 904/984-5190 or to order 800/854-5575. FAX 904/984­ 5460.

Also, almost in the same mailing is Jim Beisner who is starting OX-5 Parts and Service. For years there has been a need for this kind of service. As parts and pieces of Curtiss OX engines have become more scarce, it has become in­ creasingly more difficult to pinpoint their location. Now Jim has come up with a newsletter and a catalog of ser­ vices that will help those people who want and need OX parts. Contained in this little publication are stories, want and disposal ads, and tidbits on propellers and people who are inter­ ested in OX engines and airplanes.

Contact Jim Beisner at OX-Parts & Ser­ vices, P. O. Box 134, Troy, OH 45373.

Incidentally, Troy is where the Waco factory was.

Guess what? I got another letter from Nigeria, from a student named Okechukrou Akwara. This one is from a different city than the other two and again with a request for magazines and membership information.

Meanwhile, I'll see you guys at FLABOB's Open House, Casa Grande or Sun 'N Fun. Over to you! .....

The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, 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 Sun 'n Fun EAA Fly-In. Make your plans to join us for the wann weather!

For more information call 813/644­ 2431.

April 25 Levelland, TX - EAA Chapter 19 Fly-In Breakfast at Level­ land Municipal Airport. Call 806/793­ 7889 for more infonnation.

May 1 - 3 Burlington, NC Annual EAA Fly-in for Antique, Classic and Contemporary Aeroplanes, sponsored

by EAA A/C Chapter 3. Major speaker, vintage films, good EAA fel­ lowship; awards in all categories. Con­ tact: R. Bottom, Jr., 103 Powhatan Parkway, Hampton, VA 23661 May 1 - 3 Camarillo, CA - EAA Chapter 723 and CAF Wing 12th An­ nual Fly -In and aircraft exhibit.

Homebuilts, classics, antiques, war­ birds and more. Pancake breakfast on Saturday 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, VA ­ 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 3 Bloomington, IL - Fly-In, Drive-In pancake and sausage break­ fast sponsored by the Prairie Aviation Museum and Clark Aviation. 8:00am til 12:00pm in the Clark Aviation han­ gar. Contact : P.O. Box 856, Bloomington, II 61702 or phone 309­ 663-7632.

May 3 Rockford, IL - EAA Chapter 22 Annual Fly-In Breakfast. Mark Clark's Courtesy Aircraft, Greater Rockford Airport. 7am til noon. ATIS 126.7. For more infonnation call Wal­ lace Hunt, 815/332-4708.

May 15-17 Columbia, SC - EAA Chapter 242 2nd Annual Spring Fly-In at Owens Field. Contact: Feaster

Coleman, 803/779-6562 or 657-5864, or John Gardner 803/796-2400 or 796­ 5808.

May 17 - Benton Harbor, MI ­ EAA Chapter 585 6th Annual pancake breakfast Fly-In at Ross Field. Classic car show, aviation art and equipment exhibits. Contact: Al Todd, 616/429­ 8518 or Randy Hunt, 616/428-2837.

May 23-24 - Decatur, AL (DCU)­ EAA Chapter 941 and Decatur-Athens Aero Service's fourth annual Reunion and Fly-In. Homebuilts, Classics, An­ tiques, 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 5 - 6, Bartlesville, OK - Frank Phillips Field, Sixth Annual National Biplane Convention and Expo. "Old Time Airshow", forums, seminars, workshops. Biplanes and NBA mem­ bers free; all others pay admission fee.

Contact: Charlie Harris, 918/742-7311 or Virgil Gaede, 918/336-3976.

June 7 - DeKalb, IL - EAA Chapter 241 28th Annual Breakfast Fly-In at DeKalb-Taylor Municipal Airport.

Contact: 815/895-3888.

June 12 - 14 - Middletown, Ohio, Sixth Annual Aeronca Convention, in­ cluding tours of the Aeronca factory and the U.S.A.F Museum, Aeronca forum. Banquet on Saturday night with speakers and judged aircraft awards.

Contact National Aeronca Association, Box 2219, Terre Haute, IN 47802, 812/232-1491.

June 13 Newport News, VA - EAA Chapter 156 20th Annual Colonial Fly­ In at Newport NewsfWilliamsburg In­ ternational Airport. Contact: Bob Hamill, 123 Robinson Rd., Hampton, VA 23661, 804/928-0107 June 20 - 21 Coldwater, MI - 8th Annual Fairchild Fly-In. Branch County 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 war­ birds. Chapter 726, Orange Municipal Airport, Orange, MA 01364.

June 25 - 28 Mount Vernon, OH ­ 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 infonnation, contact the National Waco Club, 700 Hill Av., Hamilton, OH 45015 or call 513/868-0084.

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

July 10 - 12 Minden, NE - 14th Annual Stinson National Fly-In and meeting. Pioneer Village Airport, Minden, NE. Call 303/744-8048 for more infonnation.

July 11-12 Emmetsburg, IA ­ Fourth Annual Aeronca Fly-In spon­ sored by the Tail Dragger Club. Camp­ ing, Flight Breakfast on Sunday, with free breakfast for pilot and copilot.

Serving 6:30am til 12:30pm. Contact: Keith Hamden, Box 285, Emmetsburg, IA 50536.

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

July 26 - 31 Marion, IA - 24th An­ nual International Cessna 170 Associa­ tion Convention. Contact Lee Reedy, 319/322-0665.

July 31-Aug. 6 Oshkosh, WI - 40th Annual EAA Fly-In and Sport Aviation Convention. Wittman Regional Air­ port. Contact John Burton, EAA Avia­ tion Center, Oshkosh, WI 54903-3086, 414/426-4800.

August 22-23 Bloomington, IL ­ Eighth Annual Air Show sponsored by the Prairie A viation Museum. Contact: P.O. Box 856, Bloomington, II 61702 or phone 309-663-7632.

September 5 -7, Lake Guntersville, AL - Aerodrome '92. World's largest WW I Aviation Fly-In Convention.

Contact: Ryder International Corp., 205/586-1580.

September 19 - 20, Rock Falls, IL - 6th Annual North Central EAA "Old­ Fashioned" Fly-In. Workshops, forums, exhibits, swap meet, and awards. Pancake breakfast on Sunday.

Contact Gregg Erikson, 708/513-0642 or Dave Christianson, 815/625-6556.

.....

VINTAGE AIRPLANE 27

MYSTERY PLANE

by George Hardie

This month's Mystery is a rare one that will require some extra effort by our enthusiastic researchers. The photo was submitted by Owen Billman of Mayfield, New York. Answers will be published in the June issue of VINTAGE AIRPLANE; deadline for that issue is April 20.

The responses to the December 1991 Mystery Plane set a record. There are many World War I enthusiasts among our readers. Ralph Nortell, Spokane, Washington sent a comprehensive response. He writes: "The Mystery Plane for December is the Caudron G-III, one of the planes with which France went to war in in 1914. It strongly resembles the prewar G-I1, but differed in having more wing area, and accommodating two in the nacelle instead of one.

"Variations in production G-Ills ap­ pears to have consisted mainly in the variety of engines used. There was a reconnaissance version with uncowled 100 hp Anzani radial. There were reconnaissance and trainer versions powered by rotary Gnome, LeRhone or Clerget engines of 80 hp. Most rotary powered versions were equipped with the open bottom type cowling as used by many other makes of rotary engined craft of the period. One intermediate type between the G-II and the G-III, the 28 MARCH 1992

G-IIB, appeared in 1915 with the 160 hp Monosoupape Gnome motor. It had a span of 33 feet 9 inches and a top speed of 85 mph, but was otherwise similar to the G-Ill. "Most G-Ills had been withdrawn from front line service by August, 1917, but continued on with training squadrons. The type was widely used for training in England and France throughout the Great War. It was used to train many U. S. airmen in France, and a special clipped-wing version of the G-II was produced in which a stu­ dent airman could lift into the air for his first brief solo hop.

"Caudron G-III specs: Dimensions: Span 43 feet 5 inches; Length 22 feet 6 inches; Height 8 feet 5 inches. Wing area: 304 square feet. Performance (80 hp Gnome): Max. speed, 66-71 mph at sea level; climb to 6500 feet, 20 minutes; service ceiling, 10,000 feet; endurance, 4 hours.

"Reference sources: THE FIRST WAR PLANES by William E. Barrett and AIRCRAFT OF THE 1914-1918 WAR by O. G. Thetord and E. J. Riding."

Pete Bowers of Spokane, Washington sent in a photo showing two crashed G-IIIs which give good detail of color and markings. He notes: "The G-Ills were as fragile as they

looked, as shown by the accompanying photo of two that made hard landings on the same airfield at the same time. The December photo shows an A. E. F. trainer with a LeRhone engine and rud­ der stripes in the American order with blue at the trailing edge. The American insignia is on the upper surface of the warping upper wing . Some also had the insignia on the underside of the wing as used by French G-Ills. The crash photo shows an Anzani G-III with rudder stripes in the American sequence but underwing French insignia called Cocardes."

Answers were received from Henry Hellert, Vincennes, Indiana; Leo Op­ dycke, Poughkeepsie, New York; Char­ ley Hayes, Park Forest, Illinois; Robert Wynne, Mercer Island, Washington; Richard Gleason, Austin, Minnesota; Emil Cassanello, Huntington Station, New York; Roy Cagle, Prescott, Arkan­ sas; John B. McMaster, Kansas City, Missouri; Chuck Palmer, San Bernar­ dino, California; Elmer Cunningham, East Alton, Illinois; Robert J. Clark, Channel Islands, California; Ted Wales, Westwood, Massachusetts; Bob Louderback, Cincinnati, Ohio; H. G. deBruyn, Bellevue, Washington; Wayne Van Valkenburgh,Japser, Geor­ gia; and Capt. H. J. Dielwair, Hornell Heights, Ontario Canada.

As part of his answer to the December Mystery Plane, Henry Hellert of Vincennes, IN sent in this pen and ink rendition of the Caudron Gill.

路

C<l()dl'(J~

0 ..

GIlL

~ r~(J)"n", I..s().'r\c<.!:

pD'o-+~1

Peter Bowers was kind enough to share these two photos of the Caudron G III. Note how the wing failed upon impact the same way on both the G Ill 's in the center photo.

VINTAGE AIRPLANE 29

MEMBERSHIP

INFORMATION

EAA

Where The Sellers and Buyers Meet. ..

35~ 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 " Now It's a Classic' Meyers 200A - Mfg. Dec. 1959.820 hrs. TT, 545 hrs. on zero time engine. 15 hrs. on zero prop. Beautifully main­ tained. IFR plus lots of extras. Call 6 p.m. to 9 p.m., 414/336-2356. (5-3)

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, air­ mail cachets, etc. We also have R/C documen­ tation 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, War­ renton, VA 22186. (cf5/92) SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J . E. Soares, Pres.), 7093 Dry Creek Rd ., Belgrade, Montana . 406-388-6069. FAX 406/388-0170. Repair station No. QK5R148N. Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take trade-ins, 5-year repair or replacement warranty, many styles in stock. Parachute Associates, Inc., 62 Main Street, Su ite A, Vincentown, NJ 08088, 609/859-3397. (cf7/92) 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-10/92)

C-26 Champion Spark Plugs - New and reconditioned. New - $14.75, reconditioned ­ $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c-10/92) 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 , ID 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) 1930's Kollman "Bubbleface" compass, have several, N.O.S., $225 each. Many other vintage items - 44-page catalog, $5. Jon Aldrich, Air­ port Box 706, Groveland, CA 95321 , 209/962­ 6121 . (c-12/92) Aeronca Champ/Chief wings, fully covered and painted, with Grimes lights and aux. Fuel tank . $2400 for the pair. 414/727-9632.

PLANS: Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes. The only source for COR­ RECTED and UPDATED 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)

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 llQ1 included.

lAC

Membership in the International A erobatic 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.

WANTED Wanted - Serviceable Aeronca E113 engine.

Wm . J. Rausch, R.R .1, Box 11 OH, Alex . Bay, NY 13607, 315/482-3558. (3-1) Wanted - Heath 16 x 4 wheels and brakes. Ed. Garber, 919/484-6316, 1810 Lake Shore Drive, Fayetteville, NC 28305. (3-1)

~.!....-----

Wanted - Vol. 2 & 5, U.S. Civil Aircraft by Joseph Juptner, L.K. Gardner, 800 Madison Street, Apt. 6, Martinsville, Virginia 24112.

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 modeller of early aircraft

• information on current projects • news of museums and airshows • techn ical drawings and data

• photographs • scale modelling material • news of current publications 1 year subscrip1ion $25 Publisl1cdb\

• • • •

historical research workshop notes information on paint/color aeroplanes. engines, parts for sale • your wants and disposals

Overseas $30

WORLD WAR 1

Sample issues $4 each

~,

INC.

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Make checks pa yab/e to EAA or the division in which membership is desired. Address all/etters to EAA or the particular division at the following address:

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

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WI residents add 5% sales tax.

Order immediately by calling EAA's Toll Free Number 1.a00.843-3612

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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 Beta , $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 Test Reports. Catalog and Distributor List

STITS POLY -FIBEH .

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

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

Qir'~RODUCTS'

INC.

259 Lower Morrisville Rd ., Dept. VA Fallsington , PA 19054 (215) 295-4115 VINTAGE AIRPLANE 31

,INC.

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THEWESTERN

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SKY KING FLIES AGAIN! EAA, in cooperation with Flying Crown Enter­ prises, can now offer you more than 30 half-hours of this unique television series. These shows, saved from a tragic fire and safely hidden away in vaults, have been unseen for more than 20 years! But now, you can own a piece of television-and aviation­ history.

Action, drama, suspense and high-flying adventure are all part of every Sky King episode.

Kirby Grant stars in the title role along with his beautiful airplane "Songbird." Early episodes feature a Cessna "Bamboo Bomber"; later programs include a Cessna 310.

Each volume includes four uncut Sky King episodes, complete with a word from Sky King's sponsor, Nabisco®. Just like you remember him, Sky King flies again. Share the experience with your children and grandchildren. Who knows, Sky King may inspire another generation of aviation enthusiasts!

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