VA-Vol-21-No-3-March-1993

EDITORIAL STAFF Publisher Tom Poberezny

Vice-President,

Marketing and Communications

Vol. 21, No.3

March 1993

Dick Matt

Editor-in-Chief

Jack Cox

CONTENTS 1 Straight & Level/ Espie " Butch" Joyce

Editor

Henry G. Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

2 AlC News/

Computer Graphic Specialists

Olivia L. Phillip

compiled by H.G . Frautsch y

Sara Hansen

4 AeroMail

Jennifer Larsen

Advertising

Mary Jones

5 Vintage Literature/ D e nnis Parks

Associate Editor

10 The FAA and Revising AlC 43.13/

Feature Writers

Norm Petersen

George Hardie, Jr.

Larry D ' Attilio

Dennis Parks

Staff Photographers

11 Dave and Pat Eby's Cessna 140/ H. G. Frautschy

Jim Koepnick Carl Schuppel

Editorial Assistant

Isabelle Wiske

14 N3N on Floats at EAA Oshkosh '75/

EAA ANTIQUE/CLASSIC DIVISION, INC"

OFFICERS

Norm Petersen

16 What Our Members Are Restoring/ Norm Pe tersen

18 First Annual EAA Ski Plane Fly-In/ No rm Petersen

23 Pass it to Buckl E E . " Buck" Hilbert

President Espie "Butch" Joyce 604 Highway St. Madison, NC 27025 919/427-0216

Vice -President Arthur Margan 3744 North 51st Blvd.

Milwaukee, WI 53216 414/ 442-3631

Secretary Steven C. Nesse 2009 Highland Ave. Alberi Lea, MN 56007 507/373-1674

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

DIRECTORS

24 Mystery Plane/ George H ardi e

26 Welcome New Members 27 Calendar

28 AlC Chapter Listing

Mike Steineke

Donna Bushman

Page 18

30 Vintage Trader FRONT COVER ...The 1950 Cessna 140A restored by Dave and Pat Eby, Wichita Fails, TX is pretty even on an overcast day during EAA Sun N' Fun '92. The Eby's Cessna has won numerous awards, including a " Best Classic - award ot Sun N' ~~:::=-=3 Fun, and "Best Custom Class B- at EM OSHKOSH '92. Photo by Mike Steineke. shot with a Canon EOS-1 equipped with an 8G-2oomm lens. 1/125 sec. at f5.6 on Kodachrome 64. EAA photo plane flown by Bruce Moore.

BACK COVER ... Noted aviation photographer Howard Levy snapped this shot of the Naval Aircraft Factory N3N·3 flown to Brennand 's Seaplane Base in Oshkosh in 1975. Owned by Tom Ahlers and Fred Niedner of St. Charles. MO . the single center-float equipped biplane was the first open cockpit biplane flown into the seaplane base during an EM Convention.

Copyright © 1993 by the EM Antique/Classic Division Inc. All rights reserved.

VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM 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 EM Antique/Classic Division, Inc. is $20.00 for current EM 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 EM Antique/Classic Division, Inc.• P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO AiDDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail.

ADVERTISING - 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 submn 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: Ednor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800.

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

John Berendt 7645 Echo Point Rd. Cannon Fails, MN 55009

507/263·2414 Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 414/231-5002 Phil Coulson 28415 Springbrook Dr. Lawton . MI 49065 616/624-6490 Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa. OK 74105 918/742-7311 Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430 Robert liCkteig 1708 Bay Oaks r.

Albert Lea. MN 56007 507/373-2922 Gene Morris 115C Steve Court. R.R. 2 Roanoke. TX 76262 817/ 491 -9110

Robert C. "Bob" Brauer

9345 S. Hoyne

Chicaw.IL 60620 312/ 79-2105 John S. Copeland 28·3 Williomsbur8 Cf. Shrewsbury. MA 1545 508/842-7867 Geotge Doubner

2448 Lough Lane

Hartford. WI 53027

414/673-5885

Stan Gomoll 1042 90th Lane. NE Minneapolis, MN 55434 612/784-1172 Jeannie Hill

P.O. Bcx328

Harvard. IL 60033

815/943-7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield. WI 53005 414/ 782-2633 George York

181 Sloboda Av.

Mansfield, OH 44906

419/529-4378

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

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala , FL 32672

904 /245-7768

ADVISORS Joe Dickey 511 Terrace Lake Rd. Columbus. IN 4720 I 812/342-6878

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

STRAIGHT & LEVEL

by Espie "Butch" Joyce Your Antique/Classic Board of Di­ rectors met February 12, 1993. Several items of interest transpired at this meet­ ing that I thou g ht you might like to hear about. It was reported that as of February 12 we have 8,214 members.

The division is retaining 88.1 % of our members , which is outstanding, even when compared with other organiza­ tions in aviation. The Antique/Classic Division now has 18 active chaplers. I would also like to let you know that we welcomed a new Advisor to our Board, Mr. Joe Dickey. Many of you know Joe - he and his bride Julia have been in charge of our Type Club Headquarters at Oshkosh for the last several years .

He and Julia have done an excellent job for us and I look forward to working with Joe as an Advisor to our Division .

We discussed your publication , VIN­ TAGE AIRPLANE, at this meeting and H.G. gave us a run-down on the ac­ tivities in the magazine. At the last Oc­ tober meeting , we agreed that VIN­ TAGE AIRPLANE will now have six color issues. The June issue will con­ tain a 16 page color section and will be dedicated to the Sun 'n Fun Fly-In in Lakeland , Florida. The Octobe r issue will be our Oshkosh issue and will con­ tain the same amount of co lor. This yea r at the Oshkosh Convention we will have two Parade of Flights. The Classic a nd the Contemporary Parade of Flight will be Thursday afternoon, the open­ ing day of the Convention; the Antique Parade of Flight will be on Monday of the Convention. We appointed a Con­ temporary judging chairman , Dick Knuteson and co-chairman,Dan Knute­ son , both of Lodi, WI. Don 't forget we will be judging Contemporary class air­ craft at EAA Oshkosh '93.

We also discussed the bogus parts is­ sue that the FAA is currently working on . We will stay on top of this issue so

we can determine how it might affect your aircraft. At th e February Board meeting we had a full reporting of your Antique/Classic insurance program. I would lik e to relate some of this infor­ m at ion to you. It is important that I point out that in talking to the und er­ writers I learned something we all know, but which s hould be emphasized. As ai rcraft ha ve been store d for th e co ld winter months, and then are brought out to be flown in the spring of the year, the pilots and owners should carefully check the ai rcraft over for airworthiness. We also need to be extra careful as far as fly­ ing is concerned - proficiency is down for a number of people by this time of year si nce they have not been flying dur­ ing the winter months.

On hand from Home In s ur ance Compa ny in Dallas , Texas , was Tim Williams , Underwriting Manager.

From AUA , Inc . we were briefed by Norma Johnson and Mac McGee. The Board has asked me to high light some of the information that h as come to li ght, based on the statistics of insur­ ance activity , including the accidents we have been able to track through the program . These accide nts are from a two year period a nd I will address them in two ways. First off, let's talk about when a pilot was at the controls of an aircraft. Of the accidents that have been tracked, ground loops account for 47 %. Gear up landings acco unt for 12% of the accidents in this category.

Loss of control on takeoff accounts for 12%, go arounds account for 6% , and while on the ground taxiing an aircraft, taxiing into something on the taxiway or on the ramp accou nts for 24% of the accidents. The gro und loops and loss of control on takeoffs, etc. are attributable to most of these aircraft being tailwheel types. There is a real need for profi­ ciency here. It seems the biggest con­ tributing factor on all of these incidents is that they occurred with people who had low time in type of aircraft. Gener­ ally, o nce a person has owned a particu­ lar aircraft for more than a year, this does not seem to be the case.

Taxiing into something on th e ground seems to be purely a matte r of people not paying attention to wh a t they are doing whil e th ey are on th e ground. They feel safe there.

The other accidents occurred while a pilot was not at the controls of a n a ir­ plane, but was in some way dealing with

the aircraft. Hand-propping a n aircraft accounts for 75% of the acci dents in this category. Refueling fires account for 25% of the accidents in this cate­ gory. You can go to any a irport and find someone on that airport who has a horror s tory to tell you abo ut hand­ propping an aircraft by yourself when someone is not helping you. Folks , a piece of rope is a cheap al te rnative to havin g yo ur aircraft torn up because it got away from you whi le you are hand­ propping. Let's pay attention to this.

(These two items will be the subject of articles during the coming months in VINTAGE A IRPLA NE - HGF) The other accidents were those that were not pilot related. Hangar fires ac­ counted for 11 % of the accide nts here.

Weathe r related while aircraft is on the gro und , eit her being blown away from tiedowns or hangars co ll apsi ng on air­ craft accou nt for 45 %. Engi ne failures 11 %, and va nd a li sm or theft 33 % .

These are items that are felt to be really beyond the control of the individual.

Knowing these figures will hopefully make you more aware of the possibili­ ties of what can happ en to you while operating your aircraft and, therefore , make you a safer pilot. As I have said before, we cannot afford to lose any in­ dividual or any aircraft. Please be care­ ful out there.

Next month in yo ur April iss u e of VINTAGE AIRPLANE there will be a form to fi ll o ut to nominate someone for the Antique/Classic Hall of Fame; the details of who is e li gible for this honor will a lso be included. The forms need to be in hand by May 21. The in­ dividuals will be selected and notified and then inducted into the Hall of Fam e when we have our joint board meeting at Oshkosh during the fall , 1993. If anyo ne has a ny information , articles or photographs that can be used in VIN ­ TAGE AIRPLANE, please send th e m in so we can eva luate whether they can be used . Also, if you know of someone who has an interest in o ur type of air­ craft, please encourage them to join our Division. We have a goal of 10 ,000 members to be reached by Oshkosh Convention 1994.

I would like to thank each member for their par ticipation in our Division.

Let 's all pull in the same direction for the good of av iation. R e member, we are better together. Join us and have it ... all!

VINTAGE AIRPLANE 1

C-=WJ NEW ANTIQUE/CLASSIC

ADVISOR NAMED

In accordance with the bylaws of the A/C division , one more advisor to the A /C Board of Directors has been added during the Board meeting held February 12, 1993. He is Joe Dickey (A/C 4169) of Columbus, IN. Joe has been an active A /C member, and in recent years he and his wife Julie have been the Co­ Chairpersons of the A/C Type Club tent during the EAA Convention. He is also the instigator of a terrific newsletter for Aeronca enthusiasts, the " Aeronca Aviator. " Joe has owned "Champ," his Aeronca Champ ion, for over a decade, and hopefully the added burdens of a new job and advising the A/C Board will not detract from the time Joe needs to finish a restoration of Champ. Welcome aboard, Joe!

INLAND SPORT HELP NEEDED EAA director and Antique/Classic member Susan Dusenbury is in the process of restoring a rare Inland Sport .. . just 6 remain today .. . and is in dire need of plans in order to complete the 2­ place, side-by-side, open cockpit parasol.

Her Inland is NC510Y, Ser. No. R-409, a 1929 model W-500 Super Sport powered by a 110 h.p . Warner. Control system drawings are her greatest need at present,

compiled by H.G. Frautschy

but any Inland Sport plans would be welcomed. If you can help or know of anyone who can, please contact Susan Dusenbury , Rt. 4 , Box 312-A1, Stoneville, NC 27048 (Phone: 919/573­ 3636).

NOW HERE'S SOMETHING YOU DON'T SEE EVERY DAY ..• When Chalkie Stobbart and Peter Hengst flew a Warner powered Fairchild 24 from South Africa to Oshkosh, we were all amazed. This year, another spectacular airplane will be coming from South Africa - a Douglas DC-4! It is owned by the Museum Society of South African Airways, and will be displayed on the large aircraft ramp area just inside the main gate . It will also be flown during the daily showcase events. The Museum Society of South African Airways maintains a Ju. 52, a DC-3 and the DC-4 on flying status as a dramatic means of preserving the history of the company.

A DC-3's JOB IS NEVER DONE From the McGraw-Hill publication AVIATION DAILY we found this little tidbit. The founder of Virgin Atlantic Airways, Richard Branson, has started a new airline oriented towards the nostalgia buff - service between Key West and Orlando, FL. The equipment used

will be the most interesting part of the flight - a pair of restored DC-3's will be used on the route. The flight and cabin crews will be decked out in 1940's era uniforms, and the magazines and music on board will also be from that era. Cost of the 1 hour, 45 minute flight will be $99 each way. Viking Express will be operating the aircraft , with the flights being organized by the a charter company called Vintage Air Tours.

SEAPLANES TO BE JUDGED AT SUN 'N FUN '93 Seaplanes will be judged for the first time at Sun 'n Fun '93. Three judging categories have been set up: Best Fabric Float Plane, Best Metal Float Plane and Best Amphibious Aircraft. Other categories will be added in the future when warranted. All seaplane owners wanting their aircraft judged mu s t register at one of the Sun ' n Fun Aircraft Registration Centers at the Lakeland Airport fly-in site. Pure floatplanes will be judged at Lake Parker on Wednesday, Thursday and Friday of fly-in week .

Amphibious aircraft that park at the airport can be judged there. Seaplane judging will be done by a team headed by Joe Hindall, a long-time seaplane pilot, IA and a specialist in antique and classic aircraft restoration and float plane conversions. He has been a vintage

OX-5 HELP NEEDED Swann Allen, who has been fortunate to own the same American Eagle biplane for the past 56 years (can anybody beat that?!) wrote to express his thanks for running C. H . Armstrong's " Hints For Maintaining the OX-5" article this past December. Swann had some bad news to relate, as you can see in these photos. His beautiful Eagle was being flown by another pilot when he suffered a heart attack and made a forced landing in a cornfield. Unfortunately, the pilot passed away a few hours later. Swann says that the airframe is rebuildable, but that he does need 2 intake manifolds and a lower crankcase for his OX-5. Can anybody help him out? Contact Swann D. Allen, 2741 Pearson Rd, Milford, MI, 48380-4329.

2 MARCH 1993

John Underwood, (NC 1653) dropped us note a while back, and included a few interesting photos from his travels in the West. On the left is John with Skeeter Carlson's very original Heath Parasol, powered with a Continental A-40. John says it is one of Skeeter's favorite airplanes, and that he flies it nearly every day. On the right is Gene Franks' Curtiss Jenny, covered in transparent Mylar® so you can see all the structure. Gene intends to place the Jenny on display in a museum, so the clear covering will allow all to see the terrific workmanship in the airplane. Gene has a wide variety of other antiques, including the sole remaining Keystone-Loening Commuter K-84. aircraft judge at Sun ' n Fun for the past 3 years.

ONE MORE TYPE CLUB Bob Hurni , (A/C 43086) Phoenix, AZ asked that we include the following type club on our list: 1-26 Association 1rn Jousma, President 7639 Ridgewood Jenison, M1 49428 Ne wsletter : 9 pe r year (plus a directory) Dues $10 per year (Soaring Society of America membership required for voting privileges) The club has been active since 1956, with almost 500 members.

Since production started in 1954, nearly 700 1­ 26 sailplanes were produced by Schweizer, many in kit form .

RECORD SETIING ANTIQUES Or Classics , or Contemporary airplanes .. . Want to make your flight to Sun ' n Fun '93 or OSHKOSH '93 truly memorable? Consider setting a point-to­ point speed record between your hometown and Lakeland, FL or Oshkosh, WI. To get your name in the record books, call Art Greenfield at the National Aeronautic Association in Washington ... at 703 /527-0226. He will check to determine if a record exists for your proposed course and, if so , will tell you the speed so you can decide if your aircraft is capable of breaking it. Art will also send you at no cost a " Record Attempt Kit " that will provide all the information you'll need to know to go about setting a speed record. Go ahead ­ set a record with your Tri-Pacer or Cessna 170 - if the record does not exist, it's yours for the taking!

OBITUARIES Mike Rezich (A/C 2239) passed away January 7, 1993. Inspired by his visits as a young man to E.M. "Matty" Laird 's shop at the old Ashburn Airport in Chicago, Mike would work two jobs to support his facination with airplanes and flight. He owned a Travel Air 2000, and alter he would own a succession of other airplanes, including a Pitcairn PA-7, E-2 Cub, Travel Air 400 and a Travel Air 4D. During WW II , Mike served as an ground instructor for Army Air Corps mechanics, teaching them the intricacies of Wright R-1820 and R-3350 engines.

After the war, Mike ran a beer distribution business, and sometimes did his own aerial advertising while skywriting over Wrigley Field and Comiskey Park during ball games.

Mike belonged to a number of aviation organizations, and also joined the Midwest Aviation Photographers Association , were he gave various presentations on early aviation subjects.

His excellent memory and long aviation career made for a speaker who was much in demand. He will be missed by his many friends in aviation throughout the country.

Our thanks to Ted Koston for supply the information on Mike Rezich.

From John K. Butterfield, we have recieved the news that Hugh W. Butterfield has passed away. Hugh ' s artwork often graced the EAA Museum in Hales Corners. A lifelong aviation enthusiast, Hugh was known for his artistic talents.

Pearle Granville Spooner died on October 22, 1992. She was a sister of the Granville Brothers, the close-knit family operation that produced the legendary

Gee Bee racers in the early 1930s.

Our condolences to Pearle 's family and friends.

George W. Kirkendall , Sr. (EAA 35 ,582), 90 , of Hudson , OH died on January 22, 1993. In 1930 George was a representative of the Light Manufac­ turing and Foundry Company of Pottstown, P A, the manufacturer of a 25 hp, 2-cycle aircraft engine called the Tiger Kitten. One of his sales calls was at a struggling little company in Bradford , PA called Taylor Aircraft Company. The firm's president, C. G .

Taylor , had designed a new light airplane and was looking for an engine in the 40 hp range . .. without much success. At George's insistence, a Tiger Kitten 30 was installed in the airframe and attempts were made to fly the airplane. According to C. G . Taylor , George was able to skip off a few times after hitting bumps in the runway, but the little engine was not capable of sustaining flight. George, nevertheless, was able to claim the somewhat tongue­ in-cheek distinction of being the "first Cub pilot" and good-naturedly related the story to EAAers at Oshkosh forums and Chapter meetings for many years.

The important thing, of course, was the fact that he was indeed there and an active participant in the birth of one of the most important aircraft in the history of aviation. The Tiger Kitten engine, parenthetically, was the inspiration for the name " Cub. " Taylor Aircraft employee Ted Weld was credited by C. G. Taylor with remarking, " ... if the engine is a Tiger Kitten, then the airplane must be a Taylor Cub," - and the name stuck.

Our condolences to George 's family and many friends throughout the EAA world.

"*

VINTAGE AIRPLANE 3

MAIL

Dear Sir, Wow, talk about nostalgia! Andrew King's "Texas Trimotor Trip" (8 January issue, page 9) really brought back memo­ ries. My first airplane ride was in that same barnstorming Ford at Vaughn Field-it really was a field-at John­ stown, New York in that summer of 1940.

Like a lot of kids I was broke, but I cleaned out that Tin Goose and took tick­ ets in return for a ride. There was a big picture of a black and yellow, square rud­ der Cub painted on the side of the line shack with the caption "The Cub Is Safe. " I guess someone had piled one into the Adirondack trees earlier that year.

There was quite a collection of air­ planes at Johnstown and its sister Gloversville. Among others, I recall a beautiful OX-5 Commandaire, a Trave­ lair "Hollywood Fokker," an Aeronca C­ 3, a Monocoupe and an immaculate, tiny, black and orange Porterfield with a ra­ dial engine . Oh , what I'd give now for anyone of them.

Yes , I caught the bug. I soloed in a Piper J-3 in 1945 . (My mother-in-law went flying with Tony Piper when he was a kid at Bradford, Pennsylvania before the plant moved to Lockhaven-but that's another story.)

But the one flight that really sticks in my mind is taking off from Gloversville in a 65 hp Continental, Porterfield Zephyr on skis on a brilliant, below zero, winter morning . With only a quarter tank of gas and 130 pounds of me aboard, that litt le airplane flew. I gassed up at Amsterdam and I really noticed the extra

weight on the way home. There's darn little of that type of flying left. Besides, I don't think I could fit in that narrow Porterfield cockpit today.

I've often wondered what happened to that red and silver beauty. My log shows the number was NC37717. It be­ longed to a newly discharged P-51 pilot named Ralph Adams who was the FBO at Gloversville.

Dick Brooks

A IC 18356 Bethesda, Maryland

NC37717 still exists, according to the recent FAA registration list - it is one of only 3 currently registered Porterfield model35s that still exist. (Only 20 of the various model35s are still registered.) I'm glad the article elicited such a fine bunch of memories. If you think the Trimotor is an involved project, in a couple of months we will let you in on the latest project that Andrew King has gotten involved with - it will really take you back! - HGF Dear Henry, In the January issue of Vintage Air­ plane there is an article on the Waco "N" and on the back cover is the picture of it.

This article, with its pictures, sure brought back memories of a time in my life in the early 1940s.

I was a young boy in love with air­ planes. I had managed to get weekend work selling tickets for sightseeing rides over Atlanta. In addition to selling tick­ ets I also was responsible for the board-

ing of passengers, seeing that safety belts were secure and deplaning passengers af­ ter the flight. One of the airplanes that I worked with was a Waco N owned by Clay Bagley and flown by Albert P. "A.P." Dodd . I was known as " Whitie" as I was a blond and the sun had bleached my hair white! The Waco was painted silver with green trim. I seem to remem­ ber that the Jacob engine had a battery ignition system which sometimes caused problems in flight. Maybe someone can address how this was a problem.

More on the Waco N. While serving with the C.A.P. on St. Simons Island in Georgia as a security guard and driver, Major Tom Daniels let me fly as an ob­ server on antisub patrol. I believe the first flight I had was in one of the three Waco Ns that was assigned to CAP CP6.

The Wacos carried the 500 pound depth charge. I am enclosing a picture taken at the base which shows a Stinson Reliant, the three Waco Ns and a Stinson lOA. The Stinson Reliant was later damaged by a Grumman F4F that was pulling a tow target. The sock had been shot off and only the cable remained . The pilot was unable to release the cable and was having to land with the cable. The cable was snapping off everything it touched; tops of pine trees and the Stinson 's wing were some of the objects touched. You see, our aircraft were parked in the clear area on the approach to the runway!

Clay Bagley , mentioned above, also owned a Stinson Trimotor, as did Blevins Aircraft owned by John Byrd. I also worked with John Byrd's Trimotor seil­ ing tickets for rides on the weekends.

Charles L. "Charlie " O'Dell , license number 6747, flew the Stinson Trimotor every weekend. I loaded the passengers, made sure all seat belts were secure and got to go on every flight. I sat on the bat­ tery box beside the pilot. What a thrill.

For my work every weekend I was paid 1/2 hour dual flight time with instructor in a J-3 Cub . Those were the days.

Thanks for letting me reminiscence .

Sincerely, Brooks W. Lovelace, Jr.

Brooks Lovelace was kind enough to include this shot of the CAP base at St. Simons Island in Georgia, where three Waco Ns were used on anti-sub patrol.

4 MARCH 1993

A /C4613 Albany, Georgia

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b" [)enni§ Vark.§!)

Librar"/A.rchive§ [)irect()r

LIGHTPLANE MANUFACTURING

1940 When one discusses aircraft, their his­ tory, construction, and performance it is easy to overlook the fact that the aircraft were produced by a company as a busi­ ness venture , a means to a living, and hopefully for a profit. This was brought to mind as I ran across a financial study of the aviation industry done in 1940. The study, "An Appraisal of Prospects for the Aircraft Manufacturing Industry ," was undertaken by the Wall Street financial house, White, Weld & Co. The study covers the production and financial footing of 50 companies. These companies included not only airframe manufacturers but also powerplant com­ panies, instrument companies and parts suppliers. Mostly the companies covered were the larger ones that would interest financial investors. Companies such as Boeing, Consolidated, Curtiss- Wright were studied, but some of the lightplane manufacturers were covered.

By the late 1930's civil aircraft produc­ tion had seen a resurgence - 1939 was the best year since 1929. The largest part of the growth had been in aircraft with en­ gines of 50 horsepower and under. In fact, 1940 would see a 78 percent increase in production of 1 or 2 place single engine aircraft.

PRIVATE FLYING The 1940 AIRCRAFT YEARBOOK reported on the status of private flying, " More popular attention was devoted to private flying in 1939 than ever before in the history of American aviation.

"Licensed pilots increased by 8,281 in 1939, making a total of 31,264 at the begin­ ning of 1940. There were about 50 differ­ ent licensed models - and 20 others in ex­ perimental stage - for the customer to choose from in buying a plane made in the United States for private flying operations. " Both the so-called ' lightplane ' and planes for the private owner in the higher weight categories , accommodating the 3 to 12 persons, enjoyed favor with the pub­ lic. The Civil Aeronautics Authority made public some illuminating figures on the growth in student training and in private flying, as reflected by plane manufacture.

"As against 1,363 'Class l' airplanes weighing not more than 1,300 pounds manufactured in 1938, there were 3,042 in 1939. A total of 348 single-engine planes

in the 1,300-4,000 pound weight category were made in 1938 and 513 in 1939. The greatest gains in 1939 production were shown in the category comprised of small land planes. In all private-owner plane models were further streamlined and bet­ ter outfitted as to interior decorations.

Upholstery became as much as a selling point for buyers as climbing abili ty or landing speed. " Of the total of 31,264 licensed pilots on January 1, 1940, 43 percent were termed private pilots and 26.7 percent solo pilots. At the same time the total number of certificated aircraft numbered 13,772. For purpose of comparison, on January 1, 1939, licensed pilots numbered 26,144 and airplanes 12,210."

PROSPECTS FOR THE AIRCRAFT

MANUFACTURING INDUSTRY

In the introduction of the White, Weld & Co. report they described their object as the presentation of the industry as it then appeared. The biggest influence be­ ing the war in Europe and an increasing U.S. build-up at home.

"The present demand for aircraft is far beyond productive facilities. This condi­ tion, which applies both here and abroad, cannot last indefinitely but certainly no change seems possible while the war con­ tinues. When the military demand for air­ craft tapers off a reversal of conditions to a point where capacity is considerably above requirements will mean a drastic reorganization of the aircraft manufactur­ ing industry. Attendant losses in value of investments will be substantial. Just how

far this process may go is unpredictable but the holder or prospective buyer of air­ craft securities is in a better position if he is armed with information.

"While it is difficult to foresee post­ war conditions it would seem reasonable to assume that there would be a substan­ tial demand for aircraft made in the United States. Because of the large air­ craft manufacturing capacities of Europe there would be no European military business for United States manufacturers after the war terminated but the possibili­ ties in other fields would be sufficient to maintain a sizable industry."

Among their reasons for the continued growth of aircraft production in the United States were: Domestic commercial avia­ tion should continue to grow rapidly for many years; Export business of commer­ cial planes should continue to be substan­ tial because the European nations are not using funds for research and development of peacetime aircraft; the use of airplanes for freight and express has shown substan­ tial increase and domestic demand shows an increasing tendency for aircraft for pri­ vate and sports use and miscellaneous non-military activities.

The bulk of the White, Weld & Co. document consisted of reports, tables, and charts on individual aircraft companies. In­ formation provided included which models of aircraft were in production , production costs, size of factories, new orders, backlog and sales for fiscal 1938 and 1939.

It is interesting to note that, compared with lightplane manufacturers, the parts suppliers had much higher sales volume.

The much photographed Beechcraft

AIRCRAFT COMPANIES

1938

1939

BEECH AIRCRAFT CORPORATION CESSNA AIRCRAFT COMPANY LUSCOMBE AIRPLANE COMPANY PIPER AIRCRAFT CORPORATION REARWIN AIRCRAFT TAYLORCRAFT AVIATION WACO AIRCRAFT COMPANY

$1,141,399 $185,609 $133,165 $768,145 $155,973 $495,971 $747,909

$1,328,000 $199,157 $471,325 $1,768,652 $717,316 $925,791

ENGINE COMPANIES CONTINENTAL

$7,256,648

SUPPLY COMPANIES AERO SUPPLY

EX-CELL-O

$1,069,775 $4,298,192

$1,254,506 $6,608,151

The following entries reprint the information that was given in the study for representative lightplane manufacturers.

VINTAGE AIRPLANE 5

BEECH AIRCRAFT CORPORATION

I

biplanes and monoplanes have continued to sell in increasing quantities for com­ mercial and private use and a monoplane model has been successfully developed as aU. S. Army photographic plane.

Principal models for which specifica­ tions are available are:

Ibs. gross weight

m.p.h. cruising speed

m.p.h. maximum speed

Model

Engine

h.p.

Ibs. weight empty

0-17A (5 place) 0 -17R (5 place)

1-Wright Whirlwind 1-Wright Whirlwind

320 420

2,430 2,515

4,050 4,200

182 202

195 211

0-17S (5 place) E-17B (5 place) F-170 (5 place) 18-0 (8-9 place) 18-S (6-8 place) 18-A (8-9 place)

1-P & W Wasp Jr. 1-Jacobs 1-Jacobs 2-Jacobs 2-P & W Wasp Jr. 2-Wright Whirlwind

400 285 300 300 each 400 each 320 each

2,515 2,120 2,170 4,336 4,750 4,442

4,200 3,350 3,350 7,200 7,200 7,200

202 177 182 206 225 206

211 185 195

The 17 series planes are biplanes and the 18 series are monoplanes. Both the 17 series and the 18 series have been purchased for feeder line transports, and the U. S. Government and foreign governments have made purchases of both types for general utility purposes.

Military awards received by the Com­ pany amounted to approximately $1,000,000 in 1939, consisted chiefly of orders from the U. S. Army for 2-engine monoplanes for photograp hic and per­ sonnel transport service. A small number of biplanes were purchased by the U. S. Sept. 30, 1938 to Sept. 30, 1939

Backlog beginning of period New orders received Deliveries Backlog at end of periods

At the end of its past fiscal year, the Company's plant contained 125,000 sq. ft. of floor space.

Employees had been increased from an average of 250 for the year ended September 30, 1938 to 630 in May 1939 and 802 at December 31 , 1939. Probably the average number of persons em­ ployed during the fiscal year ended

$347,000 2,200,000 $2,547,000 1,328,000 1,219,000

Sept. 30, 1939 to Feb. 29, 1940 $1,219,000 1,342,000 $2,561,000 825,000 $1,736,000

September 30, 1939 was approximately 500. Excluding engines, it is estimated that the average output in the 1938 fis­ cal year was equivalent to $3300 per em­ ployee and that such output declined to $2500 per employee in the year ended September 30, 1939.

The management has estimated that the Company with present per­ 1940 production under favorable conditions

Value of planes, exclusive of engines Number of airplanes: Biplanes Monoplanes

6 MARCH 1993

Navy. These military orders resulted in nearly doubling the amount of new busi­ ness received during the fiscal year.

The fo llowing table, which is based partly on estimates shows the amount of orders and sales for the periods in­ dicated: Estimated number of planes 21 161 182 112 70

sonnel and facilities can produce six biplanes and six monoplanes per month or ten biplanes and four mono­ planes per month. These planes with­ out engines would have an appropri­ ate value of $3,000,000 per year. The fo llowing estimates assume that such a rate of production could be reached by the year-end.

Rate at 9/30/40

$2,400,000

$3,000,000

80 30 110

120 48 168

CESSNA AIRCRAFT COMPANY

Models produced by the Company include single place seaplanes having a weight e mpty of 1,655 lbs. a nd a land plane somewhat similar to the seaplane having a weight empty of 1,420 lbs. The land plane is specified as a Photographic plane. The Company also produces a 5足 place commercial plane having a weight empty of 3,500 lbs. and a gross weight of 5,000 lbs. This plane is powered with 2 Jacobs engi nes, each having 225 h.p.

The Company's plant consists of 50,000 sq. ft. of floor space and there were 92 employees as atJan uary 17, 1939.

Sales in the 10 months ended September 30, 1939, amo unt ed to $199,157 and in the 11 months to November 30, 1938 to $185,609.

From balance sheet 9/30/39 Capitalization December 31, 1939 350,000 shares of Common stock d Deficit.

Net Income per share

NetWorking Capital

Net Fixed Assets

10 mos.to 9/30/39 d$0.03 11 mos.to 11/30/38 d 0.01

$149,431

$161,552

LUSCOMBE AIRPLANE COMPANY The Company manufactures private and commercial aircraft. Its 2-place Model 50 has a weight empty of 650 Ibs. and a gross weight of 1,200 Ibs. This model is powered with the Continental A-50 engine of 50 h.p. The Company has also produced a 2足 place model known as the Model 8A which is approximately the same size as the Model 50 but which uses a Continental A-65 engine having a rating of 65 h.p.

Sales in 1938 amounted to $133,165 and in 1939 to $471 ,325. A portion of the sales in both years were represented by parts made for other manufacturers of aircraft.

From balance sheet 12131/39 Capitalization December 31, 1939 346,908 shares

Net Income per share

Net Working Capital

Net Fixed Assets

1939 d$0.19

VINTAGE AIRPLANE 7

PIPER AIRCRAFT CORPORATION

This company, successor to the Taylor Aircraft Corpora ­ tion , is credited with producing and selling approximately 60% of the light airplanes purchased in this country in 1939. The Company's planes are well known under the name "Cub." In the year ended September 30,1939 sales were 1,374 planes, and 2,500 planes are scheduled for the present fiscal year.

Principal models for which specifications are available are:

Model

Engine

h.p.

Ibs. weight empty

Cub Sport (2 place) Cub Trainer (2 place) Cub Coupe (2 place) Cruiser (3 place)

1-Continental* 1-Continental 1-Continental 1-Continental**

50 40 65 75

600 574 750 750

Ibs. gross weight

m.p.h. cruising speed

m.p.h. maximum speed

1,100 1,000 1,301 1,450

82 72

92 86 100 110

* Can also use Lycoming, Franklin or Lenape. ** Can also use Franklin.

Of the 1,374 planes delivered in the fiscal year 1939, 368 were Coupes, 240 were Sports, 742 were Trainers and 24 were kits.

These 1,374 planes sold for a total amount of $1,768,652 or approximately $1,300 per plane. Assuming an average of 700 Ibs. per plane, average price was $1.85 per lb.

The Company occupies rented quarters of approximately 90,000 sq. ft.

At January 1, 1940 there were 525 employees as compared with 300 at the begi nning of the previous year. There were approxi­ mately 1,700 planes made by the Company in the calendar year 1939. Assuming an average of 412 employees for the year, produc­ tion was equivalent to approximately $5,300 per employee.

On this basis the Company will have to increase its force by an average of about 200 employees during 1940 in order to pro­ duce 2,500 planes. On about March 15, 1940 the Company had unfilled orders for 437 planes.

Earnings 10 mos. to Sept. 30, 1938 Year ended Sept. 30, 1939

Sales

Net Income

% net income to sales

Earned per share

Price Range Over-the-Counter

$768,145

$14,031

1.8%

$0.01

Bid 9 1/2 on 3/9/38

1,768,652

94,213

5.3%

0.89

Bid 20-12

REARWIN AIRCRAFT AND ENGINES INC. Model s manufactured include 2 and 3­ place planes for private and commercial use.

Plan e weights for the 2-p la ce models are aro und 850 to 1,000 Ib s. empty and gross weights range between 1,460 and 1,700 Ibs. E ngine power is between 65 and 120 h.p.

The Company also manufactures the Ken­ Ro yce engine. This is a 5 to 7-cy lind er air cooled, radial engine with power running be­ tween 70 and 125 h.p.

Sales from January 1, 1939 to May 16,1939 were $57,440, and in the year 1938, $155,973.

From balance sheet 5/17/39 Capitalization December 31,1939 115,388 shares Common stock 8 MARCH 1993

Net Income per share

Net Working Capital Assets

1/16/39-5/16/39 $0.10 1938 0.22

$92,380

Net Fixed

$194,447

TAYLORCRAFT AVIATION CORPORATION

(formerly Taylor-Young Airplane Co.)

* Since December 31,1939,50,000 shares of stock have been issued to Fairchild Aviation Corporation upon exercise of options in connection with a $30,000 loan. An additional loan for working capital of $20,000 was obtained from Fairchild in 1939 and an addi足 tional option on 25 ,000 shares at $1 each was granted. This option has not yet been exercised.

The company manufactures small 2-place land planes and amphibians. The company's Model B land plane weighs 640 lbs. empty and is powered with a 60 h.p. engine. The weight and specifications of the hydroplane are similar to those of the land plane.

Sales in 1939 amounted to $717,316 and induded 480 airplanes. In 1938, the company's sales amounted to $495,971 and included 366 airplanes.

From balance sheet 12131/39 *Capitalization December 31,1939

Net Income per share

161,397 shares Common stock

1939 1938

$0.16 $0.01

Net Working Capital

Net Fixed Assets

$115,570

$76,633

WACO AIRCRAFT COMPANY The company has sold a large num足 ber of 5-passenger cabin planes to for足 eign customers in recent years with sales price averaging around $6,000 to $12,000 per unit. The substantial por足 tion of the company's business has been with Brazil and Argentina.

A biplane trainer for U. S. Army has also been developed.

Commercial plane weights empty vary between 1,945 lbs. and 2,734 lbs.

Engine power ranges between 220 and 400 h.p.

T he company's manufacturing plant has a floor area of 100,000 sq. ft.

Sales in the year ended September 30, 1939 amounted to $925 ,791, and in 1938 sales were $747,909.

From balance sheet 9/30/39 Capitalization December 31,1939 145,00 shares Common stock

Net Income per share 1939 1938

$0.03 dO.24

NetWorking Capital

Net Fixed Assets

$324,146

$253,365

d Deficit.

VINTAGE AIRPLANE 9

THE fAA AND GENERAL

AVIATION NEEDS YOUR INPUT!

by Larry 0' Attilio, Editor, Bellanca Contact!

Larry D'Altilio, the man behind the Bellanca Champion Club, has kindly consented to allow­ ing liS to reprint his article concerning the revision of Advisory Circular 43.13, "Acceptable Tech­ niques for Repairs and Minor Alterations." Often used by the FAA in determining if a repair has been made "legally," 43.13 is now in the process of being revised by the FAA. Larry eloquently ex­ plains why this process is so important to us all. - HGF

The FAA uses its own advisory circu­ lar , " Acceptable Techniques for Repairs and Minor Alterations (AC 43 .13-1A)" change #3, as the primary guide for its field inspectors and all A&P-Als. This means that all U.S. general aviation aircraft need to comply with the general concepts writ­ ten in this AC 43.13. If you desire to use a material or technique not outlined in this guide , you are venturing into new terri­ tory. This means that you will probably need to file a 337 or 1 time STC to obtain approval before your repair or alteration would be considered airworthy.

Getting a 337 or 1 time STC means you deal with the local GADO or FSDO and one of their individual inspectors. Some­ times a 1 time STC also means that you will work with an FAA regional engineer­ ing office too. Unfortunately, the internal workings of the FAA , combined with the current legal climate, makes it difficult to get approval for even simple 337s and 1 time STCs (without a lot of turmoil).

There has been considerable difference of interpretation from one region of the FAA to another as to what acceptable tech­ niques for a repair or alteration should be.

They sometimes don ' t agree on what is a minor alteration and what is a major alter­ ation. A person may submit a 337 for a minor alteration using documentation ob­ tained from another aircraft owner (who had already obtained approval on their identical model aircraft for the identical al­ teration) , only to find their local FAA un­ willing to agree with an approval obtained in another FAA region.

The original AC 43.13 was written in the 1950s as a replacement for the old CAM-18 used by the CAA before it be­ came the FAA. The new manual added to the old and kept some things while dis­ carding others. The manual was revised in the 1960s but has not been substantially changed since. There are many technolog­ ical advancements in repairs and alter­ ations that should be incorporated in AC 43 .13 . More clarification and detail is needed. There are many ways in which it should be refined. The FAA knows this (as you do) and has embarked on long needed revisions.

The general aviation community is lucky. The FAA gave the revision task to an excellent employee in Oklahoma City named George Torres. Mr. Torres is pri­ marily working alone to complete this 10 MARCH 1993

task. The deadline for getting it finalized and circulated is pretty much up to him and he hopes to finish it all by the time three more years have gone by . He has done a lot already and there is quite a bit in the suggested revisions that is brand new. (There is a whole new section on composites, for instance.) When it is done, we will probably have to live with it for years!

Mr. Torres needed to make a case within the FAA for the importance and urgency of this project. Not every FAA official is fully familiar with the problems that GA owners and their mechanics face at an annual. Mr. Torres understood this need for change . It is obvious that he is very dedicated to thoroughness and excel­ lence, and his superiors have recognized the value of the revisions to the flying pub­ lic who own airplanes. Mr. Torres also told us that he was concerned with the need to bring more standardization within FAA regions (as to their interpretation of AC 43 .13). Since I have had a chance to spend quite a few hours with Mr. Torres at EAA Oshkosh '92, I know we couldn ' t have a finer individual to be in charge of this essential project. His commitment as a person and exemplary FAA official is absolutely clear and he will pay close at­ tention to your input.

This revision process is a very large job and is a big responsibility . Whatever ap­ pears in the revision is going to impact on general aviation in a big way. Your means to repair your airplane or alter it will be set back or advanced entirely based on what is in the revision. It may affect your costs of repair dramatically, possibly up or down.

Since AC 43.13 is not an FAR, the FAA does not need to seek your input via an NPRM (Notice of Proposed Rulemaking).

However, much to its credit, the FAA understands that the best way to arrive at the revisions is to consult with the Als, A&Ps and owners who deal with repairs and alterations in the real world . Obvi­ ously these groups know from experience what works and what doesn't. Their input is crucial to the success of this manual and crucial to the intelligent application of its contents. The FAA inspectors will auto­ matically get a chance to make their sug­ gestions as to the needed revisions. Now this is your chance (and your A&P's chance) to do the same.

Let me make this loud an d clear. The

biggest things that determine your cost of flying (other than buying the airplane) is fuel and repairs. Don't let the future be­ come too expensive. Get a copy of the AC 43.13-1A and look it over. While you are at it, get a copy of the addendum used for alterations , AC 43 .13-2A . Go see your A&P and encourage him or her to do the same. Discuss it with others. Send your suggestions for additions and changes to the FAA as noted in the FAA document that follows this article. You will not only be helping yourself but everyone else in general aviation too.

The fastest way to get a copy of AC 43.13 is from Aviation Maintenance Publi­ cations , 211 South 4th Street, Basin, WY 82410 (1/800/443-9250) . This is a reprint and is quite close to the government 's ver­ sion . Get the government's own version from any Government Printing Office. You can also go to your A&P and ask to look their's over while you stay at their shop.

When you submit your comments to George Torres, you will be helping if you can give actual examples and experiences of where the manual was deficient. Try to supply as much documentation as you can.

If you are suggesting new repair or alter­ ation techniques or materials, try to supply engineering data or other items that would allow George to make a case for the revi­ sion you are suggesting. Here is an exam­ ple. Our Bellanca Champion Club invited Mr. Torres to speak at our EAA Oshkosh '92 forum where our members could make comments. We were anxious to see epoxy glue repairs on wood structures added to AC 43.13. Our members told Mr. Torres about several brands of epoxy to consider and promised to send him information on the manufacturers who could supply the engineering data for their products . So don't be surprised if you see epoxy glue wood repairs allowed on certified air­ planes in the final version of AC 43 .1 3.

Think about your airplane as composed of different systems and pieces. Imagine how you think a repair or alteration should be done to each of these areas . Think of a method that is good practice and common sense. Consider the use of the most cur­ rent materials and techniques. Now check your ideas against what the existing AC 43.13-1A accepts. What do you think will be allowed as airworthy? What can you suggest as a ryvision to AC 43 .13 as a re­ sult of this thought process?

I hope you will participate in this work­ ing relationship between the FAA and the GA pUblic. It is a welcome opportunity for all of us . In three years we all hope that we can keep our airplanes in good re­ pair and modernized as needed to be use­ ful and safe.

Send your comments to: George Torres, FAA Office of Aviation System Standards, A VN-l13, P .O . Box 25082, Oklahoma City, OK 73125, phone 405­ 680-6923, Fax 405-680-4104 ...

(Above) Pat Eby flies the Cessna while husband Dave rides in the right seat. The Eby's Cessna is a excellent example of what was right in aviation during the 195Os. (Left) Retired Air Force pilot and crop duster Dave Eby is quite pleased with the Cessna 140 he and his wife Pat have restored.

The interior features a Texas Aeroplastics headliner, as well as a Narco Escort II, a II Morrow 602 loran and a Narco AT-1S0 transponder with ACK encoder. The only item not done by the Ebys was the upholstery on the seats - all other work was done by Dave, Pat and their friends.

12 MARCH 1993

Dave has been involved in civilian avia足 tion. He started dating his wife Pat in 1948, and later, after earning his flight in足 structor certificate, he started to teach Pat to fly. Th e year was 1956, and the training at the Fairbanks Aero Club was done in a n ew ly p a int e d Cessna 140.

That nice looking Cessna would be the inspiration for the customized Cessna you see here on these pages.

Before the latest Cess na 140, th ere have been other light airplanes - a Cessna 170 when thei r children were you ng, and a Thorp T -18 they completed 6 years ago. The Thorp is still part of the family, and is the Eby's "going places" machine.

It too is an award winner, having been selected as one of the airpla nes worthy of a Wright Brothers Award in 1987, as well as the Best Low Wing Homebuilt at the Kerrvi lle, Texas Fly-In. The Cessna was originally bought in 1989 to be the airplane th at Pat could use to finish her Privat e pilot training . D ave was con足 cerned that he mi ght lose hi s me dica l certificate in the next few years, and hav足 ing a wife that flies will make it possible for the Ebys to keep flying.

Complete with fiberglass wheel pants and a Cessna 170 spinner, Dave and Pat Eby' s 1950 Cessna 140A i s " looking good" as it poses on the sandy soil of Lakeland Linder Regional Airport during Sun 'n Fun '92.

After Pat completed her training in 1990, Dave remembered how nice the Cessna 140 was back at Fairbanks in 1956, and after seeing Jack Shahan 's Cessna 140, he decided it was time to overhaul their tired looking airplane.

Dave says that the work done on the 140 is a refurbishment, since he never in­ tended to do an original restoration of the airplane. The airplane was disassem­ bled , stripped and then put back to­ gether, replacing various pieces of sheet metal along the way. The 140 had been scrambled by a tornado when it had 40 hours on it since it was built , and it then sat in a barn for 15 years. It was rebuilt, but there were still a few pieces that needed more work. The left door, for in­ stance, was reskinned by Dave, as well as taking the rudder, ailerons and flaps apart and coax the wrinkles out of them.

The two top sections of cowling were also replaced.

After it was reassembled , the little Cessna was painted with Ivory Pratt &

The C-90- 12F in stallation al s o i ncludes an a lternator STC , and the e ngin e compartment was c ompletely detailed.

Lambert Acry-Glo paint, with the trim set off in Mack Truck Red. The basic idea of the original Cessna color scheme was kept, with a few changes made by Dave - certain things never looked right to him about the way Cessna finished the 140, so he simply made the changes to his satisfaction.

One of the hardest, but most satisfy­ ing jobs done during the refurbishment was the installation of a Texas Aeroplas­ tics headliner. It took a week's worth of work to install, with no mistakes allowed - if you cut the plastic too much, you had to buy a new part and start all over.

Pat was anxious to get the project done, so she could get back to flying the Cessna. She was a big help to Dave dur­ ing the work on the Cessna , but it was

not the first time she had work to do on an airplane. She was a big part of the construction of the Thorp T-18. (Dave says she is an expert riveter!) An active pilot, she enjoys flying the Cessna solo, although most of her flying is done with Dave. Another aspect of aviation Pat re­ ally enjoys is her membership in the 99's, the woman's aviation organization.

After finishing the airplane in 1991, it took 8 awards at 5 fly-ins during the fly­ in season.

Included in the 1992 awards was the selection of the 140A as the Best Custom 86-164 hp at Sun n' Fun '92, as well as a Best C ustom Class B prize at EAA OSHKOSH '92. It looks like Pat and Dave have another good looking travel­ ... ing machine!

VINTAGE AIRPLANE 13

ANAF N3N-3 Visits Oshkosh - on floats!

by Norm Petersen Oftentimes, the tiniest bit of infor­ mation will uncover a story that begs to be told. In the October 1992 issue of VINTAGE AIRPLANE, a casual re­ mark was made that Willie Ropp's Cur­ tiss/Wright Travel Air 16E on floats was the first open cockpit biplane on floats to visit the Brennand Seaplane Base since a Naval Aircraft Factory N3N on single center float visited in 1975.

Bingo! Within a few days, we re­ ceived a letter from Tom Ahlers (EAA 53721, A/C 19038) of St. Charles, MO stating that he and his partner, Fred Niedner, were the two pilots that flew N3N-3 , N12063, SIN 2996, to Oshkosh in 1975, mounted on a center float. The really sad part was that no mention of this appearance was ever made in EAA's magazine, even though they had been photographed air-to-air when they departed the Oshkosh area.

A detailed inspection of the EAA archives from 1975 revealed absolutely no seaplane photos of any kind! (The seaplane fly-in was at that time a rather informal get-together held at the same time the EAA Fly-In was occuring, so at that time no offical EAA photogra­ phers were assigned to shoot the sea­ plane activities.) This information was sent to Tom Ahlers who promptly sent a photo of his N3N-3 that had appeared on a calendar in 1976. On the back side was a notation: Howard Levy, pho14 MARCH 1993

Almost directly under the photo plane, the N3N-3 reveals its classic lines and military paint scheme. In 1975, the 12-inch registration numbers were required on the side of the fuselage on civilian aircraft.

tographer , Brooklyn, NY. Now the 17-year-old mystery was beginning to unravel.

We wrote to Howard Levy inquiring about the N3N-3 from 1975. Back came a nice letter along with a co lor trans­ parency and three black & white pho­ tos taken of the Ah lers/Niedner N3N-3 at EAA Oshkosh '7 5. Howard Levy writes, "I remember it well, since 1 made contact with th e ow ner by pure luck.

He was leaving the following morn so we arranged to be overhead at his de­ parture time. He co uldn ' t fool with wasting time for a photo mission as he had to be rather exact for his flying time and refueling sites. He was to land at St. Joesph , MO for fuel so all we could do was follow him a bit and shoot on the go. Luckily, the sun was in a perfect po­ sition. Anyway, the shoot was from an L-5 owned and flown by Tommy Atkin­ son of North Las Vegas , whom I flew with numerous years."

We are most pleased to present Howard Levy 's photos of N3N-3 , N12063 , taken in 1975. That 's Tom Ahlers and Fred Niedner on board as they take off and head south with the pretty biplane. (Howard also enclosed a photo of an N3N taken at Annapolis, MD where they were used by the Naval Academy for a number of years.)

Tom Ahlers reports they had to go through the entire STC procedure to get the N3N-3 licensed on the single center float back in 1975. It had been licensed on wheels, but never on floats before.

Incidentally, Tom and Fred still have the N3N-3 today and have been flying it on wheels a ll these years. They sti ll have the complete float system and mounting hardware so perhaps we can

Heading south into the morning sun, the N3N-3 strikes a pretty pose over the Wisconsin countryside. Note the four ailerons, common to the N3N.

encourage them to once again mount the biplane on its center float (p lus the two wingtip floats) and fly it "bac k to Brennand's" during the big EAA Fly­ In. What a treat that would be for the "old salts" that inhabit the base during the busy week. (Say nothing of the "Sea­ plane Fly-Bys" during the convention to stir some emotions!)

At least now the N3N-3 could be fu­ eled from the hose at the dock. Back in 1975, Al Ziebell had to drive to Wittman Field and haul fuel in Jerry cans to the

seaplane base. He well remembers the N3N-3 as the center float was "very slip­ pery" with oil when he refueled the big yellow bird. Ah, progress!

A tip of the old hat to Tom Ahlers and Fred Niedner for bringing this un­ usual story to our attention and a hearty "Thank You " to Howard Levy for con­ tributing the photos he took so long ago. Howard has been an aviation pho­ tographer for over fifty years and be­ si des being a great person , he is also a walking encyclopaedia on aviation. ...

!"E

'o;;:"

I

Howard Levy photo of a U. S. Navy N3N on floats taken on the Severn River at Anapolis, MD in front of the U. S. Naval Academy where the type was used for a number of years as Cadet orientation aircraft. Note the engine starting crank is still attached to its fitting, just to the left of the number "6".

VINTAGE AIRPLANE 15

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen

Paul Gordon and his

Interstate StBt (L-6)

Photographed just after its first flight following eight months of intensive re­ building is Interstate SIBl (L-6), NC49105, SIN 203, owned by Paul Gor­ don (EAA 289386, A/C 16446) of Helena, Montana. Paul reports the airframe had just 339 hours since new and was in very good condition. However, thirty-five

years ago, the greenhouse had been re­ moved, so it had to be totally refabri­ cated. In addition, the rear seat can now swivel so the rear pilot (observer) can use the seat back as a table. The airplane is quite original with the exception of the Lycoming 0-320 of 150 hp, Cleveland wheels and a Scott 3200 tailwheel. Note the small aileron counterweights which , together with total ball bearings in the system, make for an almost unreal

smoothness in the controls - like moving your hand through a pail of whipped cream! Restoration was aided with a set of factory drawings obtained from the Smithsonian on microfilm.

Paul is currently working on another L-6 restoration and also has a flying Inter­ state S-IA "Cadet" (N37451 , SIN 296).

His substantial knowledge of Interstate aircraft is available to other Interstate owners by calling Paul at 406-449-3192.

able to spot the rear fuselage float fit­ tings that have been covered over. In ad­ dition, the Cub has a "fishpole tube" be­

hind the baggage compartment for haul­ ing fishing equipment on those dream expeditions.

James Holte's Piper J-3 Cub This photo of James Holte and his J-3 Cub, N92057, SIN 16490, was sent in from the far northern part of Montana. Jim lives at Outlook, MT just two miles south of the Canadian border. (He spends a lot of time flying the line, observing "Teepee Rings" and other native sites.) The Cub is based on Jim's farm and is flown about 150 hours a year, mostly for pleasure. It is powered with a Continental A65. The airframe has about 4000 hours on it. Jim also has skis for the Cub but is a bit reluc­ tant to use them. He says the snow in his area often has a crust on it and the skis sometime break through with most un­ welcome results! Several local airplanes have ended up on their backs on skis be­ cause of the poor snow conditions.

James ' Cub was at one time mounted on floats and sharp-eyed readers will be 16 MARCH 1993

Chris Carman's 7AC Champ Having owned this Aeronca 7 AC " Champ", N82245, SIN 7AC-873 , for two years since it was refinished , Cris Carman (EAA 394030) of New Free­ dom, PA has really enjoyed flying the

pretty tandem . Cris reports that his Champ spent most of its life in Ken­ tucky , Baltimore, MD and southern Pennsylvania before he purchased it two years ago . He wants to personally thank Paul Nuss, Patton , PA for teach­ ing him the great fun of flying taildrag­

gers. Cris was told a Champ would be a cheap aircraft to own, however, he esti­ mates the cost of opera tion at some­ where around $350 per hour! His com­ ment includes, " I just can 't find parts or sympathetic mechanics. " "But she sure is fun!"

ones who have discovered this fine Navy trainer are in for a rare treat. Some of the N3N's, on single center float , were used as trainers at the Naval Academy in Annapolis until the 1960 ' s when they were sold into civilian heands . Jack 's N3N , Bureau No. 2951, was one of this group.

Although Jack has found some corro­ sion from the years of exposure to the el­ ements , he has rebuilt the parts and pieces until they sparkle like new. Since 1985 , Jack has logged 1257 hours of

restoration work and enjoyed every minute! He eventualy plans on installing a P & W R-985 engine with a constant speed prop to allow the N3N to perform rather smartly. With all parts primed with epoxy primer and finished in PPG two-part polyurethane and finished with dacron covering, the biplane should be good for many, many years, probably longer than Jack! We look forward to a picture of the beautiful old trainer cut­ ting through the air on a cool morning with Jack at the controls. ..

Jack Mierzejewski's

Naval Aircraft Factory N3N

Two photos of the fuselage frame­ work and landing gear of Jack Mierze­ jewski (EAA 391867, A/C 18262) of Burnaby, B.C., Canada and his Naval Aircraft Factory N3N reveal the alI-alu­ minum construction - so unlike a Stear­ man. Jack goes on to report that only 816 N3N's were built by the Naval Air­ craft Factory vs. 10,346 Stearmans and many special aluminum castings and fit­ tings were used, making restorations more difficult (and spendy) for lack of spare parts. However , the few lucky

VINTAGE AIRPLANE 17

First Annual BAA Ski Plane Fly.,In (Jan. 23.,24, 1993)

by Norm Petersen Photos by Donna Bushman

Chuck Larsen, EAA Education Director, winds up the Lycoming 65 engine on his newly completed 1940 Taylorcraft BL 65 mounted on a set of nicely restored Federal SC-1 skis. Started by Harvey Goldberg of West Bend, WI, the project T-Craft has been quite a number of years in gestation!

18 MARCH 1993

T he "Weather Gods" smi led on th e hardy ba nd of fli ers gat hered at Pioneer A irport im­ mediately behind EAA headquarters on Satur­ day mo rni ng, Jan u ary 23,1993. Few would have believed it possible, based on the weather forecas t given Friday for the weekend - rain , sleet, freezing rain , snow , poor visibil ity and wind!

This was George Blechel's first skiplane f1y­ in ever and as chairman of the food committee (probably the most important job in the entire world), he was rather concerned on Friday, the day before the big event. In fact , we discussed the possibility of moving the fly-in over to Sun­ day in hopes of improving weather. However, Paul Poberezny saved the day with his com­ ment about the weather forecasters often miss­ ing the boat and besides , it was his wife , Au­ drey'S birthday - and the cake was ready!

The first light of Saturday indicated marginal weather at best and the nervous fidgeting con­ tinued. Randy Hytry brought in a huge kettle of chili that he had carefully made and George Blechel added his four gallon batch. To this was added George Da ubner's large container of chili pl us Loretta Petersen contributed an­

other hu ge kettle of her special chili. In short, we could al mo st feed the Ru ss ia n Army - if need be! To this was added a hu ge collection of doughnuts, rolls , chips & dip s, Dorothy Chase's famous pumpkin bars and las tly, Au­ drey Poberezny 's beautiful birthday cake! It was indeed a table fit for a king, complete with picnic benches placed along the inside fro nt of the (heated) hangar for folks to sit on (courtesy of Vern Lichtenberg).

Suddenly, the sun began to peek through be­ tween the clouds - and you could feel the mood of the people change! Temperatures were in the low thirties and the wind was coming di­ rectly down the Pioneer runway from the south­ east. Paul Poberezny's Cuby on 1500 skis was moved out to the flight line and Chuck Larsen retreated to his hangar on Wittman Airport to get his BL-65 T-Craft on SC-l skis ready. 01 ' Tiger Bob Lumley soon showed up from Capi­ tol Drive Airport in Milwaukee with his Aeronca Chief on Federal 1500 skis and things were looking up (pun intended).

A most interested observer was Tom Ham­ blet (EAA 15754) of Grand Prairie, Texas, a J­ 3 Cub driver from way back , who had come north by airline the day before to actually see a skiplane fly-in for the first time! This was all new to him and he was excited. I drove him out to Earl Grunska 's grass strip north of Oshkosh and helped get his long frame folded into the right seat of George Rotter's J-4 Cub Coupe on SC-l skis. After calling the Oshkosh control tower on the phone for a no-radio approach , the J-4 , alo ng with Mark Warnin g in hi s Aeronca Defender on SC-2 skis, headed into Pioneer Airport as a "flight of two." It was Tom Hamblet's very first skiplane ride - and he totally enjoyed it! The two ai rpl a nes circled Pioneer before landing to the so utheast, both pilots making near perfect landings . In just a few minutes, Mike Weinfurter landed with my Cub , NIOXS , on SC-1 sk is and the place was starting to look busy.

Nearly forty cars and pickups had joined the party by this time which, in turn, swe lled the ranks of people, spectators and hungry pilots.

T he beautiful smell of hot coffee and warm food was almost overpowering as th e chow line was officially opened and nearly 100 peop le were served all they could eat. (Ever notice how quiet a crowd gets when everybody is eat­ ing at once?) Mea nwhil e , Chuck L arse n ar­ rived with his neat 1940 T-Craft BL-65 on th e most beautiful SC-1 skis you ever laid eyes on .

He had completely dismantled the 50-year-old skis, bead blasted the parts , primed th em with epoxy and then painted the skis gray with black pedestals. Assembled with all new bolts , nuts and hardware, the skis really looked sharp, es­ pecially on a bright red airplane.

Mea nwhile , the skip lane rides were be in g given at a steady pace. Paul Poberezny was giv­ ing rid e after ride in his black & yellow Cuby ­ whil e grinnin g from ear to ear! Bob Lum ley had his Chief wound up to a full 65 hp as he took off with one eager rider after another.

Mike Weinfurter kept up a steady pace with passengers in the C ub . We had new people lined up and ready to go as soon as each p lane

With all 145 cubic inches roaring, Chuck Larsen unleashes the power of his 1940 Taylorcraft BL 65 as he makes a takeoff from Pioneer's snow covered runway. Happiness is . .. ....... .

RYAN FLYING CO.

~

With his snarling Continental A-65 at full bore, Bob (01' Tiger) Lumley climbs out smartly with his Aeronca Chief past the new Ryan Hangar. If ever the term "He would rather fly than eat" is used, it would apply to Bob Lumley, who flies skis with a passion at every conceivable opportunity - yet when it comes to eating chili, he will put away his share with the best of eaters!

George Rotter's nicely restored Piper J-4E Cub Coupe on matching Federal SC­ 1 skis cuts a pretty picture at Pioneer Airport. Featuring a C85-12 engine w ith full electrics, the Coupe is a familiar sight in Wisconsin skies, summer and winter. Sharp-eyed readers will spot the rear fuselage float fittings which have not been used to date.

VINTAGE AIRPLANE 19

With EAA photographer Donna Bushman in the front seat taking pictures, Paul Poberezny brings his shiny black 90 hp Cuby on Federal 1500 skis, past the crowd at Pioneer. Although Paul hadn't flown skis for many years, about three (pillow soft) circuits and he was right back in the groove, ready to help give rides. Unless you have personally flown with this pilot of over sixty years experience, it would be difficult to explain the absolute "velvet touch" that Paul has on the controls of an airplane.

20 MARCH 1993

taxied in. The Pioneer Airport pattern was busy!

Perhaps the toughest assignment befell members of the EAA Canadian Council, who had an all-day Saturday meeting at EAA headquarters in full view of our op­ erations at Pioneer Airport - and they couldn't come out to play!

Meanwhile, Tom Hamblet was busy with his video camera, trying to document all this fun for his gang back in Texas.

Airplanes and people were going by like a Chinese fire drill and Tom was shooting in all direction s. He even managed a few still pictures with his camera!

About this time it was " fruit-basket­ upset." Gene Chase took over for Paul in the Cuby, Dick Hill took over the Chief for Bob Lumley and H.G. Frautschy took over the Cub - and the rides continued!

Chuck Larsen cranked up the T-Craft and after a few rounds, handed it over to Mike Weinfurter. Mike's comment was, "That's as close to a brand new T-Craft as I have ever flown! Beautiful! " 5-year old Alden Frautschy, son of H. G. Frautschy, managed to build a neat "snowman " while the airplanes were land­ ing, off-loading, re-Ioading and taking off, one after the other. This youngster loves airplanes - it must be in the genes.

As we stood in the crowd and observed

the skiplanes landing and taking off, it was a universal feeling that we sadly missed the many skiplane pilots from around Wisconsin who couldn't make the fly-in because of poor weather conditions in all directions. Only in Oshkosh was it perfect weather for a skiplane fly-in . With plenty of food still available, it was decided to continue the fly-in through Sunday - and the phone calls went out.

Knowing that Tom Hamblet's birthday was on Saturday also, we decided it was time to make a skiplane pilot out of this "Texas Taildragger." So we lured him over to my Cub and carefully helped him fold his tender body into the front seat ­ NI0XS is a front seat solo airplane - and I wound up the 90 hp Continental. Tom taxied out with a grin a mile wide on his face, much akin to a kid with a new toy!

He was off and climbing in nothing flat a nd proceeded to make a number of fly­ bys. Tom has done a "Crazy Cub Driver" act for many years in Texas and is an ab­ solute master of the Cub. He can do things with a Cub that makes you wonder how he does it. After shooting a few ski landings with absolute precision , Tom came taxiing in with a huge grin on his face. This was one happy Texan! (Hey Charlie, I think we have another convert!)

Later , Tom had the full aerial tour of

Lake Winnebago and the huge ice fishing community as he and Mike Weinfurter re­ turned the Cub to Earl's International Airport.

By five p.m. , the Cuby, the Chief and the T-Craft had been tucked away in the Pioneer Hangar using Chuck Larsen's ski dollies (and much manpower) to move them across the concrete apron and floor.

All the food was carefully put away for the next day and George Blechel saw to it that everything was spic and span before retiring for the day. It was conservatively estimated that some fifty skiplane rides had been given with most passengers en­ joying their very first skiplane ride. Even the birthday twins, Audrey Poberezny and Tom Hamblet admitted it was a really fine gathering.

By Sunday morning, the wind had gone around to the northwest and the soft, slushy snow had frozen into hard ice.

However, the sky had cleared and the "cool" wind really helped Joe Norris (1-5 Cub Cruiser on 1850 skis) and Tom Brown (Luscombe 8A on 1500 skis) literally coast downwind to Pioneer Airport in just a few minutes from Wisconsin Rapids and Unity, WI respectively. Ted Davis from Brodhead , WI was next to land with the flying club's J-5 Cub Cruiser on 1500 skis.

His three-year-old son, Trenton, was the VINTAGE AIRPLANE 21

Aerial view of Pioneer Airport shows the gathering of the clan as Mike Weinfurter taxies out with the author's J -3 Cub. That's Gene Chase with the camera, just between the first two airplanes. The bare spot was cleaned off for a "bonfire" in the afternoon ­ a tradition with Audrey Poberezny's birthday party.

The afternoon sun brightens the landscape as Paul's Cuby takes another person for a ride around Pioneer Airport while the T-Craft and the Aeronca Chief await their turns.

The many footprints in the soft snow tell the story of a most enjoyable day of skiplane flying.

22 MARCH 1993

happiest passe nger of the day and ate like a trooper.

And who was filming all this on video?

OUf good friend from Texas , Tom Ham­ blet , of course. For so me reason , th e much colder weather made the chili taste even be tter the second day! And there were any number of "goodies" including birthday cake to go along with th e chili.

Numerous folks had stop pe d over after church to help with th e " chili consump­ tion " and contribute to the hangar talk.

Just a t noon , Ken R eese from Capitol Drive Airport in Milwaukee flew his nice looking Piper Pacer on 2000 skis into Pio­ neer Airport to join the crowd. And as th e party was winding down, Bob Royce from Green Lake, WI came in with his Cessna 150 taildragger - o n wheels , yet!

Bob is such a n enthusiastic aviator (and EAA docent) and admitted he could smell the chili on downwind!

By abo ut 2:30 p.m ., the planes h ad taken off for home , the food was pretty well cleaned up and the hangar looked spic and spa n , in typica l EAA fashion.

Even George Bl eche l admitted we ha d enjoyed an exciting two days. Tom Ham­ blet figured he could rest up by Monday morning for the flight home.

His parting comment as I brought him to Wittman Field the next morning to catch the airline was, " You know, Norm , it doesn 't get much better than this." The smi le on his face told the complete story ­ he was a happy man.

Are we going to do this again? We hope so - but as we a ll say here in snow country, " there's nothing more tenuous than planning a ski plane fly-in - you never can tell about the winter weather!"

'*

PASS IT TO

--7] An information exchange column with input from our readers.

by Buck Hilbert (EAA 21 , Ale 5)

P.O. Box 424 Union, IL 60180 Aeronca C-3s are the buzzards of the month. I have had several calls from people either looking for parts or infor­ mation. One of these I KNOW will be forthcoming. Gary Garner and Ted Davis from the Brodhead, Wisconsin skunk works are building an AERON­ COPY. It's an exact duplicate of my C­ 3 Collegiate with the only exception be­ ing the engine; they are substituting a 65 Continental. From what I have heard of their progress, they are well along.

Since the Funny Farm is only slightly out of the way for Gary's commute each weekend from Glenview, Illinois to Brodhead, Wisconsin, he almost al­ ways stops by to get answers to ques­ tions, take measurements or just talk.

Since my article "The Uptown Swal­ low" apperared about 15 years ago in VINTAGE AIRPLANE, I have aver­ aged about one inquiry a month about Swallows. Either someone has just found one, or knows of one, or wants to know all about them. Two more have turned up this past month; one in Massachusetts and another in New Jer­ sey. At least the remains of two. One, from the descriptions, has to be a TP with an OX-5, and the other a Com­ mercial, also OX-5 powered. Neither of them are complete airplanes and the people are looking for drawings, ad­ vice, parts, etc.

This is a real problem. When we were researching our Airmail Swallow that now resides in the Museum of Flight at Seattle, Washington, we dis­ covered that the original data with the FAA at Washington National Airport pending transfer to the National Air & Space Museum, had somehow disap­ peared! This data, along with a lot of other outdated and no longer in pro­ duction aircraft data, was stored in a haphazard manner and curiosity seek­ ers like myself were given free run of the basement storehouse to research our projects. Originally there had been

more than 50 boxes of material gleaned from all the various field offices con­ cerned with the manufacture of these various airplanes. They were slated for the Smithsonian archives but somehow the Red Tape inertia set in; the transfer was never accomplished. Meanwhile the stuff just evaporated. There was no real inventory, and since FAA was so short of personnel to assign responsi­ bility for the project, it disintegrated!

I guess by now you know what I'm trying to say. There isn't any data! No drawings, no specs. Your only resort is to find one of the few remaining com­ plete airplanes and beg the owner or custodian for permission to photo­ graph, measure and caress them.

Swallow had an imitator. Page Air­ craft of Lincoln, Nebraska built an identical copy, with very few excep­ tions, of both the TP and the Commer­ cial. They are the Lincoln Page LP-3 and the Lincoln PT. Check the register and see who has them, fellas (HINT).

The EAA Air Adventure Museum has a flyable Lincoln PT-K and also a pro­ ject Swallow Commercial in the restoration shops!

Dick Cutler, Box 1085, Dublin, P A wrote to ask:

Buck, I am looking for a "Haywood check valve," thread size 112-13 which was used to "air start" some of the old Warner and Kinner radials. If you know of where I can buy a serviceable unit, please contact me collect: 2151257­ 0817. I hope to use it on only one cylin­ der of my R-55 (Ryan PT-22) with a 200 psi air bottle installed as ships equip­ ment. I understand I can get about 314ths of a revolution from one quick blast of air after prime and prop is set in the proper position. If I'm successful, no more "Hemming way " starts (Fare­ well to Arms).

Dick Cutler

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g ~ ~ ~ .£

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e '--_ _ _ _ _ _ _ _ _ _ _ _ _ _--.J!:.

Dick: As an ex-PT-22 owner and a Kinner operator of many years, I have yet to get a "Hemmingway" start. Mis­ ter Fleet bit Bill Haselton at Oshkosh back about 1968 or '69-and that was only because we had an impulse cou­ pling go awry. My first thought is that a Kinner is the easiest of any of the older engines to prop. You DON 'T PROP it, Dick; you merely pull it past compression and GET OUT of the way! Don't SNAP it, don't swing your leg up in the air, just PULL it past com­ pression with the blade at one of the lower positions that allow you to walk by as you PULL! My second thought is one I don't even want to talk about! I don't be­ lieve the PT spec sheets show a Hey­ wood starter or the addition of an Air Bottle to the equipment list. How are you gonna get this one by the Feds?

Over to you, Buck VINTAGE AIRPLANE 23

by George Hardie This twin-engined cabin monoplane was an experimental design by a well­ known company in the Golden Age pe­ riod of aviation development. The photo is from Don Pratt via Gene Chase. An­ swers will be published in the June issue of VINTAGE AIRPLANE. Deadline for that issue is April 20, 1993.

The December Mystery Plane brought an unusual number of replies.

Ralph Nortell, Spokane, Washington gave a concise answer. He writes: " NC276K is a Wallace Touroplane B of 1929. The example shown was c/n 12, and the type was awarded ATC No. 119 in March, 1929. The Touroplane B was designed by Stanley Wallace and manu­ factured by the Wallace Aircraft Com­ pany in Chicago. Soon after production of the Touroplane began, the Wallace firm became a division of the American Eagle Aircraft Corporation of Kansas City, Kansas headed by E. E. Porterfield, Jr. "The Touroplane prototype was pow­ ered by an 80 hp Anzani engine. One early example used the MacClatchie Panther, and two others are reported to have been powered by the venerable OX-5. Apparently two of these early ex­ amples were converted to use the 100 hp Kinner K5, and the Kinner K5 powered all examples of the major production 24 MARCH 1993

run.

"The Touroplane B was a compact 3­ place craft with folding wings that al­ lowed a tied own or storage space of 13 x 25 feet. Span was 37 feet and length 23 feet 10 inches. Reported cruise was 90 mph for a range of 500 miles. Gross weight was 2100 pounds, and the third seat in the rear could be removed to pro­ vide 30 cubic feet of space for cargo .

Available records indicate that at least 14 examples were produced."

A very interesting reply was sent in by Tony Le Vier: Dear George: Just received my December 1992 is­ sue of VINTAGE AIRPLANE and got the surprise of my life-I mean my flying career. The first eye catcher was your MYSTERY PLANE contest for, WHAT'S MY NAME? I hope I'm the first to name it because I believe I may be one of the very few living aviators to have flown the Wallace Touroplane back in the so-called Golden Age Of A via­ tion.

The man who owned the one I speak of was Floyd "Jimmy" Karnes of Monte­ bello, California. He learned to fly shortly after Charles Lindbergh flew nonstop from New York to Paris, France in May, 1927. Jimmy learned to fly a Curtiss JN4D "Jenny," and because his instructor wouldn ' t solo him unless he

put up the price of the plane, he bought it for $400 and flew it to Pico/Montebello airport on his solo flight.

At the same time, I was one of the usual kids hanging around the airport with the idea in mind to become an avia­ tor too. I had asked Jimmy Karnes if I couldn't be his mechanic/grease monkey to care for the Jenny. He agreed to my proposition and that really became my first job in aviation. That was late 1927.

It was at that time the Aero Branch of the Department of Commerce came down hard on unlicensed aircraft, partic­ ularly in California. Jimmy sold the Jenny to a Dick Martin of Whittier where I lived and I continued being the grease monkey for Dick. I flew with Dick on several occasions but he never would let me try my hands at the controls. It was July 1st, 1928 while at Balboa, California for the 4th of July that I found a $10 bill.

The very next day I took off for home to take my first flying lesson which was in a new plane on the field called a "Long­ wing Eaglerock," powered by a Curtiss OX-5 engine.

Aviation at that time was flourishing like mad. Aircraft companies were springing up all over the country. There were Wacos, Travelaires, Stearmans, Cessnas, American Eagles, Monocoupes and hordes of other craft. Some were pretty good planes; a lot of them were not and fell by the wayside. In early

1929 I became the official assistant me­ chanic and grease monkey for the Whit­ tier Airways Company at the new Los Angeles Eastside Airport between Pico and Montebello on Whittier Boulevard.

I had a salary of $100 per month, $20 to live on and $80 for flying which allowed me to fly 15 minutes each day in an OX-5 Waco biplane. I finally soloed on March 28,1930. However, prior to that some­ thing happened that just about wrecked everything that had been done to pro­ mote aviation-it was the Stock Market Crash!

Overnight the country went bust and aviation with it. Airplanes could be pur­ chased for about 20 cents on their dollar value. This didn ' t stop me one bit, but flying was slow coming. I was able to get a modest amount of flying for my me­ chanicallabor. This included flying Travelaire biplanes, a DH4B , Mono­ coupe, Sportster, an experimental plane, an Avro Avion, and then I purchased my very own Velie Monocoupe. Time went on, and it was now 1931. I had a private pilot's license with 107 hours and 22 min­ utes logged.

Jimmy Karnes, now a successful gro­ cery entrepreneur, bought an almost new Wallace Touroplane for about $1,000 and once again I became his boy "Fri­ day." My first flight in the Wallace Touroplane was on June 6,1931. I was allowed to fly the plane just about any­ time I wanted to. It was a great deal for a young person of the period. Jim Karnes always wanted me to fly with him on most of his cross-country flights, shar­ ing the flying. I made my last flight in the Wallace Touroplane when I deliv­ ered it to its new owner at Mines field on February 28,1934. It its later life it be­ came an advertising fixture on top of a restaurant in Los Angeles.

In closing I should point out that the Wallace Touroplane was one of the classiest small three place monoplanes then manufactured. It was sort of a Cadillac of airplanes as for workman­ ship. Built by the American Eagle Com­

pany in Kansas City, Missouri , th ey spared nothing to make it a first-rate product. Featuring a folding wing ar­ rangement to make it easy to store may have helped to sell the plane, but to my knowledge it was seldom, if ever, used.

We never did. The seating arrangement was side by side dual stick controls for training, which I did some of when I re­ ceived my Transport license in July 1932.

The third seat was behind at center.

In August, 1932, Jimmy and I tagged along with the Cord Cross-Country Race from Los Angeles to Cleveland for the National Air Races. I carried Spud Man­ ning , the world ' s pre mi er delay e d parachute jumper (sky diver) at all the stops along our race route. All the jumps were from at least 10,000 feet. On November 27 , 1932 I entered the wrr in America's first Junior Pilot Air Meet and won 2nd place in the cross-country race. I often performed mild aerobatics such as loops and spins at Sunday airport gatherings.

On March 5, 1933 I went barnstorm­ ing to Lompoc, California with the ex­ pectations of making a killing. It was one of the wealthiest farming communi­ ties in California . We had advertised Spud Manning's spectacular sky dive and severa l thousand people attended. It was my job to go through the crowd to collect donations for the great event.

When the time came , I went all around the airport to take the collection, only to get a miserable $3.50. I was absolutely devastated! I told the airport group about it and the airport manager tossed five bucks in the hat and suggested I go through the crowd a second time and give them a hard luck story. I did, ex­ plaining our situation and willing to take any change they could spare. Almost ev­ eryone started digging for loose change, resulting in pennies, nickels and dimes. I ended up with about $35.00 and enough to pay for lodging, eats and enough to get home. The upshot of the debacle was the fact that we got caught during President Roosevelt's famous Bank Hol-

Wallace Touroplane B

iday. They were all closed and nobody had any money.

Sorry to be so long-winded but thought you might enjoy what it was like in the Golden Years Of Aviation with your MYSTERY PLANE! With all best wishes, Tony Le Vier La Canada, California Other replies were received from Harley H ayes, Park Forest, Illinoi s; Frank Aber, Livonia, Michigan; Marty Eisernmann, Garrettsville, Ohio; Lynn Towns, Brooklyn, Michigan; Robert Wynne, Mercer Island , Washington; H. Glenn Buffington, EI Dorado, Arkansas; Paul Schiding, York, Pennsylvania; Dick Scheffner, Milton , Florida; Leon Perry, Atlanta, Georgia; Wayne Van Valken­ burgh, Jasper, Georgia; William Mitchell, Coudersport, Pennsylvania; Dou g Rounds, Zebulon, Georgia; John Under­ wood, Glendale, California; and Jack McRae, Huntington Station, New York.

References: Aero Digest, November, 1929; Juptner's U. S. Civil Aircraft, Vol. 2; VINTAGE AIRPLANE, February , March, 1974.

ANOTHER MYSTERY SOLVED

In the article by Dennis Parks, EAA Librarian, on the 20th Anniversary of VINTAGE AIRPLANE in the Decem­ ber, 1992 issue, a photo of the first Mys­ tery Plane was shown with the comment that it had never been ide ntified. Jack McRae , Huntington Station, New York , had the answer: "It appears to be the S. S. Pierce Sporting Tractor as described in Aerial Age Weekly for February 17, 1919."

John Underwood , Glendale, Califor­ nia adds this: "The airplane was the brainchild of S. S. Pierce of the S. S. Pierce Aeroplane Company, Southamp­ ton, New York , but in 1916 without its experimental Lawrence " B" radial of 40 hp. It is worth mentioning that this 3­ cylinder radial was the direct ancestor of the famous Wright Whirlwind. Pierce had been an instructor at Bleriot's school in Paris. Presumably that is Mr. Pierce in the cockpit with his bicycle propped against the designer's office. In those days most designers rode bicycles." ...

VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS

Peter Anders Gruenwald, Germany Jay L. Anderson Cord , AR Mark Anderson Bates City, MO Scott D. Ankeney Dayton, OH Gary D . Austin Medford, OR Michael W. Baker Coon Rapids, MN James E. Ballenger Virginia Beach, V A Bruce D . Balough North Canton, OH Gary L. Banks Calgary, AI, Canada Gary L. Barger Ashville, NC Robert D. Barley Accord, NY Jim H. Bastiani Bozeman, MT Steven Bastien Sheboygan, WI Butch Bell Chester, VA Julio Cesar Benvenuto La Plata, Argentina Berlow Inc. Butler, NJ Hans Ulrich Binz Winkel, Switzerland Dennis Blunt Rockford , IL Ham Lake, MN William J. Boelk Joe Bolegoh Jerseyville, Ont, Canada H . Searles Boone Douglassville, P A John E. Boy tim, Jr. Norristown, PA Dorothy Buffington Marion, TX Robert T. Cassidy, Jr. Southbury, CT Edmund J. Catallozzi Springfield, MA Harry M. Clark Mesa, AZ Grapevine, TX Lee C. Cobb William J. Como West Springfield, MA Edwin Copeland Melbourne, FL Larry Crawford Vienna, VA John E. Dailey Sparks, NV Ray Davis St. Charles, MO Dennis Denham Auburn , CA William V. Domke Valparaiso, IN Fred A. Drufke Morton Grove, IL D . Eric Dust Lyons, CO Tariq Ebrahim Waynesboro, PA Stan Edwards Norwich, NY James M. Egan Chelmsford, MA John L. Endsley Long Beach, CA Stanley J. Enedy, Sr. Rochester, NY Vaughn Fkow Hendersonville, TN Eje Flodstrom Kungaelv, Sweden Rudolph A . Forst Joliet, IL

Colin Fray Macclesfield, England Edward W. Giering Talahassee, FL Andrew C. Gray Renton , W A R. L. Grayson Columbus, IN John P. Greissing Berea,OH Michael J. Grimes Lancaster, CA Richard John Hagie Andover, NJ William G. Harrison Ennis, TX J . Pinhal Henrique Portugal Ronald Herron Mayflower, AR Richard G. Hester Yakima, WA Leslie Hibbert Laconia, NH Robert T. Hill Metuchen , NJ Frank A. Hitchings, Jr. Memphis, TN Dick Hitt Lexington, SC Robert C. Hogan Bedford, TX Robert Hollenbaugh Middletown, OH Dave Huschke Midland , MI Gary L. Jackson Texarkana, TX Robert James Salem, OR Garred A. Jiles Aguadilla, PR John C. Kafford Sarina, Ont, Canada Ed Katzen Bellmore, NY Clayton V. Kerr Greenville, SC Herb Kerr Atlanta, GA Marshall L. Kjelvik Fargo, ND LaVern Knoepke Preston, MN Stanley R. Lambert Spring, TX Edward Lyons Modesto, CA D Dan J. MacDonald Sidney, BC, Canada Sigurd Maehle Roedstilkvn, Norway John D . Mankin Belpre,OH Frank G. Mann Blue Springs, MO Norbert Maurer Cincinnati,OH B. Milze Mc Elwee Augusta , AR Perry McDonough Tanner, AL Peter A. McEnerney Manchester, NH Ryan C McFeaters Crestview, FL Robert B Mitchell Cottonwood, AZ Lyle E Moore Ames, IA John Mutchie Santa Anna, CA Lester Eugene Newman Tucson, AZ Don Novas Blackfoot, ID Clarence Olsen La Ronge, SA, Canada David A. Orzel Williamsville, NY Robert A . Parker Benson, NC Mark Penner Kitchener, Ont, Canada Ronald E. Peterson Homewood, IL

Louis Polovich Benld, IL Gene P. Post Fresno, CA Michael J. Rath Hebron, KY Kerry L. Reeder Memphis, TN Elmar W.O. Reithmaier Putzbrunn, Germany Rocky Rexrode Sunray, TX Frank E. Roales Vincennes, IN Barclay L. Rogers Martinsburg, WV Edson, KS Kevi n C. Ross Joseph H. Rowe, Jr. Vero Beach, FL Paul R. Sandberg Spring Hill, FL William Sanford Hopewell, V A Leslie Sargent APO,AE Ronald S. Sellers Bolingbrook, IL William B. Shepard North Wales, PA David B. Smith Cumberland, IN Ernest E. Smith Sneedville, TN Harry Smith Lynchburg, V A Phillip Stover Noxon, MT Leon Strock Lexington, SC Van Hayward Stumpner Pensacola, FL Gary L. Sublette Southlake, TX Bernard Tatro, Jr. Chicopee, MA Thomas Taylor Seattle, W A Edward Terris MSGT APO , AE John Thomas Behtlehem, CT Larry Trexler Ithaca, MI Park City, UT Leslie Tugan Tsgt Chester Twarog APO Miami,FL Kerry A. Uhler Howard, PA Cliff Van Vleet Sierra Vista , AZ Michael Vasil Mississagua, Ont, Canada Gene Waggy Odessa, TX Prof Frank Wicks Schenectady, NY Leonard H. Wieczorek Apalachin , NY Clark Wilson West Palm Beach, FL Marilyn D. Wilson Whipple,OH Gregory W. Witzel Hunsville, AL James Wornall Cynthiana, KY Charles D . Wyckoff Norwich, CT

The following list of coming events is fumished to our readers as a matter of information only and does not constitute approval, sponsorship, involve".'ent, control or direction of any event (fly-in, seminars, fly market, etc.) listed Please send the information to EAA, All: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Informati01l should be received four months prior to the event date.

MARCH 19-21 - CHANDLER, AZ ­ 10th Annual Shamrock Air Derby Cross Country Speed Race (AZ 99s). 602/961­ 1172.

MARCH 20 - OSHKOSH, WI - EAA Air Adventure Museum. Women in Avia­ tion presented by the 99s. 414/426-4800.

MARCH 20 - PUNTA GORDA, FL­ EAA Chapter 565 Fly-In Breakfast. Char­ lotte Co. 813/575-147l.

MARCH 24 - PAL-WAUKEE, IL­ Pal-Waukee Airport Pilots Assn. General Meeting. 312/853-3550.

MARCH 27 - OSHKOSH, WI - EAA Air Adventure Museum's 6th Annual Model Airplane Show. 414/426-4800.

APRIL 4 - FT. MYERS, FL - EAA Chapter 66 Pancake Breakfast Fly-In, Page Field. 813/947-1430.

APRIL 17 - OSHKOSH, WI - EAA Air Adventure Museum - Wiley Post and the Winchester 21 seminar. 414/426-4800.

APRIL 18 - 24, 1993 - LAKELAND, FL - "The Gift Of Flight". The 19th An­ nual Sun 'n Fun EAA Fly-In and Interna­ tional Aviation Convention. Lakeland­ Linder Regional Airport. For information call 813/644-243l.

APRIL 24 - GLOBE, AZ - Holy An­ gels Fly-In. Globe San Carlos (Cutter Air­ port). 602/425-5703,425/5979.

APRIL 25 - SPRINGFIELD, IL - 2nd Annual Fly-In Drive-In Breakfast. Capital Airport. 217/483-320l.

APRIL 30 - MAY 2 - BURLINGTON, NC -Spring EAA Fly-In for Antique and Classic aeroplanes. Trophies in all cate­ gories; vintage aviation films; good EAA fellowship. All welcome. Contact: R. Bot­ tom, 103 Powhatan Pkwy, Hampton , VA 2366l.

APRIL 30-MA Y 2 - CLEVELAND, OH - 9th Annual Air Racing History Sym­ posium. 216/255-8100.

APRIL 30-MA Y 2 - CAMAR­ ILLO, CA - Annual EAA Chapter 723 Camarillo Fly-In. Contact: Larry Hayes, 805/373-5144.

MA Y 1 - 2 WINCHESTER, VA ­ Winchester Regional EAA Spring Fly-In at airport. Trophies for win­

ning showplanes. Pancake breakfast Sunday. Contact: Al orJudy Sparks, EAA Chapter 186, 703/590-9112.

MA Y 2 - ROCKFORD,IL - EAA Chap­ ter 22 annual Fly-In breakfast will be held at Mark Clark's COURTESY AIRCRAFT, Greater Rockford Airport. For informa­ tion, call Wallace Hunt, 815/332-4708.

MA Y 2 - DAYTON, OH - 30th Anniver­ sary EAA Chapter 48 Funday Sunday Fly­ In at Moraine Airpark, Dayton, OH. Lots of food, antiques, flea market and more .

Call Jennie Dyke at 513-878-9832.

MA Y 15 -16 HAMPTON, NH Hampton Field - 17th Annual Aviation Flea Market. Fly-In, Drive-In, Camp­ ing on field - no fees. Cantact: Mike Hart, 603/964-6749.

MA Y 15 - 16 - JEFFERSON COUNTY AIRPORT, TX - Between Beaumont and Port Arthur, TX. First Annual Appreciation Day. Contact: Lonnie Hood, 409/838-6973 (W) or 409/892-6418.

MA Y 16 - BENTON HARBOR, MI ­ Ross field, 7th annual EAA 585 pancake breakfast, aviation and local exhibits, classic cars, Lunch available for non arrivals. Con­ tact: AI Todd , 616/429-8518 or write Dawn Patrol, 4217 Red Arrow Hwy, Stevensville, MI49127.

MAY 21- 23 - COLUMBIA, CA­ Luscombe / Monocoupe Fly-In . Co­ Sponsored by the Don Luscombe Avia­ tion History Foundation. Contact: Art Moxley, 23331 SE 267 Pl., Maple Val­ ley, WA 98038. 206/432-4865.

MAY 22 - 23 - WADSWORTH, OH - Wadsworth Municipal Airport (3G3).

EAA Chapter 846 Fly-In for experi­ mental, antique/classic and warbird air­ planes. Contact: 216/334-3699.

MAY 29 - DECATUR, AL - EAA Chap­ ter 9411Decatur-Athens Aero 5th Annual FLy-In. Experimentals, Warbirds, and An­ tiques and Classics. Awards for planes and pilots. Camping available. Call for more in­ formation : (205) 355-5770.

MA Y 29 - 31 - MAYVILLE, NY ­ Dart Airport and Aviation Museum.

Sport and Vintage Glider/Sailplane Meet. Contact Dart Airport, P.O. Box 211, Mayville, NY 14757. Phone 716/753-2160 JUNE 4-5 - BARTLESVILLE, OK­ Frank Phillips Field. BIPLANE EXPO ' 93, the 7th annual National Biplane Con­ vention and Exposition. Biplane airshow, forums, seminars, workshops. Biplanes and NBA members free, for all others an admission fee is required. Contact Charles W. Harris, Chairman, 9181742-7311 or Vir­ gil Gaede, Expo Director, 918/336-3976.

JUNE 4 - 5 - MERCED, CA - 36th Annual Merced West Coast Antique Fly-In. Merced Municipal Airport, Merced, CA. Contact: Don Nolte 209/384-1144.

JUNE 5 -6 - V ALP ARAISO, IN ­ Porter County Municpal Airport. NW Indiana EAA Chapter 104 Pancake Breakfast and Sandwich Lunch. Con­ tact: Bob Collins 219/884-1619.

JUNE 24-27 - MT. VERNON, OH ­ 34th Annual National Waco Reunion .

"G reatest WACO Show On EARTH".

For more information, call 513/868-0084.

JUNE 26-27 - GREELEY, CO - EAA Rocky Mountain Fly-In. 303/798-6086.

JULY 7-11 - ARLINGTON, WA ­ Northwest EAA Fly-In. 206/435-5857.

JULY 10 - 11- EMMETSBURG, IA - 5th Annual Aeronca Fly-In spon­ sored by the " Taildragger Club".

Contact: Keith Harnden, Box 285, Emmetsburg, IA 50536.

JULY 11- MICIDGAN CITY, IN - EAA Chapter 966 Pancake Break­ fast. Contacts: The Dees - 219/324­ 6060 or the Hugley's 219/325-0133.

JULY 24 AND 25 - SHIOCTON, WI - Annual Fly-In . Contact: Joyce Baggot,414/986-3547.

THURSDA Y JULY 29 -WEDNES­ DAY AUGUST 4, 1993 - OSHKOSH, WI - 41st Annual EAA Fly-In and Sport Avia­ tion Convention. Wittman Regional Air­ port. Contact John Burton , P.O. Box 3086, Oshkosh , WI 54904-3086. Call 414/426­ 4800 for more information. ITS NEVER TOO EARLY TO MAKE PLANS TO ATTEND! AUGUST 12-15 - LOCK HAVEN, PA - William T. Piper Memorial Airport. Sen­ timental Journey '93. " Aerial Mail To Lock Haven" is this years theme. All makes and models welcome , especially Antique and classic airplanes. Call 717/893-4200 (9am 'til 5 pm) , Fax 717/893-4218 or write P.O. Box J-3, Lock Haven, PA 17745-0496.

SEPT. 11-12 - MARION, OH - EAA Mid-Eastern Regional Fly-In (MERFI).

513/849-9455.

SEPT. 18-19 - ROCK FALLS, IL ­ EAA North Central Fly-In. 708/513-0642 SEPT. 25-26 - WILMINGTON, DE ­ EAA East Coast Regional Fly-In. 301/933­ 0314.

OCT. 15-17 - KERRVILLE, TX - EAA Southwest Regional Fly-In. 915/658-4194.

VINTAGE AIRPLANE 27

EAA ANTIQUE/CLASSIC DIVISION CHAPTERS Ever wonder if there was an EAA Antique/Classic Division Chapter near you? Here's your chance to get involved locally with your favorite type of airplanes. (Not to mention the greatest airplane people!)

MINNESOTA

COLORADO 19 GRAND JUNCTION Ray M. Guziak 2226 Rimrock Rd. Grand Junction, CO 81503-1177 TELEPHONE: 303-243-5518 MEETING: 1ST THURSDAY, 7:30 PM 539 NORTH FIRST ST.

FLORIDA 1 LAKELAND Shelly R. Decker 1735 Maplewood Dr. Edgewater, FL 32132-3011 TELEPHONE: 904-423-8703 MEETING: CONTACT PRESIDENT

13 ALBERT LEA Tim Steier RR 3, Box 18 Blue Earth, MN 56013-9404 TELEPHONE: 507-526-2056 MEETING: 4TH THURSDAY, 7:30 PM CONTACT PRESIDENT 4 MINNEAPOLIS Stanley V. Gomoll 1042 90th Ln., NE Minneapolis, MN 55434-3353 TELEPHONE: 612-784-1172 MEETING: QUARTERLY MEETINGS CONTACT PRESIDENT

NORTH CAROLINA ILLINOIS 26 LANSING Peter D. Bayer 25957 Middle Point P.O. Box 134 Monee, IL 60449 TELEPHONE: 708-534-6240 MEETING: WINTER- LANSING AIRPORT, SUMMER-TO BE ANNOUNCED CONTACT PRESIDENT 24 RANTOUL William R. Claxon 205 Willard Gifford, IL 61847 TELEPHONE: 217-568-7810 MEETING: 3RD TUESDAY, 7:00 PM 1403 HOLYCREST, CHAMPAIGN, IL

KANSAS 16 OVERLAND PARK Gerald W. Gippner 14810 W. 159th St. Olathe, KS 66062-3630 TELEPHONE: 913-764-8512 MEETING: 3RD FRIDAY, 7:30 PM INTERSTATE SAVINGS,

87TH & METCALF

3 MAYODAN Susan B. Dusenbury Falling Leaf Hangar RR 4, Box 312A1 Stoneville, NC 27048-9804 TELEPHONE: 919-573-3636 MEETING: CONTACT PRESIDENT

NEW HAMPSHIRE 15 HAMPTON Harvey B. Wells PO Box 1487 Kennebunkport, ME 04046-1487 TELEPHONE: 207-985-4221 MEETING: 2ND SATURDAY, 11 :00 AM CHAPTER CLUBHOUSE,

HAMPTON AIRFIELD

NEW JERSEY 7 FLANDERS Walter P. Ahlers, Jr. 60 Main St. Flanders, NJ 07836-9112 TELEPHONE: 201-584-7983 MEETING: 1ST TUESDAY, 7:30 PM FLANDERS VLY. AIRPORT,

CHAPTER MEETING HOUSE

OKLAHOMA 10 TULSA Arnol I. Sellars 5642 S. Indianapolis Ave. Tulsa, OK 74135-4164 TELEPHONE: 918-745-0956 MEETING: 2ND THURSDAY, 7:30 PM HARDESTY LIBRARY

PENNSYLVANIA 5 YORK Kenneth W. Wolff RR 2, Box 211 East Berlin, PA 17316-8918 TELEPHONE: 717-259-8397 MEETING: 3RD THURSDAY, 7:30 PM ADAMS ELECTRIC BLDG., TRINITY Rd.

TEXAS 2 HOUSTON Cleo M. Bickford 14202 Skinner Rd. Cypress, TX 77429-1667 TELEPHONE: 713-373-0700 MEETING: 4TH SUNDAY, 2:00 PM DRY CREEK AIRPORT, CYPRESS

VIRGINIA 23 RICHMOND John A. Ficklin 605 Shrewsbury Rd. Richmond, VA 23229-6938 TELEPHONE: 804-282-7700 MEETING: 2ND SATURDAY, 9:30 AM , ODD # MONTHS VIRGINIA AVIATION MUSEUM

WISCONSIN 11 BROOKFIELD George A. Meade 5514 N. Navajo Ave. Glendale, WI 53217-5039 TELEPHONE: 414-962-2428 MEETING: 1ST MONDAY, 7:30 PM CAPITOL AIRPORT

OHIO MICHIGAN 20 PINCONNING George T. Buechle 3493 N. Tower Beach Rd .

Pinconning , MI 48650-9736 TELEPHONE: 517-879-4123 MEETING: 2ND SATURDAY, 2:00 PM CARL A. GROSS AIRPORT 28 MARCH 1993

22 ZANESVILLE John Morozowsky 1629 Wheeling Ave. Zanesville, OH 43701-4528 TELEPHONE: 614-453-6889 MEETING: 3RD SUNDAY, 2:30 PM, EVERY OTHER MONTH ON EVEN MO. JOHN'S LANDING AIRPORT

ARGENTINA 12 ARGENTINA, SAN PEDRO Abel Debock CC #275 San Pedro 2930 ARGENTINA TELEPHONE: 0329-29307 MEETING: 2ND SUNDAY, 10:00 AM AERODROMO MERCEDES

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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.

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Fly-About Adventures and the Ercoupe - Full color, 130 pages, $17.95. Fly-About, P.O. Box 51144, Denton, TX 76206. (ufn) 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 406/388-01 70.

Repair station No. QK5R148N. 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 .

Payment must accompany ad. ViSA/MasterCard accepted.

AIRCRAFT: 1946 Globe Swift -1600 TTAF; 1200 SMOH; recent top. 145 hp.

Well maintained with aood records. One pc. windshield, Cessna seats new glass, Clevelands, 760 comm, transponder, spares. $26,000. 708/697-5677. (3-1) 1946 Aeronca Chief - 2368 TT, 577 SMOH. Lsgal A-75 Continental, new prop, 23 gal. cap., ICOM-A20, PL-99 Loran, headsets and intercom. Flies great, 4.5 gph. $11 ,500 with equipment. 919/355-7638.

(3-1) 1946 Taylorcraft - 65 hp, Total restoration 1991. 600 TT, 140 SMOH . $12,500 or trade up or down for tandem aircaft. 507/674­ 3000. (3-1))

MISCELLANEOUS: CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to his historic aircraft. Sale of these items support operating ex­ pense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price List. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22186. (c/5/92) 30 MARCH 1993

GEE BEE, etc. - Super scale model plans (used for Benjamin's R-2). Catalog $3.25, refundable. Vern Clements, 308 Palo Alto, Caldwell, ID 83605. (c-4/93)) Antique and Classic wheel pants - Will custom build in fiberglass from original drawings, blueprints or photographs. Har­ bor Ultralights Products Co., 1326 Batey Place, Harbor City, CA 90710,310/326·5609, FAX 310/530-2124. (c-10/93) WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized, certified, custom or experimental aircraft. Unmatched 1/2 price re­ placement warranty covers damage during installation and service for 6 months after purchase. AIRPLANE PLASTICS CO., 8300k DAYTON ROAD, FAIRBORN, OH 45324. 513/864-5607. (C-1/94) Antique Aero Engines - formerly OX-5 parts and service. Sub­ scriptions $18.00 per year, ads free to subscribers. P.O. Box 134, Troy, OH 45373. (6-8/93) For Sale - U.S. Civil Aircraft by Joseph Juptner - two Volume 6's, one Volume 7. Ron, 707/996-1864. (3-1)

WANTED: Wanted - Stewart-Warner tach/engine instrument for '46 Common­ wealth Skyranger. Also panel and switches. 208/342-1679. (3-1) Need - Haywood check valve used on some old Kinner and Warner engine cylinder heads to allow a compressed air start. Dick Cutler, 215-257-0817. (3-1)

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