EDITORIAL STAFF Publisher
Tom Poberezny
Ed Hor-in-Chie f
Vol. 25, No_ 8
August 1997
JackCax
CONTENTS
EdHor
Henry G . Frautschy
Managing EdHor
GoldaCax
I Straight & Levell
A rt Director
Espie "Butch" Joyce
Mike Drucks
Computer Graphic Specialists
L. Phillip Jennifer Larsen
2 AlC News
Olivia
Mary Premeau
4 AeroMail
Associate Editor
Narm Petersen
5 ACNolunteerslTrish Dorlac
Feature Writer
Dennis Parks
8 From The Archives
Page 13
Staff Photographers
Jim Koepnick LeeAnn Abrams
Ken Lichtenberg
13 Altitude Record Attempt IDon Lee
Advertising/EdHorial Assistant
14 Sentimental Jouroey/Nonn Petersen
Isabelle Wiske
EAA ANTIQUE/CLASSIC DIVISION, INC.
OFFICERS
18 The Alaska Robin! H.G. Frautschy 24 Mystery PlanelH.G. Frautschy 26 Pass It To Buck! E.E. "Buck" Hilbert
Page 14
President
VlCe - Presidenf
Espie "Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 910/393-0344
George Daubner 2448 Lough Lone Hartford. WI 53027
414/673-5885
Secretary
Treasurer
Steve Nessa 2009 Highland Ave. Albert Lea. MN 5f:I:X)7 507/373-1674
ChariesHorris
7215 East 46th SI.
Tulso. OK 74145
918/622-MOO
27 Welcome New Members
DIRECTORS GeneMonis
John 8efendl
29 Calendar 30 Vintage Trader! Membership Information Page 18
7645 Echo Point Rd. Connon Falls, MN 5fI:XJ'I 507/263-2414
115C Steve Court, R.R. 2 Roanoke. TX 76262 817/491-9110
Phil Coulson 28415 Springbrook Dr. Lawton. M149065 616/624-6490
RobefI C. "Bob- Brauer 9345 S. Hoyne Chicogo. IL 60620
Joe Dickey 55 Ookey Av.
John S. CopeIood 28-3 Wdliamsburg CI.
Lawrenceburg, IN 47025 812/537·9354
Date A. Gustafson 7724 Shady Hill Dr.
FRONT COVER ... Ed Gelvin and his son Stanley took a vacation in the lower 48 from their Central. Alaska home in Ed' s newly restored" Alaska Robin. - a Curtiss Robin Ed restored from a wreck he was able to recover from the Yukon river valley. EAA ~~;p,:I.~~~===~ photo by Jim Koepnick. shat with a Canon EOS-ln equipped with an 80-200 mm lens. l/tIJ sec. @ f 9 on 100 ASA slide E-6 slide film. BACK COVER ... Winner of 0 Par Excellence award in the 1997 EAA Sport Aviation Art Competition. this is Nixon Galloway' s oil painting "Photo Op.. 1938.- For more information on Nixon ' s depiction of Roscoe Turner during the 1938 National Air Races. turn to page 2.
312/779·2105
Shrewsbury. MA 01545 508/842-7867
stanGomol
Indianapolis. IN 46278
317/293-4430
1042 90th Lone. NE
Minneapolis. MN 55434 612/784-1172
Robert Ucktelg 1708 Boy Ooks Dr. Albert Lea. MN 5f:I:X)7
507/373-2922
'J eannie HiI
P.O . Box 328
Harvard, IL 60033 815/943-7205
Dean RIchardson
RobefI D. "Bob- Lumley 1265 South 124thSt. Brookfield WI 53005
6701 Colony Dr. Madison, WI 53717
tIJ8/833-1291
414/782-2633
S.H. OWes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545
GeoII RobIson 1521 E. MacGregor Dr. New Hoven. IN 46774 219/493-4724
George York
e
Copyright 1997 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPlANE (ISSN 009Hi943) is published and owned exdusive/y 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, WlSCOIlSin 54903-3086. Periodicals Pos1age paid at Oshkosh, WISCOIlSin 54901 and at additional mailing offices. The membership rate tor EM Antique/Classic Division, Inc. is $27.00 tor current EM members for 12 month period of which $15.00 is tor the publication of VINTAGE AIRPlANE. Membership is open to all who are interested in aviation. POSTMAS1Bl: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months tor delivery of VINTAGE AIRPlANE to foreign and APO addresses via surface mail. ADVERTlSING - Antique/Classic Division does not gua'lInlee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior men:handise obtained through OU' advertising so that corrective measures can be taken. EDITORIAl. POlICY: Readels are encouraged to submij stories and pIlotographs. Policy opinions expressed in articles are solely those of the authors. Responsibility tor accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Edftor, VINTAGE AIRPlANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 4141426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTlQUElClASSIC DMSKlN, INTERNAnONAl AEROBAnc CLUB, WARIIlROS OF AMERICA are ® registered tradernarI<s. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRAlIGHT CONYENTlON a r e _ of the above associations and their use by any person other than the above association is strictly prohibited.
181 Sloboda Av.
Mansfield, OH 44906
419/529-4378
DIRECTORS EMERITUS Gene Chose 21 f§} Carlton Rd. Oshkosh, WI 54<;l()4
E.E. "Buck" Hibert P.O. Box 424 Union. IL tIJ 180 815/923-4591
414/231·5002
ADVISORS Roger Gomoll
Steve Krog 930 Taro HL E Hartford. WI 53027 4141966-7627
3238 Vicoria St. N St PaUl, MN 55126 612/484-2303
David
Bennett
403 Tonner Ct.
Roseville. CA 95678
91lr782-7025
STRAIGHT & LEVEL by Espie "Butch" Joyce
This August issue of VINTAGE AIRPLANE is printed so that it can be given away to a new or renewing member at the EAA Oshkosh Convention. Therefore, the Conven足 tion will be underway or history when most of you will be reading this issue. There are a great number of aviation events that take place around the country each year. These events take on a great variety of definitions . You have local events, statewide events, regional events, national events and international events. The scope of each event!f1y-in is generally left to the sponsoring party, i.e., chapter or local organization. There has been an effort to standardize the definition, but this effort has fallen short of its goal. The reason for this shortfall is that in order to standardize, set guidelines or define an event or fly-in, there needs to be a datum line, if you will. Clearly the Oshkosh Convention is the standard for the international, as well as the national event, in the United States. Oshkosh is the yardstick others choose to use as a guide. I think that the success of the Lakeland, Florida Sun 'n Fun EAA Fly-In is due, in a large part, to their being organized , keeping their presentation in the Oshkosh fashion. In no way should this statement take away from any of the hard work that the Lakeland people put forward to make this Fly-In the successful
regional event that it is , it simply points out that a successful fly-in requires organization and hard work to make it happen. As you move around the USA, each region has its own landscape, weather and aircraft. This is a variable that makes each fly-in have its own personality. One item that we can control throughout all of these different fly-ins is the judging of aircraft. I have seen over the last 20 years how the judging system has been the force that has elevated the quality of restorations to an all-time high. I have had some tell me that we should not be judging, etc., but at Oshkosh this is an expected activity. Often it is responsible for a number of award winners being brought to Oshkosh that you might have }.~ever have seen were it not for the judging of these aircraft. We use a point system to score aircraft while judging at Oshkosh. This point system and the EAA Judging Manual is intended to take personality out of the jUdging process and standardize the way a winner is determined. I feel that the Oshkosh awards system has, and is meeting, this goa\. I would encourage other events to bring their judging more in line with the EAA standards. There is a new Revised EAA Judging Manual at the printers, or should be finished by now. This is a great aid for those Chief Judges to help standardize your
program, and also for the person who is restoring an aircraft in hopes that it might win an award someday. This year, as always, we will have some new and interesting Antiques, Classics and Contemporary airplanes, and we will be reporting to you about these aircraft in the future issues of VINTAGE for your enjoyment. By being a member of the EAA Antique/Classic Division, you are able to enjoy the VINTAGE AIRPLANE magazine 12 months each year. This is the only magazine totally devoted to information of interest about the Antique, Classic and Contemporary category of aircraft that is published each month on a regular basis. I would really like to thank everyone for their support of our 1 on 1 New Member Campaign to send in new members. This Campaign is being very successful gaining us new members. We will be continuing this effort for some time in the future so keep those cards and letters coming. I have personally been able to sign up four new members and hope to set a goal of four new members each quarter. Let's all see if we can push the Antique/Classic membership past the 15,000 mark by the 1998 EAA Oshkosh Convention. Let's all pull in the same direction for the good of aviation (and the Antique/ Classic Division) . Remember we are better together. Join us and have it all! ... VINTAGE AIRPLANE 1
A/C NEWS compiled by H.G. Frautschy
ZLiN TYPE CLUB David Sutton, 8 Knollwood Rd., Hack ettstown, NJ 07840, 908/813-3164 runs the Zlin Association. They provide owner net working for Zlin owners and enthusiasts and maintain close factory ties in the Czech Re public.
THE MOONEY X A few weeks ago I received an E-mail from an EAA member who was looking for information on the one and only Mooney X, a one of a kind Mooney apparently built in the late 1940's. If anyone has information regarding the airplane, you can E-mail the member at gjenny I @ ix.netcom.com, or write us here at EAA HQ. We have no in formation on the Mooney X here at EAA.
In the order of finish :
~/'1~f?
1. Roscoe Turner. LTR-1 "Meteor", #29 2. Earle Ortman. Marcoux
Bromberg R-3, #3
3. Steve Wittman. "Bonzo", #2 4. Lee Wade. Military HNB-, #41.
ABOUT THAT BACK COVER PAINTING .. . The top award winning painting in the 1997 Sport Aviation Art Competition is "Photo Op., 1938" an oil painting by Nixon Galloway, ASAA. Nixon's artwork was chosen as the winner of a Par Excellence rib bon. I! depicts the great Roscoe Turner with his Laird-Turner "Meteor" at the National Air Racing Championships at Cleveland just prior to the Thompson Trophy race in 1938. He won this race and set a new closed course world speed record in 283.43 mph. He won it again the next year and together with his win in 1934, became the only person to win the Thompson Trophy three times. It is in deed a photo opportunity, for as he poses for photographers (you can see their shadows in the foreground) by his winning plane, all eight of the aircraft that competed are caught in the picture. (See the key to the airplanes above.) Nixon (Nick) Galloway, ASAA is an ex perienced professional who is well known for the broad scope of work he has produced for corporations and more recently, the prints and paintings he has created for gal leries and individual commissions. He has an extensive background in aviation and over forty years experience as an artist. His paintings are held in many private collections and have been exhibited in the Air Force Museum , Smithsonian Air & Space and Museum, Kennedy Space Center, EAA Air Adventure Museum RAF Museum in London , and the White House . He is an 2 AUGUST 1997
5. Joe Mackey. Wedell-Turner, #25. 6. Joe Jacobson. Rider R-6 "8-Ball", #18 7. Art Chester. "Goon", #5. 8. Harry Crosby. Crosby CR-4, #52
Artist Fellow member and past president of the American Society of Aviation Artists. When not working in his studio, he can often be found on the ski slopes, or racing his sail boat in Southern California waters.
MORE 80 OCTANE AIRPORTS Our thanks to members who have sent in these reports regarding the availability of 80 octane fuel. We'd suggest calling ahead to confmn before heading off on a cross-country. CALIFORNIA Madera (MAE): Barber Aviation (209-675-0183) 24-br self-service pump island. Corona (AJO, formerly L66) Corona Airport Fuel Pump island (not yet self-service). Dawn-to-dusk. Santa Paula, Calif. (SZP) Whiteman Airport in Pacoima Calf. (WHP) Barstow-Daggett airport (DAG). A NEW BONANZA TYPE CLUB I f you're a Beechcraft Bonanza fan and your preferences run towards the older model Bonanzas, there's now a Type Club for you: Classic Bonanza Association Gary Hammock, President (phone :972 227-4741/972-875-4279) P.O. Box 868002
Plano, TX 75086
Newsletter: 6 per year
Dues: $16.00 per year
WIRE ENDS For almost an entire century, the name Mc Whyte Co . of Kenosha, WI meant brace wires. If you were building an airplane or creating a restoration, one of the first things you had to do was send in your order for brace wires. The lead time for those highly stressed, finely manufactured items was measured in weeks, then months and at times it was measured in in years. To many restorers and builders, it appeared in recent times that McWhyte was not really inter ested in making wires, at least when you looked at how long it could be before an or der was filled. McWhyte has decided to cease manufac turing aircraft wires, leaving U.S. consumers with no domestic manufacturer to fill their needs. Fortunately, there is a manufacturer interested in supply aircraft wires, and in fact , they have been doing so even longer than McWhyte . Brunton Shaw Limited of Scotland has agreed to purchase the assets used in the manufacture of aircraft wires at Mc Whyte. The irony of the transaction is that Bruntons originally sold this exact same equipment to McWhyte back after the turn of the century so McWhyte could enter into supplying aircraft wires to the then new air craft industry. Bruntons Aero Products division, located in Musselburgh, Scotland, will take posses sion of the former McWhyte equipment and use it to expand their manufacturing capabil ity, meeting the needs of builders, restorers and for floatplane rigging. In the USA and Canada, Steen Aero Lab is the exclusive distributor. You can reach them at 704/652-7382, or write Steen Aero Lab, 1210 Airport Rd., Marion, NC 28752.
BA BY ACES AT BLAKESBURG One of the featured events at the Antique Airplane Association's Fly-In over the La bor Day weekend will be a reunion of Baby and Junior Aces. Bob Taylor, AAA Founder and President, also runs a Type Club for Corben aircraft, and the Baby Ace built by EAA Founder and President Paul Poberezny is an outgrowth ofO.G. Corben's original design. The "Mechanix Illustrated" Baby
NEW AVIATION STAMPS ISSUED BY POST OFFICE
The U.S. Postal Service is honoring a wide variety of historical aircraft with their new
.32¢ stamps. They went on sale July 21 , 1997.
"With these stamps, the Postal Service for the first time pays tribute to the first 50 years
of American aviation history with a full range of inspiring examples of human ingenuity
and know-how," said Postmaster General Marvin Runyon.
The sheet of 20 stamps was designed by Phil Jordan of Falls Church, VA, and illustrated
by aviation artist William Phillips. The stamps are sold only in sheets of 20, and the list
of aircraft depicted are:
In the header, on the left is a Curtiss Model D Pusher, and on the right, an F-86 Sabre.
From left to right, starting at the top, we have:
P-51 D Mustang, Wright Model B, Piper J-3 Cub, Lockheed Vega, Northrop Alpha, Martin
B-10, Chance-Vought F4U Corsair, Boeing B-47 Stratojet, Gee-Bee Super Sportster,
Beechcraft C17L Staggerwing , Boeing B-17 Flying Fortress, Boeing Stearman ,
Lockheed Constellation, Lockheed P-38 Lightning, Boeing Peashooter, Ford Tri-Motor,
Douglas DC-3, Boeing 314 Clipper, Curtiss IN-4 Jenny and the Grumman F4F Wildcat.
You can order first day of issue postmarks by mail or by phone. Call1-8oo/STAMP24,
or you can affix the stamps to the envelopes of your choice, address the envelopes (to
yourself or others) and place them in an larger envelope addressed to:
CLASSIC AMERICAN AIRCRAFT STAMPS
POSTMASTER
1111 EAST 5TH ST
DAYTON OH 45401-9991 There is no charge for this service, but all requests for this first day issue postmark must be postmarked on the larger envelope by August 19, 1997. BUGATTI100 After nearly six months of effort by EAA staffer Bruce Jovaag, the Bugatti 100 speed ship has been completed for static display and hoisted into position in the Fergus plaza of the EAA Air Adventure Museum. Donated to the EAA Foundation by Dr. Peter Williamson of Lyme, NH it had been partially restored by Les and Don Lefferts of Ridgefield, CT. The futuristic looking racer, designed for an attempt on the world speed record, never flew in 1940, as the invading German military put an end to the project only weeks before it was to fly. A complete clean up of the structure and the many fittings, was done by by Bruce, and each of the various tubes, linkages, etc. were reinstalled. The machine work originally done by the machinists in France is quite extraordinary, and is something to behold. In the larger photo, Bruce (far left) Bauken Noack (center) and Museum Curator John Gaertner hoist the Bugatti to a spectacular viewing location in the Fergus Plaza. In the inset cockpit shot, you can see the pair of Jaeger tachometer replicas made by Bauken, and some of the instruments that still remained with the airframe when the aircraft was received by EAA. Unfortunately, many of the instruments were missing. Most interesting is the square hole near the center of the panel. The only photo we have of the cockpit area as it was in 1940 does not show the panel clearly enough to make out the individual instruments. On the far left are the throttle controls for the 4.7 liter Bugatti engines, and one of two triple pressure gauges delineated in atmospheres. The other is located on the lower left corner of the panel. Just above that and also to the right are the landing gear annunciator lights. One the far right is an another gauge, and the instrument in the center remains a bit of a mystery. At the top are a pair of blue lights, and at bot tom are a pair of red lights, with the word ROUES at the top, and the letter G on the left and D on the right, with point ers running a range between the two lights. Forward of the panel you can see one of the two air tanks used to actuate the Ratier propellers. The control stick is poking up and pointing at the pressure instrument just forward of the throttle levers. Forward visibility in the Bugatti for the pilot would have been difficult, at best, looking obliquely through a plastic windshield. The original windshield was retained for use in the restoration for static display, and itself is a beautiful piece of workmanship. Our thanks to Dr. Williamson for his donation and support of the restoration of the Bugatti 100. Come and see it at the EAA Air Adventure Museum!
Ace, built by Paul in 1954, is on disp lay in the EAA Homebuilder's Gallery in the Air Adventure Museum. Bob and Paul invite all Baby and Junior Ace airplanes and their pi lots to the annual AAA Fly-in in Blakesburg August 29, September I, 1997. You can call the AAA at 5 15-938-2773 for more informa tion.
7AC RESTORATION SPECIALTIES Hubert Lowenhardt, one of our faithful members who has been an asset to the
Aeronca communi ty for many years, would like to advise us that the address for his small company, 7 AC Restoration Special ties, has changed. The new address is now: 835 New London Turnpike Stonington, CT 06378 Hugh hasn't moved, but a realignment of of addresses in his area gave him a new ad dress . Hugh makes beautifu l reproductions of the original Aeronca hubcap, as well as exce ll ent rep roductions of the escutcheon plates (placards) for the throttle, fue l shutoff,
never exceed speed and trim tab plate, all for the 7AC series Aeronca.
AERONCAS ONLINE Tom Trainor, of Troy, MI has for many years kept track of all the Aeronca K aircraft still registered. You can now access that in formation online at: http//:www.cris.comJ-aeronca/ for a list of Aeronca K ' s and other Aeronca s tuff. Thanks to Tom for putting all this informa tion together. ... VINTAGE AI RPLANE 3
VINTAGE
AeroMail
Gentlemen: In your April issue, page 25, the picture of the Curtis BT on a ramp with an arched bridge in the background. This picture was taken from the Norfolk Naval Air Station. The bridge and breakwater were erected for the 1907 Jamestown Exhibition. There are other pictures of the bridge from the ocean side with some seaplanes on the beach and rows of white tents behind. I talked today with Mr. Joe Judge at the Nava l Museum in Norfo lk a nd he sa id there were pictures at the museum not on disp lay which could be seen by visitors if requested. The area where the plane was beached
Dear Mr. Frautschy, Please excuse this paper, it's not very formal. The reason I'm writing is to try to fmd out what this tail wheel fits. It' s the craziest thing I've seen in years, but is really well made. The casting is superb, and the welding is first-rate. It' s hard to imagine a factory would have an exotic affair such as this for a tail wheel. If the photo is publishable, maybe our membership can help on the origin. Thank you. Sincerely, Joe Locasto 447 State St. San Mateo, CA 94401-1605 Dimens ion s: Length , 10 inches; Width of Fork , 3 1/8 inches (inside) ; Width, Steering Lugs, 6 inches; Width of Casting, 2 1/8 Inches (Front) and I 7/8 inches (Rear); Rubber Biscuits (3), 2 inches diameter, 112 inches thick. was later filled in and is now part of the present Naval Air Station. A powerful hur足 ricane in the 193 0s washed up a long sand spit which formed the present Willoughby Bay, protecting the pictured area of the Air Statio n from heavy seas. Thi s sheltered area became a seaplane base during and af足 ter WW II. I enjoy your publi cation. Keep up the good work. Sincerely yours, Donald D. Watt EAA 433990, AlC 20720 Hampton, VA
Dear Norm, I thoroughly enjoyed the Louise Thaden 60th Anniversary Memorial 1996 Stagger足 wi ng Tour article in the March 1997 edi足 tion of VINTAGE AIRPLANE. However, as an old car buff, I wanted to submit the fo llowing correction: the restored 1936 Ford on page 15 is a roadster and not a convertible (the "cockpit coaming" gives it away). Sincerely, H. Savage
EAA 457356
Oakland, CA
4 AUGUST 1997
MEET THE DIVISION OFFICERS, DIRECTORS, AND ADVISORS
One of the major reasons some members serve the organization as Officers, Directors and Advisors is to serve their fellow ent husiasts, lending their personal skills to the operation of the Division. Recognizing members and their individual achievements is one of the many fun tasks they get to do during the annual Convention. Torquil Norman, from Great Britain, was presented a plaque of appreciation by AlC President Butch Joyce for his efforts to fly his DeHavilland Dragon to EAA Oshkosh from Britain. Torquil's friend Henry Labouchere is on the left.
by
Patricia "Trish" Dorlac
When most of us think about volunteering, we probably plan our volunteering schedule for the actual week at Oshkosh . There is a group, however, who epitomize the word "volunteer." The people who make up our Board of Directors are very dedicated to the Antique/Classic division and are called upon for much more than simply spending a couple of weeks at Oshkosh during the Convention. Their dedication and attitude, as well as the quality and diversity of the individuals on the board enables them to face any challenge, set goals, and accomplish their objectives smoothly and professionally.
When our division was first organized, the board was mainly a Convention planning committee, but it has evolved to encompass a great deal more. While they are sti ll very invo lved in the Con足 vention , ( there is even a separate convention committee), they have expanded their focus. Our division has grown dramatically. We are now international in scope, with many overseas members, including a chapter in Argentina, and chapter organization has be足 come more important than ever. Providing our members with the information they need to form their own chapter is one of the many jobs our board handles, doing so in conj unction with the EAA headquarters Chapter office staff. Working to help the members who donate their items, time, or money, the division re足 cently obtained the IRS classification of a tax exempt organiza足 tion, 501 (c)3 . Anyone who wishes to donate something to the VINTAGE AIRPLANE 5
(Left and below) AlC Advisor Roger Gomoll , a radio station executive and CFI, also serves as a volunteer pilot at EAA Pioneer Airport. He's seen here piloting EAA's Travel Air 4000 on one of the many weekends he t ra vel s to Oshkosh from h i s home in Minnesota.
Directors Geoff Robison (left) and Dean Richardson (right) dis cuss Convention activities in front of the "Red Barn" , foca l point f or many of the Division ' s activities duri ng th e Convention. Geoff, who in real life is the Chief of Police in New Haven, IN, serves as the Chairman of AlC Security and assi sts George Daubner as Co-Chair of AlC Parking. Dean chairs the annual reunion of AlC Past Grand Champions, as well as serving as an aircraft judge. 6 AUGUST 1997
Antique/Classic Division may now deduct their contribution. The main thing this group can provide the membership with is a wealth of information about Antique/Classic airplanes. If a mem ber has a question about a plane, this is the group to ask! Sup porting the preservation of old planes, a judging system that en courages the quality of restoration, and the desire to continue this vision into the future further encapsulates the goal of this board. The attitude this group has toward the division as a whole can best be summed up in the theme that has been chosen for the An tique/Classic area at Oshkosh, " PRESERVING THE PAST FOR FUTURE GENERATIONS." I have had the privilege of talking with many board members and have been impressed by their overall enthusiasm for the Antique/Classic Division and the people who are a part of it. From the pilots who return every year to share their wonderful flying ma chines with us, to the volunteers on the ground who help every1hing run smoothly, these people cannot say enough good things about you! When asked if they had any comments for the volunteers, one member responded, "There is a far greater degree of satisfaction in participation than in being on the side lines. Being a part of the pro gram is a GREAT experience!" Another said, "The more you get involved, the more personally rewarded you will feel. You develop a kind of 'ownership' feeling toward the division, becoming a part of a wonderful organization." Another member stated, "As a volun teer I receive much more than I give. I receive friendship, knowl edge and pride that comes from being a part of our sport." Not only is this group made up entirely of volunteers, their total combined volunteer time as board members adds up to roughly 250 years. If that does not impress you, maybe the fact that this group has been volunteering for our Antique/Classic Division for a total of over 400 years will! Makes me feel that my own time is just a drop in the bucket! Remember that every drop in the bucket counts! In addition to the time they spend during the convention, this group fi nances their own travel and accommodations when they attend the
During the 25th anniversary celebration of the Division in 1996, past officers and Directors were invited to share their experi足 ences. Past president AI Kelch (with microphone) speaks while (from left to right) Gene Ruder, Don Straughn, Bill Hazelton, and Kelly and Edna Viets listen and reminisce.
quarterly board meetings held in Oshkosh. Many live close enough to Oshkosh that they are there practically every week end to help with building or whatever else needs doing throughout the year. I admire this group of individuals for their willingness to share their experience with the rest of us, their desire to help preserve our avia足 tion heritage, and their actions as volunteers which sets an incredible example for the rest of us to fo llow! This year when yo u see a board membe r, be sure to let them know that their work is appreciated! Like the rest of us volunteers, your words of praise and encouragement are the only pay they re足 ceive. They certainly deserve it! ~ Butch Joyce (right) confers with Advisor Steve Krog (left) and Director Robert "Dobbie" Lickteig (center). Steve and Roger Gomoll are both flight instructors, and are putting together the AlC Safe Flying Seminar held during the Convention in one of the Forum tents.
The FAA has made a number of visits to the Antique/Classic area, learning more about the issues that concern our mem足 bers. Then assistant administrator Barry Valentine (third from the left) Deputy Associate Administrator Peggy Gilligan and Assistant Administrator Brad Mims are flanked by EAA's Washington representative Charlie Schuck (left), past officer and director E.E. "Buck" Hilbert and on the far right from the FAA is Elliot Brenner. Charlie and Buck gave the FAA officials a tour of the area to give them a firsthand look at the effects some of the regulations are having on the Antique/Classic community. VINTAGE AIRPLANE 7
Four times a year, the Directors travel at their own expense to Oshkosh for a Board meeting, where Division business is conducted and policy is set. Decisions regarding Convention activities, magazine content and expenses and all of the other aspects of running the Division for the benefit of the members are discussed.
Directors Stan Gomoll and Dale Gustafson work preparing the trim on one of the new information booth that will be stationed on each side of the new Antique/Classic arch.
Another activity during the Convention is the Antique/Classic Interview Circle. Charlie Harris and Dale Gustafson spend a few moments with Bob Hollenbaugh and the prototype Aeronca 11AC Chief before Charlie interviews Bob on videotape. 8 AUGUST 1997
Joe Dickey, an applications engineer by trade (that means he figures out practical ways to do things with gears!) helps out with the wiring for the phone system in the Antique/Classic Red Barn. Joe and his wife Julia run the Aeronca Aviator's Assoc. in their spare(!) time.
EAA ANTIQUE/CLASSIC DIVISION BOARD OF DIRECTORSOFFICERS PRESIDENT . . .. .. .. Espie " Butch" Joyce VICE-PRESIDENT ..... George Daubner SECRETARY. . ..... ... .. . .steve Nesse TREASURER.. ...... . .. .Charles Harris DIRECTORS
John Berendt
Gene Morris
Phil Cou lson
Robert " Bob" Brauer
Joe Dickey
Jack Copeland
Dale Gustafson
Stan Gomoll
Robert Lickteig
Jeannie Hill
Dean Rich ardson
Robert "Bob" Lumley
S.H. "Wes" Schmid
Geoff Robison
George York
DIRECTORS EMERITUS
Gene Chase
E.E. "Buck" Hilbert
ADVISORS
Steve Krog
Roger Gomoll
David Bennett
You can often find a work party happening during the spring and summer weekends here in Oshkosh. After the spring Board of Director's meeting, this group headed over the the Convention site to work on the two new information booths. They are: Janet and David Bennett (David is our newest AlC Advisor) Directors Stan Gomoll, Bob Lumley, Bob Brauer, Jack Copeland and Dale Gustafson.
Volunteers all, the Antique/Classic Board of directors and advisors all serve as Chairmen during the annual EAA Convention, many of the wearing more that one hat in that regard. In the front row, seated are: E. E. "Buck" Hilbert, Stan Gomoll, Gene Chase, Charlie Harris, Jeanne Hill, Butch Joyce, Steve Nesse. In the back, from left to right, Robert "Dobbie" Lickteig, David Rosol (he serves as Co-Chairman of the type club tent with Joe and Julia Dickey) Phil Coulson, Joe and Julia Dickey, OX-5 tent chairman Bob Wallace (our high time volunteer in the AlC area, with 32 years in as as a volunteer at the EAA Convention), John Berendt, Roger Gomoll, Jack Copeland, Bob Brauer, Dean Richardson, Geoff Robison, Dale Gustafson, Bob Lumley and Steve Krog. VINTAGE AIRPLANE 9
By H.G. Frautschy
From the collection of Clyde C. Wellons, Fayetteville, NC we have these two shots of a Sikorsky S-388 Amphibion. As listed in Juptner's U.S. Civil Aircraft, it is SIN 114-29. Equipped with a pair of Pratt & Whitney 425 hp Wasp engines, it could be configured as a transport with 10 seats, or with as few as four to six seats in an executive version. We can't tell you who the older couple is, nor the younger fellows standing on the right. How do you like the uniforms of the men on the left? NC-159H was originally delivered with an NR registration while it served as a Sikorsky test aircraft. It was later changed to an NC number while it was still being used by Sikorsky, presumably to get it ready for sale to a private owner who could very well be this couple.
10 AUGUST 1997
When cars were automobiles and airships were, well, AIRSHIPS, we have this photo of a Packard convertible parked in front of the Graf Zeppelin during the great dirigible's global flight of 1929. The stopover in Los Angeles, CA on August 26 nearly proved disastrous for the Graf - a temperature inversion in the skies above Mines Field meant that hydrogen had to be valved off in order for the huge airship to descend to the stub mast ' erected by the U.S. Navy. That action caused the Graf Zeppelin to be so heavy it could not lift itself from the airfield. Finally, after the crew, fuel and water ballast had been pared to the minimum, as well as provisions and cargo, the Graf was deemed to be 400 Ibs buoyant. Even with the weight removed, the takeoff of the great airship was difficult, with the giant hurtling at 60 mph toward the high tension electric wires along the perimeter of the airfield. Only at the last instant, as Dr. Hugo Eckener masterfully commanded the ship, did he clear the wires by first forcing the tail down into ground contact, which also raised the nose, and then as the wires pas~ed below the ship, the opposite elevator command was given, forcing the tail up to clear the wires. Only then after clearing the wires, could the rear most engine be started and was the airship able to climb into the warmer air mass above where it could gain lift as the hydrogen warmed. We don't have any identification of the Navy personnel pictured.
The S.V.A. Floatplane Fighter Long a favorite of modelers, the S.V.A. 5 (Ansaldo) fighter is one of the prettiest looking fighters of WW I. S.V. A. stood for Savioia Verduzio Ansaldo足 Verduzio was the designer of the land based fighter, built in Genoa and Turin, Italy. This photo, from the December 1919 issue of Flying shows one of the S.V. A 5's after it had been fitted with a pair of wood floats at the Ansaldo plant at Spezia. Powered by a Fiat motor, some 50 of the fighters were equipped with floats during the First World War. Later, they were converted back to land planes. The normal compliment of twin Vickers machine guns was reduced to one gun to offset the additional weight of the floats.
Hey Ma, Let's Go Fly In A Waco! What a great looking OX powered Waco 10! With only a few obvious signs of being shopworn (the bottom right of the cowl, and the dings on the inside of the wheels) this 10, registration unknown, looks like it is all set to hop a few rides at the county fair. The lady, her pilot and fellow passenger also appear to be ready for an evening out. She's got her best coat with a fur collar to keep her warm, and both fellows have ties on. What great time!
VINTAGE AIRPLANE 11
HOWARD MAYES'
I
lIP
UDE RECORD ATTEMPT by Don Lee (Above) September 6,1936, Huntington, West Virginia - Howard G. Mayes, Sr. congratulates his son Howard Jr., after setting a new FAI Class 1 altitude record of 19,997 ft.
There weren't many airports around when Howard Mayes, Jr. started flying. In 1931 his father, Howard Mayes, Sr., leased the airport at Chesapeake, Ohio, just across the Ohio river from Huntington, West Vir ginia. Prior to the Mayes era, Embry Riddle ran it but went on to greater thin gs. Howard, Sr. flew Jennys in WW I and then managed Wertz Field near Charleston, WV until he moved to Chesapeake. Howard, Jr. learned to fly at the tender age of 12, and then hired in with United Airlines in 1940 and retired as Vice President of Flight Op erations in 1978. Mayes Field, which is now known as Lawrence County Airpark (HTW), is man aged by Debbie and Jim Johnson operating as South Ohio Aviation and is home for our local EAA Chapter 644. Howard's plane, an Aeronca C-2N, re sides at the Pioneer Airport section of the EAA Air Adventure Museum. He flew it to a record altitude of nearly 20,000 feet on Labor Day weekend in 193 6. Thi s is hi s story of that record attempt. "The record that I was going to attempt that Labor Day weeke nd in 1936 was the Class I altitude record, as the Federation Aeronautique Internationale (F AI) called 12 AUGUST 1997
it," Howard said. "The plane could weigh no more than 440 pounds dry, with no fuel or oil on board. The plane that we had for this fli ght was a high wing C-2N Aeronca, sing le place, with a single ignition, two cylinder engine capable of producing 36 horsepower. It was known as the flying bathtub since it does resemble one.
" It was normally heavier than the 440 pounds, but we did many modifications to lighten it. The original flying brace wires were too heavy so we bought special light weight wires. We took out the auxiliary gas tank and the wobble pump that trans ferred the fue l. Well , we got the weight down to 439 pounds.
(Below) The stick grip and Scott brake ped als are not original but everything else is!
Now on display at EAA's Pioneer Airport, the single-place C-2N is often mistaken for a C-3. The C-2N was the best of both worlds - for $1545, you got the lightweight C-2 airframe mar ried to the higher horsepower Aeronca E-113 engine (36 vs 26 hpj. Out of nearly 200 C-2's built, only four of the C-2N models were ever constructed. NC13089 left the factory as a float plane equipped with Warner aluminum floats and established itself as a record breaker, flown by Ben King, Howard Mayes and Irene Crum, among others. NC13089 was donated to the EAA by John H. McGeary, Jr. December 28,1976. After its restoration was completed, it was placed on display in the EAA Air Museum in Hales Corners, and then it was hung above the Fergus Plaza in the new EAA Aviation Center. Later, it was transferred to Pioneer Airport, where it can be viewed with the many other historic airplanes on display. (Right) This shot of the C-2N at Hales Corners was taken by then museum director Gene Chase, not long after its restoration was completed.
"Now we needed a barograph to record the altitude and a qualified observer, who happened to be Gordon Chain, who lived in Huntington. We got the barograph and found a sensitive altimeter which were very expensive instruments back in those days. I hung the altimeter up over the strut where I could look up and see it. "Next, we needed oxygen and did not want to carry a standard heavy oxygen tank with me . We had a small, lightweight tank that was a water and oil separator from an air compressor. To increase the pressure capa bility, we wound safety wire around it and soldered the wire to the tank. Then we took it to the welding oxygen tank and turned full pressure on it. It didn't blow up. " (It was a wonder that it didn't; oxygen and traces of oil invariably react explosively.) "We laid it on the plane floor and had a rubber hose from the off and on twist valve," Howard continued . "I got up to 12,000 feet after about an hour. In another 30 minutes or so, I was at 14,000 feet and things were getting a little fuzzy . I thought of oxygen, that is what I needed. I stuck the hose in my mouth and turned the valve on and I went WOW! Looking back at it, how silly; it's a wonder I didn ' t blow my head off. Anyway, I perked up and the en gine did too and everything returned to nor mal. Now I climbed up to 16,000 and the
same thing happened. I stuck the hose in my mouth and turned it on and there was not much oxygen there, but it helped a bit. "When I got up to 18,000, I had the hose in my mouth and the valve wide open and was sucking on it. Nothing was happening, but I stayed with it and got up to what I thought was 20,300 feet. I remember that I could not quite coordinate things. The al timeter was overhead and I leaned my head back like this and it stayed there. Truth fully, that is the last I remember until I was back to 12,000 feet. At 12,000 I wondered what I was doing there . Now it was too late to go back up. After all, the plane only has eight gallons of gas in it. I was running it wide open to get to that altit ude and it was using it up pretty fast. I came back and down and landed. The barograp h showed 19,997 feet which was the record for the Class I airplane at that time." The local papers reported that Howard was surrounded by young women who "showered him with kisses" after he landed. The air show was a success with about 5,000 people attending. "Why did we do it?" Howard asked . "Well, my father (pop) was an entrepreneur and was always figuring out ways to make money (we had to in those Depre ss ion days), so he advertised an air show and said Junior will make an altitude record attempt.
So, Junior made an altitude record attempt. "Irene Crum made an altitude record for women in the same plane," he said. She learned to fly at Lawrence County Airpark which was known as Mayes Field then . She went on to be a WASP and ferried mil itary planes during WW II." The young Mr. Mayes was pictured on the front page of the local paper, the Herald Dispatch . Joining him in the photo was Irene, who had set her record at Gallipolis, OH on August 23, 1936. Crurn flew the C 2N to an altitude of 19,425.814 ft. Irene and Howard had to share the headlines dur ing that day with the news of Benny Howard 's crash outside of Crown Point, NM during the 1936 Bendix Trophy race. "The actual plane was wrecked, rebuilt and don ated to the Experimental Aircraft Association," Howard said. "The plane was hanging from the ceiling in their Mu seum at Oshkosh, Wisconsin the last time I saw it. It had a dummy sitting in it. My wife said it doesn ' t look like me but I told her I was younger then." Howard ' s C-2N wasn't new to the record game - prior to the Mayes' owner ship, the little Aeronca was owned by Ben jamin King, who used the airplane to set seven records for speed, altitude and dis tance, both on wheels and also when it was equipped with Warner floats. ... VINTAGE AIRPLANE 13
ntal -1997 From the air, the entire Lock Haven Airport is visible with the Susquehanna River in the background. The former Piper Aircraft fac tory can be seen on the left side of the photo with the town of Lock Haven behind it. Several aircraft are waiting for takeoff from the parallel grass strip with one just starting a takeoff run. A larger twin-engine aircraft readies for takeoff on the main Run way 9. The Sentimental Journey grounds are on the near side surrounded by trees and campers.
Story and Photos
by
Norm Petersen
It is really surprising the number of birds that are singing at 5:30 in the morn ing at a quiet Wisconsin grass landi ng strip. My wife had graciously driven me and a large load of "stuff' to "Earl's Inter national" north of Oshkosh, WI, where my 1946 J-3 Cub, NIOXS, waited patiently. We, my Cub and I, were heading out to attend the 12th Annual Sentimental Jour ney to Lock Haven, P A, the place where over 17,000 Cubs were built. It was to be the very first visit to Lock Haven for me and also the first ever for my Cub - it was built on November 21, 1946, in Ponca City, OK. The original factory "N" num ber was N3675K, SIN 22366, which has since been changed to N I OXS - which stands for "One Old Ex Sprayer" in defer ence to its first twenty years as a crop sprayer in Parkston, SD, when it was flown by veteran EAAer Cliff Adkins (EAA 7 17,
Bill Schaefer, Jr., lifts NC1402N off the grass runway after a very short run. The Whitaker Tandem Gear is pulled slightly nose-up by bungee cords, much like a pair of skis. Landings are much akin to landing in a field of marshmollows!
Watching the sun rise over Lock Haven, the Schaefer Cub, NC1402N, SIN 22926, sits proudly on the Whitaker Tandem Gear, ready to go for a demonstration flight.
AlC 2241).
Putting most of my camping gear in the baggage compartment, I hoisted my (heavy) duffel bag into the reat seat and fastened it down with the seat belt. Con verted to a front seat solo Cub with an 18 gallon wingtank and no nosetank (a hi PA II), the Cub was as ready as it could be for the long trip to Pennsylvania. Saying goodbye to my wife, Loretta, I fired up the Continental C90-8 engine and climbed aboard. It was easy to tell the bird was near gross as it wallowed through the grass to the far end of the strip . After checking the mags and carb heat, I turned and took off to the west in just a short run of about 300 feet. The clock said 6:20 a.m., Monday, June 23rd. I was bound and determined to make this entire trip with a finger on the map and a whisky compass. No radio, no GPS, no nothin' . Heading south from Oshkosh, a very welcome cloud cover kept the air smooth at 800 feet and the Cub's blazing 14 AUGUST 1997
The father-son team of Bill Schaefer, Jr. and Sr., install the Whitaker Tandem Gear on their 90 hp J-3/PA-11 after arriving at Sentimental Journey from Minnesota. Few, if any, particpants had ever seen such an installation and observing the airplane fly with the tandem gear installed was quite a treat. Bill Sr. is a corporate pilot by trade while Bill Jr. is a computer programmer at Southwest State College in Marshall, MN.
Winner of the Grand Cham足 pion Awafd at Sentimental Journey was this beautiful 1946 J-3 Cub , NC98868, SIN 19127, flown in by Steve Logue, Mon足 toursville, PA. Displayed as an example of Randolph Products, the Cub was bril足 liantly restored by Dave Liebegott and crew in his Classic Magic Aviation at Duncansville, PA.
Winner of the Reserve Grand Champion Award was this 1936 Piper J-2 Cub, NC16667, SIN 682, flown in by Bob Stewart of Erie , PA. The workmanship on this restora足 tion is quite remarkable and a joy to behold.
(Above inset) Detail shot of the Menasco 0-84 engine installation in the 1929 Great Lakes.
Winner of the Best Antique Award was Paul and Ellie Ennis' 1929 Great Lakes 2T-1 powered with a 125 hp Menasco. Paul's father, Frank Ennis, bought this airplane brand new in 1929 and it has been in the family ever since. VINTAGE AIRPLANE 15
This Kinner-powered Fleet 16, NC343SF, SIN 343, was flown in from Wilmington, DE, for the fly-in. A considerable number of lucky people received rides in the Fleet during the event. This model uses the 160 hp Kinner R-56 five-cylinder engine.
One of the treats of the fly-in was meeting people like Robert Peterson of Lock Haven, former Piper employee, who not only worked for years at Piper, but also flew the company supplied Cubs during evenings and weekends for the standard price of $1.12 per hour - wet!
This temporary control tower helps to advise pilots on field information, traffic and conditions. The skeleton hanging by a rope had a sign below it that read, "This pi足 lot forgot to tie down his airplane!" The point was well taken and quite graphic!
A close look at the original metal wheel pants on Dale Dolby's J-5 Cub Cruiser gives you an idea of the beautiful workmanship done on this airplane.
Winner of the Best Long Wing Piper award (other than J-3) was this immaculate Piper J-5 Cub Cruiser, NC38243, SIN 5-913, flown in by Dale Dolby of Ft. Wayne, IN. Nicely finished in original International Orange, the Cruiser was detailed to a very high degree. 16 AUGUST 1997
(Above) A real surprise was this 1930 Bellanca CH-400 Skyrocket, NC779W, SIN 617, flown in by its restorer, Richard Schriebmaier, of Sugarloaf, PA. A former Alaskan bush plane with Pollock Flying Service, the big six-place Bellanca was used on wheels, skis and floats. Richard spent over 8,000 hours in the total restoration with the big bird making its first flight in 1994 after a "rest" of 37 years! This is the only CH-400 known to be flying.
(Left) Instrument panel photo of Richard Schriebmaier's beautiful Bellanca CH-400. Note the control stick instead of a control wheel.
One of several Clipwing Cubs was this very nice Reed Conversion, N41103, SIN 7652, flown to Sentimental Journey by John Riley of Monaca, PA. The mountain ridge in the background rises about a thousand feet above Lock Haven's airport.
JOURNEY Continued on page 22 VINTAGE AIRPLANE 17
:
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1.,
AI"k,n [mnli" h" long h"n , pi", who« moo "d women had to be self-sustaining. Being ab le to take care of your own and maybe help a fellow Alaskan along the way have been a part of life in the North for as long as anyone can remember. Among the many who can do just that, one man often stands out. Ed Gelvin (EAA 204406) of Central, Alaska has been known as a man who could mine gold, saw wood, build a sled or a house, and hunt and trap. In a land where some just do what they have to to get something to work, Ed Gelvin is thought of as one of the most capable people others have ever met. Author John McPhee quoted one of Ed 's neighbors as saying, " Every move he made he was do ing something. There were no dead moves." Just doing it isn' t enough for Ed. If you're going to bother to do a task, you might as well do it properly! That ' s a great motto to live by anywhere and it takes skill and know-how to make it work. But when he saw the Robin, even he wasn't sure it would be possi ble to restore and fly it. The Robin arrived in Alaska in 1939, spending the next 21 years ferrying men and supplies around the wilderness. Back in 1950,
Ed Gelvin, of Central, Alaska
The triangular window in the forward cabin of the Curtiss Robin has long been one of its most identifiable features. The landing gear had to be completely built, and a set of Cessna 310 wheels and brakes, couple with a pair of DeHaviland (Canada) Beaver tires make it possible to land the Robin wherever Ed Gelvin would choose.
VINTAGE AIRPLANE 19
Wide stance landing gear, good ground clearance, large, boxy fuselage - Hmm, I'll bet this would make a good bush plane .. .
(Right) A Scott tail wheel and a brand-new shock absorber are mounted on the tail of the Robin for unimproved strips. The sharp looking "Cur tiss Robin" lettering and artwork were painted by Ed's daughter Carol.
(Above) The cockpit of the Alaska Robin had its in strumentation held to a minimum, with a transpon der, radio and a portable GPS used to handle to modern duties of communication. The lever on the lower left is for the effective elevator trim. You can see the built in forward viewing windows that allow the pilot to see past the nose of either a air-cooled radial or water-cooled OX-5 engine.
Not over the Alaskan inte rior, but cruising along over the pines of Florida, Ed and Stan Gelvin enjoy a vaca tion trip in the Alaska Robin. And you thought you needed a vacation from the winter in Ohio ... 20 AUGUST 1997
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(Left) The fuel tanks each have a substan tial sump to ensure consistent fuel flow.
Howard Fowler landed the Robin on the tundra north of the Yukon River, about 300 miles east of Fairbanks. He walked away from the forced landing to fly another day. Howard has long since passed away, but the indications were that the airplane was under control as Howard landed on the soft surface. The landing gear was tom off, and the rusting, rotting hulk that remained after sit ting in the open until 1991 hardly looked like a prospective restora tion project. As rusty as the fuselage was, I'm not sure even a scrap dealer would have been interested. Ed Gelvin had known about the Robin for years, finding out about it 10 years after he came to Alaska from the lower 48 in 1949. Almost as long were the tales of others who planned on pulling the wreck out of the back country and restoring it. A fel low from Texas even managed to obtain the paperwork for the Robin from Fowler's widow, but he didn't plan on going to Alaska to retrieve the Robin on the tundra. After semi -retiring back in the early '90s, Ed was tooling around the Yukon valley and decided to take a look at the wrecked Robin. As bad as it was, it still intriqued the capable mechanic. In his mind he formulated a plan to fly the Robin out, piece by piece, but before he did that, he researched the FAA records to find out if the airplane was currently owned by someone. The fellow in Texas still owned the paperwork, which Ed bought from him. Now that he owned the pieces and paperwork for a Curtiss Robin, the hard work began. Ed Gelvin uses airplanes like many in Alaska, as a means to ac complish whatever ends need to be met. While not a FAA certi fied mechanic, his abilities far outshine those of most A&P school graduates. A master welder and sheet metal man, Ed is known in Alaska as the best of the best. He's pretty ingenious, too . To get the Robin off the Tundra, he flew in with his Bushmaster on skis. A Bushmaster? It's a Piper PA-22 extensively modified to the point it carries an Experimental airworthiness certificate . The fuselage is lengthened, and a total of six feet are added to the wingspan . One of Alaska's favorite engines, the 180 hp Ly coming, is installed inside the cowl. Ed collected parts and put them inside the cabin, and those too long to fit inside, such as the wing spars, were strapped onto the struts and hauled home, pickup truck style. The fuselage was also one of the parts that wouldn't fit, so Ed solved that problem by cutting the fuselage lengthwise and dragging it home one half at a time. It took four flights to get all the parts home. Flying and building airplanes is a Gelvin family tradition. Ed's daughter, Carol, married Scott Reymiller, an A&P with an AI. Scott's a talented mechanic in his own right, and he'd get to put many of his acquired skills to work as he helped his father-in-law restore the Robin, and handle the necessary paperwork for the Robin's restoration. About two-thirds of the steel tubing in the fuselage had rusted to the point of being unusable, and of course, all of the wood in the wings and fuselage had long since given up any semblance of air worthiness. Still, between the drawings he had and the parts, Ed was able to recreate airworthy pieces to rebuild the Robin. A trip down to Seattle to visit the Museum of Flight's Curtiss Robin was made with ruler and note pad in hand. Details that couldn't be had in the factory drawings came to life as Ed looked at the Robin "in the fabric." The landing gear was quite a challenge, one that Ed's son Scott was up to meeting. A new set of shock absorbers were machined by him, and a finer piece of work couldn't be had from the most well equipped defense contractor. Each of the three struts (there's one on the tail too, to soak up the bumps from the Scott tail wheel) is beautifully fmished and polished. The wheels and brakes are also "modem" adaptations, since the originals were not available. Besides, Ed planned all along to build up his "Alaska Robin" as a flying airplane, not as a static mu seum piece, and a set of wheels and brakes from a 310 with a pair ofDH Beaver tires mounted on them would go a long way to keep ing the airplane practical on the grass and gravel strips that are the hallmark of Alaska airports.
Also done to make the airplane a capable machine was the in stallation of a 220 hp W670 Continental radial engine driving a Hamilton-Standard propeller. The engine, used heavily to power military trainers during the second World War, has far more spare parts and expertise available than the OX-5 or Curtiss Challenger engines installed in the original Robins, not to mention a longer TBO and greater reliability. Coupled with the exceptionally tough Curtiss fuselage rebuilt by Ed, the Robin is actually one tough air plane, not some dainty hangar queen meant only to fly in the calm evening. When he found the airplane, Ed found the wings intact, but none of it was usable except as parts. The Robin has aluminum ribs, and he had to build up a complete set of them, even going so far as to proof test them to be certain they were built to withstand the stresses specified on the factory drawings. A new set of spruce spars supports the new wing ribs, and all of it is covered in Dacron and finished with Poly Fiber's Aerothane polyurethane paint. Both the fabric and the expertly crafted sheet aluminum parts were finished with Aerothane. Ginny Glevin, Ed's wife, contributed to the project by spending some of her time pass ing a rib stitching needle around each of the Robin's 38 ribs. After the Robin was painted, the finishing touches were added by one more family member, Ed and Ginny's daughter, Carol. Her exper tise runs in an artistic vein, for she did the "Curtiss Robin" letter ing and bird drawing on the rudder of the Robin, and the nicely scripted lettering for the "Alaska Robin" on the boot cowl forward of the triangular cabin window. Carol is married to Scott Reymiller, and they have an aviation minded youngster, Darwin, who enjoys playing with the carved wood model of the Robin his grandfather gave him. As we mentioned, Ed has always intended for the Robin to be flown, and he meant it. This past spring, he and his son Stanley hopped in the Robin and headed south. It was a balmy 35°F when they left Central, AK on March 24, and went to Dawson in the Northwest Territories. The next morning, it was 28 below! Fortu nately, they had planned ahead and had filled the oil tank with multi-weight aviation oil. A series of hops southeast across Canada brought them to Cut Bank, Montana. I'll let Stan tell you what happened. "When we landed at Cut Bank, it was blowing 40 mph, and we not only ran into the wind, but I had to get out to tum downwind and push the tail around and I rode the tail to keep it down. We taxied right over some tiedowns, and there were a couple of guys there. They were concerned about us being able to stay in one spot once we stopped, so they got a hold of the wings and tied us down. While we were there it started blowing 45 mph, gusting to 60. When we got ready to take off, we were afraid to taxi to the pumps, so they got a pickup with a tank in it and brought the fuel right to us. Then they held us, and since it was my tum to be in the front seat, I got her running and right from the Customs house they let us go - they were holding the wings, and I gave them the signal, and I had the engine really turning and we just took off right from there, right on the ramp in front of the Customs House. We had the wind on our tail all the way to Lakeland!" It took them eight days and 32 flying hours to get to Lakeland, arriving early for the fly-in on March 31. They planned on a leisurely flight home, making a few stops to visit friends and fam ily before they headed back up to Alaska. While they were in Florida, they visited the rest of the fly-in, and sat in a pair offold ing chairs answering the many questions visitors asked as they contemplated the thought of a cross country at 105 mph all the way from our 49th state . I'll bet that more than one of the visitors wished they could join them for the return adventure. Getting to know Ed Glevin can be a bit of a challenge, for he prefers to let his handiwork speak for him. His quiet, shy manner belies a talent that will live on long after he has gone on to his re ward. Something tells me there is a lot more built or fixed the right way upon this Earth because Ed Gelvin decided it needed his atten tion . His capable hands and mind truly have, to paraphrase a line in a Paul Anka song sung by '01 Blue Eyes, "done it the right way." .... VINTAGE AIRPLANE 21
The author gets ready to go aviating w ith Dan Knutson (AIC judge) to get some aerial photos of the Lock Haven Airport and surrounding countryside. The clear day on Fri day made for some spectacular view s of the area.
JOURNEY (Continued from pg 17) speed of 87 mph really moved us along. Passing the huge Horicon Marsh, I noted a pair of white swans flying over the marsh in echelon right formation, their long necks plainly visible as their big wings slowly pumped along. The sight almost made me feel sorry for the "high-speed" flyers! If you have never flown over rural Wisconsin with its lush green June foliage, at 80 mph, you have a treat coming. It reminds me of the sign coming into Northfield, Min nesota , " Home of Cows, Colleges and Contentment." Crossing the Illinois border, we (the Cub and I) pass over Dick and Jeannie Hill's beautiful home and landing strip as we follow the line on the map. The huge chunk of Class A airspace allocated to O' Hare Airport passes by the left wing as the Cub ticks off the miles towards our des tination of Sandwich, IL. Owned by George Pearce, a pilot, real estate developer and a real friend of avia tion, the Sandwich Airport features a hard surface runway, a grass cross runway and is the home of Dr. Bern Yocke's excellent aircraft restoration shop. Besides that, they have auto fuel at the pump for us Cub dri vers . George helps me top off the tank with 13.2 gallons. Just a half hour later, I circle the airport at Morris, IL, and drop in to visit Gene Lit tlefield, veteran Stearman aerobatic pilot (27 years) who is recovering from a knee operation. Last December, he sold the air show Stearman to a gentleman from South Africa, however, Gene still teaches aero batics in a Decathlon for those lucky stu dents who are fortunate to have his expert tutelage. Gene really surprised me when he said their busiest airplane on the rental line was a PA-II Cub at $60 per hour! Naturally, I congratulated Gene on having a very astute clientele! Picking up a cur rent Detroit Sectional chart which would take me all the way to Lock Haven, I bid 22 AUGUST 1997
Gene and his crew goodbye and headed the Cub east. The area south of Chicago is dotted with small airports and is a virtual haven for the sport flyer. A light westerly wind pushes the Cub along as we cross into Indiana and head for Warsaw, IN, which is the world headquarters for prosthetic devices. The non-towered airport is managed by Lance Ropte, who has really sparked a commu nity feeling of pride in their facility . It is neat as a pin and the service is top shelf. (Can you imagine an airport courtesy car with only 32,000 miles on it?) They were busy getting ready for the coming weekend Flight Breakfast and Airshow and the place was really shipshape. A huge new corpo rate hangar was going up on "corporate row." The optimism displayed by Lance and his crew was indeed refreshing to see and feel. With the sun at my back, the Cub heads east across Indiana and into Ohio. I don't ever recall seeing so much home building going on, especially in the countryside. Some of the huge swimming pools had div ing decks up to thirty-three feet (ten me ters) in height. Perhaps a future Olympic diver will emerge from this area. We stop at Willard, Ohio, for fuel and a chance to stretch the legs. The manager has some of the nicest model speedboats I have ever seen plus a new Rans two-place in the hangar. The talent of airport people never ceases to amaze me. The light west wind helps to move the Cub a long as we pass by Akron, OH, on the north side of town. The huge blimp hangars are plainly visible at the airport, relics from when the huge blimps and diri gibles ruled the skies. We pass over some beautiful Ohio lakes, covered with sail boats, speedboats and the ever present jet ski waterbugs that "dart hither and yon." Painfully absent is the hint of any seaplane activity on the lakes. Passing Youngstown, OH, we cross into
Pennsylvania and the hills and valleys be come far more prominent - and the naviga tion becomes more difficult. Luckily, the 90 hp Continental is purring away at 2350 RPM and the fuel is in good shape as we make a few turns left and right to try and locate Butler, PA. Eventually, I spotted a Luscombe circling up ahead and decided to follow him a bit farther east. He led me di rectly to the small airport owned by the Butler Farm Show. I landed the Cub and taxied into the thickest infestation of EAA people I have seen in years! The hangars were full of neat home builts, Antiques, Classics and spamcans of all kinds. One hangar had a Beech Stag gerwing on wheels and another Stag on floats! Next to them was a mint Cessna 140 and a spectacular 125 hp polished Swift. The man behind these beautiful airplanes was Ranley Nelson (EAA 409613) of But ler, PA. In his shop was a pair of Champ wings being readied for cover. When the owner, John Lachendro, walked in, it was like old home week. I had flown these very wings while giving Champ rides at Beaver Dam, WI. The next hangar had a very nice Star duster Too biplane undergoing annual (Condition) inspection. At the gas pump, Wellie Forsythe helped me refuel the Cub, helped me tie it down, drove me to a motel and picked me up at 8 a.m. the next morn ing so we could have breakfast together. Not too shabby! Picked up Interstate 80 near Clarion, PA, as the morning sun, streaming through the windshield, warmed my chest. Down below, four "Great Orange Pumpkins" (as we call the Schneider Transportation trucks from Green Bay) gave me just a tinge of homesickness as they rolled along Inter state 80 . Before long, we reached the Susquehanna River and turned left towards Lock Haven. It was approaching noon on Tuesday, June 24th, as I circled the airport and lined up for a lefthand approach to Runway 9 (Runway 27 is a righthand ap proach). As I came down over Lock Haven with the airport ahead of me in the wind shield and the huge closed Piper factory to my right, I could feel my heart thumping faster than normal - tears ran down my cheeks - and the emotional experience of finally coming home to where 17,000 Cubs were built and over 77,000 Piper airplanes were hatched, finally hit me right between the eyes. To an old Cub driver, this is def initely hallowed ground! Slowly I taxied the Cub towards the grass parking area and a marshaler directed me to a line of yellow Cubs for parking. I turned off the engine and sat for just a short time, allowing the importance of the mo ment to sink in. The tach showed 10.5 hours since leaving Oshkosh. Immediately ahead in the next row, a fa ther and son team were busy installing a Whitaker tandem set of wheeled landing gear they had brought along from Marshall, MN. Bill Schaefer and his son, Bill Jr. of Tyler, MN, have owned N1402N, SIN 22926, a J-3 Cub modified to PA-l1 stan dards, for many years and acquired the
Whitaker Tandem Gear along with the air plane when they bought it years ago. Be cause the tandem wheels scrape and scrub when the airplane is turned on hard surface, they much prefer to bring the gear system along and install it for special occasions . On grass, the gear works very nicely and can handle rough ground up to fairly good sized rocks! Each footprint supports only half the normal load, so the wheels tend to ride over most any surface. Alignment is maintained by cables and a bungee cord, nearly the same as skis, and attached to ski fittings on the landing gear. During the fly in, the Schaefers made several demo flights for the benefit of the crowd, most of which had never seen a Whitaker Tandem Gear in action on a J-3 Cub. (Small world dept. : Bill, Jr. lives on the very same block where I grew up in Tyler, MN !) On the end of the same row of Cubs was a '47 J-3 modified for short takeoff events with the name, "White Hawk," on the cowl. Flown all the way from Burlington, W A, by its owner, Jerry Burr (EAA 289379), the airplane features a well-tuned 0-200 under the PA- Il cowl, extended wings, drooping ailerons, flaps extended to the fuselage, vortex generator kit, lead ing edge wing cuff, Demer drooped wingtips, Super Cub fuel tanks and balanced J-3 Cub elevators. Cruising at 90 mph, the White Hawk has won any number of short takeoff and land ing contests including the famous Gulkana, AK, event. The best takeoff recorded is 17 feet with the shortest landing recorded at 24 feet! Jerry says when the airspeed hits 9 mph, the airplane will fly. Continental al lows 3,000 RPM for five seconds on take off, however, Jerry says that at one and a half seconds, he is off the ground and re ducing power. The airplane is licensed in normal category and flown all over the country. On Tuesday evening, a reception was held at the Cal Arter home on the Clinton County Golf Course (Cal's father donated the land for the golf course). The perfect evening, magnificent surroundings, excel lent food and aviation people from all over the country made for an outstanding gath ering. Cal is one of the movers and shakers for Sentimental Journey and his contribu tions are legendary. Wednesday morning, the fly-in began in earnest as more and more airplanes arrived with Cub yellow being the dominant color. Longtime FAA Inspector (ret.) Gene Breiner put on a fine seminar for J-3 pilots that drew an overflow crowd. His down-to-earth expla nations on airworthiness, registration and weight & balance kept everyone on the front edge of their chairs. He reminded us that the J-3 has no flight manual- only placards. The very first Piper airplane with a flight manual was the PA-12 Super Cruiser. Gene also ex plained the intracacies of getting an FAA field approval for other than standard im provements on an airplane. The nice part about Gene Breiner's presentation is that he speaks from many, many long years of expe rience on both the mechanic's side and the FAA side. For fun, Gene flies a B-5 powered Kinner Fleet biplane, NC8648, SIN 61.
From the fine community of Lodi, WI , came this father/son team of Judges for Senti mental Journey. On the left is Dick Knutson (EAA 37410, AlC 8462) and the driver is Dan Knutson (EAA 402120, AlC 18753). What this team doesn't know about airplanes, especially Piper airplanes, could be stuffed in a very small sock.
The old Piper Engineering building on the airport has been purchased to make it into the Piper Aviation Museum which will tell the world about the fantastic history of the Piper Aircraft Company and Lock Haven, P A. Harry Mutter is in charge of co ll ections for the new museum and is, without a doubt, the perfect person for the job. Besides leading the charge to get a portion of the second floor ready for dis play at this year's Sentime nta l Journey, Harry has also acquired the second "Round the-World" Piper PA-l2 from 1947 that was flown by George Evans. (The other PA-12 is in the Smithsonian.) Harry plans on restoring the PA- 12 and flying it for a spell before putting it in the new Piper Avi ation Museum. Meanwhile, a group of eighteen Stear mans arrive en masse to brighten up the day with the sound of radial engines and spread the aura of brightly colored biplanes in the pattern. When parked in straight rows, Stearmans make a very pretty sight, especially for the camera folks. Arriving from Salisb ury, MD, were longtime EAAers, Paul and Ell ie Ennis (EAA 67592, A /C 1312) with their rare Menasco-powered 1929 Great Lakes 2T-l, NC818K, SIN 79, that has been in the En nis family since new! Paul's father, Frank Ennis, bought the airplane new in 1929 equipped with an American Cirrus engine of90 hp. In later years it was converted to the Menasco D-84 engine of 125 hp which makes for a going machine. The Great Lakes has been rebuilt several times during its 68-year history with the latest restora tion featuring an engine-turned cowl, land ing gear and wheelpants - all done by Paul Ennis. The pretty biplane ran off with the Best Antique Award for the fly-in . Thursday featured forums on L-4 Grasshoppers by John Stahly, aircraft inte riors by John Stretch (Airtex Products) and Paul McBride (Lycoming engines). In ad
dition, Clyde Smith, Jr. held forth at his booth each day, answeri ng questions that on ly a man of his cali ber can answer. Clyde's Fabric Restoration of Pipers forum was held on Friday morning with an over flow crowd in attendance. I, for one, have never heard Clyde speak without learning something. His straight forward, knowl egeable and humble approach endears him to the audience who, in turn, soak up infor mation like a sponge. A forum on the 1947 Round-the-World flight by two PA-l2 Super Cruisers was held Friday afternoon with Harry Mutter ha ndlin g the mike in a most interesting talk. Having one of the PA- l2's on hand for all to see in the lower level of the Engi neering Building was a huge plus for Harry and his audience. A noteable addition to the fly-in was a completely restored 1930 Bellanca CH-400 "Skyrocket," NC779W, SIN 617, that was flown into Lock Haven by Richard Schrieb maier of Sugarloaf, PA. The only known Skyrocket still flying, it spent about twenty years flying the Alaskan bush with Pollock Flying Service from 1938 to 1957 when it came to grief on the Tanianna River and was salvaged in pieces to Anchorage. Ac quired from the estate of the late noted Bel lanca mechanic, Preston Snyder, the Sky rocket was totally restored over a two and a half year period, making its first flight in 1994. Richard spent over 8,000 hours in the restoration with everything new but the bare fuselage! The engine is a 450 hp P & W R-985 in deference to the factory origi nal R-1340 Wasp of450 hp. Needless to say, this precious old bushplane drew many onlookers at Sentimental Journey. Following the forum on aircraft finishes by Bill Henshaw and Roger Lehnert (Ran dolph Products) which was extremely well done and most interesting , I was taken
JOURNEY Continued on page 28 VINTAGE AIRPLANE 23
Our Mystery Plane for August is this hot little number from the collection of Msgt. Charles N. Trask of York Haven, PA. Some of you folks might accuse me of taking it easy on you with this one, but the fact is you don't see too many of these, so we'll give the younger generation a chance to puzzle over this one. Send your answers into EAA HQ no later than Sep tember 2S, 1997 for inclusion in the No vember issue of Vintage Airplane.
by H.G. Frautschy The May Mystery Plane resulted in a nice number of responses, with a variety of guesses as to the identity of the low wing, open cockpit monoplane. We'll start off with the response of Paul Schid ing, York, P A. "Your Mystery Plane this month looked very familiar. Way back about 1934-35, Mr. Jason Moore ofLancaster, PA brought his Westbrook Sportster to the York Airport for repairs. The 8xl0 photo (facing page, left) was taken at that time. Shortly there after he crashed, killing himself and his fe male passenger. Back in 1981, Mauno Salo, ofthe AAHS (American Aviation His torical Association) was looking for infor mation and photos ofthe Westbrook Sport ster and 1 corresponded with him. He sent me the two smaller photos (right) and the info sheet I am enclosing. " Here's what Mauno Salo wrote about the Sportster: "Designed in 1929 by Neil Westbrook Perdew (MIT) and Carroll H. Mattson (NYU) as a low-wing, 2-place sport trainer monoplane featuring cantilever, plywood covered wooden folding wings, a steel tube fuselage and powered by an upright, in-line 4 cylinder engine. In 1930, ten months of test flying was done mostly by Clarence Chamberlain. The airplane had spinning problems, fail ing to recover (stop) in the required num ber of turns. Therefore , the C. G. was changed by adding 18 pounds oflead to the nose ofthe airplane. The Westbrook purchased by Harold Munch of Roosevelt Field, NY was re worked by lengthening the nose in order to pass the required CAA spin tests. At Teter boro the birch skins were replaced with heavier spruce skins in order to provide smoother surfaces. " Mauno also produced a list of the air craft built: -9N Perdew W-S SIN W-SOI DH Gipsy 60 hp, and Cirrus 24 AUGUST 1997
Plane
The Westbrook w-s Sportster NC966V Westbrook W SB (?) SIN W-S02 Cirrus Mk. III 9S hp -966Y Westbrook Sport W-SB SIN W-S03 British Cirrus 8S hp X-92V, NC92V (?) Westbrook Sportster W SB, SIN W-S04 American Cirrus 100 hp Some of our longtime members remembered that the Westbrook Sportster had been our Mys tery Plane in 1987, and at that time, member Jack McRae recalled the airplane with first hand knowledge - he flew it as a student pi
lot in 1934 after he had about IS hours of solo time in a Mercury Chic and OX-S pow ered Bird biplane. He said it was a handful to taxi in a crosswind, as it had no brakes
Penn Valley Hobby Center, Lansdale, PA is reproduc ing a seri e s o f kits from t he heyday of th e nickel and dime sc ale k it s s old in t he 1930' s by Comet, Megow 's a n d others . This is a sample of one of their offerings, the Al lied Sport as o r iginally kitted by Comet, a later vers i on o f the West brook Sportster. With tha t long n ose and nicely proportioned wing , it should be a fine flyer on rubber power. See the text for more information on Penn Valley's kits.
and a tail skid, and that it was "hotter" to fly than the airplanes he was used to as a stu dent. Other correct answers were received from Wayne VanValkenburgh, Jasper, GA; Lennart Johnsson, Eldsberga, Sweden; Marty Eisenmann, Alta Loma, CA; Ralph K. Roberts, Saginaw, MI; Harold H. Swan son, Shoreview, MN; Herbert G. deBruyn, Bellevue, W A; and by Russ Brown, of Lindhurst, OH who reminded us about a later version of the Westbrook, the Allied Sport: "The A !lied Sport was introduced to 1930 's model aviation enthusiasts by the Comet 10 cent series rubber power free flight model kit A-30. The Allied Sport model, with a clean unbraced wing, long nose, and light construction offers good duration flights for dime scale competitions among today's stick and tissue fliers. The 20" wingspan Allied Sport kit, and many others of those aviation inspiring
-
~ '-
-----.c , .~.
'nickel' and 'dime ' kits with print wood balsa sheets, machine cut prop are available at inflated, but relatively low cost from: Penn Valley Hobby Center 837-B West Main St. Lansdale, PA 19446 Phone 215/368-0770 Other 20 inch Comet kits in the Lone Star Dime series include the Akron Funk, Taylor craft, and the Vultee Attack. Go Break a gum band!" I recently received a copy of Penn Val ley's listing, and they have over 60 Comet kit replicas listed, as well as a similar number of Megow's kits. If you're a modeler or just want to remember those days, why not drop them a note or give them a call requesting their flyer? Every October you'll get their "Christmas Flyer" listing the kits they make and sell. Other answers were received from Owen Bruce, Richardson, TX; William Kroeger, Papi llion, NE; Robert Lo uderback, Cincin
nati, OH; Charley Hayes, New Lenox, IL; Cedric Galloway, Hesperia, CA; Robert Kaelin, Riverhead, NY and Mike Morton, Elizabethtown, P A. In closing, eagle-eyed George T . Smith really nailed down the Mystery Plane with his answer: "Aw com 'on guys, this one is so-o-o obvi ous. 1 mean, really, who do you think you're kidding, all us old airplane people (or is that old, airplane people?) didn't just fall offthe 'Follow Me' jeep, ya know! "You give it away right at the beginning. . the Mystery Plane is obviously an earlier in-line engine version of Jim Neuman's sneaky, bespectacled cloud hiding ship that appears in every issue of Vintage Airplane . . . so there, ya can't fool us!" By golly, George, you're right, we cannot deny it. Why, I didn't intend for Jim to draw up any particular airplane, but if that's not it, it must be it's sister, peeking out from behind the cloud! ... VINTAGE AIRPLANE 25
PASS db
BUCK
by E.E. "Buck" Hilbert EAA #21 Ale #5 P.O. Box 424, Union, IL 60180
sories - Stromberg carburetor, and Bendix mags instead of the old BTH British mags. The TBO was somewhat less than the British engine. I remember the props had the spinner built onto it. The Ryan PT props had spinners built into it but this prop is too short to a 165 hp Kinner. Same goes for OX-5, all of them were about 9 ft. long. So I take my first statement back to 90 % and that will leave me a "bugger factor" of 10%. Back to you, "Ace" Cannon Winterset, IA P.S. I don't know if the bolt pattern is the same for small Menasco and the Wright Gipsy. If so, it might fit on a small Menasco - just guessing? RAISING THE FLAGG
Here' s one more look at the prop we 're trying to pin down for Greg Ha rrison any others willing to hazard a guess or confirm Ace Cannon's belief that it is for a Wright Gipsy engine?
Dear Buck, Enclosed are the latest pictures of my Flagg F -13 restoration project. As can be seen, it is finally getting to the "exciting" stage although a lot of work remains to be done. One big step was getting the flying wires ordered from Steen Aero Lab. Now the last major cost will be the overhaul of the 145 Warner (and a prop - ouch!). The engine cowl will have bumps when completed. They have been formed and are ready for installation. The cowl itself was originally spun for a Great Lakes. We shrunk the aft portion and smoothed it out on a friends English Wheel. The rest of the cowling is all 0.032" 2024-T3 with "millions" of nutplates in stalled. I am now looking for some ex truded a luminum to stiffen the cockpit opening and thought you might know of a source. The stuff I've seen on a few air
PROP GUESS Dear Buck, I think my guess is 98% ~ right when I say it's a prop made for the 90 hp Wright Gipsy engine used on the DH Gipsy Moth model 61M, built in the USA under license to DH in the late 1930's. Tiger Moth is wrong, because their Gipsy turned backwards to our engine, the Wright Gipsy turned to the right like all American en gines. In most respects it was similar to the English Gipsy except it had Yankee acces 26 AUGUST 1997
planes is shaped something like this: At the moment, the Flagg is totally dis assembled again in preparation for the re maining silver on the fuselage and the final painting. It's going to be yellow with black scallops and red pinstriping similar to the Gee Bee paint scheme. Gap seals will be added to the tail feathers a I<i Monocoupe. I have the aileron hinge fairings ready to go
Here is Terry's Flagg F-13 restoration of the original homebuilt. It sure looks like a barrel of fun! Look closely in the back ground and you can see a bit of the Chastain family' s Rawdon T- 1, a 7 time Oshkosh award winner.
on and I am in the process of making the fairings for the aileron push rods. I guess it would be qualified as 85% done with 95% of the work still to go! Time to sign off. I would appreciate hearing from you if you know a source for the extruded aluminum. Many thanks! Terry Chastain 3 Crabtree Lane Pacific, MO 63069 How about it, fellows? Do any ofyou recall seeing some extruded aluminum that looks like this? Drop Terry and J a note, so we can pass the word. Over to you, f( ~t(ck. K
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Michael J. Aliison ..........................Fairfax, VA
James P. Hanson.......... ...... .... .Albert Lea, MN
Philip O' Reilly.........................MALVERN, PA
Theodore Armstrong.............. .......Lincroft, NJ
John Harrick ............................... Norwalk, CT
Linda M. Peacock .................... .. Bessemer, AL
Russell G. Ashbaugh ..................Concord, NC
David H. Haywood .....................Anthony, FL
Michael M. Penrose ....................Ketchum, ID
Bob T. Bales .......... ................ Morristown, TN
Jeanne H. Henry ........... ............Bradenton, FL
Joseph G. Peschke .............. .... Crystal Lake, IL
Jonathan Baron .... ..............Chariottesville, VA
Earl Hibler ............................ .....Hayward, CA
John W. Pohly ...... .......... ..........Berthoud, CO
Larry Barrett............ ...................Montrose, MI
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Robert L. Braun .......... ............ Springfield, OH
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Jonathan M. Burke ........ .............St Louis, MO
Howard B. Johnson ............ ........ .Dunedi n, FL
Randal P. Camp.......................Shreveport, LA
Matthew C. Kawczynski ...... .........Buffalo, NY
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Mary Beth Schwaegel.... ..............Phoenix, AZ
Bill C. Scott ................................Kingston, TN
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Jack M. McGahey .. ..................Brookings, OR
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Don Sharp ...................... ................ Dallas, TX
Johan C. Meiring ..Wingate Park, South Africa
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Stafford R. Woodall .............. ..........Forest, VA
Lee Daniels ............ .......... ................Boise, ID
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Egon H. Grothe.................. ...... Brookfield, WI
Craig F. Gustavson ................ ........Sparks, NV
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VINTAGE AIRPLANE 27
JOURNEY (Continued/rom pg 23) across the field by John Stahly to Hangar No.1, which is the FBO on the field. In the back part of the hangar, there is a mini museum of Piper artifacts along with a rather large storage area for Piper company records. John has been doing considerable volunteer work in this area wh ich merely adds to his encyclopedic knowledge of Piper history. From a large file, he handed me a bundle of delivery tickets about five inches thick and asked me to go through them. I noticed the serial numbers were at the top of the tickets and proceeded to keep looking for SIN 22366 - my Cub. In about ten minutes, I hollered "Bingo!" John came over and confirmed that I had found the delivery ticket for my J-3 C u b, NC3675K, SIN 22366, mfg. 11-21-46, Weight: 707, E.C.G. at 15.6 inches, color: Yellow and Black. The aircraft was deliv ered to DePonti Aviation Co., Inc., Wold Chamberlain Field, Minneapolis, Minn. I made several copies of the ticket before re placing it in the bundle (in sequence) and having John Stahly return it to the proper file. (It surely is exciting to find such a record after nearly fifty-one years have passed by. I took John out for a cup of cof fee to calm myself down!) Each evening of the fly-in, a different band would perform in the main building on the "Midway" with substantial crowds gathering to hear the music and talk air planes. The festive atmosphere was most congenial and each type of band brought a
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CAMPAIGN
different type of music. The food purvey ors were doing a land office business all week long for two basic reasons: their food was excellent and the prices were reason able. A huge breakfast was $2.50 to $3.50 to give an example and the people were very accomodating. Noted author, Beverly But ler, from Maribel, WI, was busy during the entire fly-in selling his book, "Piper Cub Era," which for those of us who grew up in the post WWII era, hits the nai l on the head for accuracy as to how it was in those days. Reader after reader stopped by with kind comments on the book and Bev is working hard on the third printing updates. Recom mended reading for all Cub drivers. The Saturday evening Awards Banquet was held in a large tent right on the grounds with a full house in attendence. Roscoe Mor ton, who handled the microphone during the entire fly-in, was Master of Ceremonies and did an excellent job. Our table included Billie Henderson and his lovely wife, Adair (of Sun 'n Fun fame) who flew up to Lock Haven in their Piper Pacer. This energetic couple has been a major help in getting Sentimental Jour ney started and have added considerable ex pertise to help the fly-in grow over the past twelve years. Perhaps the toughest part of the banquet was discovering that I was the oldest J-3 Cub pilot to fly a Cub to Sentimental Jour ney '97. That really smarted for a while (badly bent ego), but once the success of the fly-in was realized, it turned out to be a real prize. Thank you, Sentimental Jour-
ney, for the award. My only sad feeling is that I didn't have the smarts to attend the first eleven Piper fly-Ins. The fina l ta ll y for the four day fly-in was 88 Piper J- 3 Cubs and about 450 air planes total. This was the year of the J-3 and they were the featured airplane. Next year, in 1998, the featured airplanes will be the Piper J-4 Cub Coupe and the Piper J-5 Cub Cruiser. Therefore, those lucky folks that have these models should make a spe cial effort to attend Sentimental Journey '98. If you want to enjoy a fantastic four day adventure at the birthplace of the Piper Cub, don't miss Sentimental Journey next June. It will be an unforgetable experience. I know - I was there in 1997! O n Sunday forenoon, I fired up 01' N 1OXS, waved goodbye to a fine group of friends and fe llow pilots and headed home. The first stop was at Youngstown, Ohio's E lster Airport for fuel along with a Lus combe and an Aeronca Champ. The good weather and slight tailwind allowed me to make Warsaw, IN, by 5 p.m. where I spent the night and enjoyed more hospitality with the airport gang. By 8 a.m., I was following the finger on the map across Illinois to my favorite small strip in Sandwich, IL. A fill of autofuel from George Pearce and I was off to Oshkosh with a nice tailwind. At 1: 15 p.m., the yellow Cub was back in the hangar at Earl's International on the north side of Oshkosh and the tach showed 23.3 hours for the entire trip. As they say in the TV ad, "It just doesn't get any bet ter than this!" ..
Help BAA's
Antique/Classic
Division Grow
SHARE THE EXCITMENT OF EAA'S ANTIQUE/CLASSIC DIVISION WITH A FRIEND If you love the airplanes of yesteryear, chances are you know other people who love them too. Help the An tiqueClassic Division grow by recruiting new members. The EAA Antique/Classic Division is a person's best re source for information and stories about Antique, CIas$Ie and Contemporary aircraft and the people who fly ~
membership renewal. Use the new member application form enclosed within this issue of Vintage Airplane to sign up your new member. Don't miss this chance to enroll a friend!
RECRUIT NEW MEMBERS AND WIN
SOME GREAT PRIZES
• Recruit just one new member and receive a
stylish cap featuringJhe Antique/Classic
Division log~o~. _ _-~• Recruit two new members - in addition to the
cap, get an A/e jacket patch and a free
video tape. • Sign up three new members and you'll also receive a FREE one year A/C Division 28 AUGUST 1997
SHARE THE FUN WITH A FRIEND AND HELP OUR DIVISION GROW!!!
Fly-In
Calendar
REGIONAL FLY-INS SEPTEMBER 6·7 • MARION, OH - Mid Eastern EAA Fly.ln (MERFI) . Call Lou Lindeman, 513/849·9455. OCTOBER 9·12 - MESA, AZ - Copperstate Fly-In. Call Bob Hasson, 520/228-5480. OCTOBER 10·12 - EVERGREEN, AL Southeast Regional Fly-In. Call Harold "Bubba" Hamiter, 334/765-9109. OCTOBER 10·12 - WILMINGTON, DE East Coast EAA Fly-In . Call Andrew Alvarez, 302/738-8883. OCTOBER 17·19 - KERRVILLE, TX Southwest Regional Fly-In . Call Stu McCurdy, 512/388-7399.
AUGUST 10
• MENDOTA , IL Grandpa's Airport, 1-1/ 2 miles south of town. EAA Chapter 263 Fly-In break fast 7 - 11 a. m. Held in conjuction with the Sweet Corn festival, there will be transportation available to take you into town for th e afternoon para de. Fo r info: 8 15/539-68 15 or 8 15/539-5378. AUGUST 16 - LITTLE FALL S, MN Morrison County A irport. Charles A. Lindbergh 70th Anniversary fly-in cele b rat io n. Young Eagl es flights, EAA Spirit of St. Louis replica, static dis plays. Info: ca ll the airport at 320/632 2413 or Karl Kiefer 320/632-1 978 AUGUST 16-17 - WA KEFIELD, MI (UP) Third annual Sunday Lake Seap lane Fly-In. Good food and programs both days. Info: 906/224-71 11 . AUGUST 23 SPEARFISH, SO Black Hills Airport / Clyde Ice Field. 14th annual Fly-In . Camping, earlybirds welcome o n Friday for "c rea m ca n dinn er ." Awards, Poker run Sat. South Dakota Aviation Hall of Fa me induction Sa t. evening. Ca ll, write or Email for info : Bob Golay, 8 16 E. Federal, Spearfish, SO 57783. 605/642-23 11 (evenings), 605-642-0277 (as k for Ted), or c21 golay@mato.com. AUGUST 29-30 - MOCKSVILLE, NC Tara A irbase (5NC 1). The 12 annua l "Anything That Flies " Fly-In. 2100/80 sod, 122.9, CLT sectiona l. Land to the north if possible, Attendance At You r Own Risk . Ca ll Novaro Nicho ls at 704/284-216 1 or 910-764-0007 for info.
The following list of coming events is furnished to our readers as a matter of infor mation only and does not constitute approval, sponsorship, involvement, control or diredion of any event (fly-in, seminars, fly market, etc.) listed. Please send the info~mation to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.
AUGUST 30 • MARION, IN - 7th annual Fly-In/Cruise-In Breakfast sponsored by the M arion High School Band Boosters. Antiques/Classics/Homebuilts, as well as Antique/Classic ca rs welcome. Info: Ray Johnson, 3 17/664-2588 AUGUST 31 • Z A NESVILLE, O H Riverside Airport. EAA Chapter 425 Annual Labor Day Weekend Breakfast. 8 a.m.-3 p.m. Pancake breakfast all day. Sa ndwiches, snacks 11 a. m .-3 p.m . Restored Antique/Classic airplanes on display. EAA Chapter 425 hats to the first 25 PIC. Please register. Info: Don Wahl 6 14/ 453-0003. SEPTEMBER 6 - OSCEOL A, WI - L. O. Simenstad Field. 17th annual village wide Wheels & Wings A ir Fair. Train rides, aviation book sa les, 500 classic car show, pancake breakfast fly-in, civil ian/ military static displays, arts and crafts and fair. Free shuttle bus. CTAF 11 8.2, check class 0 NOTAMS for special air port conditions. Info: 1-800/947-058 1. SEPTEMBER 12-14 - BEL VD ERE, IL Poplar G ro ve A irp ort (C77) 14th Annual Stinson Reunion. Info: Suzette Selig, 9 S. 324 Aero Drive, Naperville, IL 60564, phone 630/904-6964. SEPT. 13 - ZA NESVILL E, O H - Riverside A irport. Arthritis Foundation and EAA Chapter 425 Second Annual Hog Roast 11 a. m.-6 p.m. Fly- In, Drive-In. EAA Chapter 425 hats to the firs t 25 PIC. Pl ease reg ister. In fo: Don Wa hl 614/453-0003. SEPTEMBER 18 • PON CA CITY, OK Fiftieth A nniversary Cub Fl y- In. Co sponored by EAA Chapter 1046 and Po nca City Aviation Boosters Cl ub. Group Fly-out to EAA NC Chapter 10 Fly-In in Bartlesville, OK on September 19. Info: Merle Helt 405/762-7580. SEPTEMBER 18-21 - ST. LOUIS, MO Creve Coe u r Field. Monocoupe Madness III. Monocoupes, Darts, Velie Motorcars, owners and enthusiasts invited. For info: Monocoupe Club,
6154 River Fores t Dr. , M anassa s, VA 2011 2. Ca ll 703-590-2375 for info. SEPTEMBER 19-20 - BARTLESVILLE, OK Frank Phillips Field. 40th Annual Tulsa Regio nal Fl y-In . For in fo ca ll Charlie Harris, 918/622-8400. SEPTEMBER 19·21 • SELMA, CA - 15th annual West Coast Travel A ir Fly-In . Old fashioned fly-in where aviators do what comes naturally. Flying events, memorabilia auction, great food. Info: Jerry Impel/ezzeri, 408/356- 3407 or Bob Lock 209/638-4235. SEPTEMBER 20 - SULPHUR SPRINGS, TX - EAA Chapter 1094 3rd annual Fall Fly In . Co in c ides w ith th e 28th annual Hopkins County Fall Festiva l and World Champion Stew Contest. In fo: 908/885 5525 or 903/439-32 12. SEPTEMBER 27-28 - ZA NESVILLE, OH John's Landing Air Field. 6th annual EAA NC Chapter 22 Fall Fly-In breakfast and lunch both days. Hog roast Sat., Free par ticipation plaques. Info: call Virginia at 614/453-6889. SEPTEMBER 28 - HINKLEY, IL-(0C2) EAA Chapter 24 1 Fly-In, Drive-In Breakfast, 7 a.m.-Noon. Info: Alan Abell (847) 888-29 19. OCTOBER 4 - DENVER, CO - Fro nt Range A irport. (FRG) Flea market, Fly In and open house. 10:00 a.m. - 3:00 p. m. Exit 295 off of In terstate 70. Info: 303/26 1-9 100 or 1-800-654-9136. OCTOBER 4-5 - RUTLAND, VT - Rutland Sta te airport. 5th Leefpeepers Fl y-In spo nso red by EAA Chapter 968. Breakfast 8- 11 a.m. Info: 802/492-3647. OCTOBER 5 • TOMA H, W I - Bl oyer Field. EAA Chapter 935 10th Annual Fly-In breakfast. Static Displays, food, craft market, radio controlled planes, 7 am - 4 pm. Info: ca ll 608/372-3125. OCTOBER 12 - TOWANDA , PA Towanda Airport (N27) Fl y-In Breakfast. A ll you can eat, including 100% pure map l e syrup! 7 a.m. lp.m. For info , ca ll Car l Lafy, 717/265-4900. VINTAGE AIRPLANE 29
MEMBERSHIP
INFORMATION
EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.
ANTIQUE/CLASSIC Current EAA members may join the Antique/ Classic Division and receive VINTAGE AIR PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag azine and one year membership in the EAA Antique/Classic Division is available for $37 per year (SPORT AVIATION magazine not included).
lAC Current EAA members may join the Intemational Something to buy, sell or trade? An inexpensive ad in Aerobatic Club, Inc. Division and receive SPORT the Vintage Trader may be just the answer to obtaining that AEROBATICS magazine for an additional $40 per year. elusive part. .40¢ per word, $7.00 minimum charge. Send EAA Membership, SPORT AEROBATICS maga your ad and payment to: Vintage Trader, fAA Aviation Center, zine and one year membership in the lAC Division P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and is available for $50 per year (SPORT AVIATION your credit card number to 414/426-4828. Ads must be magazine not included).
WARBIRDS
received by the 20th of the month for insertion in the issue the second month following (e.g., October 20th for the December issue.)
Current EAA members may join the EAA Warbirds of America Division and receive WAR BIRDS magazine for an additional $35 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATlON magazine not included).
EAA EXPERIMENTER Current EAA members may receive EAA EXPER
AIRCRAFT IMENTER magazine for an additional $20 per
year.
Seeking bids for rare 1944 DH89A Mk IV Rapide EAA Membership and EAA EXPERIMENTER
with overhauled Gypsy 6 Series III engines . magazine is available for $30 per year (SPORT
Aircraft disassembled and in need of extensive AVIATION magazine not included).
FOREIGN
MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.
EM AVIATlON CENTER
P.O. box 3086
Oshkosh, WI 54903-3086
WEB SITE http://www.eaa.org E-MAIL Vintage @ eaa.org PHONE (414) 426-4800 FAX (414) 426-4873 OFFICE HOURS: 8:15-5:00 mon.-fri. 1-800-843-3612 MEMBERSHIP DUES TO EM AND ITS
DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE
CONTRIBUTIONS.
30 AUGUST 1997
restoration. Organization looking to sell aircraft to collector who will return it to flying status. Please contact the EAA Aviation Museum Director at 414/426-4842. Travel Air 2000 Plans - Fabricated assemblies to fit your needs. Prototype Travel Air 2000. Currently in process of 40 hour test-flight pro gram. Original OX-5 Curtiss Wright replaced by Chevrolet 350 V-8 . Gear reduction by THRUST MODEL 200. For a further update and more infor mation, call us! Thrust, Inc. , 2764 Navigator Ave. Bldg. 138, Sanford, FL 32773, phone: 407/324 9433. (0613) 1947 Cessna 120 - Excellent shape, always hangared Moore Cty. Airport, Pinehurst, NC . TSOH 1013 ACTT 2089, Owner 910/295-6912. (0975)
PLANS
Super-Scale model Plans used for Benjamin's Gee Bee R-2, Eicher/Kimball " Z ", Jenkins' "Bulldog". Ten beautiful antiques! Catalog/News $4.00. ($6.00 foreign.) Vern Clements, 308 Palo Alto, Caldwell, ID 83605. (208) 459-7608. (0590)
MISCELLANEOUS SUPER CUB PA-18 FUSELAGES - New manu facture, STC-PMA-d, 4130 chromoly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. Soares, Pres.), 7093 Dry Creek Road, Belgrade, Montana 59714,406/388-6069, FAX 406/388-0170. Repair station No. QK5R148N. (0274) FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, fly ing and entertainment titles. Call for a free cata log. EAA,1-8oo-843-3612. Aeronca C-3 Data Plate Only - Serial Number: A662; Model: C3 ; Date Mfd: 6/12/36; Engine: Aeronca E113C; Plate Number 9957. Contact: Hubie Tolson, PO Box 12912, New Bern, NC 28560, Voice: 919-638-4215, Fax: 919-638-7456, Email: tolson@coastalnet.com (0419)
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VINTAGE AIRPLANE 31
Gr John Stilley
Cape Canaveral FL Started flying in 1953
EM member since 1987 Bought Waco DSO in 1976 Restored it in 1996
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