STRAIGHT AND LEVEL
By Brad Thomas President
Antique/Classic Division
1953 was an important year for aviation. It was then that Paul Poberezny began the movement we call the Experimental Aircraft Association. 1981 brought forth the 29th Annual International EAA Convention at Oshkosh, Wisconsin; during the Convention, on August 5th at 10:30 a .m. construction of the EAA Aviation Foundation Center was officially begun with the site dedication on the EAA grounds at Wittman Field, Oshkosh. On that Wednesday morning, the weather was pleas ant and there was a note of anxiety and elation as the dedication unfolded. Looking back at what has transpired since 1953 one begins to marvel at what has been accomplished and how it occurred. During dedication ceremonies the first shovelful of earth was turned by Paul Poberezny, then by son Tom followed by the officers, directors and trustees. Each of these dedicated persons has assisted and guided the EAA movement throughout these years by lending their time and expertise toward the fulfillment of EAA. The EAA Aviation Center site has been dedicated and soon dreams will b.ecome- reality for many EAA enthusiasts. A Capital Campaign has begun to raise the funds needed to construct the facilities and maintain the museum over the years to come. The plans for the entire layout are fantastic. Finally all the EAA facilities will be located in one central area, convenient and adaptable to the needs of EAA and its membership. Already completed and dedicated is the Kermit Weeks Flight Research Genter, a part of the overall EAA Aviation Center. The EAA Nature Center was begun several months ago, and we have watched the develop ment and growth of the Nature grounds. Adjacent to the Nature Center and overlooking the lake will be. the EAA Aviation Center Chapel. Funds for the chapel have been donated by Foundation Trustee Bob Fergus in honor of his brother John who had a deep love for aviation. The chapel will serve all of EAA as a place for meditation when one wishes to collect his thoughts and ask for guidance. The Capital Campaign has begun to bring the EAA image before all of the world and to allow corporations and individuals the privilege to assist in the fund raising challenge. Many years of planning and adjustment have passed in the Association's effort to bring its consolidated dream alive. The history of EAA and its divisions is evidence of what was desired, completed and accom plished. The EAA Aviation Center has ~ot resulted from sudden inspiration but rather has evolved into a
planned, progressive undertaking to benefit lill of EAA and to preserve the history of sport aviation. Many hours have been devoted to selecting the architect, construction manager, fund counsel and advisory board. Interviews have been numerous and the selections for the various phases of the project have been excellent. As stated before, we are a unique group of enthusiasts. We do things not ordinarily associated with an organiza tion of this type. We have an intense desire to meet our goals through volunteer effort and cooperation among the EAA staff, the divisions and each member. We enjoy it! To be part of an organization and to enjoy the benefits we have in EAA and its divisions, fellowshi"p and a common interest in aviation are obviously evident. In EAA you are not just a member who receives a monthly publica tion and membership card. We are a living, working part of this organization that functions at all levels with a headquarters that is efficient and objective and serves members' needs effectively; a museum that exhibits the fin-est collection of all types of aircraft; a flying selection of aircraft that can be demonstrated and flown at special events; separate divisions of antique/ classic, warbird, aerobatic and an ultralight association where special interests are met; an annual convention beyond comparison; and chapters and fly-ins throughout the USA and other countries where the individual becomes an active part of the organization. The EAA Capital Campaign has begun and is in motion. Corporations and individuals will be contacted for their help in making the EAA Aviation Foundation Center a reality. Each of us will be called upon to assist the fund raising campaign. Contacts are necessary with industries and corporations in each of our areas and our interest and assistance in these areas will be essential. Each of us should also plan to contribute toward this project in a personal way, for without our individual assistance in funding over a period of time, we could not attempt this campaign. We know each of you will contribute and when you are approached, formulate your decision particularly after picturing what EAA in its entirety means to you personally.
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT 0 1981 EAA ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED
NOVEMBER 1981
VOLUME 9
NUMBER 11
OFFICERS President W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain, NC 27041 919/368-2875 Home 919/368-2291 Office
Vice-President Jack C. Winthrop Route 1, Box 111 Allen, TX 75002 214/727-5649
Secretary M. C. " Kelly" Viets 7745 W. 183rd SI. Stilwell , KS 66085 913/681-2303 Home 913/782-6720 Office
Treasurer E. E. " Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591
DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City , MI 49330
Morton W. Lester P.O. Box 3747 Martinsville , VA 24112
616/678-5012
703 /632-4839
Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge , CA 91324
Arthur R. Morgan 3744 North 51st Blvd . Milwaukee, WI 53216
213/349-1338
414/442-3631
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 317/293-4430
John R. Turgyan 1530 Kuser Road Trenton , NJ 08619
AI Kelch 66 W. 622 N. Madison Avenue Cedarburg , WI 53012
S. J. Wittman Box 2672 Oshkosh , WI 54901
414/377-5886
414/ 235-1265
Robert E. Kesel 455 Oakridge Drive Rochester, NY j 4617 716/342-3170
George S. York
181 Sloboda Ave.
Mansfield , OH 44906
609/585-2747
FRONT COVER . , , Scenic setting of Dick and Jeannie Hill's farm strip near Harvard ; Illinois. Their J2 Cub on the left and their E2 CUb . See story on Page 13. (Gene Chase Photo)
BACK COVER .. . Dick Ward , Three Rivers , MI won an Outstand ing' Cus足 tomized Antique Award with his 1942 Ryan ST3KR, N46502, SI N 1995, at Osh足 kosh '81. (Gene Chase Photo)
TABLE OF CONTENTS Straight and Level . .. by Brad Thomas . . . . . . . . . . . .. AlC News . . . compiled by Gene Chase. . . . . . . . . . . . .. Oshkosh '81 Planes/ People . . . by L ois Kelch. . . . . . . Westward Ho To Minden , Nebraska
2 4 6
. . .by Margaret Demond ... .. . . .. . . .. . . ... ... . .. 10
Calendar of Events ..................... . ... .. . . .. . Thank You , Mr. C. G. Taylor . .. by J eannie Hill ..... Engine Details of the " Sky Scout" - Part 3 .. ... .... Mystery Plane .... . . . ....... . . .. ................ . .. Letters ..... . .. . .... . . . ........... . ...... . ... . . . ...
12
13
14
20
20
419/529-4378
ADVISORS Ed Burns 1550 MI. Prospect Road Des Plaines, IL 60018 3121298-7811 John S. Copeland 9 Joanne Drive Westborough , MA 01581 617/366-7245
Gene Morris Stan Gomoll 27 Chandelle Drive 1042 90th Lane, NE Hampshire, IL 60140 Minneapolis, MN 55434 312/683-3199 6121784-1172 S. H. " Wes" Schmid Espie M. Joyce, Jr. 2359 Lefeber Road Box 468 Wauwatosa, WI 53213 Madison, NC 27025 414/771 -1545 919/427-0216
PUBLICATION STAFF PUBLISHER
Paul H. Poberezny, President
Experimental Aircraft Association
EDITOR Gene R. Chase
Page 6
Page 10
Page 13
ASSOC. EDITOR
George A. Hardie, Jr.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIR足 PLANE, P.O. Box 229, Hales Corners, WI 53130. Associate Editorships are aSSigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort. THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division. Inc. , and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem足 bership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. VINTAGE AIRPLANE 3
HERB HARKCOM 1914-1981 We sadly report the passing of another longtime mem ber of the Antique/Classic Division. Herbert M. Hark com (EAA 33569, A/C 23) passed away on his 67th birth day, September 20, 1981. Herb was nationally known for his restorations of antique aircraft and his 1927 Fairchild FC-2 was fea tured on the cover of the first issue of The VINTAGE AIRPLANE dated December 1972. This plane won the Grand Champion Award at the 1963 AAA National Fly In at Ottumwa, IA. Herb flew this plane to fly-ins throughout the Mid west for the next six years, then donated it to the EAA Air Museum where it has been on display continuously. Herb retired in 1974 as a Boeing 747 captain with American Airlines and was living at his country home with an airstrip near Inola, OK. He is survived by two daughters. His wife preceded him in death.
EAA MEMBER AUTHORS
BOATING BOOK
Bob Whittier (EAA 1235) of Duxbury, MA is the author of a new book released by Arco Publishing, Inc. of New York. Entitled "Most Common Boat Mainte nance Problems", its 250 pages contain 28 interesting chapters giving practical information on taking care of and repairing boats of all types, sizes and materials. We mention it here knowing that many EAA members are boat owners. Bob used to do a lot of freelance writing for this and other aviation magazines, and until four or five years ago was a familiar personality at Oshkosh fly ins. Postage rate increases and inflation in general have put specialty magazine publishing and also the pleasure boating business into the doldrums. This has given Bob income problems resulting in his absence from Oshkosh in recent years. He hopes this book will turn things around . It is now showing up at book stores and marine supply stores having book depart ments. If there's a boat lover on your Christmas list, Bob's book could be the perfect answer. Its identification num ber is ISBN 0-668-04877-8, which your local book store can use to order a copy for you if they have none in stock.
7AC CHAMP TO BE REI NTRODUCED The Champlin Aircraft Company of Woodland Hills, CA is currently obtaining production rights from the bankrupt Bellanca Company for the 7AC Champ, Bel lanca Citabria and Decathlon. This new firm will also produce a kit so that homebuilders can assemble the Champ. 4 NOVEMBER 1981
Two kits will be available. The Basic Kit will in clude all necessary materials and parts to build a com plete Champ, inCluding uncut lengths of 4130 steel tub ing, flat sheet stock material, all necessary wood ma terials, fittings, hardware and cables. Dacron covering materials, plexiglass for windshield and side windows. Detail drawings will be provided for construction of welding jigs and form blocks for construction of such assemblies as fuselage , empennage, seats and wing ribs. No instruments or accessories are included in the Basic Kit. The Deluxe Kit will include pre-welded fuselage and empennage assemblies, pre-framed wing ribs and fin ished wing spars. All hardware, covering material and basic flight instruments will also be included. Both kits will be available with or without engines. No prices for production aircraft or kits are available at this time.
APPROVED SAFETY BELTS Just a reminder that after December 4, 1981 each aircraft safety belt must be equipped with an approved metal to metal latching device per F .A.R. 91.33 (b)(12).
MAINTENANCE RECORDS Eff(;ctive October 14, 1981 each registered owner or operator is required to keep the total time in service of the airframe , each engine and each propeller, per F.A.R. 91.173 (a)(2)(i). Previously maintenance records have been recorded in the aircraft and engine logbooks, but now, in order to comply with the regulations, a separate logbook for propeller maintenance records must be kept. In addition, each owner or operator has the respon sibility to ensure that maintenance personnel make appropriate entries in the maintenance records for the airframe , each engine and each propeller, per F .A.R. 91.165.
EAA AVIATION CENTER UPDATE National Steering Committee
A national steering committee is being formed con sisting of 20 to 30 leaders from around the country. These individuals will lead the Capital Campaign fund raising drive. Oshkosh/Winnebagoland Pledges
Pledges totaling more than $400,000 in advanced gifts as of October 1 are reported from the Oshkosh/ Winnebagoland area of Wisconsin. This is very en couraging since it represents over 25% of the goal for that area. This is an indication of the great support the community has for EAA and its membership and we are confident this is an indication of the support of EAA members when given the opportunity to par ticipate in this exciting program.
Site Preparation and Chapel Site work was begun on October 15 consisting of preliminary preparation of roadways and parking areas. The chapel is now enclosed and work is progressing on the interior. One-hundred-year-old pews have been do nated and are being refurbished by Vern Lichtenberg, Convention Site Supervisor. Mrs. Charlie Hillard , Ft. Worth, TX has offered to donate 50 bibles for the chapel. Sponsors are being sought for eight stained glass win dows.
IT'S BACK TO THE BIG N NUMBERS FAA Administrator Lynn Helms signed into law, a regulation requiring that all factory-built aircraft display 12" -high registration numbers . The current exemption for custom built and antique aircraft is still in effect. It is expected, as EAA President Paul Pober ezny has informed various FAA officials, that EAA will gather information and support to petition for the pres ent small registration numbers on all factory-built air craft. The overwhelming number of letters received by FAA from aircraft owners and others in support of the small numbers, did not overcome the impact of the small quantity of letters from those wanting the 12" numbers such as the U.S. Border Patrol , Civil Air Patrol, state aeronautics commissions, police, environmentalists, etc. More details will follow in the next issue.
AUTO FUEL UPDATE (Jack Cox Photo)
The EAA Aviation Center Chapel as it appeared on Se ptem ber 10, 1981.
JOHN DENVER'S PARTICIPATION In late September, Paul Poberezny, EAA President, Verne Jobst, EAA Director, and Dick Matt, EAA mem ber/film maker travelled to Aspen, CO to work with John Denver concerning production of the EAA Capital Campaign film. Completion date of the film is Novem ber 1. It will tell EAA's story, past, present and future . We are indebted to John Denver for his participation in this important project.
(Lee Fray Photo)
Singer John Denver expresses his pleasure at Oshkosh '81 with his first ride in a P-S1 . Paul Poberezny did the honors in the EAA Museum's Mustang.
At the request of EAA a meeting was held on Sep tember 30, 1981 with FAA officials at the Great Lakes Regional Headquarters in Des Plaines, IL. EAA Presi dent , Paul Poberezny announced that phase one of EAA's year-long auto fuel test program had been suc cessfully concluded and EAA was prepared to present its case for issuance of a supplemental type certificate which would permit the use of automotive gas in the Cessna 150 aircraft used in the testing program. "Although we expected no major decisions to come out of this initial meeting, we were assured . by Tom Horeff, FAA Washington representative, and Walter Hom, the Great Lakes Regional Director, that EAA's flight test results would be handed to the decision makers in Washington ," said Poberezny. The EAA president characterized the meeting as generally productive from the standpoint that FAA of ficials displayed a great deal of interest in the EAA program and remained open-minded about the general , and sport aviation association's proposal to operate an aircraft on lead-free auto gas. " We left with the/ distinct impression that FAA is more than willing to work with us and are looking for ward to the results of further testing being conducted by EAA," said Poberezny. Joining the EAA president at the meeting were Harry Zeisloft, flight research director; Jim Barton, chief test pilot; Charles Schuck , EAA Washington representative; and Jack Cox, editor of SPORT A VIA TION. Dave Klem and Herm Muller represented AMOCO, supplier of auto gasoline for the project. EAA began testing auto fuel in 1976 as an alterna tive to dwindling supplies of aviation gas. While all tests have been successful, EAA and FAA caution against the use of auto fuel in aircraft other than those granted a supplemental certificate. VINTAGE AIRPLANE 5
OSHK"SH '81
Pe()pie
By Lois Kelch
(EAA 35767A, A/e 700A)
7018 W. Bonniwell Road
Mequon , WI 53092
(Photos by the Author) Sometimes it's hard to decide what one looks for ward to most at Oshkosh each year - is it Planes and People OR People and Planes? Fear not, they are one and the same. Being around the Antique/Classic Headquarters at the Red Barn all week is a great experience because sooner or later you meet all the old friends you had hoped to see; and you also meet many interesting new people who are suddenly new friends, with the same common interests of preserving and restoring the beauti ful old airplanes. To describe the array of beautiful oldies on the field is almost impossible, but if you were there in person, or you are seeing the pictures in VINTAGE and SPORT A VIATION, you know what I mean. I had the pleasure of walking up and down the rows of planes and striking up conversations, not only with the proud pilots and their families, but also some of the interested spectators who were as happy as a lark just to be there and see this spectacular display of air craft. Oshkosh also offers A/C Division members and their guests a bonus social get-together at Ollie's Woods. This year we had a record number of people enjoying relaxed visiting, a picnic supper and after dark, a program of interesting historic airplane slides and movies. Two of our hard working members are to be com mended for their being responsible for a wonderful con tribution to the Antique/Classic Division. Stan and Irene Gomoll donated the $453.00 they collected from selling chances on a blanket that Irene made using a material with antique airplanes. The interest was so great this year, Irene said she would make two next year, which doubles the chance of winning. Following are some of the people who were happy to share their stories and enthusiasm for the Oshkosh Convention.
1938 BEECH STAGGERWING, F17D, NC18781, SIN 204
Owner: Bill Morrison (EAA 10737, A/ C 6459) 5537 West 113rd Street Hawthorne, CA 90250 Just look at those proud smiles on the faces of Bill and Shirley Morrison and their sons Ron and Mark, in front of their Beech Staggerwing, and you see the re6 NOVEMBER 1981
Steve Wittman and Lois Kelch enjoyed a visit at Antique/Classic Headquarters . . . Steve never tires and seems to know everyone.
The Morrisons, in front of their award winning Beech Stag gerwing at Oshkosh for the first time, but not for the last!
sults of a family project and the great satisfaction of a job well done. Bill flies for Western Airlines for a living, but for the past six years, he has spent all of his spare time restoring this beautiful 1938 Beech Staggerwing. His sons Ron and Mark were interested in motorcycles but after both of them received leg injuries, they had a family meeting and decided that motorcycles were a losing proposition. So after much discussion of what they could do as a family hobby , Mark suggested a homebuilt airplane. The decision was made immedi ately , and they set out to find the right project for them. They almost decided on a T-18. However, a friend of theirs, Bob Ward, owned a beautiful Staggerwing and after seeing it, it was " love at first sight" for all of them. Now the problem was to find a Staggerwing of their own to restore. Evidently it was meant to be because in their local newspaper they found an ad for a Staggerwing that was disassembled. It had all the parts, but they were stored all over town, and the only thing they could actually see was the fuselage. Bill made an offer and it was accepted, so now the family had a hobby and they set out to gather all the pieces together and start to work. This was in 1975 and it took five years from pur chase to flying. During the restoration, they each found their own area of expertise and worked enthusiastically toward their goal of restoring the airplane to its original beauty. Bill flew the test flight on June 12, 1980 and he hadn't flown a "light" airplane for 30 years. So the adrenalin was flowing in all their veins that day, es pecially Bill's wife, Shirley. She witnessed that very first flight and was "praying very hard". As it circled and performed to absolute perfection, she broke down and cried, she was so thrilled.
Now the project was completed, they wondered what to do about it. Bill's friend Claude Gray suggested Bill take it to Oshkosh while the family is still all able to do it together. They concurred and Oshkosh '81 was their new goal. Their trip from California to Osh kosh was a bonus thrill and took only 13lh hours flying time, cruising at 180 mph, using 17 gallons of gas per hour. Never having attended Oshkosh before, they weren't prepared for the enormity of it all but got into the swing of things and loved every minute of the whole week. They are so impressed with the Convention, em phasizing all the wonderful people they met, and look eagerly forward to "doing it all over again next year". Son Mark is studying to be a doctor and Ron is a profes sional photographer. They also have a daughter who is a stewardess for TWA so you see "Flying is a family affair."
of 975 miles and ten hours flying time. The Vagabond cruises at 100-105 mph. Jim and Gar flew from Illinois to Oshkosh in forma tion - two friends doing what they enjoy, not realizing they were each flying with a future Grand Champion of Oshkosh '81! Jim is 27 years old, very recently married, and has been interested in flying since he flew model airplanes and cut the grass at a local airport in his teens. In addition to the Vagabond, he also owns a Warner pow ered Fairchild 24 and two more Vagabonds. It is obvious Jim knows what he is doing since he won Grand Champion Classic, and he couldn't have been more thrilled at the honor.
1941 PORTERFIELD CP-65, NC37862, SIN 1009
Owner: Carmen Fisher Rt. 1, Box 89A Bellaire, MI 49615 1948 PIPER VAGABOND PA-17, NC4811H, SIN 17-109
Owner: Jim Jenkins (EAA 95377, A I C 2520) 8 Hemlock Drive Huntington, CT 06484 Grand Champion Classic proud owner and restorer, Jim Jen kins.
Carmen Fisher real ized a "dream come true" when she was able to buy the Por terfield airplane she learned to fly.
This is Jim's second time attending Oshkosh, and this time he brought his superbly restored Vagabond PA-17, which was the culmination of a long "on again off again" restoration project. He bought the plane in 1974 after it had been wrecked. In between working on the Vagabond, he was also restoring a Fairchild 24. However, he could see the Vagabond taking shape and gave it precedence. It took 16 months to complete. It was a challenge throughout the project to find andlor make all the missing parts. Jim left Connecticut for Oshkosh (with a stop at Gar Williams' strip in Naperville, Illinois) for a total
Carmen Fisher learned to fly over 40 years ago when she was a minority "lady pilot" and flew with the Civil Air Patrol during World War II. She flew a 1941 Por terfield that belonged to the Owosso (Michigan) Flying Club. In 1942 she took her pilot training in the Porter field and was the first female to receive a private pilot's license in Shiawassee County. She joined the Civil Air Patrol, a civilian defense organization that guarded airports, served as couriers, and looked for hidden land ing strips in the countryside. Two years ago Carmen decided to try and locate the Porterfield - just to see it and reminisce a bit. She discovered that the Porterfield had been one of seven planes used by a performing group called Globe Air Shows. The planes were no longer flying and were just stored in a barn in Northern Ohio, very dusty and lone some. The owner wouldn't break up the "set" and in-
AIC Headquarters Red Barn wouldn't be the same without Dale & Dean Crites and their popular 1911 Curtiss Pusher.
LiHle Kim's plane "never got off the ground", but she didn't seem to mind. She had all the comforts of home and was seen everywhere. VINTAGE AIRPLANE 7
sisted on selling all of them together. Now the lure of past flying got the better of Carmen and she decided she would certainly like to buy the Porterfield she flew and trained in , but before she could find six other prospective purchasers, the whole set was sold. Undaunted, she soon found that the new owner was William Ross of Elk Grove Village, Illinois who had by now restored the plane. When he found out who wanted to buy it, he was more than willing to sell it to her. He was about to complete his restoration on it and even asked Carmen what color she wished the plane to be. She advised him of the original dark blue and thus emerged the plane of Carmen's dreams, and she was its proud new owner. Her flying career had been interrupted for quite a few years while she and her husband Winston raised their family . She started flying again in 1977 in a Cess na 150, as did her husband who had been an engineer with a B-29 bomber group during the war. Carmen's trip to Oshkosh from Bellaire, Michigan in the Porterfield included three landings and took only a few hours flying time . Bringing the plane to Oshkosh was a thrill for Carmen and her family. Another big thrill was when she flew her Porterfield in the Parade of Flight and joined all the other beautiful and proud antiques and classics. The Fishers are aviation enthusiasts and share that enthusiasm with one and all.
This beautiful airplane recently restored, has been "resting in pieces" for over 30 years. Proud owner, re tired National/Pan American Captain Leroy Brown, was talked into buying the pieces of this old biplane by his barber in 1957. He forced himself to purchase these pieces for $250.00. The airplane was in the bar ber's garage covered by old rugs and in "a million pieces" . Its last job was crop dusting. However, the parts were in good shape and the ship had only 450 hours on it. Since this was a low priority item, little work was done on the airplane for the next 18 years since it was necessary to earn a living and raise a family. How ever, in 1979 the project was resumed and Captain Brown turned it over to Bob White and Jim Kimball of Zellwood, Florida. They were fortunate in that all the pieces to the airplane either came with it or were still available in blueprint form from the Butler Com pany in Kansas City. A Kansas City man associated with the Butler firm, Al Wass, acted as liaison provid ing the necessary information for the restoration. Leroy made his first flight in the restored airplane in July 1980 and it flew so well , he made a pass over the airport runway with his hands in the air. "It flies like a real lady," ht) said. He has flown the plane back to Kansas City to its original home at the factory of Butler Aircraft, and to Blakesburg, Iowa and to Oshkosh '8I. The trip to Oshkosh from Florida took four long days due to rain, fog, low ceilings, etc. Leroy's wife, Wanda who is also a pilot, was a patient and happy passenger on the flight.
1928 CESSNA AW, N4725, SIN 120
Owner: Gar Williams (EAA 1416, AIC 1416) 9 So. 135 Aero Dr. Naperville, IL 60540 Eldon Cessna and Gar Williams under the wing of Gar' s Grand Champion 1928 Cessna AW, wearing matching proud smiles. Neil Cottee (EAA 97622, A/C 3752) from Patch way Burradoo, N.S.W., Australia receives the Outstanding Closed Cockpit Biplane Award for his 1936 DeHaviliand DH-87B Hornet Moth from Norma Baldwin, Antique/Classic judge from San Car los, CA.
1930 BUTLER BLACKHAWK, NX299N, SIN 111
Owner: Leroy Brown Box 144 Zellwood, FL 32798
Three pilots in one family - daughter Lorrie, Captain Leroy Brown, and his wife Wanda with their beautiful Butler Blackhawk. 8 NOVEMBER 1981
Ahhhhhhi At last a chance to sit down, rest tired feet and enjoy a " two fisted" Coke. Bill Dodd had covered about 20 acres of planes and was ready for a relaxing moment before resuming.
Gar Williams had to be the happiest man at Osh kosh when he was presented with the Grand Champion Antique trophy for his 1928 Cessna A W, that took him 51h years and over 5,000 hours to restore. Gar is well known to EAAers as is his 1945 Cessna Airmaster that he flies all over the country. Since he loves Cessnas, he decided to look for an older model and he soon zeroed in on 1928s. After much sleuthing, he found one in Texas but the owner did not wish to sell as he had planned to restore it himself. Gar kept in touch with the man, however, and about a year later the owner contacted Gar and said because of personal reasons, he would have to sell the plane. Gar lost no time trailering it home from Texas and jumped right into the project. In his research on Cess nas, Gar became acquainted with Eldon Cessna, son of Clyde Cessna, founder of Cessna Aircraft Co. Eldon had been very much involved in the early days of Cess na in development, marketing and racing. The airplane Gar bought from Texas was a Cessna BW, N6442, SIN 138. However, one day when Gar was stripping varnish off the wing's interior, he discovered a faded stencil mark "20-3-8" that obviously had been put on at the factory. He wrote Eldon and asked if he knew what the markings meant. Eldon did know indeed and advised Gar· that "20" was actually 120 and since Cessna began its numbering system for the cantilever monoplanes with 112, this "20" meant it was the 9th airplane off the production line. So the question was asked about SIN 138 and he found that the number was still available and applied to FAA for it and received it. So now Gar knew he indeed did have SIN 120, with N4725 and in turn applied to FAA for this number and received it. Eldon also suggested to Gar that he should use a Warner engine on it and that Gar should restore it as an A W instead of a BW, which he did. So for the next 51h years, Gar meticulously restored every inch of that plane to its original factory fresh configuration. A very big bonus in this particular restoration proj ect was the friendship that developed with Eldon Cess na and his wife Helen. A very rare occurrence in this day and age is to have the original designer of the airplane sitting under the wing of the plane just like it was 53 years ago, bring ing all his knowledge to the many questions interested people asked. . It was a special honor for Gar to be able to invite the original designer to ride with him during the his toric Parade of Flight ... who had the biggest smile?
One of the most beautiful planes on the field was the popu lar Winnie Mae, always with an admiring crowd around her, shown here with proud owner David Jameson of Oshkosh.
Three hard working volunteers for AIC Division. (L-R): John Turgyan, Richard Hill, and Gene Morris.
1940 DeHAVILLAND TIGER MOTH, N7404, SIN 17129
Owner: James Fowler (EAA 70114, AIC 2293) 1415 Hamlin Valley Dr. Houston, TX 77090
Robert and Jim Fow ler stop just long enough to pose in front of their 1940 DeHavilland Tiger Moth before resum ing their activities at Oshkosh.
James Fowler of Houston, Texas flew to Oshkosh in his 1940 DeHavilland Tiger Moth. With son Robert they left Houston on Wednesday and ran into some bad weather - thunderstorms, low clouds, hazy conditions, but finally arrived in Oshkosh Saturday noon, after . 31h days and 181h hours flying time. Robert is a student pilot who soloed at 16 and he enjoyed the . trip im mensely. Purchase of the Tiger Moth was made in 1975 and it has been a family project for Jim, his wife, two daugh ters and Robert. Working in their garage doing sand blasting, rib stitching, painting, etc. was a labor of love. Jim's interest in airplanes started at an early age when in the '30s, his uncle took him for a ride in a Stinson taking off from a grass farm strip. He learned to fly as soon as he was old enough and has been flying "just for the fun of it" ever shice. Jim and Robert were visibly enjoying all Oshkosh had to offer all week and are looking forward to at tending again.
These two fellows found a minute to catch their breath dur ing a busy work day at Oshkosh. Claude Gray, Chairman of the National Judging Committee, of Northridge, CA and Wel don Ropp, Interview Circle of Delray Beach, Flo VINTAGE AIRPLANE 9
t Demond 98) (EAA 49143A, A IC Box 191 148189 Whitmore Lake, M
By Marga re
To
Minden, Neb aska
(Photos by the Author)
Lineup of Stinson 108s at the 5th Annual National Stinson Club Fly-In at Pioneer Airfield, Minden , NE.
Traveling with the family is not the same as travel ing with your good buddy. Unlike the buddy who takes care of his own needs and helps with the plane, the kids don't - yet. Instead they lose belongings, worry aloud about the next meal, and ask a million questions. For tunately, our 35-year-old classic-era Stinson 108-1 was as undemanding as a good buddy. Starting at Brighton, Michigan on July 17 , 1981 with a fresh battery and a full load of avgas , N97025 lifted off with grace and a compliment of dad, mom, and two kids. Luck was with us and we had a light tailwind going west. At a brief gas stop at Ottawa, Illinois the gas attendant graciously showed us two Corben Junior Ace homebuilts hangared on the field. Next stop was Ottumwa, Iowa in the late afternoon as the kids anxiously surveyed the farms below for the likeliest to qualify as Radar O'Reilly's Uncle Ed's farm of TV's "MASH" fame. It's a large, friendly airport with a vhcant control tower , and a flight service station manned by able personnel. The FBO had the 80 octane that pleases the old Franklin engine and an air condi tioned office for people coming in out of the hot July sun. They loaned us a courtesy car for the drive to the motel with pool. 10 NOVEMBER 1981
That night lightning, wind, and rain moved through the area. In the morning we telephoned to check on our good buddy ("rode out the storm just fine") and to ask if we could drive their courtesy car to nearby Blakes burg to the Antique Airplane Association Air Power Museum. " No problem" came the reply . A couple of hours were spent visiting fine old aircraft there in the damp, hazy morning air before returning to Ottumwa airport to lift off and continue flying west. A comfortable distance along the route, we stopped at Shenandoah airport, still in Iowa, for 80 octane and a picnic lunch in the terminal building of breakfast bars and peanut butter sandwiches carried from Michi gan. Soon we were in the air again for the last leg of the trip west. Clouds and haze gradually increased 'til we found ourselves flying "the scenic route" around and over clouds and finally reaching Minden, Nebraska by 7 p.m. Not another Stinson in sight, we were unofficially the first to arrive for the National Stinson Fly-In two days early. Knowing how the fickle weather gods can easily delay a trip one or more days, we had merely started out early to be on time. Taxiing to the gas pump, we were greeted by the airport manager, Don Bosworth
This is the 1926 Swallow, NC5070 owned by Harold Warp's Pioneer Village Museum.
This logo is on the fuselage side of the 1932 Pietenpol Sky Scout on display in the AAA Airpower Museum at Antique Field, Blakesburg, IA.
and his wife Lorrie who confidently announced that this Stinson had never been here before. Here were people who cared! After gassing up and tieing down our good buddy, we hopped into one of the three cour足 tesy cars and headed for the Pioneer Motel. With a day and a half to spare, the family enjoyed a leisurely stroll through the Pioneer Village Museum conveniently located next to the motel and the Pioneer Restaurant where we ate. These facilities are just one mile south of the Pioneer Village Airport where "Mamma Stinson" was tied down. Though it sounds like a tourist trap, it really isn't. Seeing the more than 30,000 his足 torical items on display takes two days and was the "real neat place" we had heard it to be. Some of the vintage aircraft on display were: 1903 Wright Flyer Replica 1910 Curtiss Hamilton 1910 Hartman 1911 Curtiss Pusher 1917 Jenny 1918 Lincoln Standard 1926 Swallow 1928 Cessna AW 1928 Lincoln-Page 1929 De Havilland Gipsy Moth 1930 Stinson Jr. 1930 Pitcairn Autogiro 1937 J-2 Taylor Cub 1942 Bell P-59 Airacomet Jet Fighter A partial list of more than 30 different examples of early aircraft engines:
Rick Demond loads the family 108-1.
1918 Hispano-Suiza 1926 Kinner K-5 1928 Wright 1928 Gipsy 1929 Warner 1929 DeHavilland H-60 1929 Packard Diesel Radial 1920 Lycoming 1930 Continental A-40 1938 Pratt-Whitney "Wasp" 1940 Daimler-Benz 1944 Japanese Copy of 1200 hp Wasp The National Stinson Club Annual 'Fly-In started at noon on Friday with registration, fly-bys, and pilot talk. I counted 25 Stinsons on the line and wandered around with the camera snapping two rolls of film very quickly. With the exception of one Gullwing Reliant, all the Stinsons were 108 Voyager models, many of which were restored to mint condition. The postwar Stinson Voyagers were introduced in late 1945 with very few models of the "125" powered by a 125 hp Lycoming engine, Quickly upgraded to a 150 hp Franklin and designated Model 108, nearly 2000 were sold by the end of 1946. Beginning in 1947 , two 150 hp Model 108 planes were produced , the "Voyageur 150" and the "Flying Station Wagon". In mid 1947 two 108-2 models were produced with the 165 hp Flying Station Wagon. By 1948 the company had introduced the 108-3 "big tail" Voyager and Station Wagon. Stinson sales 1905 Glenn Curtiss 1908 Wright Brothers 1910 Rotary Gnome 1912 Henderson 1914 LeRhone Rotary 1914 Anzani 1916 Hall Scott 1916 Lawrence 19170X-5 1917 Hisso 1918 Comet 1918 Liberty
Lee and Amy Demond take an imaginary ride in a buggy at the Museum.
VINTAGE AIRPLANE 11
Stinson 108-2, N9708K, SIN 108-2708 owned by Vercruysse" .I nc. of Plymouth, MI.
Larry A. Wheelock (EAA 100430, A/C 2445) from Terre Haute, IN owns this Stinson.
were high until the "postwar slump" depressed all air craft sales in this country. The Stinson assets were bought up by Piper who produced a few Piper-Stinson models before the 108 series ended in 1949. Over 5000 Stinson 108's had been built in that four year period at Wayne, Michigan. The 108 is a comfortable four place plane, very stable and with few surprises except when trying to procure parts for the Franklin engine. (Some owners have converted to Lycoming installations.) Along about supper time everyone met at the restau rant for a buffet-style dinner. This was followed by an old fashioned ice cream social at the fairgrounds with homemade ice cream and cakes, iced tea and coffee. A can for donations was set out but no suggested amount was posted; quite a difference from the ice cream socials back home. Although my taste buds didn't discern the richness of the ice cream, my normally cast-iron stomach cried enough after two large bowls. Time to call it a night. Back out at the field Saturday morning, it was fly bys and seminars. S.T.C. holder David Waldemer told how to metalize a Stinson. George Leamy gave a brief talk about how he devised a satisfactory vacuum pump installation for his Franklin engine. Don Maxfield gave
a presentation on the idiosyncrasies of repairing and preserving Franklin engines which power many of the Stinsons. Finally, Craig Baldwin from the Univair Company advised what to expect with the 180 Lycoming conversion currently sold by his company. I fed the kids breakfast bars so they could last 'til the 8 p.m. banquet. The steak dinner was worth waiting for and was followed by the awards ceremony. Later, some of the tables were removed to make room for another old fashioned activity . . . square dancing, sponsored by a local club complete with a live band and caller. The group rounded up the Stinson people to join in the dancing. Sunday morning church services were available next door in the Pioneer Village church. Those who went out to the airport early saw a wall of weather to the east which kept most of the planes from taking off 'til almost noon. As we taxied out to the runway we waved to our newly found friends and departed for home. Our return flight was uneventful and we all look forward to attending another Stinson 108 Fly-In at Minden . . . the friendliness and hospitality of those folks is first rate.
Russell Arndt (EAA 128406, A/C 54926), Big Falls, WI owns this 1948 Stinson 108-3. N6649M. SIN 108-4649.
CALENDAR OF EVENTS OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT. CALIFORNIA ~AA Ramona Fly-In. Sponsored by EAA Chapter 14 and San Diego Chapter of the Antique Airplane Assoc. Rain date November 7-8. Contact Ben W. Hunsaker. 714/ 276-5121. NOVEMBER 13-15 - JENNINGS. LOUISIANA - End-of-the-Season Stearman Fly-In. For information contact: Willard Duke. P.O. Box 26451 . New Orleans. LA 70186. 504/241-6000.
12 NOVEMBER 1981
NOVEMBER 21-22 - MIAMI. FLORIDA - Antique. Classic. and Cus tom Built Exhibit and Fly-In at sixth annual Harvest sponsored by Historical Association of Southern Florida. Located at Tamiami Fairgrounds. Coral Way at 112th Avenue in Miami. Contact Eliza beth Bookout. 305/557-5530 or Genie Card. 305/253-3776.
~\\",,\\
10'"
Jeannie Hill beams aHer first solo flight.
By J eannie H ill (EAA 56626A , A le 629A)
P.o . Box 89
Harvard , IL 60033
(Photos by Dick Hill)
Jlr. C. G. C.glor
It's early in the morning and the blue sky is crystal clear. Small patches of ground fog lie in the low areas. The dew is still heavy on the 1,300 foot grass strip as I roll my Cub out of the hangar. The walk-around is routine. I check the gas and oil and other important items on my uncomplicated ma chine, including pre-oiling the valve guides and stems. My flight instructor is watching with his ever-critical eye. Everything is A-OK so I crawl into the back seat, strap in and call "Off and closed". My CFI pulls the prop through several times then calls out "Contact". The engine comes to life and the oil pressure gauge tells me what I want to know. During warmup the CFI climbs aboard and off we go. Once around the patch and all is well. But some thing seems strange . . . no yelling or correcting from the front seat person! Nothing . . . maybe he fell asleep . . . or perhaps I scared him speechless. That's impos sible - he's never at a loss for words! Vh oh, he's get ting out. Now what did I do? I should go where? To the hangar? To my room? Go. fly? GO FLY? By myself ... now ... really? How about a short "penguin hop" first, then I'll taxi back and we'll talk about it. OK? OK. After the shortest penguin hop in history, I taxi back and CFI says, "Keep going next time." "You sure?" "I'm sure." His face looks different and his voice is more stern. There's a ring of confidence in his urging which I haven't heard before. It suddenly dawns on me, of all the lessons he taught me, confi dence is one we neglected. But now, thanks to a new found tone of respect in his voice, I discover I too, have confidence. The moment of truth is at hand. My instructor says I know what I'm doing, so go. Full throttle, tail up , and I'm airborne. Gulp. That was fast. It's amazing how quickly an E-2 Cub will break ground without 180 pounds of CFI up front. With the Continental A-40 putting out a steady 37 hp, I climb out straight ahead. The countryside is beau tiful. The little patches of ground fog are rapidly disap pearing except over the pond near the creek. I can't begin to describe my feeling of joy. I realize there can be only one first solo flight so I savor every moment. Whoops! I'm at 400 feet. So soon? My little Cub has performance I never dreamed of. I turn on crosswind then on downwind and the thought occurs that I might just keep on flying . . . to South America . . . nah, too many gas stops. Back to reality, I apply carburetor heat and reduce power to 1600-1800 rpm. A gliding turn to base, another to final , over the fence, reduce power, flare out and a gentle touchdown completes one of the most fabulous experiences of my life. Thank you, Mr. C. G. Taylor!
Forty-eight years ago you built my beautiful Cub and today it is more beautiful than ever. Through my misty eyes I see my flight instructor approaching. His eyes are misty, too. He understands. He's my husband.
Jeannie
approache~
for a landing in her beloved Cub.
Editor's Note: Jeannie Hill's solo flight took place on S eptember 11, 1981. Not only was it in a taildragger (which isn't an everyday occurrence this day and age) but in a tai/dragger with a tailskid and no brakes. Forty-five plus years ago, nearly everyone learned to fly in planes with those features; but there aren't many such aircraft flying today. There are even fewer flight instructors like husband Dick who are able to handle them and pass the skill on to student pilots. Do any readers know of other first solo flights in planes with tailskids and no brakes in recent times? We'd love to hear of similar experiences. 1933 Taylor E-2 Cub, NC13179, SIN 60 has been in the Hill family for 10 years. They restored it in 1980 just in time to fly It to Oshkosh. DeSigner and builder, Mr. C. G. Taylor of Tustin, CA was a guest of the Hills when the restoration was completed and he witnessed Dick's test flight.
PART 3
Engine Details of the "Sky Scout"
Here we round the pylon on the home st1'etch in one of the most popu lar how-to-build stories we have ever published, This series on building the Sky Scout, slightly smaller sister to the Model A powered Air Camper, is second only in· popularity to the series run on the building of that famous ship. Here are finishing details of motor conversion, operation, ship finishing and flying hints. Bank her over and rip in!
For the benefit of those readers who may have skipped over the first two chapters of this article in their eagerness to get to the engine conversion plans presented herewith, let me summarize what we have gone over. As you know if you read these first two parts, the Sky Scout is a slightly smaller version of the famous model "A" powered Air Camper which was published in this magazine about a year ago, and
which is now obtainable in the FLYING and GLID ER MANUAL. Model T Ford Motor Used The Sky Scout, however, instead of being a two-seater, and using the 38-40 hp model A con version, makes use of the cheaply obtainable model T motor, and is a one-seater in which a student can pile up hours at low expense. It is a ship for which an identification num-
The little Sky Scout is easy to service. Here we have one of Doug Rolfe's famous wa-s hes showing the scale appearance of men working on the motor. Check the works every time you put the ship up after flying,re-check be fore flying, and you'll never have motor trou ble up aloft. To the left is shown how the gas line is drawn from the center section tank and run to the motor. Visibility is better than average. And look a,t the equipment - in struments - you can get ch.e aply to aid you in .accurate safe flying_ Use 'em,1 14 NOVEMBER 1981
ber can be had from the Department of Commerce, and while I have heard that a few over-zealous in spectors will ground a ship if it doesn't have a "c" of some kind, you will find that all state legisla tion hinges upon the Federal air laws, and that any one can fly for himself on an unlicensed field in an unlicensed ship if he wishes. All that the states ask is that the Federal laws be observed and that un licensed ships not be flown from licensed airports. So much for our introduction. Part one took up the building of the fuselage and the wings. Part two explained the landing gear, tail sur faces, and control system. Now, in part three, we will have a little word to say about the minor fittings, the finishing of the ship, and the method of fixing up what little con version work there is to making the Model T a good airplane engine. We will take the power plant first, as the whole ship is of course built for the motor it will be using. This ship was built for the model T of course, but may I say that the cowling is big enough for the model A. There is not much difference in the
sizes of these two motors, but you will need a new engine bearer if you use an A, and also put the wing about an inch ahead . Model A Carburetor Favored We did not make plans for the motor as every one has his own ideas on the subject. As long as they cool well and oil well they all work about the same in an airplane as in a car. The following changes were made. A model A car buretor was used. Cut off the intake flange where the carburetor was fastened and weld it back on so that a model A carburetor will fit. See drawing. Exhaust stacks are put on. Aluminum pistons were installed. The regular head and valves were used (putting in larger valves won't help - the passages aren't big enough to let the gas flow any faster). The end of the camshaft was fixed for a tachometer drive as was shown on the drawings in the Manual and prints for the A conversion. Be sure and put in a tachometer. They are very necessary and don't cost much. A fellow had an Air Camper here this sum mer without any instruments in it. I flew it but surely did not like it that way. I say, the more in struments the better. We use a complete set on all
LEATHER
MAG. SHAF'T
' - -' ~-MA""'G. e-A-'E THREAD END OF' . LINE MODEL "T" REAR AXLE WITH ARMS WElDED ON
VALVE EXHAUST
MAG.
DETAILS OF THE
12 GAGE ·
JOINING PLATE AND OIL R~TAINING CUP
MATERIAL~
I. $ A % _
r
HOLES ON CIRCLE
at·
D£TAILI OF THE REPLACEIoIENT
EXHAUST STACKS
HUB PLATES 5" DtAIoI
12- GA. STEEL
THREAD
COUPUNG
TACHOMETER HOUSING CONNECTION
SCREWS ARE SOLDERED IN COVER
n !::rr1-
GEAR COVER
CHANNEL STEEL 4 MAGNETO SUPPORT
By studying this drawing you will see how easy it is to convert the "T" Ford for the Sky Scout. No water piJmp is needed. VINTAGE AIRPLANE 15
SEE DET... I LS OF ENDS OF ST RUTS F LY I NG STRUTS ... RE 1667 STREAMLINE
INS IDE FIT TI NG
DETAIL AT UPPER REA R CENTER STRUT NOTE : SEE DET ...ILS OF LOWER F ITTI NGS ON ...NOTHER SHEE T
A'v"
CUT OUT ...ND WELDED TOGETHER rOR BEND
OUT SIDE
F'T'G.
INSIDE rlTT ING
FITT I NGS FOR THE UPPER REAR CENTER STRUT 2-REOU I RED OF 14 G"'GE STEEL WELDING
OUTSIDE
DETAIL OF' BENDING AND REINFORCING
f'ITT I N~
UPPER ENGINE MOUNT I-REOU I RED OF 14G... .
BACK PLATE FOR THE SHOCK STRUT FITT I NG
UPPER ENGINE MOUNT AND REAR CENTER S1 RUT DETAILS
4 颅
Here are shown complete dimensions of the upper engine mount plates and of the strut fittings and- turnbuckles.
Always warm the ship up a little before taking off. See 'that the oil is warmed all through, and that the water and v,a,lves have warmed up. Some peelots have felt they were driv路 ing a car with these mo颅 tors. Be sensible!-it pays to take pains!
The Sky Scout is but a few inches larger t han a Heath, but a few inches smaller than an Air Camp路 er. It will fly nicely on the Model T Ford engine and is very rugged. The ship will also make a very high speed "hot" ship with a Pack Mag "Cross Country Twin" 40 hp twin opposed motor. Note flap in rear of wing to admit pilot to cockpit.
16 NOVEMBER 1981
Here are the details of the center section struts and the aileron pulley fittings. These drawings need no explanations.
our ships. The magneto is driven in a left hand direction, direct from the crankshaft. Better use a good mag, as I have seen a lot of the old D U 4s go bad when they are flown in hot weather. Also, a new mag weighs about 7 Y2 lbs . where the old ones weighed about 14 lbs. Although we have one of the old mags on a ship at present, and it seems to work fine. The propeller hub is made as on the model A, except that it is necessary to use a nut on the engine side as the flange is not threaded. We use a gear driven oil pump from an old Ace motor, built by Horace Kean in New York about 1919. We have a hollow drilled shaft and carry three quarts of oil, although any good oil system will work. Don't favor splash so much for model Ts as they have bent hair pins for crank颅 shafts and the bearings are small, although the shafts are built of the best stuff money can buy for crankshafts. Thermo-Syphon Cooling
The thermo-syphon system is used. The block is fitted with a 1% in. outlet near the top front of the motor (see drawing ) opposite the place where it was on the motor, and this runs to the radiator top. A circulating pump could be used in warm
Thi.s wilt give you an intimate glimpse at the salient points of the T conversion IS used in the Sky Scout. The McCord radiator, bearing lubrioa路t or .and other parts are shown as per drawings elsewhere in this series.
VINTAGE AIRPLANE 17
METHOD OF ATTACHING THE FRONT LANDING GEAR STRUT AND FLYING STRUT TO FUSELAG
The same sturdy, ample fittings of simple design are used on the Sky Scout IS were used on the Air Camper, with only minor changes. All bends must be made slowly, and done cold. It's important that all welding be well done.
II"
3'
il j6' INSIDE FITTING FOR ENGINE t.40UNT 2-THU5 REQ'D 14GA
..... MI5CELLANEOU5 FITTINGS-
weather, and would be better, but we have had no trouble as on one instance Don Finke flew a ship from Spring Valley, Minn ., where we have our shops, up to Minneapolis, a distance of 150 some odd bee line miles, and he ran into some hot, dry weather, then a thunder and rain storm. The motor never coughed, but kept slamming along. The radiator was made from a 1926 Macord Ford radiator cut in two and one half put in back of the other. This makes a better looking job. Bet t~r have a tinsmith do this job well for you. In re gard to the radiator, lots of those building the Air Camper asked why I did not put the radiator below the fuselage. We have tried this on ~tWo ships and in both cases the climb of the ship/ was poor, the top speed five miles less. The motor overheated, and the draft and lack of supporting wind stream made the ship very tail heavy. Carried a passenger with difficulty and weighed more, and the same would hold true on the Sky Scout here. The vision on these ships is good and the radi ator does not bother. In fact, the vision is better than one of the Air Campers using a Velie motor. It will not be necessary to use a new Ford T block for the ship. We can arrange a regrind job at a dollar an inch of bore on any old block, so that 18 NOVEMBER 1981
BOTTOM PLATE FOR ALL FITTINGS -TH
R
'
4
the new aluminum Ritefit pistons, which must be used anyway, can be cut to fit the new job just as well as an old one. Old T blocks used with the cast iron pistons very soon run out of round, and are hogs on oil as most of you kilow. With aluminum pistons cut with .007 in. skirt clearance and .025 in. head and ring gland clearance, the oil pumping and the blow-by compression losses are cut way down. The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling. Here are some of the salient figures that read ers will be wanting in connection with the motor and the business end of the ship. The weight of the prop is about 12 Ibs. The weight of the motor dry is about 185 Ibs. The weight of the radiator is 15 lbs. The job holds 4 qts. of oil which weigh 7 Ibs., and the cooling system holds 3 gals., or about 20 Ibs. I would say that this four is about 32 hp. It turns a Lawrence prop 1500 rpm and the govern ment figures show that this prop requires 28 hp at 1400 revs.The model A will not turn this prop over 50 turns faster. The propeller is 6 ft. diam. by 42 in. pitch and turns anti-clockwise. This is a Flottorp prop. It will turn from 1650 to 1740 on the ground, depend
Here are the details for the fittings used on the fu·s elage end of the new V.type Pieten· pol landing gear. All bolt holes must be snug fits.
ing on the day. It cruises at 1600 to 1650 in the air and will turn 1850 in the air wide open. The weight of the fuselage less cloth and :netal fittings is 43 lbs. with turtleback and instrument board. The weight of the tail unit less cloth and horns is 9 ih lbs. Each landing gear V weighs 5 lbs. Shock struts weigh 3 1/ 2 lbs . each. Weights of other components have been given in other installments .
•••
VINTAGE AIRPLANE 19
(Photo by Lee Fray) (Photo by Lee Fray)
Antique judges at Oshkosh '81 were: Front Row (L-R) - Pete Covington, Gene Morris. Back Row - Claude Gray, Fred Pritchard, Ken Williams, Dale Gustafson.
Classic judges at Oshkosh '81 were: Front Row (L-R) - Peter Hawkes, Tim Bowers, George York, George Lemay, Kevin Stephenson. Back Row - Deb Hauser, Paul Stephenson, John Womack, Ken Willems, Jim Mankins, Dale Wolford, Mary Hop penworth, Norma Baldwin.
LETTERS
MYSTERY PLANE This photo is another from the Roy Russell collec tion and it dates from the 1930s. Identification will be announced in the January 1982 issue of The VINTAGE AIRPLANE. The Mystery Plane in the September issue was cor rectly identified by Bob Armstrong (EAA 77864, AIC 735), Rawlings, MD and Dick Gleason (EAA 3131, AlC 1164), Austin, MN. First to arrive was Bob's letter: Dear Gene: The Mystery Plane in the September issue of The VINTAGE AIRPLANE is a Berliner "Parasol", CM-4. According to Juptner Vol. 1, this aircraft was pro duced by the Berliner Aircraft Co. at Alexandria, VA and was issued ATC #39 in May 1928. Other Berliner models included the CM-5 (Wright J5) and the CM-6 (110 Warner "Scarab"). One of our local "old-timers" had a half interest in a CM-4 with the OX-5 and is still flying today in his 1946 J-3 Cub. Keep the rare ones coming. Sincerely, Bob Armstrong 20 NOVEMBER 1981
Dear Sirs: Am sending you a note regarding the Travel Air photo appearing on the back cover of the July issue of The VINTAGE AIRPLANE . Must be a fellow of the younger generation sending in the photo. The Travel Air is a standard 4000 with a Wright J5, not J4. Regis tration No. NC5438 came out of the factory as SIN 527 . As to the letter C in the registration number, it has nothing to do with air mail. In those days we had three types of registrations; N for National, X for Experi mental, R for Restricted and C for Commercial. All categories were preceded with the letter N such as NX, NR, and NC. Aircraft with no letters preceding ' the numbers were known as "Identified" aircraft. In those days you could fly identified airplanes. The air mail contractors were issued designations with a contract number separate from the Dept. of Com merce numbers, such as C.A.M. indicating Contract Air Mail followed by the contract number. The mystery photo in the September issue is truly an early one. It is none other than an OX-5 Berliner Joyce monoplane. They also built several other models including a three place Kinner powered monoplane, a dirigible hook-on fighter and a military observation job. I will have a good brain teaser for next month. Regards, Mike Rezich (EAA 510, AlC 2239) 6424 S. LaPorte Avenue Chicago, IL 60638
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The V INTAGE AIRPLANE A. NO. O'iSSUl S PUBllst«O
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S. CO " PlfTf ..... It.INO "'DOllnS Of THE H["ooU"'IIU'"
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Oil G["'[ " " l 'UI IHUS Ofli CU Of THE Il'UlIlISH[ IIS r _ ~1ttf...J
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53 1 3 2
.. 'UL~ "'.... £1 ."'0 e~" "u T[ M"II. IHQ . ooll ns OJ ItUI USHI R. 101T0II. . ...0 ........ GI...G 10l TOR IT~'" 11'_
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Cor ner~ .
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Wanted - Set of clean wings for Fairchild P.T. 19-26. A/C Chap. #7, 29 Kenneth Ct., Florham Park, NJ 07932. 201/377-8925 evenings.
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Repair Station 464-61. Wooden propeller repair and manufacturing. 1565 North Broadway, Stockton, CA 95205. Phone 209/462-7381.
DERRICK INDUSTRIES, INC. -
WANTED: For my Curtiss Wright Junior restoration, parts or pieces, any condition. Contact Gene Chase at EAA Headquarters, P.O. Box 229, Hales Corners, WI 53130. 414/425-4860 or 414/425-8851.
N/A 1. O ..HU I If OWl>O'd
POBER PIXIE - VW powered parasol - unlimited in low.cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3% gph at cruise setting. 15 large instruction sheets. Plans - $45.00. . Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.
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ACRO " - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com plete with isometric drawings, photos , exploded views. Plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P .O. Box 462, Hales Cor ners , WI 53130.414/425-4860.
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March through December All Are Available July/August, September/October, November/ December 1976 February through May, August through December 1977 January through September, November through December 1978 January, March, May, August, October, November 1979 February through December 1980 January, March through July, September through December 1981 January, March through October Back issues are available from Headquarters for $1.25 each, postpaid, except the July 1977 (Lindbergh Com memorative) issue, which is $1.50 postpaid. VINTAGE AIRPLANE 21
THE VINTAGE AIRPLANE
ADVERTISING RATES
DISPLA Y RATES: 1 Issue
DRESS IT UP
WITH A NEW
II~
INTERIOR!
All Items READY-MADE for Ea~y DO-IT-YOURSELF INSTALLATION
3 Issues
12 Issues
1 Page $150.00 $145.00 $125'.00 112 Page 90.00 85.00 80.00 113 Page 80.00 75.00 70.00 114 Page 60.00 55.00 50.00 116 Page 50.00 45.00 40.00 118 Page 40.00 35.00 30.00 Rates are for black and white camera-ready ads. Layout Work: $22.00 per hour. CLASSIFIED DISPLAY. RATE : Regular type per word 40c. Bold Face Type: per word 45c. ALL CAPS : per word 50c (Minimum charge $6.00). (Rate covers one insertion one issue,) COMMISSIONS: Non路Commissionable.
FLYING AND GLIDER MANUALS
Seat Upholstery - Wall Panels
Headliners - Carpets - etc.
1929, 1930, 1931 1932, 1933
Ceconite Envelopes and Dopes
2.50 ea .
-Send for FREE CatalogFabric Se lection Guide 路 $3.00
SEND CHECK OR MONEY ORDER TO :
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EAA Air Museum Foundation, Inc. Box 469 Hales Corners, WI 53130
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259 Lower Morri.ville RcI. --===颅 l "vlSA~ '~ ', :. ,' ',' FoII.ington, Po. 19054 ~.t"'<:;,.- ..""fe (215) 295-4115 l . !i
Allow 4-6 Weeks For Delivery Wisconsi n Residents Include 4% Sales Tax
Jacket: Unlined Poplin jacket, features kni t waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis颅 played in the Antique/Classic logo. Sizes : X-small thru X-large $28.95 ppd
Cap: Complete the look in this gold mesh hat w ith co nt rasting blue bill , trimmed wi t h a gold braid . Your logo visibly displayed , makes this adjustable cap a must. Sizes: M & L (adjustable rear banp) $6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacket and cap
Send Check To:
EAA ANTIQUE/CLASSIC DIVISION, INC.
P.o. Box 229
Hales Corners, WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4% Sales Tax
22 NOVEMBER 1981
The Contents of
Wings and Wheels MuseulD, Orlando, Florida
Sunday, December 6 at 2:00 p.m.
The sale will include Important Airplanes and Automobiles, spare parts, related memorabilia including books, prints and photographs.
Sopwith Ca mel, 1917-1918, Registration #N -6254, ma nufac tured by the Sopwith Aviatio n Co., Ltd.
On view: December 4 & 5,10 :00 a.m. to 5:00 p.m. Wings and Wheels Museum , Orlando Jetport, 8989 Florida Road South, Orlando, Florida. Catalog " Orlando", $25. Admission to viewing and sale by catalog only. (Catalog admits 2.) Inquiries to Robert Seaver or Carey Maloney
at 212/546-1000.
A Highl y Important 1934 Pac ka rd dual-cowl Phae to n.
Christie's
502 Park Avenue New York, N.Y. 10022
212/546-1000 VINTAGE AIRPLANE 23