VA-Vol-9-No-9-Sept-1981

STRAIGHT AND LEVEL

By Brad Thomas President

Antique/Classic Division

Oshkosh '81 is now history and if all prior indications are accurate, it will have been the largest and best attended aviation event in our history . Looking back to the 1980 International EAA Convention we had en­ visioned little gain for 1981, but there is no doubt that we went forward again. For many of us a fiscal year has been completed and we are analyzing the success and problems of our Division during that time.

Membership in our Division has increased throughout this time period and this increase is the result of many contributing factors. We must be offering a desirable oveni.ll program for this increase to be evident. The fellowship of our members throughout the world con­ stantly grows during the Chapter meetings and fly-in events we attend. Look at our Division's exposure at fly-ins and other EAA events. Our new Antique/Classic hats and jackets are becoming more popular and visible, a fact which denotes our members' desire to be identified with the Division.

The VINTAGE AIRPLANE is a publication that our membership eagerly awaits each month. Devoted entirely to antique and classic aircraft, historical data, fly-ins, restoration projects, unique photographs and tips for projects of restorers, our publication gives the reader a top quality magazine that will undoubtedly become a collector's item in years to follow. Editor Gene Chase and our associate editors bring to you each month , valuable and interesting antique and classic related articles.

Our EAA Aviation Museum in Franklin, Wisconsin is filled with representative antique and classic aircraft, from a replica of the first Wright Flyer, early and current amateur built aircraft, warbirds, aerobatic machines, rotary wing vehicles to ultralights. Other exhibits include antique and modern propulsion engines, some cut-away for visual inspection of their internal structures.

The walls contain display cases filled with instruments, bombsights, medals and trophies representative of our aviation historical background . Photographs by the hundreds depict and trace the history of aviation. Dis­ play examples of our homebuilt, aerobatic, warbird and antique/classic aircraft that have been donated , built or restored by EAA members, grace the museum floor.

Display aircraft and related items are constantly changed for the visitor who returns to the museum.

Under the able direction of Antique/Classic Advisor Ed Bums and Ben Owen of the EAA Headquarters staff, our Division has been allocated wall space to display our Division logo and photographs of our members' projects and restorations . Your next trip to the Mil­ waukee area should include a trip through the Museum to enjoy the efforts of our Division.

Several years ago our Division began to establish a uniform judging system for antique and classic aircraft.

The details of this unique system have resulted in a standard method for judging aircraft in a uniform manner. Established and proven during the last several EAA International Conventions at Oshkosh, the basic 2 SEPTEMBER 1981

judging system is now recognized and applied to all categories of judging, including custom built and war­ bird. Our reputation has been established and through t he efforts of Claude Gray and Al Kelch, two of the original committee members formulating the judging rules and standards, we are fortunate in having them appointed chairman and co-chairman of the newly formed EAA National Judging Committee.

Through The VINTAGE AIRPLANE and our Division chapters, we have constantly strived to assist restorers and guide them during the many hours involved in their projects. For the past several years about fifty percent of the show aircraft at the EAA International Conventions have been antique and classic aircraft. There is no finer collection of aircraft to be seen anywhere in the world as those displayed during these Conventions. The quality and authenticity displayed in these restorations con­ tinually improve over the years and we feel that our Antique/Classic Division often has played a large part in guiding these projects. There may be fewer antique aircraft completed over these current years, but the quality of workmanship and expertise in the restorations is outstanding.

Classics! Here we have seen the greatest improvement over the past few years . There were times when we had great numbers of classic aircraft to judge but few were in the "high point" categories. There is no doubt that those completing accurate restorations of classics have spent many hours of researching and planning. We are constantly finding that it does not take much more time and effort to make an accurate restoration project than just doing a "half-way" job.

Within the past few weeks, each voting member of our Division was mailed a letter requesting the recruiting of a new member. We are striving for an active member­ sh ip of five thousand and you can make this possible.

Each of us knows and understands what our EAA Antique/ Classic Division stands for and represents. If you have not already done so, recruit a new member from your area and forward his membership application to headquarters.

As a member of our Division you know what our aims and goals are and what we represent. Please take this opportunity to share the benefits of membership in the Antique/Classic Division with a new member.

PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT " 1981 EAA ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

SEPTEMBER 1981

VOLUME 9

NUMBER 9

OFFICERS Vice-President Jack C. Winthrop Route 1, Box 111 Allen, TX 75002 214/727-5649

President W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain, NC 27041 919/368-2875 Home 919/368-2291 Office Secretary M. C. " Kelly" Viets 7745 W. 183rd St. Stilwell , KS 66085 913/681-2303 Home 913/782-6720 Office

Treasurer

E. E. " Buck" Hilbert P.O. Box 145 Union, IL 60180 81 5/923-4591

FRONT COVER . . . 1939 Beechcraft F17D Staggerwing, NC50256, SI N 259 owned by Perry and Jewel Miller (EAA 82253 , AlC 698), Rt. 4, 15589 Harvest Mile Rd ., Brighton , CO 80601 , photo­ graphed by Dick Stouffer at Tullahoma , TN . See story on page 6.

DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City , MI 49330 616/678-5012

Morton W. Lester P.O. Box 3747 Martinsville, VA 24112

Claude L. Gray , Jr .

9635 Sylvia Avenue Northridge , CA 91324 213/349-1338'

Arthur R. Morgan 3744 North 51st Blvd.

Milwaukee, WI 53216

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.14617

Georg e S. York

181 Sloboda Ave.

Mansfield , OH 44906

703 /632-4839

414 /442-3631

TABLE OF CONTENTS

609/585-2747

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434

3121683-3199

Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216

· . . by J ohn Parish .. . ... .. .... . ..... . . . . . . . . ...

6

My Mistress

· . . by Alfred E. (J ohnny) J ohnson ...... . . .. . ... 10

· . . by B . H. Pietenpol . .. . . . . . .. . . .. ... ... . . . , . . . 16 Letters . ...... . .... . . .. . .. . . . . ........... . . . .. ... . . 25 Mystery Plane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Gene Morris 27 Chandelle Drive Hampshire, IL 60140

6121784-1172

3121298-7811

John S. Copeland 9 Joanne Drive Westborough , MA 01581 617/366-7245

2 4

Calendar of Events ... . . .. . .. . . . . . . . . . . . . . . . . . . . . .. 12 Type Clubs and Other Aviation Organizations . .. . ... 13 Plans for the Pietenpol Sky Scout - Part 1

ADVISORS Ed Burns 1550 Mt. Prospect Road Des Plaines, IL 60018

Straight and Level . . . by Brad Thomas . . . . . . . . . . . . .

AlC News .. . compiled by Gene Chase . . . . . . . . . . . . ..

1981 Staggerwing/ Travel Air Convention Commonwealth Skyranger -

419/529-4378

716/342-3170

BACK COVER .. , Center stage of the Air Racing Section of the EAA Air Museum, Franklin , WI. Left to right are the 1929 Travel Air Mystery Ship, 1931 Gee Bee Model Z, 1931 Laird Super Solution , and the 1936 Elmendorf A-1 Jackrabbit. All are full size replicas except the Elmendorf A-1 , which is the original aircraft. (Photo by Lee Fray)

.

S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213 414/771-1 545

PUBLICATION STAFF PUBLISHER

Paul H. Poberezny, President

Experimental Aircraft Association

EDITOR Gene R. Chase

Page 6

Page 10

Page 16

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 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 Haies Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem­ 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

EAA AVIATION FOUNDATION CENTER

DEDICATED

OSHKOSH '81 足 A TREMENDOUS SUCCESS

Over 10,000 aircraft and a half million people visited Wittman Field during the 29th Annual EAA Convention, August 1-8. But success is not measured by quantity alone. With record numbers of aircraft movements, safety was the keynote of the eight-day event.

Although weather in parts of the U.S .. kept some fliers from completing their trips to Oshkosh, the local weather was generally good.

The antique and classic aircraft judges had a par足 ticularly difficult job this year with so many outstanding examples in each category. When all the scores were tallied , the Grand Champion Antique award went to a 1928 Cessna A W owned by Gar Williams of Naperville, IL. A 1948 Piper P A-17 Vagabond owned by James L. Jenkins, Huntington, CT received the Grand Champion Classic trophy.

A more detailed account of the '81 Convention will appear in the October issue of The VINTAGE AIRPLANE.

The new EAA Aviation Foundation Center to be built at Wittman Field, Oshkosh, WI was officially dedicated at 10:30 A.M. on August 5 during the Convention.

Following remarks by Tom Poberezny, President of the Foundation and Paul Poberezny, Chairman of the Board, Paul dug the first spadeful of earth, symbolically starting construction of the facility which will become the world's most complete aviation center.

The Center will include a museum, conference center, administrative offices and an aircraft construction/ restoration shop. The Kermit Weeks Flight Research Center which is also a part of the complex, is complete and was dedicated on June 17, 1981.

This Aviation Center will be described in more detail in future issues of The VINTAGE AIRPLANE.

COLOR PHOTOS NEEDED More color photos (preferably 8" x 10") of members' antique and classic aircraft are needed to grace a wall in the EAA Aviation Museum in Franklin, WI. A large area of wall space has been made available to the Antique/ Classic Division for this purpose, and Antique/Classic advisor Ed Burns of Des Plains, IL has volunteered to frame the photos and hang them.

Ed has done a fine job of arranging the photos which have been sent, and also photos he has taken of members' planes from the Midwest area. Photos may be sent to Gene Chase, Editor, The Vintage Airplane Magazine, P.O. Box 229, Hales Corners, WI 53130.

The photos will also be considered for publication in the " Members' Projects" section of the magazine, in addition to being displayed in the Museum. Please include a description of the plane and the approximate date of the photo.

(Photo by Gene Chase)

The 1981 Oshkosh Grand Champion Antique Award went to this 1928 Cessna AW, owned and restored by Gar Williams (EAA 1416, A/C 1416), Naperville, IL.

FLYING BOAT WORKER

DISPLAYS DEDICATION

(Photo by Gene Chase)

James L. Jenkins (EAA 95377, AlC 2520) of Huntington, CT restored this 1948 Piper PA-17 Vagabond which received the Grand Champion Classic Award at Oshkosh '81.

4 SEPTEMBER 1981

In 1946, Stan Soderberg began what was to be a one-month stint doing trim and fabric repair of Howard Hughes' giant wooden flying boat, the "Spruce Goose."

Now, 35 years later, Soderberg is still at it - over足 seeing repairs and maintenance aboard the Hughes Flying Boat and providing a thread of continuity through足 out the seaplane's long and controversial history.

"I'm kind of like a major league baseball player," said Soderberg. "I don't change jobs. I just play with different teams."

The current team is Wrather Corporation, which in cooperation with the Aero Club of Southern California rescued the world's largest aircraft from dismemberment and plans to put it on display beside the R.M.S. Queen Mary in Long Beach. As Wrather's foremost "flying boat expert," 56-year-old Soderberg is delighted that the Spruce Goose is finally coming out from under wraps.

"I think it's a sensational idea," he said. "Cutting it up would have been total disaster. There's nothing else like it in the world."

The same distinction applies to Soderberg. The former navy parachute rigger and professional acrobat is the only original crew member still working aboard the flying boat.

"It never occurred to me when I started that I would spend the rest of my career on this aircraft," he said.

"I used to get a lot of ridicule. People wondered what I could possibly be doing working on a plane that was just sitting in a hangar year after year.

"But r always knew something great would happen with the flying boat."

Soderberg was part of the launch crew for the flying boat's first and only flight on November 2, 1947 when Howard Hughes lifted the aircraft 70 feet off the water for a distance of one mile over Long Beach Harbor.

"It surprised a lot of people when Hughes flew the plane that day. But I figured he would go for it. The preparation was elaborate. And just prior to the flight Hughes was down at the hangar a couple of times a week to run the engines. The only thing he had to prove was that it could fly ."

After the history making flight , the flying boat returned to Terminal Island where it remained shrouded in a climate-controlled hangar for over 30 years. During that time, repair and upgrading continued on the aircraft.

"We installed new test equipment, dual auxillary hydraulic system and the Pratt Whitney 4360 engines.

And every other week, we ran electrical and hydraulic tests. There was nothing done on the plane that wasn't okayed by Mr. Hughes," said Soderberg.

"For years we kept thinking Hughes would t.ake the plane out again . He would call and set up specific flying dates. We would have a 90-day lead time and then it would get cancelled at the last minute."

When Hughes died in 1976, Soderberg got word from the Hughes Tool Company to search for the Hughes Will, but to no avail.

"We turned that plane inside out, but we never found anything," he said.

For Soderberg, the years of waiting and wondering at the fate of the Hughes Flying Boat are finally paying off. Wrather plans to move the aircraft to its new nest beside the Queen Mary in November where it will be the star attraction for Southern California's newest destina足 tion resort complex - PortAdventure.

According to Soderberg, who is busy preparing the Spruce Goose for its final move, "you just can't have too much of a good thing."

"After all these years, I'm still amazed at this air足 craft."

The restoration of a flyable Curtiss Jenny was completed recently for the Owls Head Transportation Museum in Maine.

The President of Aero Meridian, Mr. Woodson K. Woods, reports the following aircraft in the Aero Meridian Collection: 1918 Fokker D VIII ' - Flying condition 1918 Curtiss IN-4D Jenny - Under restoration 1928 American Eagle - Under restoration 1928 Travel Air D-4000 - Under restoration 1929 Swallow TP - Under restoration 1929 Fleet 7 - Flying condition 1930 Bird - Flying condition 1930 Waco RNF - Flying condition 1931 Waco QCF-2 - Under restoration 1932 Great Lakes 2T- 1A - Flying condition 1933 Waco UBF-2 - Flying condition 1936 Ryan STA - Flying condition 1936 Bucker Jungmeister - Under restoration 1938 Stinson SR-9F - Under restoration 1939 Waco AGC-8 - Under restoration 1941 Ryan ST3KR - Flying condition 1943 Piper L-4J - Flying condition 1943 Stearman PT-17 - Flying condition 1943 Supermarine Spitfire MK IX - Flying condition 1945 Supermarine Spitfire MK XVI - Flying condi足 tion

Some of the flying aircraft on display at the Carefree Airport.

NOTABLE VINTAGE AIRCRAFT

COLLECTION AT

SCOTTSDALE, ARIZONA

Aero Meridian Productions located at Scottsdale Industrial Airpark , 14806 North 74th Street, Scottsdale, AZ is a small group of craftsmen who restore antique aircraft for museums and collectors.

In addition to several antique airplane repair con足 tracts, the company is currently restoring a 1931 Waco QCF-2 for a local Phoenix businessman, a Ryan STA for a New Jersey airline pilot, and a Waco UBF-2 for the newly formed Carefree Flying Museum located at Carefree Airport about 24 miles north of Scottsdale.

Glen Styles rigging the Curtiss Jenny for the Owls Head Transportation Museum.

(Continued on Page 24) VINTAGE AIRPLANE 5

1981

STAGGIBWING/

TB-AVIL

AlB

CONVINTION

By J ohn Parish

(EAA 43943, A le 213)

p.o. Box 550

Tullahoma, TN 37388

(Photos by Dick Stouffer)

The 1981 Convention was the most successful, not necessarily in the number of Staggerwings and Travel Airs in attendance but our membership attendance was up significantly and many important developments took place.

Mrs. Beech and her contingency from Beech Aircraft Corporation were here for the Dedication of the O. A. Beech Gallery & Chapel and it was indeed a moving affair.

In addition, the Thaden family was here in large numbers and presented the 1936 Bendix Trophy, for loan, to the Foundation.

Also, of great significance was the gift of a Stagger足 wing by Steve and Diane Parker of Odessa, Texas.

These three items highlighted the activities and the ceremonies associated with them left a lasting impres足 sion on all in attendance.

The weather did not cooperate since there were several weather systems blocking access to the Staggerwing home in Tullahoma, Tennessee. This resulted in cancellation of some Staggerwing arrival plans and members, such as Chairman Holloway and many others, arrived by modern aircraft.

Local musicians provided "Tennessee Country Music".

6 SEPTEMBER 1981

We had a record early turnout with some nine Stagger足 wings at the Convention site the day before the event started. Holding the distinction of the "First Arrival in 1981" were Bob and Jean Kreutzer from San Diego in their beautifully restored E17B. They arrived on Monday, June 8, chauffeuring "CQ" Stephenson from Albuquerque . They were followed on Wednesday by the "Santa Paula bunch" which included Clayton Graves in his newly refinished D17S with Bob Van Ausdell as his " First Officer." Accompanying Clayton was Bryce Hunt in his Howard and Don Dickenson in his Spartan. The Santa Paula team members have been tremendous supporters and it is a particular pleasure to have this group come so far on a regular basis.

Another early arrival was Tom and Lucy Cocks from Hong Kong who picked up their F17 in Seattle to make the long trek. Other early arrivals were Perry, Jewel , and Dick Miller from Boulder, Colorado, and, of course, Glen McNabb from Jasper, Tennessee. Also, Chris and Swanson Poer came over from Greensboro , North Carolina, to license his F17D which is on loan to the Museum .

The first day of the Convention was rather dismal , thanks to the weather, and there was only one arrival.

However, Thursday, the activitiy picked up with the arrival of the Gehrings, the Parkers, and the Chicago crew of Perry and Hansen.

Inclement weather does not dampen the spirits of Staggerwingers and all activities went on as normal. The Foundation property was beautiful and the O. A. Beech Gallery & Chapel lent itself to the many activities and meetings that took place the early part of the Convention. Nearly all activities were held on the Foundation grounds. The usual Officers, Trustees and Club and Museum Membership Meetings were held on Thursday and Friday. In addition , both the Safety Seminar and Repair, Rebuilding, Maintenance and Servic足 ing Seminars were excellent, thanks to Dick Perry and John Womack's leadership.

The Convention was really "kicked off' with the 4:15 P.M. arrival of the Beech contingency on Friday. Mrs. Beech and her group arrived in three King Airs to the delight of all. Mrs. Beech has the distinction of being recognized as "The First Lady of Aviation" and the love

The beautiful new Olive Ann Beech Gallery and Chapel.

and affection of Staggerwingers for this great lady was expressed openly and warmly. Throughout the next two days, it was also our pleasure to have many members of her family , including both daughters, Tom and Suzanne Warner from Pala, California, and Mary Lynn Oliver and her four children from Wichita, also Dena and Bill Huntley and Brian Snart from Wichita. It was especially great having the longtime friends of all Staggerwingers, Leddy and Norma Greever. Others from Beech included Letha and Homer Brunk and our congratulations to Letha for being the recipient of the 1980 Merit Award.

This was a most deserving honor to a lady who has contri足 buted significantly to the Foundation program.

The usual social activities were well attended in足 cluding the cocktail parties, cookouts, fly-out to Parish Patch, Bluegrass entertainment, and the 1981 Paper Airplane and Flying Saucer Contests under the able direction of Field Judge "Lindey" Lindemer.

'The real highlight of this year's Convention was the Dedication of the O. A. Beech Gallery & Chapel on Satur足 day, followed by a picnic lunch honoring Mrs. Beech.

This was followed by the presentation of the Bendix Trophy and the Staggerwing presentation. This was truly a memorable day for the Foundation. The Dedication ceremony of the O. A. Beech Gallery & Chapel began at 11:00 A.M. with a program in the Chapel, culminated

Mrs. Beech awarded the prizes to these smiling participants in the paper plane contest.

VINTAGE AIRPLANE 7

W. C. "Dub" Yarbrough, President of the Staggerwing Museum Foundation has just unveiled the plaque with Mrs. Olive Ann Beech looking on.

Mrs. Beech, center, visits with Steve and

Diane Parker about the Beech D17S

shown here which the Parkers donated to the Staggerwing Museum Foundation, Inc.

by the unveiling of the plaque superbly timed with a four Staggerwing formation fly-by, again under inclement weather - low ceilings and visibility. The formation team consisted of Dick Perry, Jim Gorman, John Womack and Dick Hansen and was an example of true precision flying . The concluding "bomb-burst" was a sight to behold. It is difficult to describe the beauty, excitement, and exhilaration of this maneuver.

Dick Stouffer of Hawthorn Woods, Illinois, handled the religious aspects of the Dedication ceremonies superbly and quite appropriately. Dick is a Trustee of the EAA Aviation Foundation, Inc., a 727 Captain, and recently received his Master of Divinity from Mc­ Cormick Theological Seminary in Chicago. He gave the invocation on Saturday during the Dedication cere­ monies and conducted the Church Services on Sunday.

The O. A. Beech Gallery & Chapel Dedication cere­ mony was followed by a picnic lunch in the Museum and at 1:00 P.M. Bill Thaden and Pat Thaden Frost presented the 1936 Bendix Trophy won by their mother, Louise Thaden. In this presentation, they paid their respect to Mrs. Beech who was a dear and close friend of Louise.

Two Beechs peel off after a pass over the Staggerwing.

Museum.

8 SEPTEMBER 1981

Dub Yarbrough, center, on behalf of the Foundation, receives the title to the Beech Staggerwing donated by Steve and Diane Parker of Odessa, TX.

Diane and Steve Parker, Odessa, Texas, presented their Staggerwing D17S, as a gift to the Museum in mem­ ory of Steve's father, Alvin H. Parker, a world-renowned soaring pilot who was the first to fly a lOOO-kilometer glider (1964).

The Saturday Night Banquet program was very superbly conducted by Museum and Club Presidents, "Dub" Yarbrough and Jim Forman. Plaques were pre­ sented to aircraft owners in attendance and the setting for this year's banquet was in the Museum. The weather really cooperated and it was indeed a festive and enjoyable affair.

Sunday saw the usual departures and this year it was a pleasure to have an unusually large contingency stay over until Monday. The Tullahoma group especially

(L - R): Two guests from the Beechcraft plant in Wichita, KS confer with H.H. "Red" Holloway, Jr., Chairman of the Founda­ tion Board of Trustees and John L. Parish, Executive Vice President of the Foundation. Red's home is in Baton Rouge, LA and John lives in Tullahoma.

enjoy the "wind-down" and among those staying over were the Millers, the Cocks, Wiggins, McNabbs, Spriggs, Stouffers, Lindemers, Seagos, and John Turgyan.

This year's Convention was truly "International" with Tony and M. R. Torr here from Johannesburg , South Africa, Tom and Lucy Cocks from Hong Kong, Moe Servos and his contingency from Ontario, Canada, and Debby LeMay Hauser from Alberta, Canada.

The United States were well represented from Alaska to Florida, Maine to California, and the in-between states of Alabama, Arizona, Arkansas, Colorado, Connecticut, Georgia, Idaho, Illinois, Indiana , Kansas, Louisiana, Maryland, Massachusetts, Michigan , Minnesota, Mis足 souri, Nevada, New Hampshire, New Jersey, New Mexico, New York, North Carolina, Ohio, Oklahoma, Pennsyl足 vania, Tennessee, Texas, Virginia, and Wisconsin, 33 states in all.

It is hoped the ensuing pictures will more adequately tell the story of this year's Convention.

The 1982 Convention will be held at the Beech factory in Wichita but we will again return home to Tullahoma in 1983. Also in 1983 there will be a Winter Meeting and Staggerwing Fly-in at Santa Paula in March. Stagger足 wing Club members should start making their plans for these future activities.

As a final comment, I personally want to thank each and every Staggerwinger for making this year's event truly successful and enjoyable.

Bill Thaden and Pat Thaden Frost presented to the Museum, the Bendix Trophy won in 1936 by their famous mother, Louise Thaden. Louise flew a Staggerwing from New York to Los Angeles to capture first place in the Bendix cross country race that year.

The beautiful 1940 Beech D17S, N20753, SIN 395 donated to the Museum by Steve and Diane Parker.

VINTAGE AIRPLANE 9

COMMONWEALTH SKYRANGER ­

By Alfred E . (Jo hnny) Johnson

Colonel, USAF Retired

S. 2915 Howard Street

Spokane, WA 99203

(Photos Courtesy of the Author)

Jack Johnson (EAA 133528) is my brother, and I admit that he is a little "off." But, everyone who is truthful has a relative who is somewhat untypical.

I suppose he couldn't help it. He's been nuts about airplanes as far back as I can remember. When he was 10 and I was 12 years old, we lived in the small town of Oroville, Washington , just south of the Canadian border. If we heard an aircraft overhead, as we in­ frequently did because of the remoteness of our location, we would jump on our bicycles and ride like hell the two miles or so to the airport. The idea was to be first on the scene to greet the pilot. Rarely did a flyer fail to remain overnight so we would hit him with the proposition that we would spend the night guarding his plane in return for a hop the next day. I can't remember ever being re­ fused , particularly after we guaranteed not to permit cows to scratch themselves on the bird - whether cows were present or not. (The bovine species were considered a universal hazard whether on the runway or during a nocturnal visit to a parked aircraft where a gentle rub could break a wing rib or wipe out a rudder.) Many a hop was thus enjoyed without spending a dime, which we didn't have anyway.

At the ripe old age of seventeen Jack soloed and soon thereafter came into possession of a 1928 model OX-5 Swallow. With this bird he acquired an important lesson - learning that water won't substitute for gasoline.

A careless mechanic failed to chamois the condensation from fuel stored in a drum while repairs were in progress on the aircraft. Scratch one aircraft and delay one flying career.

As the sign says 10 SEPTEMBER 1981

Then came a stint with the Army Air Corps and the Air Force lasting 22 years, with one break during which he got his commercial and instructor ratings. He was in hog heaven instructing and flying every day until the company went belly-up and left him holding the bag for substantial wages. Delay number two. However, this experience defined one flying ambition by exposing him to the Commonwealth Skyranger in which he in­ structed. "Flying is flying" he has been heard to say.

But the desire to own his own Skyranger persisted through the years.

A year and a half ago, long on time and short on funds, Jack began an active search for a Skyranger he could rebuild. Local inquiries were to no avail but an ad in the Northwest Flyer did the trick, bringing two replies. The first he ruled out as being too expensive considering time and condition, but the second, from Stanford White in Escondido, California seemed inter­ esting. Mr. White had a 1947 model 185, serial number 1810 in his back yard with wings and tail feathers re­ moved. Price? Fifteen hundred dollars. This got Jack's attention and soon he was southbound with pickup and trailer. The plane had been accurately described by the owner who said the upholstery was shot and the tires checked badly but everything else basically sound.

Hauling it back to Spokane was less a task than antici­ pated but attracted considerable attention from other motorists and, on a couple of occasions, low flying air­ craft circled for a second look.

Space available for reconstruction consisted of a one car garage , necessitating the storage of wings in the

New interior.

neighbor's garage while work on the fuselage was路 in progress. The first order of business was a complete examination so that required parts could be ordered to be on hand when needed. The McCauley prop had a fair amount of corrosion, probably induced by salt air. It was sent for repair and returned looking like new.

A compression check proved three of the four cylinders nearly perfect but a leaky exhaust valve was found in the fourth. The valve seat was reground and valve replaced because of erosion between the tulip and the portion which rides in the valve guide. A new compression check showed all four within tolerance and well balanced.

Inspection of the generator and starter showed all bearjngs to be in good shape but the armatures were turned and new brushes installed.

The single most expensive task was magneto replace颅 ment. They were in poor shape with outstanding AD's so were exchanged for rebuilts at nearly $200 per copy. To a neophyte this is where the cost of aircraft parts becomes a reality!

The condition of all wiring was a matter of concern and a decision was made to replace all cockpit and engine compartment conductors. Control wires received the same attention but only one aileron cable and the elevator trim cable needed replacement. During this phase an aileron bell crank was found frozen and was freed.

While all this was going on and more to follow, a lady known for her expertise in upholstery redid the entire cabin. Horsehair cushions were exchanged for foam and a new seat sling was installed. The new upholstery is fire resistant and dark red in color.

Headliner and panels are Airtex Duraliner and camel color. New seat belts completed the cabin portion.

Though the paint was faded, the Ceconite fabric was in good shape despite thirteen years exposure to the elements. Tires and tubes were unsafe and therefore

As found in the previous owners backyard in Escondido.

On the way back to Spokane from Escondido.

New owner and rebuilder, Jack Johnson just after take-off.

VINTAGE AIRPLANE 11

replaced. Some rust was evident on fuselage members which were sanded out, treated , and primed. Half the windshield and both side windows were replaced with new as were landing light covers. The instrument panel was removed, stripped and refinished in a coordinated color.

All flight instruments were replaced and even the control sticks were rechromed.

When the two twelve-gallon fuel tanks were removed for inspection a good look at both main spars was possible.

They were found to be perfect; not so with the tanks.

Corrosion had caused some pin hole leaks so the tanks were cleaned, welded, and sealant applied internally.

As the six-month task of rebuilding wore on and flying weather improved Jack become increasingly "antsy." No one who really enjoys flying likes to be grounded due to aircraft condition. He really worked to finish the final phase : making it beautiful. Polytone finish in dark red and ivory was the choice.

The "final final" and unanticipated chore: Jack's wife, Margaret, insisted such a noble bird should have an apt name. Shortly "My Mistress" was scripted on either side of the cowling, acknowledging he had spent more time with the Skyranger than with Margaret.

Advice , technical assistance and inspection were provided by "Skeet" Carlson, nationally known EAA Designee and FAA A & P. When Skeet put his final OK on the now beautiful plane Jack asked , "Who's first, you or me?" Skeet didn't answer, he just climbed in and took off. The grin on his face as he taxied in was stronger approval than his signature on the inspection.

I have flown "My Mistress" and can confirm what a sweet, forgiving craft it is. No great power, just a dam good, simple, dependable, personal two-place airplane.

And Jack? I can confirm also that he is a little less nutty now than before and hasn't had a tranquilizer since the inspection and successful test flight.

This is the interior as I found it.

SPECIFICATIONS

Engine: Continental C-85-12F Fuel: 24 gal. in two 12-gal. tanks which feed together Basic weight: 910 lbs.

Gross weight: 14501bs.

Wing span: 33' 8" Wing area: 164 sq. ft.

Cruising speed: 95 mph Rate of climb: 550 ft. per min.

Stall speed: 45 mph Never exceed speed 155 mph a

CALENDAR OF EVENTS

AUGUST 30 - SEPTEMBER 3 - LAS VEGAS , NEVADA - American Bonanza Society convention and industry exhibit , MGM Grand Hotel. Contact ABS , Read ing Muni cipal Airport , P.O. Box 3749 , Reading , PA. SEPTEMBER 3-6 - OnUMWA, IOWA - 8th Annual Antique Airmen Fly-In Reunion at Ottumwa Industrial Airport . All antiques , classics, warbirds , homebuilts, etc. welcome. For further information contact : Gene AldriCh , 515/ 684-4774 or Andy Norton, 515/ 563-2187 .

SEPTEMBER 5-6 - TULARE , CALIFORNIA - 6th Annual EAA Fly-In and Air Show. Contact Vin ce Muett, 633 W. Iris St., Visal ia, CA 93277. 209/ 688-0669.

SEPTEMBER 9-13 - GALESBURG, ILLINOIS - Tenth Annual Stear­ man Fly-In at the Galesburg Muni cipal Airport . Contact Ted McCul­ lough, 43 Indiana Ave .. Galesburg , IL 61401 . 309/ 342-2298 .

SEPTEMBER 11-13 - MARION , OHIO - 16th Annual Marion Merf i EAA Fly-In , Marion Muni cipal Airport. Contact Louis Lendeman , 3840 Cloverdale Road , Medway, OH 45341 . 513/ 849-9455.

SEPTEMBER 12-13 - GREEN BAY, WISCONSIN - Fly-In sponsored

by EAA Chapter 651 . Plainview Airport. Overnight camping . Free meal to pilots arriving in homebuilts or antiques. Contact Dave Frisbee, 414/ 336-3257.

SEPTEMBER 12-13 - LOVELAND-FT. COLLINS , COLORADO - 3rd Annual Rocky Mountain Regional Fly-In at Loveland-Ft. Collins Airport. Sponsored by EAA Chapters 43, 72 , 301 , 648, 660, 720, lAC Chapters 5, 12, 16 and the Antique Airplane Assn . of Colorado .

Contact Bill March, 303/ 986-4398.

SEPTEMBER 13 - BOLIVAR, TENNESSEE - Airshow and Tennessee Forest Festival sponsored by Hardeman County Chamber of Com­ merce. Trophies awarded for homebuilts, antiques, warbirds and ultralights. Airshow features Duane and Marion Cole and Ben Morphew. Conta ct Billy Whitehurst , P.O. Box 376 , Bolivar, TN 38008. 1-800-238-6871 .

SEPTEMBER 15-20 - RENO , NEVADA - National Championship air races. Contact Floyd Edsall , air race and air show director, P.O. Box 1429, Reno , NV 89505.

SEPTEMBER 17-19 - CHARLOnE , NORTH CAROLINA - Silver Wings convention. Contact Haskell Deaton , Box 1822, Charlotte , NC 28218 or National Headquarters, Box 1221 , Harrisburg , PA 17108.

12 SEPTEMBER 1981

SEPTEMBER 18-19 - LOUISVILLE , KENTUCKY - Bowman Fi eld Old-Timers Reunion . Anyone active at Bowman Field prior to 1940 please contact Ed Peck , Reuni o n Coordinator, 214 Lynnwo od Drive, Jeffersonville, IN 47130. 812/ 944-1028.

SEPTEMBER 18-20 - KERRVILLE , TEXAS - 17th Annual Southwest Regional Fly-In. Friday night hangar party. Saturday night banqu et.

Sponsored by Texas EAA Chapters .

SEPTEMBER 19-20 - BROOKHAVEN, LONG ISLAND, NEW YORK ­ Antique Airplane Club 19th Annual Fly-In . Contact Terry Ferris, 15 Bru ce Lane , Farmingdale , NY 11735.

SEPTEMBER 19-20 - BALTIMORE , MARYLAND - EAA East Coast Regional fly-in . Forums , flea markets, c ommerCial displays , experimental aircraft displays. awards , Saturday night party .

Contact Gene Brown , 9028 Hickory Hi li Avenu e, Lanham , MD. 301 / 577-3070.

SEPTEMBER 25-27 - TAHLEQUAH , OKLAHOMA - 24th Annual Tulsa Fly-In . Antique and experimental aircraft from ali over the midwest.

Contact J. C. Treager, Rt. 1, Box 406 , Sand Springs, OK 74063 . 918/ 245-6910.

OCTOBER 9-11 - ANDERSON , INDIANA - Annual Convention and Fly­ In sponsored by the International Cessna 120/ 140 Association , In c.

For further information , please contact : Frank Hancock, 3941 West Cross Street. Anderson , IN 46011 . 317/ 643- 1593.

OCTOBER 16-18 - CAMDEN , SOUTH CAROLINA - Fly-In . Antiqu es, Classics , Homebuilts, Ultralights, and Warbirds invited . Awards and banquet Saturday night. For further information , conta c t Geneva McKiernan , 5301 Finsbury Place, Charlotte, NC 28211 .

OCTOBER 17-18 - MARANA, ARIZONA - 10th Annual Copper State EAA Fly-In. OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT , CALIFORNIA ­ EAA Ramona Fly-In . Sponsored by EAA Chapter 14 and San Diego Chapter of the Ant ique Aircraft Assoc. Rain dat e November 7-8 .

Contact Ben W. Hunsaker, 714/ 276-5121 .

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.

TYPE CLUBS AND OTHER

路AVIATION ORGANIZATIONS

Aeronca Sedan Club Richard Welsh 2311 East Lake Sammamish Place, S.E. Issaquah , WA 98027 Newsletter: 3 per year Dues: $2.50 per year

Cessna Airmaster Club Gar Williams Nine South 125 Aero Drive Naperville, IL 60540 Newsletter: None Dues: None

Air Force Historical Foundation Col. James L. Cannell, USAF (Ret. ) - Exec. Dir. Building 361 Bolling Air Force Base, DC 20032 Newsletter: Aerospace Historian Dues: $25.00 per year.

International Cessna 120/ 140 Association Glenn Usher Box 92 Richardson , TX 75080 Newsletter: Monthly Dues: U.S. - $10.00 per year Foreign - $15.00 per year

American Aviation Historical Society Tom Britton, President P.O. Box 99 Garden Grove, CA 92642 Contact Society for further information Antique Airplane Association, Inc. Robert L. Taylor, President Rt. 2, Box 172 Ottumwa, IA 52501 Newsletter: AAA News, AAA Digest, A.P.M. Bulletin Dues: Family Membership - $30.00 per year Associate - $15.00 per year Aviation Maintenance Foundation Richard S. Kost, Executive Director P.O. Box 739 Basin, WY 82410 Dues: $30.00 per year $20.00 per year - Student Membership Airplane Safety Foundation (Society) American Bonanza Society Reading Municipal Airport P.O. Box 3749 Reading, P A 19605 Newsletters: Monthly (except month following annual convention) Dues: U.S. and Canada - $15.00 per year Foreign - $10.00 per year Bucker Club John Bergeson, Secretary/ Treasurer 615 West May Street Mt. Pleasant, MI 48858 Newsletter: Every other month Dues: U.S. - $7.50 per year Foreign - $10.00 per year

West Coast Cessna 120/140 Club Dan Thompson, President P.O. Box 891 Menlo Park, CA 94025 Newsletter: 6 per year Dues: $10.00 per year Cessna 150/ 152 Club Skip Carden, Executive Director P .O. Box 15388 Durham, :--rC 27704 Newsletter: Monthly Dues: $15.00 per year International Cessna 170 Association, Inc. Velvet Fackeldey, Executive Secretary Route 2, Box 274 Hartville , MO 65667 Newsletter: Flypaper (11 per year) The 170 News (Quarterly) Dues: $15.00 per year International 180/185 Club, Inc. (Cessna) 180-185 Owners Only Charles Bombardier, President 4539 N. 49th Avenue Phoenix , AZ 85031 Newsletter: 9 or 10 per year Dues: $10.00 per year Eastern Cessna 190/ 195 Association Cliff Crabs 25575 Butternut Ridge Road North Olmsted, OH 44070 Newsletter: One per year Dues: $5.00 per year VINTAGE AIRPLANE 13

Culver Club Larry Low, Chairman 60 Skywood Way Woodside, CA 94062 Newsletter: None Dues: None Dart Club Lloyd Washburn 3958 Washburn Drive Pt. Clinton, OH 43452 Newsletter: Now and then Dues: None D. H. Moth Club Gerry Schwam 1021 Serpentine Lane Wyncote , PA 19095 Newsletter: Quarterly Dues: U.S. and Canada - $7.00 per year Foreign - $8.50 per year Ercoupe Owners Club Skip Carden, Executive Director Box 15058 Durham, NC 27704 Newsletter: Monthly, with Special Editions Dues: $15.00 per year Fairchild Club P.O. Box 127

Blakesburg, IA 52536 ,

Newsletter: Fairchild "Fan" (Quarterly)

Dues: $5.00 per year

Howard Club Jack Hogan P.O. Box 291 Santa Paula , CA 93060 Contact Club for further information Little Round Engine Flyers Ken Williams, Chairman 331 East Franklin Street Portage, WI 53901 Contact Williams for further information Continental Luscombe Association Loren Bump, President 5736 Esmar Road Ceres, CA 95307 Newsletter: 6 per year Dues: $10.00 per year

National Flying Club A. R. Cardono, Chairman of the Board Municipal Airport Box 1175 Banning, CA 92220 International Pietenpol Association Robert L. Taylor, Editor P.O. Box 127 Blakesburg, IA 52536 Newsletter: Quarterly Dues: $7.50 per year Porterfield Airplane Club Chuck Lebrecht 3121 E. Lake Shore Drive Wonder Lake, IL 60097 Newsletter: Included in dues Dues: $5.00 per year (owners) Rearwin Club Gary Van Farowe 1460 Ottawa Beach Road Holland , MI 49423 Newsletter: Occasionally Dues: None Air Replicas International Robert L. Taylor P .O. Box 127 Blakesburg, IA 52536 Newsletter: ARI Journal (Quarterly) Dues: $15.00 per year Replica Fighters Association Frank Weatherly 2789 Mohawk Lane Rochester, MI 49063 Contact Association for further information National Ryan Club Bill Hodges 811 Lydia Stephenville, TX 76401 Dues: Ryan owners - None Non-Ryan owners - $5.00 per year Vintage Sailplane Association

Pat Storck, Secretary

3103 Tudor Road

Waldorf, MD 20601

Newsletters: Bungee Cord

Dues: Individual - $8.00

Family - $10.00

Luscombe Association John B. Bergeson 615 W. May Street Mt. Pleasant, MI 48858 Newsletter: 6 per year Dues: $7.50 per year

Seaplane Pilots Association Jan Scott, President Rt. 1, Box 239 Lovettsville, LA 22088 Newsletter: Quarterly Dues: Individual - $8.00 per year Family - $10.00 per year Clubs and/ or businesses - $15.00 per year

Monocoupe Club Mr. and Mrs. Bud Dake 8318 Fa irbanks Berkeley, MO 63134 Newsletter: Quarterly Dues: $3.00 (For Quarterly)

Silver Wings Fraternity "Aviation Pathfinders" .

Russ Brinkley, President Box 1228 Harrisburg, PA 17108 Newsletter: Slipstream Dues: $5.00 , Emblem - $5.00

14 SEPTEMBER 1981

Staggerwing Club Jim Gorman, President 1885 Millsboro Road Mansfield, OH 44906 Newsletter: Quarterly Dues: $10.00 per year

International Swift Association Charlie Nelson McMinn Co. Airport P.O. Box 644 Athens, TX 37303 Newsletter: Monthly Dues: Individual - $15.00 Family - $22.50

Stampe Club Carl Carlsen, President 1173 Los Robles Drive Santa Paula, CA 93060 Newsletter: Occasionally Dues: $10.00

International Taylorcraft Owner's Club Bruce M. Bixler II, President 12809 Greenbower Road Alliance, OH 44601 Newsletter: 6 per year Dues: $5.00 per year

Stearman's Restorer's Association Tom Lowe 823 Kingston Lane Crystal Lake, IL 60014 Newsletter: 4-6 per year Dues: $10.00 per year

"The Uncommon Cub" For Cub Aircraft, 1941 and earlier; Engine - 60 hp or less (except for 65 - 85 hp Canadian Prospector Cub) 20 Brimwood Boulevard Unit 78 Agincourt, Ontario M1 V 1B7 Canada Newsletter: Occasional Dues: None

National Stinson Club (All models except 108's) Jonsey Paul, Chairman 14418 Skinner Road Cypress, TX 77429 Newsletter: Quarterly Dues: $6.00

National Waco Club Ray H. Brandly 700 Hill Avenue Hamilton , OH 45015 Newsletter: Every other month Dues: $15.00 per year

National Stinson Club, 108 Section (For 108 Series only) Mike & Janice Emerson, Editors 708 West 16th Street Big Spring, TX 79720 Newsletter: Quarterly Dues: $6.00

Wheelchair Pilots Association Howard L. Treadwell, President 1108-102 Avenue N. Largo, FL 33540 Newsletter: None Dues: $10.00 per year

Southwest Stinson Club Tom Roach, President 2804 Holloway Lane Carmichael, CA 95608 Newsletter: Every other month Dues: $6.00 per year

World War I Aeroplanes L. E . Opdycke 15 Crescent Road Poughkeepsie, NY 12601 Newsletter: 5 per year ($3.00) Dues: Voluntary contributions

.

(Claude Gray Collection)

Menasco display of the "Super Buccaneer" aircra ft engine at th e Pacific Aircraft and Boat Show in Los Angeles April 2-10, 1938.

VINTAGE AIRPLANE 15

Editor's Note: The plans for the Pietenpol Sky Scout as presented here, appeared in the EAA reprint of the 1933 FLYING MANUAL. The article was written 48 years ago by the designer of the plane, B. H. "Bernie" Pietenpol (EAA 2334), Spring Valley, MN 55975. This is Part I of a three part series. See page 27 of this magazine for available copies of the FLYING and FLYING AND GLIDER MANUALS. PART 1

Plans for the Pietenpol SKY SCOUT

Since plans for the Pietenpol Air Camper were published just a year ago, several hundred sets of blueprints have been pur­ chased, and those who followed the plans closely were, with­ out exception, successful in building a safe and economical airplane. Owing to the insistent demand of lightplane fans for a similar ship powered with a Model T motor, the origi­ nator of the Air Camper has designed the Pietenpol Sky Scout especially for readers of the 1933 Flying Manual.

By B. H. Pietenpol

Designer of the Pietenpol Air Camper

No sooner had my article on building the Air air. While I started flying with not over four hours Camper appeared in Modern Mechanix and Inven­ and twelve landings, and soloed and test-flew a ship at the same time , I surely advise you against tions than the readers began flooding both myself that method . But where could you find a school in and Andy with queries as to whether the ship could be powered with a Model T motor.

1920?

I then went in for higher powered jobs, but Unfortunately I had to tell the fans that the always believed that the Model T motor could be Model T was hardly powerful enough for a two­ place job. And then the fun began ! Letters started made to fly successfully. pouring in, asking for plans for a one-place job About in 1928 when the new Ford came out I decided that the Model A was the engine I wanted, that could use the main-spring of an old Henry. so I bought all the sample parts from the Ford Well, here we are! dealer and assembled a motor, although I had not But, before going into the actual construction seen the inside of the new Ford . The ship flew and of the Sky Scout I wish to say a few things about was a success from the start. the ship, how it happened to be, what it will do , and what not to expect of it.

Model A Gets All Credit

Back to the Model T

I have been experimenting and building light­ planes since 1920 and my first ship was a biplane powered with a Model T Ford motor. The ship was very light, but not very strong, compared with the Sky Scout. However, I did with that first plane what a lot of you who build your first ship will try to do. I mean teach yourself to fly.

The plane was fully able to fly as I had it in the air about 20 times, but as I didn't know how to land, I busted something every time I had it up.

The last time I tried it in a 25-mile wind and there was not enough left of the crate to fix it up after that.

Learn to Fly First

So my first bit of advice is, by all means learn to fly before you try to take your own ship into. the 16 SEPTEMBER 1981

There was only one thing I did not like about this - the motor got all the credit, and the ship got ' none. So when the editors of M. M. told me that they could use a similar ship that would fly good on a Model T motor, I built the Sky Scout to prove to myself that I could build a ship powered with that motor which would be practical, and also to prove that the Model A engine was not the only automobile motor that would fly successfully.

The Model A is a wonderful motor for the small plane, and may be used in this ship, and ad­ vise its use if you have not a Model T all rebuilt for aircraft use. There must be hundreds of them built up.

The only change needed if the Model A motor is used is to move the wing about one inch ahead and put on a little larger radiator, as the ship is

PIETE~POL ~ORO

ONE SEATER MODEL " T" MOTOR

The Air Camper and Sky Scout compared.

The same sturdy construction is evident in every line of the Scout as was fo·und in its bigger and higher-powered brother.

The Pietenpol Sky Scout taking off from the Wold·Chamberlain air­ port at Minneapolis, Minn., for a cross·country hop.

plenty strong for this engine, a,nd cowling and all will fit.

Now a few words on what the Sky Scout is : First, the ship was designed to be as easy to fly as it is possible to 'make it. I have never flown a plane that handled better. It is also almost im­ possible to hurt it landing.

I have watched two fellows make their first solo on this ship, and if ever a plane had a reason to crack up, it did when it landed about 20 ft. up and pancaked down.

I have watched students fly into the ground with the tail skid two feet in the air, and have also watched the tail skid strike the ground when the wheels were two feet in the air on a stall landing.

The ship now has about 100 hours of this sort of time. The only thing that has been hurt is one vee on the landing gear that was bent a little on a forced landing made down wind when one wheel

went into a sharp ditch (it did not nose over).

I also saw this ship land on a plowed field O.K., although it was necessary to pull it on to a solid field to take off as it could not move an inch on its own power -- the field was too soft.

Now do not think I advise you to do . these things, as I certainly do not. But it's comforting to know that your plane can stand this kind of abuse without cracking up.

The Sky Scout has a climb of at least 200 fpm, although it has been climbed at around 500 several times. It has a top speed of about 62 mph, a landing speed of under 35 mph , a take-off run of 150 ft . on a good field , and about 250 ft. landing run .

We let the motor turn a 6 ft. propeller wfth a 42 in. pitch, 1740 maximum revolutions per min- . ute on the ground, and cruise the motor at between 1500 and 1600 in the air. The throttle is about one­ third open a.t cruising speed so you see you have VINTAGE AIRPLANE 17

STRE ...MLINE · THE COWLING WITH ZZ C.... ... LUMINUM

SEE DET...ILS L...NDING +-+-t-ttt----t-l':.T GE ... R ""S'eLY

or

THE SIDE VIEW OF THE COMPLETE PLANE ~~'----.

NOTE : SEE FUSEL ... CE DR"'WINGS FOR THE COMPLETE DIMENSIONS

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

--- .---- - -----t---.+---'-!'-"--,..n..>'-"-'-''''--''''''_'J''--~

~--36"--~r_-----------140f------------_.~4~---------OVERALL LENGT'1 OF

PLANE IS 18FT. : ! > I N , - - - - - - - - - - - - - l - ;

IN INCHES

Outboard and front elevations of the Sky Scout_ Details of the instrument board, axle collar, and horizontal stabilizer

some reserve power. The motor will turn as high as 1800 in the air.

Blueprints Correct The editors showed me a set of blueprints that they made from the shop drawings that I used in building the ship, and let me say for the plans that they are exactly like this plane is built, and the most beautifully drawn up and easy to understand that I have ever seen .

There are a lot of improvements in these prints that will also be a great help to you if you are build­ ing the Air Camper.

Again I wish to say that these plans are ex­ actly as the ship was built, and if we build any more of this model, they will be exactly like this one, as after flying the whole season of 1931 we have not found one improvement we would wish to make, and the plane is far better than we dared hope for .

So please do not write to have the design changed, as I advise that the ship be built as it is.

There are so much of the instructions printed right on the plans that it does not seem necessary to write a treatise on how to build it, but I will try to give a few pointers that will be of help to you.

18 SEPTEMBER 1981

Designed for Easy Building The Sky Scout was designed to be as easy as possible to build; but unless you know you are cap­ able of building a plane, or have someone to help you that is capable, please do not try to build any airplane.

I believe this is the easiest ship to build there is. However, I wish to have only safely built and good flying planes in the air, and if I knew that any unsafe ships were built from these plans I would prefer that you had never seen them .

I believe that this is the safest plane for the be­ ginner that has ever been built. It is for the fellow who is going to build his own ship that these plans were made . All of us who are interested in aviation have to make a start some time and I think that building your own lightplane is the best way to get started.

The Fuselage We will now take up the construction of the fuselage. This is very plainly drawn up and I do not think you will have any trouble with it. It is made from 7/8 in. by 7/8 in. spruce, for longerons and struts, while the sides and front are covered with

48

3/32 in. mahogany plywood. The floor is made of % in. 5-ply haskelite. All gusset plates of % in . material. Remember, all plywood must be regular aircraft grade and waterproof.

Use a good glue. We use Rodgers semi-water­ proof and give it two good coats of varnish. You may use regular casein glue, but be sure you know how to handle it. It won't keep long (12 hours).

Make Jig for Fuselage You will need a large bench on which to draw out and build your jig. We use the same jig for both sides.

Each strut is held in place by blocks which are left nailed down until both sides are finished .

Also leave the longerons a little long, and wrap some wire from the top to bottom longerons, twist­ ing it tight with a nail until you have the plywood nailed and glued on each side. When the glue is dry you may saw off the longerons in front.

First layout one side in the jig, putting in all struts and braces. When you make one strut, make another just like it to be used on the other side so the two will be exactly alike . Be sure to use a miter box for this work.

Next glue and nail on all the VB in . gusset plates, wire the front longerons together so they will not spring apart and break the gusset plates .

Now remove the side from jig, put the longer­ ons struts and braces for the other side into the jig,' and put the gusset plates , starting from tail and working up to where the 3/ 32 in. sides start.

Now take the side you have just finished from jig, lay it in on a piece of 3/32 in . plywood, and mark out all longerons , struts , and braces by run­ ning a pencil around them, then cut the plywood the size of fuselage. Make two of these - one for the right and one for the left side. . The side of the plywood bearing the pencil marks goes on the outside, and gives you good marks to keep your nails between.

Glue and Nail Gusset Plates Now put a good layer of glue on longerons , struts, and braces as far back as the plywood goes ; lay on your plywood and get busy nailing it down with 'Y-t in. by 18 gauge cement coated nails . All other gusset plates are also put on with this size nail.

When you have this done, wire front of long­ erons together and remove from jig. Now remove all blocks from the bench so that it is smooth.

Turn the side of the fuselage over and put gusset on that side; then do the same with first side you started.

Now take the two sides and clamp them to­ gether. Saw off ends of the longerons exactly the same length. Take a tri-square and mark off all strut stations, the place for the instrument boards , and a few extra marks that will come in handy to measure from . .

Now make the seat back and the front bulk­ head. (These must be perfect, as the whole job de-

This excellent view shows the installation of the Ford Model T eng·ine in the Sky Scout. Note location of the radiator and individual exhaust stacks.

pends on them ) and nail and glue them in place.

You may now put in the ~~." by 5-plywood floor , nailing it in with 1 in . 17 gauge nails . Next co mes the top of the fuselage .

Now pull the tail end of longerons together, make this joint fit good , glue and nail it good , ~nd put in all the rest of the strut~ and ?races, uSI~g the center line method to get It straight. That IS, make a line in the center of eac h strut and make a tight string or wire pass over this line. when drawn from center of front to center of tall post.

The struts are next set on the gusset plates of the sides. Then put on turtle back, instrument board, cowling, and support and the woodwork is finished except for seat, which yo u should have no trouble with.

I can get the fuselage built up for you if this sounds like too much work, and then you will have a perfect job around which to build the rest of the ship.

The Wing The fittings are so clear on the plans that it would be a waste of time to say any thing about them. They are all made of regular 1025 aircraft steel and are more than strong enough .

The wing on the Sky Scout is mu ch too strong and could be lightened a little . It weighs about 90

SPECIFICATIONS OF THE PIETENPOL SKY SCOUT High Speed Cruising Speed Landing Speed Take-off Run Landing Run Initial Climb Span Chord Length

62 mph

55 mph

35 mph

150 ft.

,.

250 ft .

Minimum, 200 fpm

27 ft. 3 in .

5 ft .

16 ft. 3 in.

VINTAGE AIRPLANE 19

TO BE RAISED E ENTER INC; SH I P

'--~~~~~~~~~------~-+--------------------183~'

~

GA . SHEET STEEL

STRU"T Of" SPRlJCE

Ii PLywnnn-~

30· X IOf PIECE Of" NAILED TO 80T"TDM Of" BEAMS AND STRU"TS TO BRACE THE CENTER

METHOD OF ATTACHING TH"E GASOLINE TANK TO WING

THE SCALE IN INCHES

6

,'2

J4

38

~DETAILS

OF WING ASSEMBLY-=­

Details of wing assembly are given on this working drawing. The method of installing sheet steel tank in the center sec­ tion of wing is clearly shown here. Another interesting innovation is the flap at the trailing edge of the center section.

lbs. complete. It was only built this heavy because all the regular parts to build the Air Camper wing were used .

I wish to call your attention to the brace right back of the rear beam . This was changed from the plans of the Air Camper. and I advise all of you who have no. built up your wing ribs to build them this way .

After your ribs are finished , make your beams (if you have trouble doing this, we will be able to make them for you) and splice them in the center.

Now mark off all places where the ribs will come, having the two beams clamped together.

A good way to do this is to mark off the places on half of the spars, then reverse one beam and mark the other half from the first marks . You will then know that it is right.

Next glue in the piece of 3/32 in. or II Il in. plywood that is set beneath the gas tank, and be sure you have this in the center and perfectly square , as the whole wing is lined from this center.

Now put on all the ribs and glue and nail them with two 1 in. by 17 gauge nails at each joint. On the top it will be found necessary to put in small spruce blocks to fill up the gap. These must be 20 SEPTEMBER 1981

glued on both sides.

Next put on all wing fittings and brace wires (we use 3/32 in. cable as it is easier to handle, al­ though No . 12 hard wire is O.K.), and line the wing up with the wires. Do not make them too

Don Finke demonstrates the utility of the flap, which is necessary for easy ·entrance and egress. Photo also gives you an idea of the plane's visibility.

Details of the wing rib construction. The airfoil shown here is original with the designer, and is exactly the same as that of the Model A Air Camper. Construction is a trifle heavy, but the ship has been designed for safety rather than speed.

tight until you get in your compression struts and wing tips.

Now put on leading edge, trailing edge, aileron beams, flop beams, and wing tips in order named .

Line the wing up so that it is perfectly straight and put in all braces in wing (wood) and also put the Ij ;,! in . by ~~ in. braces on the ailerons and put all filler strips on the aileron hinges (which are only small strap hinges with a new pin put in which has a cotter pin hole in its.end) .

Now place the control horns, and you are ready to cut the ailerons and center flop from the wing.

By leaving all the ribs full length and cutting the ailerons and flop free when finished you are sure to get a better and straighter wing. After you have all the parts finished and sanded you may give the whole thing a coat of varnish.

This wing is as strong as I know how to make a wing without having a lot of needless weight. We experimented a lot with wings on the good old Air Camper, which still is the best ship today for the model A Ford motor. We looked at planes with a lot more load per running foot of spar length and a lot more load per square foot of wing, and made our spars and ribs to conform. We found only one

flaw in years of flying the A jobs and that was the trailing edge of the wing was a little weak for stunt足 ing. Don came sailing into the field with his job one day in a steep side slip - so steep I thought he'd hook a wing and flip over. Boy, he was going, and he yanked her out to see what would happen .

Due to the fact that the little cross members in the trailing edge were in the wrong direction, a portion of the trailing edge folded up, but it didn't seem to hurt things any, and he flew the rest of the day before we started to fix it. That shows the extreme confidence we have in the ruggedness of our ships and I hope my telling this will convince you of our candor in perfecting the little things. We went through our analysis again, and found it would make the rear edge of the rib a little stronger to run the piece the other direction, taking the load in compression instead of in tension, and we have done so in this Sky Scout design. I'm still sticking to our home brew wing section and I will until I can find something that will work better - so far I haven't found it.

For the benefit of those of you who have not read of how we constructed the Ford A job (which article appeared in the last issue of the FLYING VINTAGE AIRPLANE 21

--------------1533" (12-9il0VERALL L E N G T H - - - - - - - - - - - - t o - i 2e"

-+-t---25"

26"--+--­ BELL CRA

THE INSIDE VIEW

f

SUPPORTS I" X

f

TURTLE BACK RIBBING

TAIL 5KID FITTING FILL BETWEEN GUSSET PLATE AND f'lTTlNGS WITH STRIPS ON CORNERS

.f xi

.: -: ...... ,

THE OUTSIDE VIEW OF FUSELAGE ~. PLYWOOD TOP

f-oIf-- ---f-

----153f

(lz'-9f) OVERALL

LENGTH

-_f-oI>---28"

------------..-1

26"-_-+-_-

_-+~-20·

."., t:: SEAT BRACES

( I f x 2" ENGINE SUPPORT FITTING AROUND FRONT STRUTS

AND SUPPORTS

THE TOP VIEW OF FUSELAGE

I" X

~. 5PRUCE

NOTE: ALL STRUTS. BRACES. AND LONGERONS ARE

fx r SPRUCE

26r----I~_----51"-----_+_--

Dimensioned drawings of the Sky Scout wooden fu· selage. It has been the ex· perience of the designer that de;'Havilland type of wood construction is sim· pier to build and will stand up under the hardest usage. This job is a mar· vel of strength.

6" WHITE ASH WEDGE TO SUPPORT THE TAIL SKID

------f-oI~-----------lo2f----------.~ f - - - - - - - - - - - - - 1 5 3 f ~2 - 9~·) OVERALL L E N G T H - - - - - - - - - - - - - i

f

PLYWOOD FLOOR

THE SCALE

THE BOTTOM VIEW OF FUSELAGE

--THE MEASUREMENTS AND--­

,,"fZ~---""'''''''''----;;;i;\1 ·-THE ASSEMBLY OF THE FUSELAGE-­ o 12 24 36 IN INCHES

MANUAL) I'll retell the history of this wing curve of ours .

I've been building airplanes for the last 12 year, you see, and the first one I started was a biplane which was powered with a Ford T. She flew nicely, but in those days we hadn't heard of modern high-lift wing sections, and the underside of everything flying was as curved as a shoe horn, and not a lot more efficient, either. I think the wing curve I used on that first ship was a U.S.A . No.4, which was supposed to be the hot­ 22 SEPTEMBER 1981

test pepper out at the time . Then I used other wing sections on other ships, and found ~ut a lot of rule of thumb things about them which any ham mechanic knows.

That is, that within limitations the center of pressure of almost all wings varies from about a third of the chord from the leading edge to about 40 percent at the very high angles of incidence . I know there are wing sections with negative angles of incidence, but they are mostly freaks - I am talking about normal wings. The center of pressure

i'FOR TO BE ALLOWED JOINT

'1@ I

SEAT BOTTOM

4·

[X"RA~RCH sUPPO ,. .

.

.

!.fN

12·

NOSE DISC

tit

. """'' ;::'' s{pi

COWLING SUPPORT

7

CONE IS OF 22 GA , IN

ATTACH CONE AFTER COWLING IS COMPLETE

'TURTLEBACK

r

LAP

Right- Dimensioned draw· ings for miscellaneous fu· selage fittings .

BULKHEAD AT SECOND STATION AfT OF SEAT BKK

DETAIL OF FRAMING THE SEAT NOTE : SEE THE FUSELAGE PLANS

IINSTRUMENT BD,

Left - Detailed drawings of the seat and bulkhead construction.

L.,.

DETAILED DIMENSIONS" lI!

OF BULKHEADS AND MIDSUPPORT FO

SUPPORTS TURTLEBACK

.H>

was about the same with all wings, and traveled back about the same amount for increased ang,es of incidence.

But while all the graphs of wing curves which I secured from the N.A.C .A. at Washington looked about alike, and had about the same characteristics on paper, there was a lot of difference in the way they handled . Slight differences in lift and drag characteristics on these graphs, which wouldn't seem to mean a thing, would mean a whole lot when put onto a ship.

You know monoplanes of the high-wing type

are the strongest and safest from the aerodynamical point of view. Yet they handle differently than any type of airplane like a biplane . There is a sort of pendulum effect that makes it rock back and forth , and a wing section that doesn 't have a minimum travel of the center of pressure will be bucky on the controls. That is all taken out Of the Sky Scout through the use of our wing , but I often wondered why nobody had taken a crack at the subject. I know the M-6 wing section has no travel pressure, but it isn 't so hot in the air alongside our section.

And so that is that.

•••

Up she goes! Don Finke taking off at the Wold-Chamberl ain airport for a cross country hop.

VINTAGE AIRPLANE 23

Ale NEWS ...

(Continued from Page 5)

MUSEUM NEEDS The following items are needed to carryon the program of the EAA Aviation Foundation. If you can help, please contact EAA Headquarters , telephone 414/425-4860.

Donations to the Museum are tax deductible.

• Planer (wood) • Wing fittings for Curtiss JN4D • Miscellaneous aviation mechanic hand tools • Tools for V-1650 Merlin engines • Complete engine or parts, Merlin V-1650 • Semi-tractor, double or single axle • Modem NA V ICOM radios for B-25 and Lockheed 12 aircraft • Hydraulic Mule • Hydraulic Maintenance Stands • 220 to 28 volt rectifier - 100 amp • Lawn mower blade balancer • Overhaul Manual and Parts List for Me . 109 (Spanish built) • 3 prop hubs (30 spline), Part #5406-AL and 6 Hamilton Standard Ground Adjustable prop blades, Part #3792X 8'9" for P & W R-985 Ford Trimotor engines • N3N wheels and brakes • P & W R-1830-75, R-1830-94 and R-2000 engines • Tank Model 63 or 73 engine or parts • Towing tractor for medium to large aircraft • Small ice-cube maker • Air Hammer • Portable sandblaster with hood • Funk (Ford Model B) aircraft engine - two needed

(Photo by Marian Cavadlas)

Wayne C. "Pappy" Brubaker (EAA 12260), 172 S. Gov. Boulevard, Capital Park, Dover DE 19901 donated an elevator for the EAA Air Museum's DC-3. He and his wife, Helen, delivered it to the Museum on their way to Oshkosh '81. They always arrive at the Convention site early and stay late to work as volunteers.

(Claude Gray Collection)

Skeleton detail of the framework of a Stinson "Gullwing." Please note the main spar built like a bridge truss. This is a very complex wing!

24 SEPTEMBER 1981

LETTERS

Dear Jack Cox: Remember the Lawrence 5 cylinder radial engine?

It was used in an A.P.U . and as I recall, developed 37 hp at 4,000 rpm. Cute as the devil it was, and about 13 or 14 years ago the late Ralph Thenhaus built a Heath Parasol from EAA plans and stuck the little Lawrence in it. Up to that time people only talked about building an airplane around that engine, but it took 01' Ralph to do it.

I had previously test flown Ralph's T-18 (number three I think) and he thrilled the britches off me by asking me to fly the Heath for the first time. Well my gosh! Sure, Ralph, I'd really be glad to!

The big event transpired on El Mirage dry lake out by Edwards Air Force Base, California, in the middle of summer. Alas, the heat proved too much. Although the engine ran the smoothest of anything I've ever heard, she would only turn about 3600. I got that much by opening the throttle and as the Heath accelerated, to manually lean the engine by a model airplane "tweak" valve that Ralph had rigged up. It did fly , but only about 12 or 15 feet above the lake bed. (We had eight miles of runway, and it took about two to get airborne.) I was afraid to make a turn so all flights consisted of straight and level.

Well , to make a long story short, Ralph took the Lawrence out, put a Continental A-65 in and made a positively wonderful fun machine out of it. Not too much later he became terminally ill and passed on, but not before he soloed the Heath. I wanted very much to have the little radial for a keepsake mantle piece but never thought it appropriate to ask. Do you think any of your readers would know of the whereabouts of this particular Lawrence? Does anyone know if anyone else has ever flown one before?

If you should decide to publish this, perhaps Norm Ginn or Oby Tolman would know something. They were both there and helped Ralph quite a lot putting the Heath together.

Yours truly, Bill Warwick (EAA 3775) 5726 Clearsite Torrance, CA 90505

Dear Gene: Under editorial policy in The VINTAGE AIRPLANE is the statement: "Responsibility for accuracy in report­ ing rests entirely with the contributor." It is apparent that I am responsible for a breach of accuracy in the story "Claude Flagg, Pilot/Engineer" in the May 1980 issue. It says "In the mid-1950's Bruce Raymond was flying this ship": meaning the Flagg-Raymond F-13 "Bug." Actually Bruce had bought the ship much earlier, apparently in poor repair.

Bruce states, "I bought the Bug from a gentleman in Fort Dodge, Iowa in the summer of 1935 and had it shipped to Chicago by truck. I had to wait on the AB16 being transferred before I could fly the Flagg.

"The first hop in it was a short one of approximately five minutes , as it was getting dark. The next day (Dec. 12, 1935) I hopped it again and began to find things out.

It had a 65 hp Velie that had been taken out of a wreck.

The crankshaft had been welded and was approximately .040" out of alignment. Later we got it to within .020".

After approximately four hours time it was cracking the nose section. Luckily I had a friend that was a good welder on aluminum . At that date it was under­ powered and tail heavy, a hell of a poor combination. In 1940 I found out where the C.G. was supposed to be and moved the Velie forward Pis". Then I had a good flying airplane.

"I test hopped it Dec. 30, 1940 and really had some fun, complete oscillation stalls - no problem. Spins, but you had to kick it in them. Now it was an honest air­ plane! I flew it a few more times and then stored it, an<! went to England flying for A.T.A. "After the war I installed a 145 hp Warner, and later a 185 hp Warner (Rated nearer 200 hp @ 2475 rpm). It is one good airplane now and will do anything you want it to do." (End of Bruce Raymond's Comments) In the interest of accuracy and aviation history it is better to correct the error now. I do regret the goof and hope it has not created an undue problem for anyone.

Mr. Raymond still had this plane.

Sincerely,.

Ted Businger (EAA 93833) Rt. 2, Box 280 Willow Springs, MO 65793

MYSTERY PLANE This month's Mystery Plane photo is from George Hardie's collection.

Only a few of the craft were built so it is somewhat rare. It represented a new approach to the OX-5 powered aircraft which carried three people.

One competed in the 1928 ·Trans­ continental Air Derby, finished in 15th place. The answer will appear in next month's issue of Th e VINTAGE AIRPLANE. Last month's Mystery Plane was a 1927 Pitcairn PA-4 "Fleetwing 2," powered with an OX-5 engine. Only about five were built and this basic configuration was used for the proto­ type of the "Mail wing" series. (See J u ptner's "U.S. Civil Aircraft" Volume· I, page 59 for more details.

VINTAGE AIRPLANE 25

MEMBERSHIP INFORMATION • Membership in the Experimental Aircralt Association , Inc. is $25.00 lor one year, $48 .00 lor 2 years and $69.00 lor 3 years. All include 12 issues 01 Sport Aviation per year . Junior Membership (under 19 years 01 age) is available at $15.00 annually.

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• EAA Member - $14 .00. In cludes one year membership in EAA Antique-Classic Division . 12 month ly issues 01 The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.)

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of Sport Aerobatics. All lAC members are required to be members of EAA. lAC • Membership in the Warbirds 01 Ameri ca . Inc . is $20.00 per year . whi ch in cludes a subscripti on to WARBIRDS Warbirds Newsletter. Warbird members are required to be members 01 EAA. • Membership in th e EAA Ultralight Assn . is $25.00 per year which includes the Ultralight publication ULTRALIGHT ($15 .00 additional lor Sport Aviation magazine) . For current EAA members only, $15.00, which includes Ultralight publication.

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ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS :

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CLASSIFIED ADS ACRO SPORT - Single place biplane capable of un­ limited aerobatics . 23 sheets of clear , easy to follow plans , includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings . Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4 .00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners , WI 53130. 414/ 425-4860.

HALES CORNERS, WI 53130

ACRO II - 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.

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 3V2 gph at cruise setting . 15 large instruction sh eets. Plans - $45 .00.

Info Pack - $4.00. Send ch eck or money order to: ACRO SPORT , INC., Box 462, Hales Corners , WI 53130. 414/ 425-4860.

DERRICK INDUSTRIES, INC. - Repair Station 464-61.

Wooden propeller repair and manufacturing . 1565 North Broadway , Stockton , CA 95205. Phone 209/462-7381.

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.

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26 SEPTEMBER 1981

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VINTAGE AIRPLANE 27