VA Vol 13 No 1 Jan 1985

Transcription

STRAIGHT AND
LEVEL By Bob Lickteig
President
Antique/Classic Division
Welcome to 1985.
Welcome to your EAA
Antique/Classic Division's 15th
year of service and leadership. In looking back it must
seem to many of you that it was only yesterday when our
great organization was founded. As we turn over the calen
dar to this anniversary year, I would like to thank our
charter members for their foresight and commitment to
the preservation of this great era of aviation. Our member
ship numbers 1 through 25 reads like Who's Who in the
Aviation Hall of Fame - all men of vision, determination
and action.
This group of founding fathers chartered a course that
has brought us to the leadership position we hold today.
Leadership is a great word - but a demanding word.
Leadership is not bought or appointed, it is earned. During
our first 15 years, we as an organization have set records
in all areas of our original goals.
We communicate through our monthly magazine, THE
VINTAGE AIRPLANE, and enjoy each other's company
through local chapter projects and our annual Oshkosh
Convention. We need these meetings to renew old
friendships and to make new ones, to grasp the hands of
others like ourselves who are bound together by a common
bond, common loyalty, and a unity of purpose.
We need to meet not only to enjoy the richness and
blessing offriendship but also to exchange ideas - to take
2 JANUARY 1985
a fresh draft from the well of experience - to regenerate
our spirits and reinforce our belief and confidence in each
other and our great Antique/Classic movement.
We have all heard the new doctrine making the rounds
which suggests that this is the new electronic age and
success now demands new concepts and practices. I am all
for progress and I love improvements, but I also hold the
belief that the Declaration of Independence and the
Preamble to the Constitution still express the spirit in
which an organization can best prosper. The EAA Code of
Ethics now 32 years old is not out of date - honor, truth,
virtue and man's duty to man are neither old nor new.
They are fundamental to our great American way oflife.
This being the philosophy of the Antique/Classic Divi
sion, our first 15 years has earned us this title of leader
ship and the international recognition as the spokesman
for this great and romantic part of aviation.
So with these successes, to those of us now taking over
the reins - what lies ahead, and what goals can we estab
lish for our great organization?
Leadership comes and goes but our strength is always
present in our free society, still the best in the world,
which gives all of us an opportunity to grow and prosper
to any height we as an organization set for our future
goals. As Charles Kettering once said, "I'm interested in
the future as that is where I am going to spend the rest
of my life."
Your organization has a great future and at this time
we want to re-establish our goals for the anniversary year
with the theme - COMMITMENT FOR GROWTH. Our
goals include: growth in our membership, our chapters,
and our participation in local and regional events; support
of the EAA Air Academy and the update of our Antique/
Classic library; support and interest in the welfare of the
Type Clubs; recognition of our past Grand Champion and
Reserve Grand Champion aircraft and owners; additional
member services from headquarters; improvement of our
magazine, THE VINTAGE AIRPLANE, with new sections
and articles to be more responsive to our members; support
of the primary aircraft petition and the recreational pilot's
license; and expansion of our part of the world's greatest
aviation event with new group activities and air show
participation.
Our theme says it all - Commitment for growth.
Growth requires change, change requires a search for im
provement, and improvement leads to success. Weare
proud of our past and we compliment our founders. We are
proud of you. Together we will maintain our leadership
today and in the years ahead.
~'---"
Welcome aboard our 15th year
15
join us and you have it all. •
...,
• • •
By Paul H. Poberezny
Time sure flys - an old but accurate expression.
Where does time fly to? One may wonder, but we can still
recall all the wonderful happenings as time has passed.
We can well remember the early day of EAA's history .
Most has been captured through our 33 years of publica
tions, and in many historical documents, scrapbooks,
photos and memories. We can remember our first, second,
third, and all other fly-ins at Milwaukee starting with
1953.
The enthusiasm of those early days parallels that of
today - only we are better organized now and have a
greater number of participants with the same wide en
thusiasm for aviation.
My own enthusiasm was and still is for the support
and flying of all types of airplanes. It has long been recog
nized that people's interests over the years bounce back
and forth from one era of aircraft to another. It may be
homebuilts for a period of time, aerobatics, warbirds,
sailplanes or gyro copters and then suddenly a Waco, Stin
son or Stearman catches his or her eye, or a Cessna 140,
early Bonanza or even a "basket case". The Antique/
Classic Division is where I want to be. We EAAers are
pleased that as the parent organization we have been able
to capture and hold these varied interests together for the
overall good of aviation. It seems our birds of many types
of feathers flock and work together.
How well we remember those early years. Our mem
bers were the same - homebuilders and antique en
thusiasts. Our early fly-ins were made up of homebuilts,
plus Fleets, Stinson SM-8As, Wacos, warbirds such as
Wildcats, A Grumman F3F-2 biplane, a Curtiss 0-52 , etc.
The classics such as Ercoupes, Cessna 140s and Bonanzas
or Navions were not participants as yet, they being factory
spanking new.
In those early days and for many years to come we
were everything to everyone; getting the mail answered,
the publication out, working with the government, park
ing autos and aircraft of all types, making hotel arrange
ments and preparing programs and speeches. We were a
small band surrounded by a very small group of volunteer
helpers.
As we grew and saw that help was needed from within
our organization so that authority could be delegated and
Paul's first plane was this OX-5 powered American Eagle,
NC221N, which he purchased in 1939 with money borrowed
from his father. He flew it for several years building up time,
and meeting Wisconsin farmers when he made frequent forced
landings in their fields.
A proud 18-year-old Paul H. Poberezny and his first powered
aircraft.
leadership found, we formed our groups: the Warbirds, the
Antique/Classics, the International Aerobatic Club, and
the Ultralight Association to work with the parent organi
zation as a team to make our annual fly-in convention the
success that it has been and to give support throughout
the year to our members with specific interests and en
thusiasms.
I well remember calling our first Antique/Classic meet
ing to order. We discussed aims and goals and, particu
larly, the help that would be needed for our Antique/
Classic enthusiasts during our annual Oshkosh fly-in
for aircraft parking, judging and forums . We proposed to
set up pages in SPORT AVIATION to cover Antique/
Classic activities. EAA was to issue Antique/Classic mem
bership cards at no cost as there were to be no dues. A
roster was to be kept and we were off to a good start, we
thought. Only a handful of enthusiasts applied to member
ship. What was wrong? We pondered this matter only to
discover that people won't join unless there is a fee to be
collected. So dues of $10.00 were set. People joined and
success for this growing division has been achieved.
We owe a lot to the presidents, officers, and directors
who over the years have added to the growth and ac
complishments of this EAA effort. We owe a lot to the
many volunteers who not only gave so much during each
annual convention, but throughout the year. We owe a lot
to the entire membership of all Divisions and all EAA
members who supported and helped make possible our
new and outstanding Headquarters and Air Museum
one of the finest, if not the finest in the world. We owe a
lot to those many corporations who have contributed so
generously in recognition of all ofyour accomplishments.
You, we, have a great future. Let's all keep working
at it. •
VINTAGE AIRPLANE 3
EAA AIR ACADEMY '85 NOW ACCEPTING APPLICATIONS
NEW ANTIQUE/CLASSIC LOGO
The Antique/Classic Division is starting the new year
with a new logo. It retains the familiar triangular shape
and in place of the Wright Flyer aircraft, a set of wings
has been added. This retains the aeronautical aspect. Also,
"EAA" is more prominent in the new design and the logo
will lend itself to being reduced to lapel pin size.
Patches and decals of the new logo are available from
EAA Headquarters.
STILL MORE AUTO FUEL STC'S
The EAA Air Academy is now accepting applications
for its 1985 program, July 14-30, 1985. "EAA Air Academy
'85 is being expanded in the number of students and in
the activities in which they participate. We are looking
forward to working with 50 young adults ages 15 through
17," said EAA's Education Director Chuck Larsen.
The EAA Air Academy provides a total immersion avi
ation experience for young people. "For 17 days next sum
mer, they will participate in classroom study, workshop
activities, orientation flights, hangar sessions and a por
tion of the EAA Oshkosh '85 Convention. Through their
study of aviation, the participants gain an appreciation of
the concept of quality without compromise in themselves,
fellow aviation enthusiasts and the aircraft they build and
fly. The program also stresses human relations and leader
ship," Larsen noted.
For more information on EAA Air Academy '85, con
tact Chuck Larsen, Education Director, EAA Aviation
Foundation, Wittman Airfield, Oshkosh, WI 54903-3065.
ENTHUSIASTIC NEW MEMBER
When new member Otis C. Carter, Jr. (EAA 237480,
A/C 8826), Walterboro, SC received his first copies of
SPORT AVIATION and THE VINTAGE AIRPLANE, he
immediately sent an order to Headquarters for one copy
each of every back issue on hand of both magazines. That
should be enough reading to get him through the winter!
Welcome aboard, Otis.
Harry Zeisloft, Technical Director for the EAA Avia
tion Foundation, reports that FAA has issued the Founda
tion five additional STCs that permit use of unleaded auto
fuel in specified aircraft. Newly approved are the Aero
Commander 100, Aeronca 15AC Sedan, Piper PA-22-150
and PA-22S-150 Tri Pacers, the Porterfield CP-55, CP-65
and CS-65 and the Bellanca (now B&B Aviation) models
7GCA, 7GCB, 7KC, 7GCBA, 7GCAA and 7GCBC.
The total number of aircraft models covered by EAA
Aviation Foundation auto fuel STCs now stands at 222.
93 different engine models are approved for use of un
leaded auto fuel.
NEW DIRECTORS APPOINTED
Recently named to the EAA Aviation Foundation
Board of Directs are Dr. William E. "Bill" Harrison, Jr. of
Tulsa, Oklahoma and Mr. Russell W. Meyer, Jr. of
Wichita, Kansas. Bill is a past president and current direc
tor of Warbirds and Mr. Meyer is Chairman of Cessna
Aircraft Company.
Named to the EAA Board of Directors is Mr. John
Mark, an Oshkosh, Wisconsin businessman, and long-time
EAA supporter.
We are pleased to welcome these gentlemen, each of
whom is an active pilot with a wealth of aviation knowl
edge and experience to these Board positions.
4 JANUARY 1985
DOUGLAS DC-2 IS BACK HOME
The fifty-year-old Douglas DC-2 with which KLM
Royal Dutch Airlines re-flew the 1934 London to Mel
bourne air race is back home in the United States. The
plane was made available last year for the fiftieth anniver
sary commemorative flight by Colgate W. "Coke" Darden,
III (EAA 14846, AlC 1023) of Cayce, South Carolina.
The DC-2 was repainted in the same colors as the
original and flown by a KLM crew from England to Au
stralia and back again. The flight was recounted in the
following 1984 issue of THE VINTAGE AIRPLANE: Jan
uary, pp. 6-8; May, p. 11; and June, p. 4. •
PUBLICATION STAFF
PUBLISHER Paul H. Poberezny DIRECTOR, MARKETING & COMMUNICATIONS Dick Matt EDITOR
Gene R. Chase
JANUARY 1985 • Vol. 13, No.1
MANAGING EDITOR Mary Jones EDITORIAL ASSISTANT Norman Petersen FEATURE WRITERS George A. Hardie, Jr. Dennla Partes Roy Redman EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS President
R. J. Lickteig
1620 Bay Oaks Drive
Albert Lea, MN 56007
507/373-2922
Vice President
Roy Redman RI. 3, Box 208 Faribault, MN 55021 507/334-5922
Secretary
Ronald Fritz
15401 Sparta Avenue
Kent City, MI 49330
616/678-5012
Treasurer E. E. "Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591
DIRECTORS
John S. Copeland
9 Joanne Drive
Westborough, MA 01581
617/366-7245
Claude L Gray, Jr.
9635 Sylvia Avenue
Northridge, CA 91324
818/349-1338
Espie M. Joyce, Jr.
Box 468 Madison , NC 27025 919/427-0216
Morton W. Lester
P.O. Box 3747
Martinsville, VA 24112
703/632-4839
Stan Gomoll
1042 90th Lane, NE
Minneapolis, MN 55434,
612/784-1172
Dale A. Gustafson
7724 Shady Hill Drive
Indianapolis. IN 46274
317/293-4430
AI Kelch
7018 W . Bonniwell Rd.
Mequon, WI 53092
414/377-5886
Arthur R. Morgan
3744 North 51st Blvd, Milwaukee, WI 53216 414/442-3631
Gene Morrla
John R. Turgyan
115C Steve Court, R.A. 2
Box 229, R.F.D, 2
Wrightstown, NJ 08562
Roanoke, TX 76262
8171491-9110
609/758-2910
S. J. Wittman
Box 2672
Oshkosh. WI 54901
414/235-1265
George S. York
181 Sloboda Ave ,
Mansfield. OH 44906
419/529-4378
ADVISORS
Daniel Neuman
1521 Berne Circle W,
Minneapolis, MN 55421
6121571-0893
Ray Olcott 1500 Kings Way Nokomis, FL 33555 813/485-8139 S. H. "Wes" Schmid
Gar Williams
2359 Lefeber Road
Nine South 135 Aero Drive
Wauwatosa. WI 53213
Naperville, IL 60540
4141771-1545
312/355-9416
Copyright
©
1985 by the EAA Antique Classic Division, Inc, All rights reserved ,
Contents
2
3
4
6
11
12
14
17
18
19
20
21
22
23
24
Straight and Level by Bob Lickteig Looking Back ... Looking Ahead by Paul H. Poberezny AIC News by Gene Chase The Spirited Model C3R Stearman by Gene Chase
Paul- His Wacos and the Army by Gene Chase Wings with Springs by Ruby Garrett Parade of Flight - Oshkosh '84 by Gene Chase Vintage Literature by Dennis Parks Pietenpol Field is Closed by Chuck Larsen Lee Dorrance and his Swift by Gene Chase
Letters to the Editor
Mystery Plane
by George Hardie, Jr.
Luscombe Caper
by Marsh Collins
Vintage Trader
Calendar of Events
Page 7 Page 18
FRONT COVER , , , Jeff Robinson's 1930 Stearman C3R , Reserve ~=::j~:::::';:;::
Grand Champion winner at Oshkosh '84 , See story on page 6,
(Photo by Ted Koston)
BACK COVER, , , Fifty-eight years in time separate these two aircraft,
both conceived to accomplish long distance flight, , . the EAA Aviation
Foundation 's replica Ryan "Spirit of SI. Louis", and the Rutan "Voyager"
at Oshkosh '84,
(Photo by Dick Stouffer)
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION
INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks, THE
EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION
are trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
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 A. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591,
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division ,
Inc, of the Experimental Aircraft Association, Inc, and is published monthly at Wittman Airfield, Oshkosh, WI 54903
2591. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices, Membership rates for
EAA AntiquelClassic Division. Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
for the publication of The VINTAGE AIRPLANE , Membership is open to all who are interested in aviation.
ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertis
ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising
so that corrective measures can be taken .
Postmaster: Send address changes to EAA Antiquel Classic Division. Inc . Wittman Airfield . Oshkosh, WI 54903-2591.
VINTAGE AIRPLANE 5
The Reserve Grand Champion Antique at Oshkosh '84 was this outstanding 1930 Stearman C3R, flown by its owner, Jeff Robinson
from its home base at Santa Ynez, California.
THE SPIRITED MODEL C3R teflrmOD
(Photos by Ted Koston except as noted)
By Gene Chase
The story of this magnificently re
stored 1930 Stearman C3R begins
about twelve years ago in Los Angeles
when a book publisher and breakfast
cereal salesman became business as
sociates in a small shop, restoring 100
point classic automobiles. Publisher
Jeff Robinson (15354, AlC 5136) and
salesman Garth Carrier (EAA 225756)
shared a common love of antique cars
and their restoration efforts resulted
in great recognition at Hershey. For
those who might not know, Hershey
(Pennsylvania) is to vintage auto
buffs what Oshkosh is to aviation
nuts.
When Jeff approached Garth with
the shop idea, Garth whose love was
always in restoration work, jumped at
the opportunity. He quit his selling
6 JANUARY 1985
job to devote full time to work on a
number of autos, the "newest" being
of 1911 vintage. Among their major
prize winners were a 1903 Cadillac
and a 1906 Packard.
Striving for the utmost authentic
ity in the restoration of antique autos
provided Garth the experience he
would need when Jeff decided that
"the future lies in the air" and that
they should turn their efforts to vin
tage aircraft.
Jeff was already into aviation, hav
ing flown for business and pleasure
for some 20 years, but Garth had no
such experience when they acquired
this Stearman about four years ago.
Being a tenaciously dedicated person,
he acquired his A&P ratings and
learned to fly. Realizing the types of
planes they would be restoring, he
steadfastly refused to fly anything
with a nosewheel and now is the
proud owner of a Cessna 170.
The first project to replace au
tomobiles in their shop was this
Stearman C3R "Business Speedster,"
a three-place open cockpit biplane
powered with a Wright J6-7 of225 hp.
Jeff bought the plane from Richard
McWhorter, a rancher near Prosser,
Washington who also owned another
C3R and a C3B.
The new acquisition, NC794H, SIN
5036 which in time would win the Re
serve Grand Champion Antique A
ward at Oshkosh '84, consisted of a
fuselage with a mangled landing gear
and an engine. Thanks to the avail
ability of factory drawings from the
FAA in Kansas City, under whose
jurisdiction the Stearman Aircraft
Company manufactured some 30
examples of the C3R in Wichita, Kan
sas, they were able to construct from
scratch, many of the missing parts.
Another valuable source of help
came from another C3R owner, Tom
Lowe of Crystal Lake, Illinois. Unlike
NC794H, Tom's Stearman had never
been converted to a duster and it is
completely original. Tom, who made
available many parts of his plane for
patterns, is national president of the
Stearman Restorer's Association and
is a recognized expert on the subject.
The Stearman C3R "Busin~ss
Speedsters" were among the first cor
porate aircraft and NC794H was ini
titally delivered in October, 1930 to a
company in Long Island, New York
and based at Roosevelt Field, site of
Lindbergh's departure for Paris three
years earlier. Around 1940 it was con
verted to a duster and much of the
current restoration effort was to re
turn the craft to standard category.
Typically, much tubing had to be re
placed where it had been removed to
make room for the hopper, and where
corrosion problems existed.
Jeff gave Garth a free hand to do
the plane as he wanted, knowing that
if it satisfied Garth, he would be
pleased too. The factory drawings
they had were very helpful but not
nearly complete enough to build an
entire airframe. Construction of new
wing panels was straight forward
with solid spruce spars and p:ywood
truss-type ribs.
Garth built new fuel tanks (2), a
new engine mount and two sets of
landing gears, one for Tom Lowe's
plane. Construction of the landing
gears included making new oil-damp
ening type shock struts which were
called the "Stearman Oildraulic Sys
tem". This shock system additionally
includes bungees.
The original type 30" x 5" wire
wheels are virtually non-existent so
Garth made a new pair by cutting
down Model A Ford wheels from 21"
to 20". He cut out the spotwelded
spokes, dimpled and drilled the mod
ified rims, then made new spools and
spokes. New hubs were cast from pat
terns made from hubs borrowed from
Lowe. Garth also made the mechani
cal brake system.
The wheel covers are spun alumi
num attached with rawhide boot laces
which were also cut by Garth. Stan
dard procedure calls for removing the
covers each 20 hours of flight time
to check for spokes which might be
loosened by side loads incurred during
landing. Each time the covers are re
moved, the rawhide laces must be re
placed with new ones and re-tied
using a square knot.
(Photo by Gene Chase)
(L-R) Garth Carrier, restorer and Jeff Robinson, owner.
NC794H left the factory with a
tailskid, but in the mid-thirties the
owner installed a tailwheel per in
structions contained in a letter from
the factory. Jeff and Garth decided to
return the tailwheel installation for
practical reasons .
Because Tom Lowe is mentioned
frequently in this article, it should be
noted that he is currently restoring
his C3R. Tom is the third owner of his
plane which is in remarkably good
condition. It was in a family estate in
upper New York until the late six
ties. Throughout the restoration of
NC794H, Garth and Tom traded parts
and patterns back and forth which
benefitted both projects.
Garth was unable to locate original
type fuel and oil strainers, so borrow
ing Tom's for patterns he made in
vestment molds and cast new ones. He
even made the internal strainers!
Tom's plane still contained its orig
inal interior consisting of panacoat
side panels and leather seats, which
Garth faithfully reproduced. Portions
of the interior not upholstered were
covered with Randolph paint - an
other item not readily available . But
Tom sent a paint chip to Randolph
and they mixed up a quantity of new
material for both Stearmans.
Garth had spinnings made and
created a new dual exhaust system
with two muffiers. The early Wright
J6-7 engines had a single exhaust and
muffier, but a Service Letter from the
factory described valve guide prob
lems due to back pressure. They ofVINTAGE AIRPLANE 7
The outstanding workmanship of restorer Garth Carrier is evident. Note the data plate
on the landing gear shock cover.
The spun aluminum covers are fastened to each wheel with five
pieces of rawhide boot laces which must be replaced every 20
hours of flight time when the covers are removed for routine
inspection of the wheel spokes.
8 JANUARY 1985
fered a new exhaust ring with an
extra muffler for the 1930's price of
$36.00. Jeff ordered one, but needless
to say he received no response!
Jeff feels strongly that a proper res
toration rather than just a rebuild in
cludes the installation of all placards,
data plates and nameplates as instal
led originally by the factory. Such
artwork is a must on this aircraft and
it includes the Wright engine name
plate on the prop spinner, the data
plate on the landing gear shock cov
ers, and the manufacturer's name
plate in the front cockpit. All these
were authentically reproduced from
Tom's using the acid etched process.
The paperwork with Tom's C3R in
cluded a letter from the factory to the
previous owner stating, "We can't
loan our stencil to you because we are
still using it, but enclosed is a copy
which we very carefully sprayed on
cardboard which can be cut out for a
new stencil! Garth worked from this
making his own stencils to reproduce
the "Stearman" name on the rudder
and the company logo on the fin.
Another nice touch to the restora
tion of this C3R is the landing lights
mounted on top of each lower wing.
These rare items, seldom seen these
days were located by Jeff and Garth
in a museum in Santa Fe, New Mexi
co where they were seeking Wright
engine parts.
When it was time to roll the plane
out for its maiden flight after many
year's of activity, Jeff called on his
friend Don Durel, a high-time TWA
captain and experienced Stearman
pilot. The date was 7114/84, only 10
days before their planned departure
for Oshkosh, and they were glad that
Don was flying. On downwind during
the third circuit two loud backfires
were followed by a very quiet engine
Jeff and Garth made a lucky find when they located a pair of
landing lights while searching for Wright engine parts. The mate
to this light is mounted on the left wing.
and a perfect deadstick landing on the
runway.
The problem was a cylinder head
separating from the barrel and being
held in place by only the exhaust
stack. Apparently the aluminum
head had fatigued where it was
screwed onto the steel barrel, possibly
caused by a hydraulic lock on an
earlier installation.
With the exh aust coming off the
front of the cylinder rather than the
side, this earlier version is more rare
than the Wrights on planes like the
N3N. But fortunately they located a
replacement cylinder in two days . It
was in rough shape, but after being
machined and fitted with new valve
guides, it was installed on the J6-7
and checked out ok.
Not surprisingly, Jeff did have the
engine on his mind when he departed
Santa Ynez, California on schedule
for Oshkosh. With only seven hours
on the new restoration (6V2 since en
gine fail ure!) and flying between nine
and ten thousand feet over the Sier
ras, he noted the unfriendly jagged
peaks and virtually no place to make
a safe landing.
Accompanied by Garth in his Ces
sna 170, this first leg was a short two
hours to Merced, California where
they spent the first night . So far the
Wright hadn't missed a beat, nor
would it for the remaining 18 hours
to their destination in Wisconsin.
The next morning was Saturday,
July 28 and they took off early head
ing for Placerville, California then
over Lake Tahoe on the Nevada bor
der. They then flew south of Reno to
pick up Interstate Highway 80 which
they followed to Lovelock and Win
nemucca, Nevada, across Utah and
into Wyoming where their second
R. O.N. was at Rock Springs.
Patterns for the "Stearman" name on rudder and company logo
on fin came from the factory - see article.
Note the symmetry of the cowl fasteners.
This view of the 225 hp Wright J6-7 shows the dual exhaust
system with two mufflers. The rarely seen Wright engine name
plate is visible on the prop spinner.
VINTAGE AIRPLANE 9
It was a beautiful starlit evening
and Garth didn't believe the attend
ant in the FSS on the airport when he
predicted that thunderstorms in the
area would move in and the Oshkosh
bound airmen would be "swimming"
by morning. Jeff dutifully erected his
tent while Garth chose to rough it in
the open.
Sure enough, the wind and rain
came about 3:00 a.m. and Garth
grabbed his gear and headed for the
tent. But first they would both get
soaked tying down the planes with
chains which fortunately were avail
able. They had initially secured the
Stearman only with ropes so as to not
scuff the paint in its tie-down rings!
When they departed Rock Springs
the next morning Jeff noted that the
Stearman handled the 6,747 foot ele
vation much better than the Cessna.
They continued eastbound following
1-80 to Laramie and Cheyenne before
crossing into Nebraska where they re
fueled at Sidney.
The luxury of navigating via 1-80
would end at North Platte where they
turned northeasterly for another fuel
stop at Sioux City, Iowa then onward
to Spirit Lake, Iowa for the night.
They particularly enjoyed this stop
which they described as a lovely air
port on a beautiful lake!
The following morning they set
course for West Bend, Wisconsin ar
riving at noon . It was Monday and
they were only 25 minutes from Osh
kosh, but first they would do what all
antiquers do to their pride and joy at
the end of a long trip. They spent the
next 10 hours washing down the en
tire plane, removing cowlings and
cleaning with a solvent, greasing the
rocker arm assemblies, changing oil,
checking screens, tightening spokes,
etc. etc.
Jeff describes the Stearman C3R as
a pure delight to fly . He also owns a
military Stearman (PT-17/N2S) and
makes some interesting comparisons.
The C3R exhibits noticeably more
propeller effect on take off and climbs
at a higher rate. It has greater pre
dictability on the ground with its
wide, 90" tread gear and the shock
system which produces a much firmer
ride. Landings are a pleasure with no
tendency to bounce. It floats more
than the military Stearman because
it's about 250 lbs. lighter and has a
different airfoil (Stearman-designed
vs. NACA-2213) . The mechanical
brakes work fine and are more than
adequate to hold during run-up and
for decelerating when necessary.
Level flight cruise is 105 mph at
1800 rpm. Jeff says the prop pitch
needs to be increased because it's ca
pable of exceeding red line. After ad
justment the plane will probably
cruise at the advertised 110 mph . It
10 JANUARY 1985
Garth Carrier turns the crank to wind up the Stearman's inertia starter. The "engage"
handle is actuated by the pilot in the rear cockpit.
carriers 63 gallons of fuel in its wing
center section and fuselage tanks, and
at 14 gph has a range of 4-1fz hours
plus reserve.
The lack of visible antennas belies
the fact this Stearman carries Terra
TX-720 COM and TN-22 NAV units.
Jeff says these radios work extremely
well and he and Garth enjoyed excel
lent communications the entire trip.
Also no problems were encountered in
contacting towers and ATC from 10
to 15 miles out.
'
These first-rate results are ob
tained with the COM antenna buried
in one of the all wood wing panels and
the NAV antenna in another; and
without a _shielded ignition system!
That Jeff is thrilled with his hand
some Stearman C3R is a gross under
statement. And he still has another
great thrill awaiting him later this
year when Tom Lowe completes the
restoration of his C3R and they can
park them side-by-side. Tom's Stear
~an is NC799H, SIN 5037 (Jeffs is
5036) and undoubtedly this will be
the first time these two planes will
have been together since they left the
factory 55 years ago.! •
and the y
By Gene Chase
(L-R) Paul Poberezny, Bud Hughes and Jack Wismar with Paul's Waco 10. The three
were primary flight instructors during WW II at an Army Base at Helena, Arkansas. Note
Paul's greasy hands and oil-stained Khakis - over the years he has spent much time
"bending over engines":The Civil Air Patrol emblem was on the Waco's fuselage when
Paul bought it.
In 1943 while WW II was still raging in both Europe
and the Pacific, a twenty-two-year-old Milwaukean had
two Waco Tens and orders in his pocket to report to work
as a primary flight instructor at an Army Base near Helena,
Arkansas. Paul H. Poberezny had purchased the Wacos
for $350 each and he wasn't about to leave them behind.
Packing what belongings he could in one of the OX-5
powered Wacos he headed south and 19 forced landings
later, arrived at Helena. Later, his cross country flight in
the second Waco was much more successful, with only four
forced landings. The unplanned landings were caused by
leaking water pumps which resulted in engine overheat
ing and a phenomenon of which little was known in those
days - carburetor ice. Looking back, Paul recalls meeting
many fine farmers and plantation owners between Wis
consin and Arkansas.
On his time off, Paul barnstormed in the area with his
Wacos and he was quite popular on the Base for another
reason. Gas rationing was very much in effect and he re
ceived great quantities of "R" stamps for airplane fuel.
Somehow some of this fuel found its way into autos, giving
the airmen a much greater area in which to roam when
they weren't flying. Later Paul sold both Wacos and after
leaving Helena, he heard they were converted to crop
dusters with more powerful engines replacing the OX-5s.
In 1944 some of his spare time was spent with a friend
named Chet Wellman (now well-known EAAer and attor
ney from Rockford, Illinois). In an old abandoned barn
they readied a LeBlond powered Rearwin Sportster in
which Paul hoped to fly to Milwaukee to pick up his bride
to-be for their planned wedding in Helena.
During the first 125 miles of his trip northward, he
had four forced landings in the Rearwin. Realizing that
Audrey wouldn't be too thrilled with a similar return
flight he switched to rail transportation at Memphis. Back
at Helena, the wedding took place with Audrey's "brides
maids" being some of Paul's fellow flight instructors - all
male at that Army Base.
After the ceremony, Paul's buddies tried to convince
him his flying days were over now that he was a married
man . That was the wrong thing to say because within
moments after saying, "I do", Paul was putting on an im
pressive flying demonstration, complete with oil stains all
over his gabardine uniform .
Paul instructed at Helena for more than two years in
Stearmans, PT-19s and PT-23s. He flew nearly 2,400
hours, never washing out a cadet. He often took dropout
cadets from other instructors, flying with them on his time
off until they could successfully pass their flight checks.
Paul is very proud that all of his cadets graduated, receiv
ing their wings after completing primary, basic and ad
vanced training.
Paul also flew many "weather check" hops and put lots
of slow time on newly overhauled engines in the primary
training planes.
Starr Thompson, another name now well-known to
EAAers, was a cadet at Helena, but he and Paul did not
meet there. Starr developed a friendship with Major Jack
Miller, Commanding Officer of the Army Base, and they
kept in contact over the years. After the war, Thompson
flew for Flying Tiger Airlines and is now retired living in
Thousand Oaks, CA. For the past several years, Starr has
worked as a volunteer in Airshow Scheduling at Oshkosh.
Jack Miller is also retired and living in Marianna, Ar
kansas. At the invitation of Starr, he attended Oshkosh
'84. This was the first time he and Paul had seen each
other in 40 years. Miller recalled that one of the reasons
Paul was hired for that flight instructing job at Helena
was because he was "full of vinegar and another well
known fluid."
And today at 63, Paul still has a bit of that trait! •
VINTAGE AIRPLANE 11
WINGS WITH SPRINGS By Ruby Garrett EAA 85086) IF.O. Box 14 Clinton, AR 72031 Ruby Garrett's Cessna 180. It's a familiar sight at Oshkosh because it's always one of the first to park in the transient aircraft parking
area.
For over 13 years I have flown my Cessna 180 from
the Midwest to California each January. Without excep
tion, every trip over those desert and mountain routes has
produced some uncomfortable turbulence .
Several times I've delayed for a day to avoid winds in
the mountains and on some flights I've been shaken
enough to lose my enthusiasm and land short of my in
tended destination.
The natural reluctance of a pilot to subject himself and
his passengers to this discomfort is augmented by the
sneaking hunch that something just might be jarred loose
in the aircraft if it got any rougher. This all adds up to
reducing the utilization of the light plane in which you
are relatively heavily invested.
I believe this loss of use has been costly to every light
plane owner, and I was intrigued to find an alternative to
this pattern of lost utilization and comfort.
In 1981, my regular January flight over mountain and
desert became a new experience in comfort and security.
The flight was made in the same air of the previous years,
but this 1981 flight never required a power reduction in
either rough air or in let-down from cruise altitude. My
head didn't hit the headliner, the seatbelt never tugged
me back to the cushion, and the cabin never sharply jolted
me once during some 30 hours of flying desert thermals,
crossing mountain ridges, and cruising beneath the over
cast layers where the choppy air lives.
The difference was a modification called "Wings with
Springs", an oil-damped air spring built into the lift strut
of the Cessna. The idea goes back at lea~t to Waldo Water
man and possibly further, but the modern development
and subsequent STC was accomplished by Earl Metzler of
Pleasant Unity, Pennsylvania.
Mr. Metzler has been 30 years in refining every part
of this interesting modification and this treatment of de
tail produces a total structure much stronger than the
original strut. He has his own machine shop with heat
treating, chrome plating and hydraulic test equipment.
He has over-engineered every part of this unit and tested
each piece to a stress factor far in excess of the require
ments up through the gross weight of the Cessna 207 .
Each articulated point has been bushed by stainless steel
12 JANUARY 1985
coated with Teflon for lifetime lubrication. A real example
of "quality at any price."
The "Wings with Springs" installation on my 180 was
made by the Heber Springs, (Arkansas) Flying Service,
operated by an unusually well-equipped and conscientious
FBO, Mr. Eustice Latch. With hydraulic scaffolding to
separate and suspend both wings simultaneously, and the
on-the-spot advisory service of Earl Metzler, the modifica
tion progressed to completion, and several local flights
were made to thoroughly check each function of the
changed systems.
Basically, the struts are converted by inserting a com
pressed dry nitrogen accumulator in the upper section at
tached to an oil damped shock absorber at the bottom end.
On take-off, the air-load lifts the wing tip slightly and the
strut extends about 2 inches against the compression of
the dry nitrogen gas. This extension provides protection
against the jolt of a downdraft and further extension out
ward is available to reduce the sudden jolt of a positive
gust load (updraft) .
If the oil rate control had not been incorporated, the
stored kinetic energy of a gust raising the wing-tip 3 feet
would simply be returned by the compressed gas whipping
the wing down, and while providing load stress protection,
the comfort level would have suffered. This is observed in
the large jets where a gust can flex the wing upward to a
6 foot wing tip displacement, only to be returned by a
similar absorption of thrust to the fuselage as the flexed
wing returns to normal, resulting in a double bounce in
the cabin.
All local flights were satisfactory so the 180 left Gar
rett's Roost Airport (near Clinton, Arkansas) about 2 p.m.
- due to earlier low ceilings.
As we flew into Oklahoma, we began a radio search
for 80 octane and found this at Seminole, Oklahoma. This
stop proved convenient, with a good motel and courtesy
car nearby.
On the second day we made Carlsbad our stop, due to
the clouds and freezing level being in the hilltops to the
west. While descending to Carlsbad, we observed the wing
action smoothing the gusty air, while the power remained
at cruise and the lAS rose well into the yellow arc. This
was a good indication of the benefits to come throughout
the rest of the flight west.
Third day, no weather improvement, but on the fourth
day we flew to Brawley, California, getting a good sam
pling of mid-day desert thermals and the instability of the
mountain currents. Those wings kept floating up and
down, and left the cabin stabilized for a dramatic improve
ment in comfort over all my other flights through these
areas. By now my confidence was confirmed and full cruise
power and speed was comfortably maintained right to the
pattern. Our block-to-block speeds were showing a marked
improvement over our previous flights with the conven
tional stiff wings.
Spending a few days in Brawley is always a pleasure.
The airport manager, Ken Bemis, is a man of extensive
aircraft background which precedes WW II and extends
from Australia to England. Over a dozen years I've
bounced many maintenance questions off Ken and have
been delighted by the in-depth flow of information he
cheerfully provides.
West of Palm Springs lies Banning Pass, which is well
known for its frequent low level turbulence. I have often
sampled this route when it was too rough for comfort. The
pass offered another opportunity to evaluate the "wings
with springs" and with a brisk west wind funneling
through, we gave. it a go.
Encountering the gusty zone, we were aware of the
degree of turbulence, but noticed the dramatic reduction
in anticipated cabin motion. The wings moved to alleviate
the gust load and substantially reduced the transmission
of this movement to the cabin. The abrupt reaction to the
unstable air was simply dampened out by the wing action
and the ride was in the comfort level of a much larger and
heavier aircraft. During this rough air, we never felt it
necessary to reduce power and our top cruise speed was
maintained in comfort.
After a visit with Gene Gerow (retired TWA captain
and author of a very entertaining flying book, (The
Umpteenth Voyage) we headed into the mountain country.
Only moderate chop was encountered over Blythe, on
to Prescott for more 80 octane, then to Cottonwood,
Arizona for an overnight stop.
An early morning departure from Cottonwood toward
Amarillo gave a fairly smooth flight over the ridges. Morn
ing fog was reported in Flagstaff and Winslow so when
the alternator belt shredded, we just shut down the elec
trics and returned to Blue Sky Aviation of Cottonwood,
where Jay Kerger made a quick replacement.
With a new belt, we headed south over Phoenix to Casa
Grande and then east to Deming, New Mexico. Approach
ing Deming under a 9,000 foot broken ceiling, the inevi
table mid-afternoon chop was in full operation. Again we
were impressed by the soft ride and had no inclination to
reduce power. What a contrast this was to our previous
years of low level flights into this airport when we were
forced to reduce to maneuvering speed and just tighten
our belts, grit our teeth and hang on.
An early morning departure from Deming gave us a
fairly smooth ride over the EI Paso and Carlsbad Moun
tain areas, and no choppy air was found until 20 miles
west of Forth Smith, Arkansas. From there on the air
roughened, and we enjoyed watching the struts extend
and contract, smoothing the ride to an acceptable comfort
level until our farm airstrip (Garrett's Roost) slid into
view.
In summarizing the gains of this modification, the in
creased comfort is the most obvious. Second, as we become
more familiar with the strut action and the strength built
into each part, the added safety factor is understood . The
wing action alleviates a portion of the gust load and there
is less shock transmitted to the fuselage.
Third, cruise power was easily maintained through all
flight conditions we encountered, thus materially increas
ing our block-to-block speeds.
To date we have found no negative aspect to this mod
ification and now that I've been exposed to the benefits, I
would honestly prefer not to fly a light plane over that
route without "wings with springs".
At a total installed cost of $2,500.00, this has been an
easy way to add utilization, comfort, safety and value to
that grand old Cessna.
Editor's Note: Ruby Garrett is a retired TWA captain,
living on his own airstrip with his wife, Beth. He con
structed a homebuilt plane in 1931 and started flying the
following year. He joined the Army Air Corps and trained
at Randolph and Kelly Fields where he received his pilot
wings. He has flown his Cessna 180 regularly to Oshkosh.
Additional information on "Wings with Springs" can be
had by contacting Earl Metzler, Pleasant Unity, PA
15676, telephone 4121423-2249 . •
" Wings with Springs" modification without
the fairing on the Cessna 180.
Close-up of the modification . Some Champs
and T-Crafts have been flying for 30 years
with Wings with Springs installations.
VINTAGE AIRPLANE 13
Phil Coulson (center with mike) briefs the participants for 1984 Parade of Flight.
PARADE OF FLIGHT (Photos by Jack McCarthy, except as noted)
By Gene Chase
Dale Crites has lead every Parade of Flight at Oshkosh in his
1911 Curtiss Pusher. His ground crew holds back the plane
while Sam Huntington, 3rd from right, watches for the signal to
start the event.
14 JANUARY 1985
'OSHKOSH '84 Another very successful Parade of Flight program was
accomplished on Wednesday , August 1 during Oshkosh
'84. This annual event showcases the Antique/Classic Di
vision and is a popular activity for spectators and partici
pants alike.
Ninety-three aircraft were flown by pilots from 24
states and 2 Canadian provinces. Two ladies, Norma
Baldwin and Marge Gorman piloted their Cessna 195 and
Taylorcraft L-2M respectively. Seventy-nine different air
craft types were flown representing the years from 1911
(Dale Crites' OX-5 powered Curtiss Pusher) to 1955 (Chris
Bullerdick's PA-18A).
Some of the pilots, including Dale Crites, have flown
in the Parade of Flight every year and some others have
flown several years.
The "Parade" is a carefully orchestrated activity di
rected by event chairman Phil Coulson, Lawton, Michigan
and a host of volunteers. These folks handle the pilot brief
ing, assignment of sequence numbers, staging of aircraft
near the take-off area, flagging each plane off at precise
times, and directing the taxiing from the Antique/Classic
parking area to the staging area and back again.
Last but not least, a list must be prepared, in proper
order, showing each plane and its pilot for the public ad
dress announcer to use in describing this grand spectacle
to the audience. All in all, the Parade of Flight is a major
effort made possible by the involvement of dozens of dedi
cated volunteers who are already planning for an even
better "Parade" in '85.
Frank Pavliga's Model A Ford-powered Pietenpol and Ed
Wegner's Spartan C-3 in the staging area.
Following is a listing of each participant in the 1984
Parade of Flight:
1. 1911 Curtiss Pusher
2. 1926 Swallow
3. 1929 Spartan C-3
4. 1929 Pietenpol Aircamper
5. 1929 Pietenpol Aircamper
6. 1930 Savoia Marchetti S.56
7. 1930 Stearman C3R
8. 1930 Stearman 4E
9. 1931 DH Puss Moth
10. 1931 Aeronca C-3
11. 1931 Heath Parasol
12. 1931 Waco QCF (F-2)
13. 1931 Great Lakes
14. 1933 Gee Bee Model Y(Replica)
15. 1933 Aeronca C·3 Collegiate
16. 1934 Stinson SR·5E Dale Crites
Waukesha, WI
United Airlines
Chicago, IL
Pilot: "Buck" Hilbert
EdC. Wegner
Plymouth, WI
Frank M. & S. Pavliga
Canfield, OH
Bill Knight
Brodhead, WI
Pilot: Dick Weeden
Buzz Kaplan
Owatonna, MN
Jeff Robinson
Arleta, CA
Ron Rex
Oxford, CT
Skeeter Carlson
Spokane, WA
Walter Weber
Birmingham, AL
Pilot: Edwin Eshelman
Bill Schlapman
Winneconne, WI
Pilot: Jack Wojahn
Marion "Curley" H. Havelaar
Rapid City, SD
Don Browett
Independence, MO
Ken Flaglor
Northbrook, IL
E.E. "Buck" Hilbert
Union, Illinois
Pilot: Bob Hilbert
J. Tom Laurie
Newport Beach, CA
Pilot: Bill Turner
A Stinson SR-9C and Porterfield return to the Antique/Classic
parking area;
Ken Flaglor taxies back to his parking spot after a fly-by as
Marge Gorman lifts off in her L-2 Taylorcraft for her flight past
the crowd.
17. 1935 Corben Junior "E"
18. 1936WacoCustomEQC-6
19. 1936 Beechcraft Staggerwing
20. 1937 Porterfield 35-70
21 . 1937 Stinson SR-9E
22. 1937 Stinson SR·9C
23. 1937 Spartan 7·W Executive
24. 1940 Piper J-4A Cub Coupe
25. 1940 Piper J-4A Cub Coupe
26. 1940 Stinson 10
27. 1940 Porterfield LP-65
28. 1940 Waco UPF-7
29. 1940 Ryan STA
30. 1940 Ryan PT-22
31. 1941 Taylorcraft
32. 1944 Aeronca 65·CA
33. 1941 Porterfield Collegiate
34. 1941 CulverLFA"Cadet"
35. 1941 Beechcraft D17S
Ted &Sharron Travis
Flushing, MI
Stan Gomoll Blaine, MN Dick Fritz & Jerry Wetherling
Willmar, MN
Ken & Shirley Williams
Portage, WI John &Jodi Swander Shawnee, KS Dean Del Bene Chicago, IL Peter Hawks San Carlos, CA Glenn Charles Hunker, PA Alan Anderson Grosslle,MI Hudson Salkeld
Williams Lake, British Columbia
EAA Chapter 304 Rives Junction, MI Pilot: Eric Ollila
Bill Amundson & Dick Peterson
Stoughton, WI
Bill Rose Barrington, IL Bill Rose Barrington, IL Pilot: Joe McLaney Clifford A. Hesterman Glen Ellyn, IL Dale Wolford &Jerry Shasky Ashland, OH Art Bujnowski Goshen, CT Bob Hathaway Hollywood, CA
Ted Giltner
Shillington, PA
Ben Schiek flies Gus Limbach's Funk BSSC past the crowd as
a Stearman is returned to its parking spot.
VINTAGE AIRPLAN E 15
Stan Gomoll heads for the staging area in his Waco EQC-6.
36. 1941 MeyersOTW
Richard Martin
Green Bay, WI
LeRoy "Hap" E. Stein
37. 1941 NavyN3N·3
Oconomowoc, WI
38. 1941 Stearman PT·13
Bill Rose
Barrington, IL
39. 1941 Boeing Stearman N2S·2
Hugh Bikle
Mountain View, CA
40. 1942 Interstate Cadet S·1 A
Tom Helton
Costa Mesa, CA
41. 1942 Meyers OTW
Brian Parish
Churubusco, IN
42. 1942 Stearman
Roy Hayes
Maumee, OH
43. 1942 Waco VKS·7
B. Nelson
Torrance, CA
44. 1942 Interstate S·1 A
McAlister Insurance Agency
Baytown, TX
Pilot:Mike McAlister
45. 1943 Taylorcraft L·2M
George York & Jim Gorman
Mansfield, OH
Pilol: Mrs. Marge Gorman
46. 1943 Fairchild PT·19
Alan &Chet Brakefield
Washington, OK
47. 1943 Fairchild PT·19B
Bill Mitchell
Coudersport, PA
48. 1944 De Havilland Tiger Moth
Victor Fida
Wheeling, WV
49. 1945 Taylorcraft BC·12D
Thornton J. Cressy
Westland, MI
50. 1946 Piper J·3
Stan Gomoll
Minneapolis, MN
Pilol: Harry Jorgenson
Scott Lickteig
51. 1946 Piper J·3 Cub
Albert Lea, MN
52. 1946 Piper J·3 Cub
Jim Lefevre
Green Bay, WI
53. 1946 Aeronca 7AC
Ron Wojnar
Milwaukee, WI
54. 1946TaylorcraftBC·12Dl
Robert A. Gehring
Rubicon, WI
55. 1946 Luscombe 8A
Tom & Carroll Woodbuin
Stanton, VA
56. 1946 Funk B85C
Gus Limbach
White Bear Lake, MN
Pilol: Ben Schiek
57. 1946 Ercoupe 415C
Vern Brown
SI. Paul, MN
58. 1946 Ercoupe 415C
AI Granz
Racine, WI
59. 1946 Commonwealth Skyranger Mel Sorton
W. LaFayette, IN 60. 1946 Commonwealth Skyranger 185 Albert Barbuto
North Adams, MA
61 . 1946 Culver "V"
Don Perry
Appleton, WI
62. 1946TemcoSwift
Kevin Kennelly
Denver,CO
63. 1946 Bellanca 14·13·2
Chuck Johanson
Albuquerque, NM
64. 1947 Aeronca Chief
Gary Heuser
Watervliet, MI 65. 1947 Cessna 120 Joe Rostron
Clemson, SC
16 JANUARY 1985
With the help of his ground crew, Buzz Kaplan taxies his Savoia
Marchetti S. 56 to the staging area.
66. 1947 Cessna 140
67. 1947 Cessna 140
68. 1947 Stinson 108·2
69. 1947 Fairchild 24W46
70. 1948 Piper PA·15 Vagabond
71 . 1948 Luscombe 8E
72. 1948 Luscombe T8F
73. 1948 Luscombe 8F
74. 1948 Ercoupe 154E
75. 1948 Cessna 170
76. 1949 Cessna 195
77. 1949 Luscombe 8F
78. 1949PiperPA·16Clipper
79. 1950 Trojan A·2
80. 1950 Beechcraft Bonanaza "B"
81 . 1950 Cessna 195B
82. 1951 AeroncaSedan 15AC
83. 1951 Ryan Navion B
84. Piper PA-20
85. 1952 Piper PA·22 Tripacer
86. 1952 Cessna 170B
87. 1952 Cessna 195
88. 1953 Cessna 180
89. 1954 Cessna 170B
90. 1954 Cessna 170B
91 . 1954 Piper Pacer PA·20
92. 1955 Piper PA·18A
93. 1931 Stinson Trimotor
Stanley L. Taylor Akron, IA Pilol: Doug Taylor
Rick and Kathy Paige
San Mateo, CA Zara Royal Medina, NY Charles Bell Sheboygan, WI
Mike &Shirley Allison
Lubbock,TX Pilol: Nick Owen Scott C. Benger Aurora, CO Ray Fulwiler Algoma, WI Jerry & Delores Adkisson
Tusola, IL
Bernie "Oaklee" E. Ockuly
Median, OH University of Illinois Savoy, IL Pilol: Terry Ladage Jimmy Rollison Vacaville, CA
James &Alan Bendelius
Accord, NY Tom Janusevic Rockford, IL Nancy Grout Waukesha,WI
Pilol: Jerry Grout
Donald & Georgene McDonough
Palos Hills, IL Norma Baldwin San Carlos, CA Jim Thompson Roberts, IL John H. James Riverside, CA Philip &Betty Funk Richfield, MN Dick &Jeannie Hill Harvard, IL Clayton L. Wendt Lino Lakes, MN Adrian Smith Smithtown, NY Roy Geisert Atlantic Beach, NY Michael R. Baas
Irving, TX
Jim &Joyce Laird Muskegon, MI Dr. L. O. Rupe Elkhart, IN Chris Bullerdick Head Lake, Ontario Bill Brennand, Chuck Andreas
&Bryon Fredericksen
Neenah, WI By Dennis Parks
(EAA 115388)
Purdue University Libraries
NATIONAL GEOGRAPHIC MAGAZINE 1888 to date.
Though not an aviation magazine, National Geo
graphic is a good source of aviation history. During the
20s and 30s the magazine provided several interesting
articles covering current aviation events, exploratory and
record-breaking flights. Many of the articles on the his
tory-making events were written by the participants.
Thus many of the old articles in the Geographic provide
primary source material for aviation research.
Among the pioneer aviators writing of their exploits
were Charles Lindbergh, Richard Byrd, and Amelia
Earhart. Along with these accounts there was generally
first class photography. The issue covering the first non
stop transcontinental flight in 1924 published the first
comprehensive series of aerial photographs of the United
States.
The National Geographic's first article on aeronautics
was in the June, 1903 issue. This was a 32-page article by
Alexander Graham Bell, "The Tetrahedral Principle in
Kite Structure". In it Bell described his researches into
kite form , structures and flight. Included were 70 photos
of kites built by Bell.
The following sample articles will give an idea of the
coverage provided by the National Geographic and how it
reflected the events of aviation to its readership.
1906, April. Wellman, Walter. "Polar Airship," pp. 208-228
Walter Wellman, an American journalist, presents his
ideas for an airship to fly to the North Pole and his think
ing that went into planning the trip. This trip, which was
the first attempt to reach the North Pole by airship, was
started in August, 1909 from Spitzgergen and ended in
failure when the ship became unmanageable.
1907, January. Bell , Alexander Graham. "Aerial Locomo
tion," pp. 1-34
This article gives a history of the development of pow
ered flight up to Santos-Dumont's flight of 1906. It covered
Lilienthal, Langley, Hargrave, Chanute and the Wrights.
Complete with 34 illustrations and a bibliography, this is
a good short summary of early aviation development.
1924, July. Macready, John. "The Non-stop Flight Across
America," pp. 1-83, 68 illustrations.
Suffering from public apathy after World War I, the
US Air Service undertook new achievements to engender
public interest. One of these was the first non-stop trans
continental flight of Lieutenants John Macready and Oak
ley Kelley. After two tries on the West to East route they
successfully completed the flight on May 3, 1923 using the
East to West path. It took them 26 hours to complete the
trip which averaged 94 mph.
1926, September. Byrd, Richard E. "First Flight to the
North Pole," pp. 357-376, 14 illustrations.
On May 9, 1926 Lt. Cdr. Byrd and Floyd Bennett made
the first aeroplane flight over the North Pole. They flew
out of Spitzbergen, Norway the same starting point used
by Wellman in his unsu ccessful attempt in 1909. Byrd
beat the first airship to reach the pole by 2 days.
1928, January. Keyhoe, Donald. "Seeing America with
Lindbergh ," pp. 1-46, 46 illustrations.
This is the story of Lindbergh's 20,000 mile tour of the
United States taken after his return from the Paris trip.
Lt. Keyhoe was appointed by the Department of Com
merce as an aide to Lindbergh. His account was expanded
and later published as the book Flying with Lindbergh.
1928, May. Lindbergh, Charles E. "To Bogota and Back,"
pp. 529-601 , 98 illustrations.
Here is Lindbergh's own narrative of his 9,500 mile
flight in the "Spirit" from Washington, DC to 13 Latin
American countries.
1930, June. Eckener, Dr. Hugo. "The First Airsh ip Flight
Around the World," pp. 653.,688, 37 illustrations.
Dr. Hugo Eckener, one of the greatest of airship de
signers, gives his account of the first airship voyage
around the world. Under Eckener's command the Graf
Zeppelin, with 50 persons aboard, captured the attention
of the world with its record flight. Leaving from Fried
richshaffen the ship completed an around the world voy
age in 20 days.
1932, June. Day, Glady. "Flying the World," pp. 656-690,
41 illustrations.
These two issues gave accounts of aerial activities in
the First World War. They had titles such as "Aces of the
Air," (Jan. pp. 5-9); "Flying in France, (Jan. pp. 9-26); and
"Aces among Aces," (Jun. pp. 568-580).
In contrast to the Graf Zepplin here is the story of the
first tour of the world taken in an American-built light
plane. Designed and built by Charles Healy Day of New
Standard Aircraft fame, the "Errant" was to take Mr. and
Mrs. Day in a 16,000 mile flight from London to Shanghai
and from San Francisco to New York.
1918, January. Peary, Robert E. "The Future of the
Airplane," pp. 107-1 13.
1935, May. Earhart, Amelia. "My Flight from Hawaii," pp.
593-610
1918, January; June
While others were recounting tales of the air war, Ad
miral Peary was discussing the peacetime future of avia
tion. He suggested mail service, passenger transport, and
proposed a transcontinental airway. He also suggested
that in this new era that the United States with its re
sources had the opportunity to be the first air power in
the world.
1921 , March. Smith, Sir Ross. "From London to Australia
by Aeroplane," pp. 229-339, 76 illustations.
Here is the personal narrative of Ross Smith, the pilot
of the first flight from England to Australia. The flight,
undertaken at the end of 1919 in a Vickers Vimy bomber,
covered 11,500 miles and took 29 days.
Departing Wheeler Field, Oahu on January 11, 1935,
Amelia Earhart flying solo becomes the first person to fly
from Hawaii to the mainland. Interestingly for 1935, the
article has a center insert with 8 duotone pictures of surf,
surfboards and surfers.
These are just a few of the over 90 articles that the
National Geographic published on aviation before World
War II . As most public libraries have sets of the journal,
it is readily available to those wishing to access some first
hand accounts of aviation history.
The magazine has continued to cover aviation since
1940, and has gone on to win over ten Aviation/Space
Writers awards. A very good record for a non-aviation
magazine . •
VINTAG E AIRPLANE 17
PIETEIIP'l FIElI IS CLOSED By Chuck Larsen
(Photos by Bob Lickteig)
Part I of how the Bernard H. Pietenpol Hangar takes
its honored place at the EAA Aviation Center Pioneer
Airport
The field is closed . . . the owner is gone . . . on his
flight to eternity. His memory will live on in the hearts
of his family and friends, and in his "Air Campers" and
"Sky Scouts" that continue to find new fans each year and,
now, through the preservation of the hangar proudly pro
claiming PIETENPOL FIELD. After being hand-built and
serving B.H. "Bernie" Pietenpol at his private airfield in
Cherry Grove, Minnesota for nearly forty years, this treas
ure of aviation history will become the second hangar on
Pioneer Airport at the EAA Aviation Center, to be ap
preciated by all who see it today and in the future .
I had visited this field and hangar many times through
the years. I had sought Mr. Pietenpol's guidance as I strug
gled with my Air Camper project, purchased parts and
made his field my destination as I spread my wings as a
student pilot. I don't remember how many times I was
shown his model steam engines.
Pietenpol Field was the site of a reception for Mr. &
Mrs. Pietenpol in the late 70's to honor his accomplish
ments when his family and community were joined by the
advocates of his airplane designs.
The field was always too busy and the hangar too full
of people, airplanes, engines and tools during those early
visits for me to notice the craftsmanship of the building
itself. Graceful, handmade laminated arches, a hardwood
balcony glued and screwed into place; bifold doors en
gineered to serve four decades and more, and the wing lift
all escaped observation in favor of the man and his
airplane.
During the weekend of October 20 and 21, 1984, fam
ily, friends , members of the B.H. Pietenpol Memorial
Chapter 13 of the Antique/Classic Division and EAA
Chapter 300 joined forces to carefully disassemble the
main hangar, mark each piece and prepare them for trans
portation to Oshkosh where it will be re-assembled this
18 JANUARY 1985
spring. John Berendt, EAA 36571, who is a member of
both Chapters, was engineer and foreman for the project.
A volunteer crew of24 worked to complete the disassembly
by noon on Sunday. Those present enjoyed the friendship
and camaraderie so common to gatherings of EAAers
around the world. In addition they should feel the satisfac
tion of having helped to preserve a structure that holds
an important place in the development of the concept of
homebuilt aircraft.
Our thanks to those donating their time and talents:
John Berendt
Bob Lickteig
Gene Bohl
Don McDonald
Jerry Chaffee
Don Pietenpol
Marv Davis
Kermit Pietenpol
Roy Redman
Virl Deal, Sr.
Paul Egeness
Jeff Short
Bob Giles
Tim Steier
Dave Harris
Wm. Steier
Myron Heimer
Gordon Swenson
Jim Hiner
James Sylling
Vern Juaire
Gary Underland
Vi Kappler
Gordon Kimber
Pietenpol Field is closed. The turf will no longer feel
the bounce and roll of aircraft tires. It was truly fitting
that one of the last planes to take to the sky from the field
was a Corvair-powered Pietenpol Air Camper owned by
Virl Deal, EAA 41394 of St. Ansgar, Iowa.
Spring will see a plow turning the soil into cropland.
Seeds will grow to harvest, much as Mr. Pietenpol's ideas
developed into aircraft to further the joy of flight. Thanks
Mr. Pietenpol; we look forward to the re-assembly of your
hangar at EAA's Pioneer Airport at Wittman Field, Osh
kosh, Wisconsin.
Editor's Note: Late word received at EAA Headquarters
indicates that Pietenpol Field at Cherry Grove, Minnesota
may be kept open as an airport. A final decision is yet to
be made. Part II, the conclusion of this story, will be pre
sented when the hangar is re-assembled on Pioneer Air
port. •
PIETEIIP" FIE" IS CLOSED
Lee Dorrance And HIs SWIFW
==============================================
By Gene Chase
More often than not, Lee Dorrance, 414 Flora, Clinton,
MO 64735 takes horne the oldest pilot awa rd from the
fly-ins he attends. Lee is 72 years young and flies a beau
tiful, modified 1946 Globe Swift, GC-lB.
Lee assisted with the modifications which include a
Lycoming 0-360180 hp. engine with a constant speed prop,
one piece windshield, covered wing slots, Model M
Bonanza wing tips, extra fuel capacity, and a full panel.
Although the plane has the capability, Lee does not "file
and go" because he is no longer instrument qualified.
Lee has nearly 800 hours in this Swift which he has
owned for seven years. He says it flies better than stan
dard versions and with its 52 gallon fuel capacity and
five-hour range (double the original) he can fly from his
horne in Missouri to the West Coast making only one fuel
stop. The plane cruises at a neat 158 mph TAS.
Lee started flying in June, 1935 and received his pri
vate license three three months later. During WW II he
operated a CPT/WTS flight school at Kirksville, Missouri
training many hundreds of students for t he military in
Porterfields.
After the war he became a coporate pilot flying Bonan
zas, Twin Beechs, a DC-3 and B-25J for a company in St.
Louis.
The first plane he owned was a 70 hp Le Blond-powered
Rearwin Sportster, followed by an E-2 Cub, Travel Air
4000, one of the last straight wing Stinsons, n umerous
Porterfields and J-3 Cubs, a Luscombe, etc., etc., and of
course his Swift.
Lee Dorrance has logged over 14,000 hours in many
kinds of planes, most of them tail draggers. But more than
1,000 hours of that time is in his favorite a tri-gear, and
even the most audacious tail dragger pilot shouldn't be too
critical when told it is the North American B-25. Neat
airplanes don't lose points because they have nose wheels,
and B-25s, P-38s, F7Fs and 1911 Curtiss Push ers fall in
that category! •
" Oldest Pilot" Lee Dorrance and his modified Swift, N3323K,
SIN 1316 on 9/23/84 at the 27th Annual Tulsa Fly-In held at
Tahlequah, OK.
VINTAGE AIRPLANE 19
LETTERS TO EDITOR Dear Mr. Lickteig,
I have been a member of the Antique/Classic Division
but a short time and already I regret that I waited so long
before becoming a member, having been an EAA member
for a number of years.
The October issue of THE VINTAGE AIRPLANE re
ally got my attention. The article on the Stinson is about
my favorite airplane . In reading about the 1984 Aeronca
Fly-In my memory was stirred by the account of Johnny
Jones' non-stop flight from Los Angeles to New York and
the whereabouts of the Aeronca he used for the trip.
Perhaps I can account for the airplane. It is a story
that begins in 1934 in West Virginia at a small airport
called Patton Field, located 9 miles southeast of
Clarksburg in the community of Craigmoor. The airport
was operated by a young man, Thomas (Tommy) Smith.
He taught me to fly and in 1936 persuaded me to buy his
interests so he could leave for a job as a pilot with a small
airline that was starting with headquarters in St. Louis,
Missouri.
As you know there was a rush to cash in on Lindbergh's
solo non-stop flight from New York to Paris and some of
the people and equipment were so inadequately prepared
that the (then) CAA began using police action to deny
permission for these flights.
Some time after Johnny's Los Angeles to New York
trip Tommy Smith stopped in Clarksburg, West Virginia
and we had lunch together. Among the subjects we dis
cussed were Tom's plans to secure the financing to get the
airplane used by Johnny and to fly it solo across the
Atlantic. He was on his way to New York at that time.
I understand that Tommy was forced to move about in
his selection of departure points due to the CAA's denial
of a permit for his flight . As I recall, the newspaper ac
counts of his trip stated that he departed Old Orchard
Beach, Maine, with an unfavorable weather forecast in
the early hours of the morning.
Residents in the St. John's area of Newfoundland re
ported hearing an aircraft overhead which might have
been him . Freezing rain was falling at the time . A search
was conducted but I never saw an account of the results .
Could it have been Johnny's plane? In any event, Tommy
Smith is missing and I assume presumed dead.
Your "Vintage Literature" section in the November
issue of THE VINTAGE AIRPLANE shows the cover of
the 1939-40 issue of Air Progress. I also have one in my
collection. I am looking forward to the December issue.
Currently I have a 1947 Bellanca Cruisair, N74228. It is
airworthy but not a showpiece. Lacking a big buck budget
it will have to suffice in place of a Stinson or Waco .
Sincerely,
Harris (Mac) McMann
(EAA 54846, NC 8764)
Route 1, Box 115B
Warrenton, VA 22186
Dear Mr. Parks
I am greatly interested in your current series of articles
in THE VINTAGE AIRPLANE on the history of the vari
ous aviation periodicals, and look forward to your future
articles on this subject.
I would like to help with the library collection through
donation or exchange. Could you send me your exchange
lists for Air Trails, Air Classics and any others that may
now be available? Also , any other information on the
library's needs that might help me to support its efforts.
Thank you.
Sincerely yours ,
Jim Alaback
(EAA 145227 , A/C 5033)
785 South Foley Avenue
Kankakee, IL 60901
Dear Mr. Alaback,
Thanks for your interest in "Vintage Literature" and
in the library. We have exchange lists for Aero Digest, Air
Classics and Air Trails. However, there are many boxes
of duplicates available for which there are as yet no lists.
Anyone interested in filling the gaps in their collections
by purchase or exchange should send a list of their in
terests to the library and we will check our holdings.
Sincerely,
Dennis Parks
Dear Mr. Chase,
I am restoring a 1943 Interstate L-6 which had been
stored since 1947. I want to restore it to original condition
and have searched through back issues of THE VINTAGE
AIRPLANE and SPORT AVIATION without finding
much on this plane.
I would appreciate any information and/or photos you
could provide. I especially need pictures of the interior.
I plan to take photos during the restoration of the
plane to have some kind of record of the finished product.
I wish I had done that with my 1946 Bellanca 14-13-2,
N77HL, SIN 1034.
Sincerely,
Harvey L. Leydecker
Rt. 14, Box 92L
Gadsden, AL 39503
We suggest you contact Bob Byers, 3378 St. Augustine
Road, Saukville, WI 53080, who is interested in forming
a "Liaison and Trainer" type club. He may be able to assist
you. Also, a source ofmanuals for the L-6 is ESSCO, Mail
Order Division, Shawnee Airways, Akron Municipal Air
port, Akron, OH 44306-9990 . •
By George A. Hardie, Jr.
No doubt many experts among our
faithful "aeroplane spotters" will rec
ognize this month's Mystery Plane.
The design originated with a group of
brothers whose names became famous
as the designerlbuilders of a series of
famous racing planes. The photo was
submitted by Vincent Kulick of
Lanoka Harbor, New Jersey, who
states it was taken sometime in 1940.
Answers will be published in the
April 1985 issue of THE VINTAGE
AIRPLANE.
The Mystery Plane in the October
1984 issue of THE VINTAGE
AIRPLANE remains somewhat of a
mystery. John Underwood of Glen
dale, California identifies it as the
Model W-LB-50 built in 1929 by the
M.W.Z. Aircraft Company of Chicago,
Illinois. Power was a 60 hp LeBlond.
However, Mike Rezich of Chicago,
who with his late brother Nick started
in aviation over 55 years ago and dur
ing that time says he was acquainted
with everything built in the Chicago
area, states he never heard of the
M.W.Z. company nor the airplane in
question.
More information is needed to
clarify this bit of aviation history. No
other answers were received.
A word about future Mystery Plane
features. Response to this column has
been very gratifying and a number of
readers have sent in some very in
teresting photos for future "Mys
terys". If you don't see your contribu
tion published soon, please have pa
tience - I'm trying to rotate them so
everyone is represented. My problem
is I have enough photos for more than
a year of columns. But don't let that
deter you from sending in a favorite
photo. Your enthusiastic interest is
much appreciated.
John Underwood also identified the
unknown airplane shown on page 25
of the October 1984 issue of VIN
TAGE, which accompanied a letter
from Mike Rezich of Chicago. John
wrote, "Ah ha, Mike Rezich, you don't
know your backwoodsmen. The boy
in the bib overalls and straw hat was
a Tennesseean from down Lawrence
burg way. X15552 was the creation of
Wilbur Methvin and he called it the
XP-101. Powered originally by a 90
hp Brownback Tiger and built in
1936." •
VINTAGE AIRPLANE 21
By Marsh Collins
(EAA 38026)
P. 0. Box 728
Crestline, CA 92325
On a lovely spring morning my non-pilot friend Dave
and I kicked the tires and counted the wings of Luscombe
N45778 and subsequently climbed upstairs for a look-see
at the California countryside. The flight started at Corona
and after bumming along over mountain and desert for a
couple of hours, we found ourselves to be in the vicinity
of old "K-Field", currently known as Hi Desert, between
Yucca Valley and Twentynine Palms, and thinking of fuel.
I'd been there before and the approach was sort of 'take
your pick.' The sock was limp and there was no traffic .
The day was one of those nice ones where the air was cool
and the sun was hot with no breeze at all. I topped the
tank, fired it ofT and selected what appeared to be the
active - although slightly uphill, I saw no problem. To
take ofT downhill meant a long taxi. With my luck if! did
opt for that end when I got there a breeze would spring
up and I would find myself on the upwind end.
Anyway, I lined up, poured on the coal and listened to
the thunderous roar of the 65 and ofT we went! With the
uphill run, a fresh tank of80-87, and Dave's leaden behind
- not to mention my own, the progress uphill was not as
fast as I'd have liked it to be , but V2 was near and we kept
pedaling.
We had seen dust-devils here and there, but none right
here. At just about V 2 the Luscombe bounced straight up,
turned 45 degrees to the left and bounced back down. It
wasn't high, maybe five feet or so. The rudder went from
stop to stop a few times keeping the pavement under the
wheels while the Luscombe emulated a kangaroo. Finally
stabilizing in the approximate direction of intended take
ofT, at the great height of five feet we ran out of runway .
The brush was averaging three to six feet and we scared
the devil out of several sages and scrub oaks.
Since the terrain was going up at about the Luscombe's
best rate of climb, this cat-and-mouse with the brush went
on for a while, until the panting 65 decided that survival
was the better part of eating sand.
Luscombes, particularly the aft-tank 8As, being rather
meager of rearward visibility, along with my being some
what otherwise occupied, I never did get a look back at
the airstrip to see if any vestiges of the dust-devil-sans
22 JANUARY 1985
dust over the runway had ever showed up. However, a lot
of cogitation and even some research in Kerschner and
others of his ilk has convinced me that the still, rather
cool air plus a very sun-hot runway had generated a little
dust-devil . . . but having no dust and staying over the
pavement, it remained invisible.
Dave never said a word about it, but after we landed
he asked, "How come you always keep looking back over
your right shoulder?", as though that had some connection
with our didoes. I explained that that's where the fuel
gauge was located, and he went away shaking his head
and muttering. It wasn't until months later when I was
telling another pilot friend of the happening that Dave
finally found out what had really happened.
He didn't speak to me again until I'd recovered con
sciousness . •
In the days gone by I've proved my worth
By zooming low across the earth.
I've buzzed down valleys and mountain ridges;
I've dove my craft beneath some bridges.
I've looped and spun and rolled my wings;
I've sung the song a jet pilot sings.
I've chased the crows on sandy beaches;
I never did believe what safety teaches.
I've pressed my luck quite near the limit,
Not for need - but the thrill that's in it.
I've tried most stunts it can be said,
Yet never learned to use my head.
So here's a toast to you and me ...
But you drink to both - I'm dead, you see!
Author Unknown
Editor's Note: The above poem was submitted for
publication by Chuck Faber of Waukesha, WI who
received it from Donald Simmons ofSt. Johns, New
foundland . •
Where The Sellers and Buyers Meet..._ 25e per word, 20 word minimum. Send your ad to The Vintage Trader, Willman Airfield Oshkosh, WI 54903-2591. AIRCRAFT:
ACRO SPORT - Single place biplane capable of
unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100 isometrical draw
ings, photos and exploded views. Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack - $5.00. Super Acro Sport Wing Drawing
$15.00. The Technique of Aircraft Building
$10.00. Send check or money order to : ACRO
SPORT, INC., Box 462, Hales Corners , WI 53130 .
414/529-2609 .
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'/2 gph at cruise setting. 15 large instruction
sheets. Plans - $47.00. Info Pack - $5.00. Send
check or money order to : ACRO SPORT, INC.,
Box 462, Hales Corners, WI 53130. 414/529-2609.
ACRO II - The new 2-place aerobatic trainer and
sport biplane. 20 pages of easy to follow , detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
1931 Buh l Bull Pup. Show condition. 15 hrs. ITAE
since June completion of 10-year restoration.
Original 45 hp 3 cyl. Szekely SR3-0 plus spare
Szekely with 5 hrs. SCMOH including accessories
and prop. $18,000. 818/883-5670 after 6 p.m. (1-1)
MISCELLANEOUS:
BACK ISSUES . _. Back issues of THE VI NTAGE
AIRPLAN E (and other EAA Division publications)
are available at $1 .25 per issue. Send your list of
issues desired along with payment to : Back Issues,
EAA-Wittman Airfield , Oshkosh , WI 54903-2591.
Wooden wings built for vintage aircraft. FAA
certified. Highest quality workmanship. Refer
ences provided. John and Pam Barker Aeroplane
Company, Box 41 1, Germantown, NY 12526,
phone 518/537-4945 . (1-2)
For sale : (2) Citabria gas tanks, (3) 850 x 10 new Goodrich tires, (1) electric starter for Warner 145. Combs, 813/845-3251 . (1-2)
WANTED TO BUY:
WANTED : Wheel pants for Piper J-3. Paul
O'Donnell, 22242 24th Avenue S., F44, Des
moines, Washington 98188, phone 206/24 1-0855
days.
PIPER J-3 rebuild project wanted. Prefer 500
miles of LA. 714 /62 1-2859, or write P. O. Box
7782, La Verne , CA 91750.
NEEDED : A pair of good wings for a Taylorcraft. Phone 417/882-4099 or write Craig Morton , 1501 S. Luster. Springfield, MO 65804.
WANTED : Round control wheels for Taylorcraft
A. Also, pulleys for '/0" cable , 3", 1'/ 4' and 1'Ii'.
Also, any Fairchild 22 parts. Garber, 1810 Lake
shore Drive, Fayetteville, NC 28305. Call collect
after 6 p.m., 919/484-6316.
WANTED: Desperately need for Boeing P-12EI
F4B-4 restoration (not a replica) project: tail
feathers, landing gear and wing hardware. Also the
spring loaded studs with slotted plates used to
hold down cowlings. Dick Baxter, 8410 Dallas Ave.
South, Seattle, WA 98108, telephone 206/763
0210.
WANTED : Stearman PT-17/N2S. I have some
very unique aircraft to trade . Frank Price. 7600
Tallahassee, Waco, TX 76710.
Wanted : Custom Sheet Metal Forming for
antique,. classic and warbird aircraft. Museum
quality work at reasonable prices. Cowlings, fair
ings, wingtips, etc. "From Jennies to Wacos ."
John Neel , Georgia Metal Shaping, 521 Experi
ment Street, Griffin, GA 30223, telephone 4041
227-7514.
53130. 414/529-2609.
1952 Tri-Paeer, 340 SMOH, 1983 restoration
with Ceconite , alternator, strobes, electric T & B,
Genave 200A, AT 50A transponder. Call 919/335
1630. (1-2)
WANTED TO BUY : Serviceable wings to even
hardware for wings and rear struts for gear plus
what else have you . All for UPF7 Waco . Phone
614-453-6889 or write John Morozowsky, 1629
Wheeling Avenue , Zanesville, OH 43701.
ENGINES: AIRCRAFT AND ENGINES:
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader
EAA, Wittman Airfield, Oshkosh, WI 54903-2591 .
FOR IMMEDIATE SALE
1940 T-Craft BC-12 - Original round control
wheels and center round instru ment panel. Ceco
nite on wings, 412 SMOH. Ferryable, $4700.00.
1948 PA-15 Vagabond - Hand-rubbed finish .
Wheel fairings. Mint condition - $6995.00.
Foster Taperwing $2.495.00.
Baby Ace look-alike. 65 Lyc.
Lye. 0-290G Complete - Original. $800.00.
(2) Lye. 0-480-1A - off twin Bonanza. Military
records. One - 1383 SMOH, other, 455 SMOH.
$4,800 for the pair or $2,500 each.
Total Word s _ _ __ Number of Issues to Run _ _ __ All above items located at Burlington , Wisconsin
Municipal Airport . Contact Mr. Wagner at 414/763
7692.
Total $,_ _ __ Signatu re ____________ VINTAGE AIRPLANE 23
[EA~
]
~----------...
FLYING AND GLIDER MANUALS
1929 - 1930 - 1931 - 1932 - 1933 Price: $2.85 ea. ppd. SEND CHECK OR MONEY ORDER TO: EAA AVIATION FOUNDATION, INC. WITTMAN AIRFIELD
OSHKOSH, WI 54903-3065 Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax MEMBERSHIP INFORMATION EAA
Membership in the Experimental
Aircraft Association, Inc. is $25.00
for one year, $48.00 for 2 years and
$69.00 for 3 years. All include 12 is
sues of Sport Aviation per year.
Junior Membership (under 19 years
of age) is available at $15.00 an
nually. Family Membership is avail
able for an additional $10 .00
annually.
ANTIQUE/CLASSIC
CALENDAR OF EVENTS We would like to list your aviation event In our calendar. Please send information to the Editor,
The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591. Information must be received
at least two months in advance of the issue in which it will appear.
MARCH 1-3 - CASA GRANDE, ARIZONA - Arizona Antique Aircraft Association's annual Cactus
Fly-In. For more information contact F. O. Kling, Fly-In Chairman, 6021567-4588 or Tom O'Connel,
President 6021567-3271 .
MARCH 17-23 - LAKELAND, FLORIDA - 11th Annual EAA Sun 'n Fun Spring Celebration of Flight.
Contact Sun 'n Fun office at 813/644-2431 Monday through Friday, 9 a.m. to 4 p.m ., or write to P.
O. Box 6750, Lakeland , FL 33807.
APRIL 13-14 - WASHINGTON , DC - 5th Annual Tour of National Air and Space Museum and Paul
E. Garber Facility by EAA Chapter 4, Inc. Dinner with speaker of note. Limited to 200. Contact
Margarent Scesa, 96"-5'st Place, College Park, Maryland 20704, 3011345-3164.
APRIL 26-28 - KILL DEVIL HILL, NC - 3rd Annual Wilber Wright Fly-In. Three-day festival honoring
Wilbur Wright's birthday April 16, 1867. Sponsored by First Flight Society, National Park Service and
EAA Chapter 339. Contact Bob Woody, National Park Service, 919/473-2111 or Katherine Martin,
919/441-4124 .
JULV 26 - AUGUST 2 - OSHKOSH, WISCONSIN - 33rd Annual EAA Fly-In and Convention. Make
your plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield, Oshkosh,
WI 54903-2591 .
EAA Member - $18.00. Includes
one year membership in EAA An
tique-Classic Division, 12 monthly
issues of The Vintage Airplane and
membership card. Applicant must
be a current EAA member and must
give EAA membership number.
Non·EAA Member - $28.00. In
cludes one year membership in the
EAA Antique-Classic Divison, 12
monthly issues of The Vintage Air·
plane, one year membership in the
EAA and separate membership
cards. Sport Aviation not included.
lAC Membership in the International Aerobatic Club, Inc. is $20.00 an
nually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds Newsletter. Warbird mem
bers are required to be members of
EAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00 per year which in
cludes the Light Plane World pub
lication ($15.00 additional for Sport
Aviation magazine). For current
EAA members only, $15.00, which
includes Light Plane World
publication.
It's Exciting! It's for Everyone! See this priceless coillection of rare, historically
significant aircraft, all imaginatively displayed in the
world's largest. most modern sport aviation
museum. Enjoy the many educational displays and
audio-visua l presentations. Stop by-here's
something the entire family will enjoy. Just
minutes away! EAA~
~FOUNDATION
J""'"~ Wittman Airfield
414-426-4800
24 JANUARY 1985
Oshkosh. WI 54903-3065
HOURS
8:30 to 5:00 p.m.
Monday thru Saturday
11:00 a.m. to 5:00 p.m.
Sundays
Closed Easter. Thanksgiving. Christ mas
and New Years Day (Guided group tour
arrangements must be made two weeks
in advance).
CONVENIENT IDeATION The 'fAA Aviation Center is located on
Wittman Field. Oshkosh. Wis. -just off
High way 41. Going North Exit Hwy. 26 or
44. Going South Exit Hwy. 44 and follow
signs. For fly·ins- free bus from Basler
Flight Service.
FOREIGN MEMBERSHIPS Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
States dollars or an international
postal money order similarly drawn.
Make checks payable to EAA or the
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol
lowing address:
WITTMAN AIRFIELD
OSHKOSH, WI 54903·2591
PHONE (414) 426-4800
OFFICE HOURS:
8:30·5:00 MON.·FRI.
STITS POLY-FIBER Classic owners!
• IS THE WORLD 'S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA-PMA.
Interior looking shabby?
~
• WILL NOT SUPPORT COMBUSTION.
• WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEL.
• IS THE LIGHTEST COVERING METHOD APPROVED UNDER
AN FAA- STC.
Finish it right with an
airtex interior
• IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE.
Complete interior assemblies for do-it-yourself installation.
"TIlI'I'I~
Custom Quality at economical prices .
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat Slings
• Recover envelopes and dopes
I
I
•••
• NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING , REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL.
VIS4
•
products , in-:'
259 Lower Morrisville Rd. , Dept. VA
Fallsington, PA 19054 (215) 295-4115
I~OIlI~IlI~I~
• SAMPLE OF OUR NEW HIGH STRENGTH , LIGHT WEIGHT,
SMOOTH FABRIC STYLES , WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT.
Free Catalog 01 complete product line. Fabric Selection Guide
showing actual sample colors and styles of materials: $3.00.
airtex
on I)IIONI~
• LATEST CATALOG AND DISTRIBUTOR LIST.
I
I
More Flying For the Dollar ...with EAA'S Auto Fuel STC's
Aircraft approved with all 80 octane TCM engines
(not fuel inj.) and Lycoming 0-320-A, C, and E
engines. STC's are sold and approved only for
engine/airframe combinations listed.
STC's AVAILABLE FOR:
FULLY APPROVED BY FAA
Switch to readily available, less costly auto
gas and cut down your flying costs. STC's
for auto gas now avai lable from the EAA
Aviation Foundation at 50¢ per engine
horsepower. Example - 85 hp Cessna 140
- (.50 x 85) = $42 .50. (Non EAA members
add $1 5.00 to totaL) Send c heck with air
craft N no., aircraft and engi ne model and
serial no.'s, EAA mem ber number. Com
plete low cost insurance protection includ
ing autogas coverage available through EAA
approved program .
EAf'
M
l
~
Write Attn : STC
Wittman Ai rfie ld
Oshkosh , WI 54903-3065
AERONCA,
Including 8ellanca,
Champion. Try/ek. w.gne(
8&8 AVial/{)n. Inc.
5O·TC
65·TC (L·3J1
65· TAC (L·3EI
YO·58
0·58B
5O-58B
0-58-A (L·3AI
7AC
7BCM IL.16AI
7CCM L-16B
70C
7EC
7FC
7JC
7ECA
S7AC
S70C
S7CCM
S7EC
IIAC
IIBC
IICC
SIIAC
SIIBC
SIICC
KCA
5O-C
65·C
65-CA
S-5O·C
S-65-C
S-65-CA
ARCTIC AIRCRAFT
CO., INC_
150. 15OA-H. 15OJ-M.
AI 5OK-M
170. 170A. B
172. I 72A-E. 172F !TAl AI.
172G H. I72I.K L M
m1~5~ig6N\1~~
182. I 82A-P
il8g~ (~o1~ (TO-I O. 0-10.
3Og2 rd-lEI. 3050 (0-1Gi.
305F
~
ERCOUPE,
Including AiICO. Famey,
BEECHCRAFT,
InClUding Bcnanla
35 EAj F_~g5G~g.53~R35.
41
F-I . F-IA
A-2, A-2A
M-IO
CESSNA
120, 140. 140A
LUSCOMBE
S. SA. C. O. E. F. T-BF
g
~3~'4~!l"g~t G. 415-CO
PIPER
J-3C-40
J3C-65S
J4E (L-4EI
J5A·80
L-4J (NE·21
PA-18
PA·28-150
J-3C-5O
J4
J5A (L-4FI
L-4A
PA-II
PA-19
PA-28-151
J3C-5OS
J4A
J-2
L-4B (NE-1)
PA-IIS
E-2
J3C-65 (l -4)
J4A-S
J-3 L-4H PA-17
PA-28·140
TAYLORCRAFT
BC
BC120-85
BCS12-65
19
BC12-01
BC-65
BC120-4-85
BCS-120
FI9
BCS12-01
~n2-65 (l-2H)
BCSI2-0-85
OC-65 (l-2.l-2C)
BC12·0
BCS-65
BCS120-4-85
OCO·65 (l-2A. B. M)
EAA-WORKING FOR YOU!
Join EAA - be a part of th e dedicated group that works constantly to
make flying safer, more enjoyabl e , more affo rdabl e for everyone in aviation .
Ann ual membership $25 .00 includes month ly magazine, SPORT AVIATION
and many other benefits. Join today, get the member rate on your STC.
VINTAGE AIRPLANE 25
g~L!,1 LOG BOOKS NEW AND REVISED FOR ...
Pilots: EM Pilot Log Book
Aircraft Owners and Builders:
EM Amateur Built Aircraft
Log Book ...............
EM Propeller (or Rotor)
Log Book ...............
EM Engine and Reduction Drive
Log Book . . ..... . .. .....
Ultralight Owners and Operators:
EAA Ultralight Pilot's Log and
Achievement Record
EAA Ultralight Engine and
Aircraft Log . .... . ....... .
Also Now Available:
CAM-18 (Reprint of early
CM Manual) ... .. .......
Amateur-Built Aircraft Service and
Maintenance Manual
$2.95 ppd.
$2.95 ppd.
15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601
$2.95 ppd .
$2.95 ppd.
ATTENTION - COLLECTORS
$2.95 ppd.
The EAA Aviation Foundation Library has a limited
supply of original editions of the following publication for
sale. Each is in mint condition - they are originals, not
reprints:
Instruction Manual and Parts Price List for the 1934-1938
Waco Standard Cabin Models UKC, YKC, UKC-S, YKC-S,
YKS-6, YKS-7 and ZKS-7.
43 pages plus four fold-outs. . . . . . . . . . . . . . . . .. $22.00
$6.95 ppd.
$5.95 ppd.
EAA
Oshkosh, WI 54903-2591 Phone 414/426-4800 Include payment with order - Wise. residents add 5% sales tax Allow 4-6 weeks for delivery . ~ ~@)'>~~~~~~~~~
~
~v-,v
~ WA~T~()
S.l\MPLE ISSUE $4
$2.95 ppd.
Order From:
Wittman Airfield
THE JOURNAL OF
THE EARLY AEROPLANE Order from: EAA Aviation Foundation Library Wittman Airfield Oshkosh, WI 54903-3065 Attention: Dennis Parks FORD TRI·MOTOR
LiD1ited
~diti()n
~ COllEC~ATION
~
MEMORABILIA
~
i
i
~
~
~
~
~
~
l
This collectors package includes a rare 1927
brochure reprint of Ford suggestions for Tri-Motor
use, circa 1927.
This entire offer, including a personalized certifi
cate and a book on Ford history by EAA, is avail
able for $100.00 postpaid to your address or as a
gift. mailed directly to requested address. Send
your tax deductible contribution to the Ford Tri
Motor Um~ed Edition Fund. Wittman Airfield,Osh
kosh. WI 54903-3065. Checks should be made
payable to EAA Aviation Foundation.
j~<c®-.~.~~
26 JANUARY 1985
EAA's Ford Tri-Motor will be flying soon' The wings are
installed, engines installed and new exterior finish sparkles.
Interior appointments, gold trim and new seats are in place,
the same as it left the factory in 1929. During the restoration
some of the corrugated aluminum was replaced and these
remaining "original" pieces have been mounted onto a lim
ited quantity of commemorative Nnumbered" plaques.
The first flight is being planned now and all of us will be
seeing this historic aircraft flying again!
Shown here is the
actual
1929
Ford
NC8407 wall plaque
with corrugated alumi
num artifact, etched
photoplate and Ford
nameplate.
Relive EAA '84
Anytime ...
• A special EAA video team was on
the convention site everyday,
capturing all the color and
excitement of EAA OSH KOSH '84.
• Only EAA has the experience to
produce this unique and dazzling
view of the world's greatest
aviation event.
• The EAA OSH KOSH '84
documentary will feature the
airplanes, airshows, forums, the
arrival of Rutan's VOYAGER, the
Johnny Rivers' concert, Theatre in
the Woods, and on and on ... with
exciting coverage you must have
to complete your video library.
OTHER VIDEO TAPES AVAILABLE
EAA OSH KOSH '83
WE SAW IT HAPPEN
70 minutes covering the history of flight with
historical footage from the early 20's through
the present.
$59.00
A 26 minute film produced by Cumulus
Productions for EAA which covers the complete
'83 Convention and the opening of the EAA
Aviation Center.
$39.00
Covers the complete '77 Convention plus some
excellent excerpts of the Spirit of St. Louis
Commemorative Tour.
$39.00
WINGS ON DREAMS
The now famous John Denver film which is an
innovative in·depth look at EAA, its programs,
and features the ground breaking of the new
Aviation Center.
$29.00
AERONAUTICAL ODDITIES
BASIC WELDING
EAA OSH KOSH '77
Learn the intricacies of welding with practical
A historical film which covers the oddities and
demonstrations on the subject. An excellent
comedies of the history of flight. Has all the
film for the builder.
newsreel footage you have always wanted for
$39.00
your private library, combined into one 17 minute
show.
ADD $2.50 FOR POSTAGE AND HANDLING
$29.95
WISCONSIN RESIDENTS ADD 5% SALES TAX
Video tapes may be ordered from:
EAA Foundation Video Sales
EAA -
Wittman Airfield
ORDER YOUR
EAA OSHKOSH
'84 VIDEOTAPE
TODAY! $52.00
Oshkosh, WI 54903-2591
*AVAILABLE FOR INTERNATIONAL -
SECAM AND PAL $25.00 EXTRA
VINTAGE AIRPLANE 27

VA Vol 13 No 1 Jan 1985

Transcription

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