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Paul H. Poberezny


Tom Poberezny



Dick Matt

DECEMBER 1985 • Vol. 13, No. 12


Gene R. Chase


Mike Drucks



1985 by the EAA Antiquel Classic Division, Inc. All rights reserved.


Norman Petersen


Dick Cavin

George A. Hardie, Jr.

Dennis Parks

Contents 2 4 5




President R. J. Lickteig 1620 Bay Oaks Drive Albert Lea, MN 56007 507/373·2922

Vice President M.C. "Kelly" Viets

Rt. 2, Box 28

Lyndon, KS 66451

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

6 9

11 12 17 18


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

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

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430

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

Arthur R. Morgan 3744 North 51 st Blvd. Milwaukee, WI 53216 414/442-3631

Gene Morris Daniel Neuman 15C Steve Court, R.R. 2 1521 Berne Circle W. Roanoke , TX 76262 Minneapolis, MN 55421 817/491-9110 612/571-0893 Ray Olcott 1500 Kings Way Nokomis, FL 33555 813/485-8139 S.J. Wittman Box 2672 Oshkosh , WI 54903 414/235-1265

John R. Turgyan Box 229, R.F.D. 2 Wrightstown , NJ 08562 609/758-2910 George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

ADVISORS Timothy V. Bowers 729 - 2nd SI. Woodland, CA 95695 916/666-1875 S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 4141771-1545


25 25 26 27

Christmas Greetings AlCNews by Gene Chase Vintage Literature by Dennis Parks Oshkosh 1985: The New Restoration Tent by Larry D'Attilio and Pam Foard Dave Serene's Piper PA-20 Pacer by Dick Cavin Mystery Plane by George A. Hardie, Jr. Albert Vollmecke and Command-Aire by Robert G. Locke Welcome New Members Remembering the Stearman by Philip Handleman Type Club Activities by Gene Chase The Warner Scarab Fairchild 24 by James G. Thompson Calendar of Events Vintage Seaplanes Letters to the Editor Vintage Trader

Page 9

Page 12

Page 18

FRONT COVER ... 1946 Aeronca 11 AC Chief, NC9726E, SIN 1371, at Oshkosh '85. Owner is David A. Clark (EAA 71411 , AlC 9581), (Photo by Gene Chase) Plainfield, IN. BACK COVER ... Dave Serene's Oshkosh '85 award-winning 1952 Piper PA-20 Pacer, N1580A, SIN 814. See story on page 9. (Photo by Jack Cox)

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC. , EAA INTERNATIONAL CONVENTION , EAA ANTIQUEICLASSIC 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 soley 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 AIRPLANE , Wittman Airfield , Oshkosh, WI 54903-3086. Phone: 414/426-4800.

Phillip Coulson 28415 Springbrook Dr. Lamon, MI 49065 616/624-6490

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA AntiquelClassic Division, Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield, Oshkosh, WI 54903­ 3086. 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.

W. S. "Jerry" Wallin 29804 - 179 PI. SE Kent, WA 98031 206/631-9644

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 AntiquelClassic Division, Inc., Wittman Airfield , Oshkosh , WI 54903-3086. VINTAGE AIRPLANE 3

Compiled by Gene Chase 1986 EAA NOUNCED



Scholarships awarded through the EAA Aviation Foundation have helped launch the aviation careers of more than 70 recipients since the program was initiated in 1971. Awards ranging from cash grants to assist aspiring pilots and mechanics to full engineering scholarships have been awarded through this program. EAAers and their family members are urged to seek qualified applicants from their area in addition to applying them­ selves. Applicants are not required to be EAA members. The 1986 EAA Scholarship Program promises to sur­ pass the record 1985 awards of more than one hundred thousand dollars. Help us find qualified, deserving reci­ pients for these awards. . For further information and applica­ tion materials for the 1986 EAA Schol­ arship Program, write or call Chuck La~­ sen, Education Director, at the EAA AVI­ ation Center in Oshkosh, Wisconsin , 414/426-4800. NEW EAA AUTOGAS STC APPROV­ ALS Noted below are the latest additions to the growing list of aircraft approved for using autogas. Note that the Bel­ lanca 7KCAB and Piper PA-15 Vag­ abond are approved for airframe only until EAA gains approval for their re­ spective engines. The Arctic S-1B1 is Franklin powered and the airframe only is approved . Arctic "S-1 B1 S-1 B2 Be"anca 7GC 7HC "7KCAB Luscombe (Temco) 11A Piper PA-14 Family Cruiser "PA-15 Vagabond PA-18-105 Super Cub PA-18-125 PA-18-135 PA-18-150 4 DECEMBER 1985

PA-18A-135 PA-18A-150 PA-18AS-105 PA-18AS-125 PA-18AS-135 PA-18AS-150 PA-18S PA-18S-125 PA-18S-135 PA-18S-150 PA-19S PA-20 Pacer PA-20-115 PA-20-135 PA-20S PA-20S-115 PA-20S-135 Stinson 10 HW-75 Taylorcraft A "Indicates airframe only. For information on EAA's autogas program, write : STC-EAA Aviation Foundation, Wittman Airfield , Oshkosh, WI 54903-3965. Telephone 414/426­ 4800.

EAA AVIATION FOUNDATION CO­ SPONSORS LOCAL PROGRAMS The EAA Aviation Foundation co­ sponsors the Smithsonian National As­ sociates Lecture and Seminar Program . EAA members in Portland, Oregon, Laramie and Cheyenne, Wyoming, and Syracuse and Buffalo, New York have recently had the opportunity to partici­ pate in these fine programs. EAAers and Chapters receive indi­ vidual invitations to participate in pro­ grams presented near their homes. These programs are presented as a part of the educational program of the EAA Aviation Foundation. REGISTRATION NUMBERS ON AN­ TIQUE AND CLASSIC AIRCRAFT It's amazing how many new restora­ tions of our beloved vintage airplanes are seen with non-authentic registration markings. Federal Air Regulations specifically allow the display of small N numbers as well as the use of the ap­ propriate "C", "R", "L", or "X" with or in place of the letter "N". Following are two FARs that cover the subject: 45:22 (b) A small U.S. registered aircraft built at least 30 years ago or a U.S. regis­ tered aircraft for which an experimental

certificate has been issued under 21 .191 (d) or 21 .191 (g) for operation as an exhibition aircraft or an an amateur-built aircraft and which has the same external configuration as an air­ craft built at least 30 years ago may be operated without displaying marks in accordance with 45.21 and 45.23 through 45.33 if: . (1) It displays in accordance With 45.21 (c) marks at least 2 inches high on each side of the fuselage or vertical tail surface consisting of a Roman capital letter "N" followed by: (i) The U.S. registration numbers of the Aircraft or (ii) The symbol appropriate to t~e airworthiness certificate of the air­ craft ("C", standard; "R", restricted ; "L", limited, "X" experimental) fol­ lowed by the U.S. registration number of the aircraft and (2) It displays no other mark that be­ gins with the letter "N" anywhere on the aircraft, unless it is the same mark that is displayed under sub­ paragraph (b)(1) of this paragraph . 45.29 (b) HEIGHT: the character marks must be of equal height and on ­ (1) Fixed wing aircraft, must be at least 12 inches high, except that: (iv) Marks may be displayed on an exhibition, antique or other aircraft in accordance with 45.22.

REFERENCE GUIDE FOR EAA PUBLICATIONS John Bergeson's latest reference guide to EM publications will roll off the press shortly after the first of the year and will be available for order. An index of articles by subject topic, the guide covers SPORT AVIATION , THE VINTAGE AIRPLANE, LIGHT PLANE WORLD, WARBIRDS and SPORT AEROBATICS for the years 1953 through 1985. Copies are $5.00 each, for issues covering : 1953 through 1959, 1960 through 1969, 1970 through 1974, 1975 through 1979, and 1980 through 1984. The 1985 issue is $4.00. You can purchase all issues for $25.00 total. The guides are logically organized, making it easy to locate arti­ cles on any subject that has been printed in EM publications. If you lo­ cate an article and do not have that magazine, John will make copies of it for .25 per page ($3.00 minimum charge) . The Bergeson Reference Guides are used daily in EM Headquarters offices and are considered to be an indispens­ able aid in our work . Order from John Bergeson, 6438 W. Millbrook Road , Remus, MI 49340.

VI~TAf3~ LIT~llATUll~

By Dennis Parks

AIR FACTS - 1946

In the immediate post war years of World War II the light plane industry ex­ perienced rapid growth in strength. It was assumed that many of the returning military pilots would want their own air­ craft and that other newly discharged veterans would take advantage of the VA flight training legislation. Many of the leading mass market magazines carried fanciful articles about post war airplanes for the com­ mon man and woman. These were to be used for personal leisure flying ­ weekend jaunts and longer vacation trips. The light plane manufacturers felt that a mass market was coming into being and it was the desire of the ordi­ nary citizen to fly. It was predicted that the air-minded public would spend one billion dollars on personal flying in 1955. It looked like the market would be a good one and it was for a while. In 1946, the first full year of peace, 33,254 light planes were built and sold. This nearly doubled the size of the civil aviation fleet. It was this period that saw the de­ velopment of the personal pilot's magazine as we know it today. Among the magazines which noted this phenomena and aimed its appeal toward the private pilot was Air Facts­ "The magazine for Pilots." It was edited by Leighton Collins, an active pilot with several thousand hours of experience. The magazine started out as a monthly information service to pilots devoted eXClusively to an analysis of air acci­ dents. From the first issue of February, 1938 to July, 1938, it carried the subtitle of "Facts, knowledge, safety." The es­ sence of the first six years of Air Facts ' accident reports were published as a chapter of Wolfgang Langewiesche's book Stick and Rudder published in 1944. The chapter was called "The Dangers of the Air." Unlike its contemporaries, which co­ vered the military, commercial and in­ dustrial scenes, Air Facts ' coverage was aimed at private aviation. Its main concerns were flying skills, flying safety, personal uses of aircraft, and tests of general aviation aircraft.

One of the regular monthly features was "Dear Student" done by Wolfgang Langewiesche. This series covered ba­ sics of flying for the private pilot. Topics such as control functions, angle of at­ tack, and groundloops were covered . Navigation and cross-country flying was heavily covered with over 20 articles in 1946. One of the cross-country articles was by the pilot who flew his wife and 12-month-old daughter from New York to Wyoming and back in their Cessna 140. Air Facts comment was, "The fam­ ily airplane, it seems, is here." Flying safety was a big concern of the magazine. Almost every month there was a feature article devoted to the subject. In October, 1946 an article, "Safety is a Sorry Subject" appeared, written by Wilfred Owen. He stated that the future of private flying depended on a good safety record . . . "the sad truth is that the private plane has been get­ ting mixed up in a lot of accidents." Accidents had driven up the insur­ ance costs to as high as one third of the total airplane operating costs . Not only was there a financial discouragement to airplane ownership but "the reluc­ tance among potential buyers to risk their valuable necks" was making it dif­ ficult to develop a real mass market. Among the other articles on the future of private flying were" "Is Private Flying Off Course," and "Keep Private Flying on Course. " The real interest today in Air Facts lies in its coverage of light aircraft. The covers featured the splended photo­ graphy of Hans Groenhoff and every issue contained a flight test of a light plane. The pilot reports in Air Facts began in 1939 and by the end of 1941 there had been over 30 aircraft covered . The reports in 1946 by Leighton Collins, the editor, included the new light aircraft awaiting the emerging personal plane market. Among the aircraft reviewed in 1946 were the Piper Super Cruiser, Culver V, Bonanza, Seabee and Navion. These flight tests ran about 17 pages in length. Not only did the articles give the history of the development of the aircraft and its specifications but also included a hands-on flying report. The report on the Piper Super Cruiser said that it came about to provide as

much speed as possible without losing small field abilities as many of the new pilots were coming from the hinterlands where there are only small and usually soft fields. The flight test portion stated the most important thing to say about the ship "is that much more attention than usual should be paid to how the airplane is trimmed at any given time ." On the whole the editor liked the Super Cruiser, its true 100 mph cruise,and lauded its handling features such as differential ai­ lerons. At $2905 with starter, generator, battery and cabin heater, it left them wondering how Piper did it. Air Facts is a great source of informa­ tion on the emerging light plane market before and after the war. When the story of the light plane in America is writ­ ten , Air Facts will have to be a prime source of information.


It is time to ask for help from our readership - and in this is a reward. The question : what is the first published pilot report in an aviation journal? This is defined as a report of a flight test of an aircraft conducted and written by a staff member of an aviation journal. This is a common practice today, but when and where did it originate? These were appearing regularly in 1946 in Air Facts, Flying and Skyways reported by people such as Leighton Collins, Max Karant, and Selby Calkins. But what was the first of such reports? Air Facts began publishing pilot reports in Feb­ ruary, 1939 with one report on the Waco N. Were there earlier ones? The Contest: The person who sends in a photocopy of the earliest flight test reported in an aviation journal before 1939 will be rewarded with a reprint edi­ tion of the 1909 Jane 's All the Worlds Airships. So don your thinking caps and dig through that literature you have out there. Send your answers to Dennis Parks, c/o THE VINTAGE AIRPLANE , EAA, Wittman Airfield , Oshkosh, WI 54903-3086. The results will be re­ ported in THE VINTAGE AIRPLANE. The due date is February 28, 1986. Good Luck! .




by Larry D'Attilio and Pamela Foard AlC Press Co-Chairmen (Photos by Larry D'Attilio, except as noted) This year there was a strange new tent at Oshkosh just nestled between the Type Club Tent and the Antique food concession. So what, you say? Well , don 't just walk past this one, charming people, because there's magic inside. It's kinda dark in there, so allow time for your peepers to adjust, and what do you see? Airplane bones and carcasses . One of them looks new and is in that familiar Cub Yellow ­ must be some sort of Cub. Yup, that's what it is all right - an E-2 getting close to being done. "Now I puts my finger in here while I hold this little fella there" intones one of the tent's residents who has two arms deep into the innards of an OX-5 en­ gine. This scene reminds one of a coun­ try doctor immersed in a delicate ap­ pendectomy. The speaker and engine doctor is Red Perkins, who has a per­ sonal bearing we all associate with Abe Lincoln. Fact is that when Red is hold­ ing forth in his glowing baritone it makes an OX-5 overhaul sound as if it is the Gettysburg address being delivered . Actually, Red is as knowledgeable as anyone about the OX-5 and enjoys in­ troducing other people to the art of over­ hauling one. This Convention saw this engine's disassembly, and work will continue on it during the year as this it belongs to the EAA Aviation Founda­ tion. It's easy to say that the lanky Red had one of the most popular attractions in the AIC Division 's area of the Con­ vention , and deservedly so. Elsewhere in this canvas theatre we see a Culver Cadet fuselage that has been most reworked, and next to it, laid out like small whale skeleton, is the par­ tially deskinned Culver wing . When it was first brought over to the Restoration Tent the wing looked like a hopeless project. But hopeless is a foreign word to restoration chairman George Meade and his two co-chairmen, Dave Broad­ foot and Clarence Schreiber. George is president of the Milwaukee, Wisconsin area AlC Chapter 11 . These gents ap­ proach hopeless looking restorations the way Tolkein's little heroes accepted their ring quest. And besides, what folk have been able to turn down a restora­ tion challenge who deign to call them­ selves proper EAA members. Dave, Clarence and George would 6 DECEMBER 1985

Photo by Jack McCarthy

Red Perkins has an attentive audience as he demonstrates the overhaul of an OX-5.

have been overwhelmed with the task of getting the restoration facility pre­ pared for the Convention by them­ selves. The airplanes and other paraphernalia from the Museum had to be catalogued first and some of the re­ storation had to be done in advance. This would not have been possible with­ out the help of many members of AlC Chapter 11. Long before the Conven­ tion, Chapter members would journey to Oshkosh on Saturdays to accomplish the preparation. Tom Hampshire was the main assisting worker for this effort

and for working the exhibit itself all dur­ ing the Convention. By the end of Oshkosh the Culver wing had been properly denuded and plans were being made to rebuild its ribs and to apply a new plywood skin. The original skin had been removed very gingerly, involving the use of chisels to pry (or prise if you care to) the skin from ribs and spar. This routine went on and on during the week and showed off the concept of the Restora­ tion Tent. It was a place for members to stop by, roll up their sleeves and

work. Although many members helped with the various projects, one member of EAA Chapter 277 stood out. Bob Lembcke had worked on Culvers be­ fore , and he was like a moth to a light bulb with the work on the Culver wings . We were intrigued with this tent our­ selves because we have found that you really don 't appreciate the full beauty of a particular kind of aircraft until you have been involved with some of its re­ building. While Larry D'Attilio was standing around trying to take in all of this activ­ ity, he became aware of some of the elders hanging around the E-2 CUb. As part of our job to insure good press for the AlC Division we needed to be look­ ing for human interest stories to feed reporters. Stories associated with the origins of airplanes are always interest­ ing. Then there was that pretty E-2 Cub that Larry had just seen over at Gene Chase's hangar on Wittman Airfield to further stimulate his interest. Would he overcome his famous shyness (???) to ask these elders for an interview. One of these elders was Bite Livingston, who is 82 and has quite a story to tell. As it turned out his associ­ ation with Taylorcraft exceeded his as­ sociation with the Piper product. There is too much to tell for the scope of this article, but a few highlights should be mentioned. Bite is the brother of now deceased Johnny Livingston , a famous pilot who is said to be the role model for a certain perapatetic seagull. As a showman pilot, Johnny was dependent on Bite to help promote his aviation feats. Bite was perfect for this as he was an experi­ enced promoter of the airplanes for which he was a dealer. Bite said that in 1937, C.G . Taylor de­ veloped a distributorship for his airplanes at a whopping 25 percent margin for the dealer. That begat Bite's association with Taylor, which lasted until 1946 when the Taylorcraft people went to a factory-direct selling operation only, and he sold 137 of them in 5 months! - sort of a last deep gasp? (Gee whiz, we heard only two new airplanes had been sold in all of Wis­ consin in the first two-thirds of 1985?) Another reason that Bite switched to Taylor back in 1937 was because of the crippling fire Piper just had at his Brad­ ford, Pennsylvania plant. Our venerable Bite related that when Taylor heard of Piper's terrible fire he broke down be­ cause Taylor "wanted to beat him fair and square ." Really a wonderful person to talk to , Bite is typical of the type of person you can meet at the Restoration Tent. Two other fellows to interviewed were George W. Kirkendall , 83 and Roger Wolcott, 73. George had been with the Light Mfg. and Foundry Co. and said that brought him into early contact with Taylor. Roger said he was chief inspec-

Stories of Cubs and Taylorcrafts were told by (L-R) Roger WolcoH, George Kirkendall and Bite Livingston.

Culver wing is deskinned by (L-R) Bob Lembcke, Ben Workman, Tom Hampshire and George Meade.

Photo by Jack McCarthy

(R-L) Tom Poberezny stops by the Restoration Tent to chat with volunteers Tom Hamp­ shire, George Meade and Bob Lembcke as they work on the Culver wing. VINTAGE AIRPLANE 7

Photo by Jack McCarthy

Photo by Jack McCarthy

Dave Broadfoot (L) makes new nose ribs for the Culver wing, using original pieces as patterns.

The Culver Cadet wing will need lots of work to become air­ worthy.



Red Perkins demonstrates cylinder removal from OX-5 engine. 8 DECEMBER 1985

tor for Taylorcraft from 1946 to 1950. They both related stories on the de­ velopment of the early Cubs and then the Taylorcraft. It is too bad that the history of the past could not have been recorded as it occurred with the same detail that is possible today through computers. The development of a whole new airplane is a very important part of history, espe­ cially because it involves so much crea­ tive thinking. This process is in the best human spirit and interesting to all of us later on. Aviation history is incomplete since usually an aircraft ends up with a lot of other input into its ultimately suc­ cessful prototype It is this input that goes unrecorded and its authors un­ sung. We guess there is no sense get­ ting upset over this since that's life! After all , how many of us as parents have felt our contribution unsung when our kid got to be 18? Next year's EAA Convention will once again see the curtain rise on this perma­ nent facility. Plan to hang out and bring a shirt you can get dirty. Most impor­ tantly - this is not just an activity for men. As we have discovered in restor­ ing our Bellanca, we both enjoy the re­ storation work and Pam acquires skills simply by doing. And, by the way, it is a lot of fun! •



by Dick Cavin (Photos by Carl Schuppel) As we walk by the hundreds of dis­ play airplanes at an Oshkosh fly-in, we tend to focus our thoughts and admira­ tion on the ones that are the most out­ standing. Usually we don't stop to vis­ ualize what the owner really had to do to get it to its present state. Each and everyone of those gleam­ ing restorations out there has an owner who has invested a good sized hunk of his money (and who knows how many hours of labor) to present the object of his affection in the most favorable light to the critical eyes of the assembled aficionados. There is a real human in­ terest story behind each and everyone of those restorations - stories that would fire the spectators' interest even more if they could but hear them . Dave Serene's story is one of those. It's a story that began back in 1977 when Dave Serene (EAA 209915) 914 Main Street, Ford City, PA 16226, al­ most bought this particular 1952 Piper PA-20 Pacer with its 125 hp 0-290 Lycoming engine. He got outbid a couple of hundred for it then, but he kept

track of it for five years . In November, 1982, the owner in Kentucky advertised it for sale. When Dave first dickered for it he knew it had some corrosion on the lower longerons. In the intervening five years he knew it was bound to be worse . When he told the current owner about this he got a quick sale price of $2500, so Dave now owned Piper PA­ 20 Pacer, N1580A, SIN 20-814 At about half of his original bid. It wasn't exactly a bargain, though. Dave described it as a "flying basket case". The engine turned out to be junk. When he pulled #3 jug, so much oil came out that he could have sold it to the Arabs, he said . He also found three of the four jugs were cracked, so obvi­ ously the engine had to be majored . EI Reno did the cylinder work and a Col­ umbus firm did the build up part of the major. At this point his investment had more than doubled the purchase price, but he hadn't really gotten started spending money yet. His next "surprise" came when he noticed the right wing had an unusual amount of washout. He decided a poc­ ketknife inspection was in order. Sure

enough, he found the rear spar badly bent. That was just the worst part, though! There was much more. After he had completely stripped the right wing he decided he'd better go over the rest of the structure with a fine tooth comb. He didn't have to do much combing, though, until it was plain that a ground up restoration was called for. Little did he realize then that the total bill for parts alone would add up to al­ most $20,000 before he was through. The right wing damage showed the airplane had been ground looped at least two or three times. Parts of the gear legs and supporting structure had to be replaced. Before he could do much in that department, though, there was much, much work to be done on the longerons and stringers. This airplane had always been a tail drag­ ging Pacer and the tail end of the longe­ rons caught a lot of water over the years. Back in this area the rust flakes were desperately holding hands to keep it all together. It was big decision time about now for Dave. He either had to go first class and build up an airplane that would last 20 years and spend a lot of bucks in the VINTAGE AIRPLANE 9

Dave Serene and his son.

process, or push it over a cliff and forget the whole thing. A good friend, an excel­ lent A&P , entered the picture here and helped Dave decide, so it was damn the torpedos, full speed ahead time . The airplane was towed over to the friend 's shop, which was 35 miles from Dave's house. Dave works for U.S. Air in the stores department and normally had to drive 65 miles to work each day. His new routine was to get up early and drive to the friend 's shop, work a few hours, drive home, grab a quick bite, drive to work, and then do it all over again the next day. It was over 200 miles per day driving, plus working two jobs (in effect) , a real grind for anyone. When new tubing was spliced in on the lower longerons, and all sub-struc­ ture and U-channel stringers replaced, it was all sprayed with epoxy primer. This time the tubing got an internal oil bath to ward off future rust. A new stain­ less steel firewall was installed and all new 1/8" control cables of stainless steel were installed, along with all new fairleads and pulleys. The original wheels and tires were 800 x 4s, with the notoriously poor ex­ pander tube brakes. Dave decided to replace them with 600 x 6 Clevelands with double puck disc brakes, along with all brake lines and dual toe brake cylinders. This got into a lot of work and ate up quite a few belts of wampun too . It was looking much better now, but there was lots of work still ahead . The airplane was completely rewired and modernized with Klixon pop-outs, along with a heavy 00 copper cable from bat­ tery to starter and oversize ground straps throughout. A new 65 amp. alter­ nator was also installed. The battery 10 DECEMBER 1985

box under the right front seat had to be replaced , along with the battery itself. Back on the tail most of the structure was pretty good, but Dave decided to go with all new brace wires . All hinges had to be replaced , due to wear. The 8" maule tail wheel wasn 't original , but was good enough to survive the junk pile. An all new stabilizer jack was installed as the old one was rusted solid. Dave decided to use a '56 Tri-Pacer instrument panel in order to get the radios where he wanted them . Post lighting was installed, but he retained the original "moonlight" system as a back up and as a map light. The starter button between the pilot's legs was eliminated and replaced with a key switch . Many of the instruments had seen better days, so a brand new airspeed indicator, altimeter, VSI , electric turn coordinator, compass and artifical hori­ zon were called for. The Pacer orignally had only a King KX-150 installed, but

Dave put in a Narco 120 Nav/Com , a Narco AT -150 transponder, and an Apollo Loran C for his avionics pack­ age. The Nav/Com is only a backup, as the Loran works so well. Dave says he can even get down in the valleys with confidence using the Loran , when he has to contend with low visibility on cross country flights. Dave also added an EGT to the panel and uses it religi­ ously. A dry vacuum pump to run the artificial horizon and directional gyro was still another addition. All the sheet metal work on the airplane was replaced . Only the nose bowl and spinner were useable. Door skins , belly pan , boot cowl and wrap­ around were all meticulously fitted , right along with all new metal leading edges on the wing . New wing parts were used where needed and even new struts made the team. New windows and windshield were next, but here Dave went back to the original sliding side windows for cooler summer operation, even though the fixed windows were much quieter. A stall warning indicator and windshield defrosters were the next items to be added. It was recover time now and Dave opted for Ceconite 102 and Randolph urethane paint, but before he started this he put the former interior back in. It was fast approaching Oshkosh '83 time and just three days before its opening they shot the yellow of his tri-color paint scheme at 1:30 a.m. They went to breakfast and came back at 8:30 a.m. and shot the red. They shot the orange after lunch at 1 p.m. and that night they trailered it to the airport and assembled and rigged it. An hour test hop verified the engine and airframe to perform as advertised , so on opening day he struck out for Oshkosh. Enroute the VOR and com­ pass played dead, but that was only a minor annoyance for a guy who had been through what the last year had dis­ hed up for Dave. The new engine pur­ red like a kitten all the way and soon the tires were squeaking on runway 27 at Wittman Field. As he flew he thought back over the

Over 1400 hours went into this beautiful custom restoration which resulted in a Best Piper Award at Oshkosh '85.

The Pacer is finished yellow with red and orange trim. The attractive paint scheme compliments the craft's lines.

past year and all those dollars and tor­ turous hours. His buddy had put in over 1000 hours on it and Dave another 400. At the midway point he wanted to sell it and pay his good friend for his work, but his buddy would have none of it. He said, "Go fly it and pay me when you can ." Since then Dave has worked many hours of overtime to pay his debt. When he saw the gleaming, polished beauties at Oshkosh, he realized a fab­ ric airplane would have tough sledding to make Grand Champion, so he was content with the Best Piper Award. When he got back he yanked the old interior and reupholstered everything in a matching crushed velour. One day while flying through some heavy rain all the paint peeled off the wing leading edge. He had to replace that before he went to Sun 'n Fun '84 where he drew another Best Piper Award . He later built up a pair of superb fiberglass wheel pants that added a lot

in looks prior to his return to Oshkosh '84. Still no brass ring , but he wasn't too unhappy to be Best Piper again.

This year at Oshkosh , he again leaded for home with a Best Piper Award . Before he left he put a "For Sale" sign in the window. I asked if he was selling to raise money for a new restora­ tion project, as so many others do. He said , "No, this is my last project. I just can 't compete with the polished all­ metal ones." Time will tell . Dave's beautifu l Pacer was certainly a crowd pleaser and was a well-de­ served object of admiration for his fine work. After hearing Dave's account of the trials and tribu lations of a restorer, I know I'll have a far greater apprecia­ tion of what it takes to just get one of these beauties to Oshkosh . Hats off to Dave and his fellow restorers . •

Dave installed a '56 Tri-Pacer's instrument panel to get the radios where he wanted them. The interior is strictly plush.

designed the Arrow Sport, cantilever biplane, the Swanson Coupe, Kari­ Keen and Plymacoupe. The Lincoln Sport initially used a 35 hp Anzani but was seen with a two-cylinder Lawrence, a Henderson, a Salmson and a six-cy­ linder Anzani which later became the slightly Americanized Brownbeck (Light) engine series progenitor. The Lincoln-Standard Airplane Co., Lincoln , Nebraska, joined Ed Heath as one of the early American companies to sell kits and plans to prospective builders. Plans also were published in Modern Mechanic's Flying and Glider Manual for 1930." . by George A. Hardie, Jr. This twin-engined cabin monoplane was an attractive design for the period in which it was built. The photo was taken in 1930 at Bishop Airport, Flint, Michigan and was submitted by Donna Benedict of Wayland, Michigan. An­ swers will be published in the March, 1986 issue of THE VINTAGE AIRPLANE. Deadline for that issue is

January 15, 1986. Only one answer was received for the Mystery Plane featured in the Sep­ tember, 1985 issue of THE VINTAGE AIRPLANE. Charley Hayes of Park Forest, Illinois writes : "The September Mystery Plane is a slightly cleaned up version of the lin­ coln Sport with more modern cabane strut and center section arrangement. DeSigned by Swen Swanson, who also VINTAGE AIRPLANE 11

The production Arkansas Aircraft Corporation's Command-Aire 3C3. Note long span slotted aileron on lower wing, navigation lights, and compass.

Albert V olllllecke and COlllmand­ Aire


The COMMAN[).AJ){E w;S J igneJ and buat in the belief there were a large number of pc pIc anxious for J plane that could truly be cia iJied as "ABetter hip". The volume of orders received for the COMMAND-A IRE has more than justified this helie!.

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by Robert G. Locke (EAA 56824, NC 5186) 19342 E. South Avenue Reedley , CA 93654


In 1926 a group of representatives from the Ernest Heinkel Aeroplane Company in Germany visited the United States in an attempt to interest the gov­ ernment in a new training aircraft de­


12 DECEMBER 1985

To Dealers On account ur incrc-dSCd production, we are in ~Ition to cOntract with a few morc repucabl dea lers - wire for details.


X-3790, the prototype Arkansas Aircraft Company Command­ Aire, later to be deSignated as model 3C3. Note ailerons on both upper and lower wings.

sign. This new design was a low wing monoplane powered by an 80 horse­ power engine (after World War I, Ger­ many was limited to aircraft production with no more than 80 horsepower by the Treaty of Versailles). In the United States the airplane was slowly evolving from a fighting machine into a pleasure, business and instruc­ tional machine. One Heinkel engineer, Albert Voelmecke (later spelled Vol­ Imecke) , was fascinated by the growth of civil aviation in the U.S. He decided to explore the possibility of becoming involved with a wide open aviation in­ dustry with no restrictions. Vollmecke saw an advertisement in a trade publication for an aeronautical en­ gineer at a small manufacturing plant in Little Rock, Arkansas. He answered the ad and was hired by the Arkansas Air­ craft Company in early 1927. The company had a designer who had constructed an airplane that could be used for training and business flying . The airplane was a biplane powered by a surplus Curtiss OX-5 engine of 90 horsepower and was designated as the model 3C3. There were some problems with the design, both in construction and flying characteristics. The original designer, a graduate of the Mas­ sachusetts Institute of Technology by the name of Kronk, did not have a great deal of experience in the new industry. Vollmecke was hired to modify the original design in order to make the air­ craft more stable. He redesigned the wings, removing the ailerons from the upper wings and lengthening the aileron on the lower wings. In addition he instal­ led slotted ailerons originally developed in Germany by Dr. G. Lachmann. The new design flew quite well and was ex­ tremely stable. Application for an experimental license for the aircraft was made to the Department of Commerce, Aeronautics Branch on December 6, 1927. License number X-3790 was issued December 16, 1927 to the Arkansas Aircraft Com­ pany for the Command-Aire model3C3. Later on May 31 , 1928, serial number 500 was assigned to the aircraft. Vollmecke was hampered in his de­ sign work because many parts, fittings and components had already been fab­ ricated before he was hired. The pro­ duction Arkansas Aircraft Corporation Command-Aire 3C3 was perfected from experimental work on X-3790 . Arkan­ sas Aircraft Company had purchased a number of surplus Curtiss OX-5 en­ gines from the government and con­ tinued to install them in their aircraft until the supply was exhausted. Approx­ imately 116 OX-5 powered aircraft were manufactured by the firm , which was later renamed Command-Aire, Incorpo­ rated . In the early days of aircraft designing, airworthiness requirements were very vague. When the Department of Com-

Albert Vollmecke holding sign over load test of his 3C3 tail assembly. His designs always exceeded published limits.

The Command-Aire model 4C3 powered by a Walter engine developing 120 hp.

Command-Aire's model 5C3, NC998E. The last of its type built by the company. VINTAGE AIRPLANE 13

Albert Vollmecke and Command-Aire

The Command-Aire 85-14, X-286V, powered by the Warner " Scarab" 110 hp engine. Note the oleo shock strut projecting above tires.

Front view of the sleek Little Rocket. 14 DEC EMBER 1985

Fuselage construction of the Little Rocket.

The Little Rocket (L-R), Lee Gelbach, Albert Vollmecke, R.B. Snowden (president), Charles Shoemaker (secretary/treasurer).


merce, Bureau of Air Commerce insti­ tuted the Approved Type Certificate in March 1927, it also adopted Aeronau­ tics Bulletin 7. It was a small publication with less than 50 pages. Bulletin 7 con­ tained requirements dealing with de­ sign , construction and flight characteris­ tics of aircraft for use in air commerce . Vollmecke's designs always exceeded the Bulletin 7 requirements. Vollmecke modified the basic model 3C3 by installing various engines of the 90 to 185 horsepower range as the sup­ ply of surplus Curtiss OX-5's dwindled . He used Warner , Curtiss Challenger, Siemens Halske, Wright and others. He designed the model 4C3 for the Walter radial engine manufactured in Prague, Czecholslovakia. It developed 120 hor­ sepower at 1550 rpm . Only 1 aircraft was built because the engine refused to run smoothly on the low octane fuel available in the United States. Vollmecke's model 5C3 was origi­ nally designed for the 175 horsepower Curtiss Challenger 6 cylinder radial en­ gine. Approximately 35 aircraft were built by the factory during 1929 and 1930 under Approved Type Certificate 184. Other modifications built under dif­ ferent ATC's included the 5C3-A (His­ pano-Suisa 180 hpj, the 5C3-B (Axel­ son 150 hpj , and the 5C3-C (Wright 185 hpj . The model 5C3 first appeared in 1929 and featured many improvements of the model 3C3. In January 1930 Vollmecke designed the model BS-14 and BS-16. These air­ craft used the basic 5C3 wing and em­ pennage but the fuselage and landing gear were different. They were de­ signed primarily for aerobatic training. Only 1 of each model were built, the BS-14 being powered by a Warner 110 hp engine and the BS-16 being pow­ ered by the new Lycoming 210 hp en­ gine. On July 7, 1930, work was completed on a small racing plane powered by an American Cirrus supercharged engine developing 110 horsepower. It was de­ signated the model MR-1 and was Vol­ Imecke's last design for Command­ Aire, Incorporated. With pilot Lee Gel­ bach at the controls, it won the All Amer­ ican Flying Derby of 1930. Command-Aire Incorporated went into receivership due to the depression that had spread across the country. The company never reorganized and ceased to exist in 1931 . Albert Vollmecke stayed with the company until the end. He worked odd jobs to make enough money to survive the hard times. In 1933, Vollmecke joined the newly formed Aeronautics Branch of the De­ partment of Commerce. He stayed with the Civil Aeronautics Administration through reoganization into the Federal Aviation Administration . In 1968 he re­ tired from the FAA. He was Chief of the Airframe and Equipment Branch . • 16 DECEMBER 1985


The symbol of Command-Aire's stability, test pilot Wright " Ike" Vermilya riding atop the head rest.

Albert Vollmecke, Chief Designer for Command-Aire. Background is author's 1929 model 5C3 presently under restoration in California.


The following is a partial listing of members who have joined the EAA Antique/Classic Division (through August 21, 1985). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Briggs, Arthur R. Chautauqua, New York

Keller, Allen R. Addison, Illinois

Clipsham, R.E. Belfountain, Ontario, Canada

Carr, Dion P. Sterling, Illinois

McCauley, Donald J. Rockford, Illinois

Hiltz, Ken M. Plano, Texas

Dane, William Austin Lake Havasu City, Arizona

Gensrich, Lee Hatton, North Dakota

Schumacher, Sandra Watertown, Wisconsin

Darr, David L. Neenah, Wisconsin

Ryan, Brian J. Mounds View, Minnesota

Hart, Lyman E. Stockbridge, Georgia

Meade, Byron J. West Lafayette, Indiana

Haley, Walter Lufkin, Texas

Bray, Randall W. Wilmington , North Carolina

Gidzinski, David A. Tempe, Arizona

lIer, Elden Los Angeles, California

Hudgin, Jim Brentwood, Tennessee

Shankland, Terrence L. Toledo, Ohio

Berlin, James V. Swanton, Ohio

Miller, Roger R. North Aurora,llIinois

Elliott, A. Lee Camarillo, California

Amato, Brian C. Traverse City, Michigan

Piermattei, Donald Fort Collins, Colorado

Sells, John Crystal Bay, Nevada

Avise, Ronald R. Lawson, Missouri

Zehetner, Howard C. Rancho Palos Verde, California

Royal, Zara Hall Medina, New York

Giddens, Ronald E. West Palm Beach, Florida

Swihart, Jr., James R. Huntertown, Indiana

Rudrud, David O. Burnsville, Minnesota

Johnson, Thomas S. Everett, Washington

Hvarre, Marius H. Schaumburg, Illinois

Wilson, Roger B. Carlisle, Massachusetts

Patterson, Randy Roscommon, Michigan

Miner, John E. Rochester, Minneso~a

Newman, Roger Greenwood, Indiana

Veverka, Merle G. Limon, Colorado

Brown, Stuart J. Marlton, New Jersey

Lagno, Fred Queenstown, Maryland

Tileston, Gordon M. Craig, Colorado

Jordon, Don Midlothian, Texas

Morrow, David L. Carmel, Indiana

Lenaghan, Martin C. Cleveland , Ohio

Nelon, Alexander E. Norcross Georgia

O'Hara, Bob Georgetown, California

Clark, David A. Plainfield , Indiana

Beckett, Roger L. Mansfield, Ohio

Puzia, Ronald Milwaukee, Wisconsin

McRoberts, David Louisville, Colorado

Grien, Bill Buffalo, North Dakota

Helland, Robert A. Racine, Wisconsin

Parks, David Ocala, Florida

Wixom, Richard Janesville, Wisconsin

Schattschneider, Don Detroit Lakes, Minnesota

Gray, Michael Grand Rapids, Michigan

Critchlow, Steven W. London, Ontario, Canada

Earp, Ronald O. Altus, Oklahoma

Cutler, Bob Dallas, Texas

Parks, Timothy R. Sharpsburg, Georgia

Lowe, Albert W. SI. Louis, Missouri

Lefevre, James N. Green Bay, Wisconsin

Kraiger, Rocky Burlington, Michigan

Underwood, Jack E. Rockville, Indiana

Lyons, Steven Bloomington, Illinois

Fuchs, Richard R. O'Fallon, Missouri

Rhoades, Bill Northfield, Minnesota

Leach, Duane L. Stafford , Virginia

Prince, Howard M. Sherman, Texas

Cook, Fred Mahomet, Illinois

Getsch, David D. Edina, Minnesota




The 14th National Stearman Fly-In

1 L

It .


Headquarters for the Stearman Fly-In is this building on the Galesburg, IL airport. Clear weather and light breeze was a special order.

by Philip Handleman (EAA 227599, NC 8488) 555 South Woodward, Suite 1308 Birmingham, MI 48011 The seldom heard rumble of dozens of round engines reverberated across the dew-moistened cornfields of central Illinois. As the first rays of sun cracked over the horizon, one could see silhouetted against the gradually brightening sky the outline of a lone open cockpit biplane, circling at low al­ titude, as if harkening to its brothers to come and join it aloft. And so they did . In groups of two and four the colorful antique biplanes broke out from their neat wingtip-to-wingtip parking rows and ascended into the still , calm morn­ ing sky, formating into a veritable air­ borne bouquet. This is a regular highlight of the an­ nual National Stearman Fly-In at Gales­ burg Municipal Airport. Most of the as­ sembled Stearmans (73 altogether this year) participated in the "dawn patrol" to tiny Monmouth Airport, 16 miles to the west. The ostensible incentive to climb out of bed before sunrise is the . promise of a hearty breakfast at Mon­ mouth, but the rare privilege of flying low over unimposing Midwest cornfields in unison with a horde of other round­ engined biplanes appears to be the pilots' real motivation. After breakfast, an aerobatic compe­ tition is held at the Monmouth Airport. It is amazing to see what intrepid Stear­ man pilots can do with their massive 18 DECEMBER 1985

aging double-winged airplanes - from loops to rolls, from Immel manns to Split S's, they all make the maneuvers look so easy. For safety's sake, and in ac­ cordance with federal regulations, the aerobatics are conducted at a minimum of 1,500 feet. Looking up that high you can develop a stiff neck before too long, but that is a small price to pay to ensure safety. Although it is still early morning, some of the townspeople of Monmouth are present. The most enraptured are the children who approach the Stearmans on the flight line with obvious awe in their eyes. Some of them poke at the shining fuselage of one of the planes only to find that these old birds are

made of fabric, not metal. Most of the grown-ups on the field , by constrast, are oblivious to the airplanes for they have come to a cattle auction being con­ ducted in a stockyard that appears to have been a row of hangars at one time . The auctioneer's rapid-fire yodeling can be heard against the steady hum of the competing Stearmans. In the comfort of a nearby air-con­ ditioned office, a few old-timers, includ­ ing Deed Levy, the original chief test pilot on the Stearman project, reminisce about the founder of the company, Lloyd Stearman, who made the plane, and his lasting contribution to aviation. There is, of course, talk about the fa­ mous airplane itself and how it became

Line up at the Stearman Fly-In includes N52573, SIN 75-2136, registered to Graves M. Sanford of Moberly, MO.

Checkerboard Stearman over Monmouth is SIN 75-5017 registered to John W. Schoohoven of Evergreen, CO. Chrome spinner, wheel pants and fancy headrest add much to this beautiful airplane.

A solid yellow Stearman winds up to takeoff power at Monmouth and heads for the wild blue yonder.

The main entrance to the Galesburg airport features a road appropriately named "Lloyd Stearman Drive".

America's leading primary trainer of World War II. This sturdy two-place open cockpit biplane, variously known in its military trainer days as the Kaydet and the Yel足 low Peril, but now usually called simply the Stearman, fills a hallowed place in the hearts of most aviators. It was an airplane that made the dream of flight come true for nearly a whole generation of aspiring pilots, and today hundreds of that airplane are kept flying by dedi足 cated enthusiasts as exemplified at the National Stearman Fly-In held this past September 4-8. The sun now stands high in the hazy sky above. The aerobatic competition concludes with a flourish, and it is time to return to Galesburg. Unbeknownst even to many of the regular attendants of the Fly-In is the fact that Galesburg is not merely home to the world's largest annual gathering of Stearman aircraft but also is the hometown of the renowned poet-histo足 rian Carl Sandburg. Breaking away VINTAGE AIRPLANE 19

Photographed as it was climbing out from Monmouth was this white and red Stearman which we are unable to identify. Any help from the readers?

from the festivities for just a few mo­ ments, I meandered to that dot on my city map indicating the location of Sandburg's historic birthplace. To my delight, this quaint white-frame cottage with picket fence and flowered lawn was accepting visitors. It is a museum now with framed letters signed by the immor­ talizer of the common man and musty old books stacked in corners here and there. On one table rests an ancient Re­ mington typewriter, a piece of equip­ ment one would rightly expect to find in a museum. I wondered how anyone, even a literary genius like Sandburg, could hammer out parts of the multi-vol­ ume THE PRAIRIE YEARS on such a seemingly slow and ill-suited machine. But then, I thought, many of the local folks watching the vintage planes lumber over their town during the Fly-In probably wonder how such ancient machines could have trained the men who became our nation's greatest com­ bat pilots in World War II. Back at Galesburg Municipal Airport, the fun was in full swing. The farmers and their families who could find the

time to drop their chores stood in line for rides in accommodating Stearmans and a couple of AT-6s. Nearby hangars were full of items of interest, everything from brand new intercom systems to T­ shirts and other knick-knacks that sold like hotcakes. The headquarters build­ ing, though boiling from poor ventilation, processed a constant stream of eager new members to the Stearman Restor­ ers' Association. The sky above Galesburg blossomed with practically all the Fly-In's Stear­ mans, even those belonging to the pilots who snoozed through the "dawn patrol." At times the atmosphere resem­ bled the way it must have been in an earlier era at places like Randolph Field and Pensacola. It was hard not to feel a chill run down your back as this mul­ titude of ragwings flew overhead majes­ tically on a bright day in the Midwest. There was more competition - spot landing, precision drop, formation flight - all conducted in sportsmanlike fash­ ion without serious incident. As the sun began to wane, the lines of people wanting rides grew longer. The Stear­ man pilots giving rides, finally starting

Immaculate custom Stearman featuring full cowl, wheelpants, spinner and headrest and registered to Harry Thomas of New Orleans, LA. This machine is N520HT, SIN 75-5975 and painted in gold with blue trim with a white pinstripe. 20 DECEMBER 1985

North American T6-G, SIN 49-3066, registered to John C. Hooper, New Orleans, LA was flown to the Monmouth Fly-out of the Stearman Club.

to tire from a day packed with flying from dawn, continued to offer "the last ride of the day" hoping to quench the town 's thirst for the thrill of flight in an open airplane until, at last, fatigue got the best of them and the patient people of Galesburg had to be told to come back tomorrow for their rides. The Fly-In contingent sought relief from the stifling heat before dinner by soaking in the pool at the event's central hotel. It has become almost a tradition to dunk one of the unsuspecting pilots into the pool, so I stayed a respectable distance away. By evening, everyone appeared in the ballroom amazingly refreshed and in good spirits. This would be the last official night of the Fly-In with tomor­ row's professional airshow capping off the annual five-day event. As the myriad awards were handed out you could see in most everyone's face the desire to keep this wondrous flying ex­ perience from ending . At the close of the awards banquet you could sense something in the air - that you would see these same flyers at next year's Na­ tional Stearman Fly-In . •

Painted in U.S. Navy training colors is N49793, SIN 75-2312,

shown taking off from Monmouth and registered to John M.

Crider, Jr., New Orleans, LA. Flat aluminum wheel covers add

to the original look.

,I ~ype ClubActivities

Complied by Gene Chase

These conditions may exist in other models of Waco aircraft or other aircraft of similar design .

Waco Airport Community A new Waco airport community is being developed at Orange Springs, Florida. There are several airport lots still available at this quiet country set­ ting in Central Florida. Contact Mike Keedy for further information, phone 904/546-1 000. Restorations They?

How Complete Are

Many admirers in searching for their first Waco may be totally unaware of what they are actually purchasing. A complete restoration , the seller says, but how complete? Is it just a clean-up, with new fabric, new paint, a highly polished propeller, new stainless wires, new tire and wheel pants, etc.? How sure are you of the conditions beneath fabric and polish? Annual In­ spections do not include such items as shown below. Wings must be removed and attachment fittings removed for proper inspection. Waco Aircraft tion

For information on the National Waco Club contact Ray Brandly at 700 Hill Av­ enue, Hamilton, OH 45015.

On Monday evening, 138 club mem­ bers went by bus to the Westhaven Country Club for the annual banquet. Frank Kingston Smith was our guest speaker. He compared coming to Osh­ kosh this year in an AT-6 to coming last year in a Cessna 140 . .. the 140 won hands down for enjoyment and comfort! For information on the International Cessna 120/140 Association, contact Dorchen Forman, Box 830092, Richardson, TX 75083-0092, phone 817/497-4757.

Corrosion Inspec­

Intergranular corrosion was found in the spar crush bushings in all wing fit­ tings of a Waco Model UPF-7 aircraft during overhaul. The corrosion was most prevalent in the lower wing at the root and UN" strut fittings . It is recom­ mended that these areas be examined very closely during inspections. The bushings are a close press fit and can be removed by using a wooden dowel and a hammer. If they are seized, this is a good indication of expansion caused by intergranular corrosion. When this occurs, the spar holes should be checked for elongation caused by expansion of the bushing . It may be necessary to remove the reinforcing plates to accomplish this inspection. If the spar holes are elongated it may be necessary to replace the entire spar.

.. ~,. Member Clayton Wendt has volun­ teered to organize the 170 Association offering in the Type Club Tent at Osh­ kosh '86. The group has been missing a good opportunity there and Clayton has stepped forward to help resolve that. He'd like to hear from anyone who would be interested in helping with this endeavor. He can be contacted at 391 Thomas Street, Lino Lakes, MN 55014. For information on the International Cessna 170 Association, contact Velvet Fackeldey, Executive Secretary, P.O. Box 186, Hartville, MO 65667.

International Cessna 120/140 Association

Congratulations to .. . · .. Marke Foose of Blue Island, il­ linois for the completion of the restora­ tion of Bird NC9739. This plane had been out of service since a minor acci­ dent in the mid-sixties. It is restored with a 220 hp Continental and there is hope of a Standard Category license in the future. The plane's first flight after resto­ ration was in July 1985. · .. Amelia Reid and her son Robin Reid for their restoration of Bird NC847W which had been out of service for 18 years. The restoration was com­ pleted and it was test flown in time for an appearance at the Watsonville , California Antique Airplane Show, May 24-25, where it received a very prestigi­ ous award. · . . Joe and Ann Fichera on securing ownership of the Tank powered bird, NC15K. It was ferried from St. Louis, Missouri by Russ Newhouse to an air­ port in Ohio where engine problems grounded it. The plane was disassem­ bled and it completed its journey via surface transportation . Joe immediately returned it to flying status and flew it to a fly-in near Washington, DC where it was awarded the Best Antique trophy. For information on the Bird Airplane Club, contact Dick and Jeannie Hill, Box 328, Harvard, IL 60033, 815/943-7205 .

Oshkosh '85 Oshkosh '85 was a great spectacle again this year. On Friday morning the first day, our table in the Type Club Tent was ready for business. By Tuesday af­ ternoon, the club had signed in 200 vis­ itors and gained 48 new members. VINTAGE AIRPLANE 21

The Warner Scarab Fairchild 24

movement. Later models use ball bear­ ings and the bolts in these should be tight. The sealed ball bearings in the con­ trol system contain sufficient grease to remain well-lubricated for the life of the ship.

Wing loading 11 .55 Ibs. per sq. ft. Power loading 14 Ibs. per hp. Performance: High speed, 140-145 mph EDITOR'S NOTE: This article is re­ at sea level. Cruising speed 120 mph at sea printed from the March 1935 issue of level. Landing speed 40-50 mph . Climb at WESTERN FL YING magazine and, al­ sea level, 750 ft . per minute. Service ceiling, though written fifty years ago, the infor­ 20,000 ft . mation is still valid today. Even some of Construction : Wings, N-22 airfoil section , the service and maintenance proce­ I-beam built-up spruce spars, truss type spruce and plywood ribs, fabric-covered . Fu­ dures prescribed specifically for the selage, welded steel tubing, fabric-covered. Fairchild 24 are effective for other vin­ Empennage, welded steel tube, fabric co­ tage aircraft of similar configuration. vered. Landing gear, split axle type, with And, of course, the care and feeding of brakes and oleo and shock absorbers. Warner engines is basically the same

by James G. Thompson

regardless of the kind of aircraft on which they are mounted. We have received several requests from readers for information such as this and we have other such articles planned for publication in future issues of THE VINTAGE AIRPLANE G. R. C.

Fuselage Wear in the fuselage attachment fit­ tings can be removed by welding new bushings in the fuselage fittings . On later model 24's the removable bronze bushings can be replaced. Should the seats, when folded for­ ward, chafe against the control sticks and show signs of wearing the back covering, it is advisable to use slipover seat covers of imitation leather.

Wings All rigging is fixed by the position of the wing fittings, and the length of the lift struts. (Note: Early model 24's, with separate lift struts, are provided with forked bolts in the rear lift struts for inci­ dence adjustments.) Each aileron is balanced by perma­

nently attached balanced arms on the hinge side of the aileron span, which carry small lead balance weights. Never attempt to remove or alter the weight of these balances. (2-place 24 only) . Dents in the aileron covering can be removed fairly easily by drilling out the rivets along the trailing edge and straightening from the inside. To remove the ailerons, first remove the control push-pull tube, allowing the aileron sufficient upward movement for easy removal of the hinge bolts. Discon­ nect the in-board aileron tube by remov­ ing its two end fitting bolts. Early 24's used plain aileron bear­ ings, and these should not be drawn up tight; allow just enough play for free

The Fairchild 24 is a three place high­

wing cabin monoplane, powered with a 145 horsepower Warner Super Scarab engine. The important characteristics of this airplane are as follows : Manufactured by Kreider-Reisner Aircraft Co. , Inc. No. 1 Park Lane, Hagerstown, Md. A.T.C. No. 535. Type: 3-place, cabin, land, monoplane. Dimensions : Length overall, 23 ft . 9 in . Height: overall, 7 ft. 2-3/4 in. Span, 36 ft. 4 in. Chord, 66 in. Areas: Wing (incl. ailerons), 186 sq . ft . Ai­ lerons, 34 sq . ft. Rudder 9.4 sq. ft . Fin, 4.1 sq . ft. Stabilizer, 16 sq. ft. Elevators, 13.85 sq. ft. Weights: Empty, 1354 Ibs. Useful load, 796 Ibs. Gross weight loaded , 2150 Ibs.

Engine Compartment The engine mount is constructed of welded steel tubing, with the mount bolts insulated in rubber, and is detach­ able from the fuselage. A circumferen­ tial engine compartment cowl , held in place with a latch, is provided. This may be removed to service the engine ac­ cessories without disturbing the N.A.C.A. cowling. It is important to check the insulating felts between the rocker box covers and their streamline caps in the N.A.C.A. cowling at each 20-hour inspection. If these show signs of becoming thin or disintegrating, they should be replaced at once, to prevent the cowling from chafing against the rocker box covers, and possibly wearing through.

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JViring diagra'lII for Wanz er S carah and S carab Junior engines

To remove the storage battery, iirst remove the engine compartment cowl­ ing and then lift the battery straight up until it clears the engine mount. Rough running of the engine may be due to unequal tension of the engine mount bolts. See diagram elsewhere in this article. If bolts are O.K. , check pro­ peller and engine. Landing Gear

Hard landings are usually due to im­ proper oil level in the oleo struts. A pipe plug is provided near the upper end of the oleo for filling; and an oil level in­ spection screw is located near the top of the lower cylinder. Remove the in­ spection screw, with the ship in landing position, and allow the exceS3 oil to es­ cape, or add oil, as the case may be. The proper oil level is just even with the inspection opening. Fill the oleo strut with either Lockheed Hydraulic brake fluid , Texaco "C" oil, or the similar product of any other reputa­ ble oil company. The oleo strut may be removed by hoisting the ship and removing the upper and lower universal blocks from their fittings . The strut can be disassem­ bled by loosening the lock wire on the gland nut, and unscrewing same. The piston can then be withdrawn from the lower cylinder, permitting inspection of spring and plunger. In reassembling, tighten the gland nut just enough to pre­ vent leakage; replace lock wire. The wheel bearings should be greased at each 20-hour inspection with graphite grease. Be careful to avoid grease on the brake lining. Unusual tire wear is usually due to incorrect brake adjustment. If condition continues, check for insufficient clear­ ance, or roughness of the axle bearing. Remove the wheel , smooth down axle

bearing with a fine mill file , and burnish with sand paper. Do not use emery cloth. Should it become necessary to weld the axle assembly, this part must be heat treated after welding, before it can be used with safety. This caution also applies to the tailwheel assembly. Tendency of the tail-wheel to "shimmy" is due to insufficient tension on the tail-wheel braking device. This is a friction brake clamped around the tail­ wheel column, and serving to damp out oscillation of this part. Increase the ten­ sion of the spring at the joint of the split band in the tail-wheel assembly, or renew lining in brake if necessary. A noticeable "clicking" sound in the tail-wheel assembly when taxiing is usually due to excessive clearance be­ tween the tail-wheel brake fork and its guide. Build up slot in guide fork by welding , and machine slot to about 0.010 in. clearance on guide. The tail-wheel tire, despite its small size, is of the pneumatic type. Remove the two screws holding a small triangu­ lar plate on the left-hand side of its hub to expose the valve stem. To remove the tail wheel assembly, remove one bolt in the lower spring sad­

dle and a second bolt attaching the tele­ scoping tube to the upper longeron.

Tail Assembly

The stabilizer brace struts should be kept tight, but the upper universal should be tightened just enough to per­ mit rotation in its fitting. Excessive tight­ ness of this part will cause rotation of the forked adjusting bolt in the strut threads . This universal has a bushing through its body, with a thrust washer at each end. If all play cannot be re­ moved by tightening the bolt, it is neces­ sary to file off a small amount from this bushing.

The fin setting can be varied by loosening the two bolts in the front fin bracket and sliding the fin to the desired location. Avoid tightening the rudder control cables and the elevator connecting ter­ minal excessively, as binding of the control may result. Graphite grease should be used to lubricate the stabilizing adjustment screw. Vertical end-play in the stabilizer ad­ justing mechanism can be removed by sliding the top bushing down. Loosen the clamping bolts, push the bushing down and reclamp same. Wear in the jOints of the control stick can be removed by loosening the locknut on one end of the fitting, turning the bolt until play is removed and re­ locking the lock nuts. During 20-hour inspections, the fol­ lowing items should receive particular attention : 1. Inspect insulating felts between rocker box caps and N.A.C.A. cowl­ ing for evidence of wear or disinteg­ ration from oil, etc. 2. Check engine mount bolts for tight­


Warner engines

Warner Scarab engines are available in three models known as the Scarab Junior, Scarab and Super Scarab of 90, 125, and 145 horsepower respectively. All three models have the same general construction, the first being a 5-cylinder, air-cooled static radial engine, and the latter two having seven cylinders . . .. Ignition

Two Scintilla magnetos supply igni­ tion to the AC spark plugs. These mag­ netos rotate clockwise, looking on their drive coupling end,_and are timec! to fire VINTAGE AIRPLANE 23

32 degrees before top dead center with full advance. The firing order is 1-3-5-7­ 2-4-6 (1-3-5-2-4 for the Junior). Best results will be obtained if the magneto breaker point assemblies and distributor blocks are removed at 20­ hour inspections and thoroughly cleaned in gasoline, using a soft brush to remove all foreign material, and then allow to dry before replacing. When dis­ tributor blocks are moved, the dis­ tributor drum inside of the magneto can be wiped clean with a lintless cloth moistened in gasoline. Place a very small drop of light aero oil on the breaker arm axle before re-installing the breaker point assembly. While cleaning these parts check for defects and/or wear. Do not tighten magneto synchroniz­ ing rod bolts where they attach to the magento advance arms. A bit of play must be provided here to permit free movement. It is advisable to lengthen the mag­ neto advance spring (as provided on the Fairchild 24) by stretching it about 1/2 inch. This decreases its tension , tends to prevent breakage and provides easier operation of spark control.

Steel hooks are attached to each rocker box by means of 6/32 steel machine screws. A length of 1/8 in. airplane cable is run entirely around the engine, from cylinder to cylinder, through these hooks and tightened up snug by a turn-buckle joining the cable ends. Just enough tension is given the cable with the engine cold to take up the slack and bring the cable up snug. Avoid excessive tightening , which will nullify the advantages of the cable har­ ness. This method of preventing breakage of the brackets has been thoroughly service tested, and has proven satisfac­ tory and effective. However, even with this, do not neglect inspecting the rocker box mounting studs for tightness and security every 20 hours. If, while servicing the engine, a push­ rod should be accidentally dropped, it should be carefully inspected for nicks or blemishes on the ball-ends. If any are present they should be carefully honed smooth before replacing ; other­ wise, the damaged ball-end will over­ heat soon after the engine begins to run, frying the grease away and possi­ bly resulting in push-rod failure.

Valves and timing


The valve timing is arranged 10-60, i.e., the intake valve opens 10 deg. be­ fore top center and closes 60 deg. after while the exhaust valve opens 60 de­ grees before bottom center, and closes 10 deg. after top center. Timing clear­ ance is 0.027 in. for both valves . The correct valve tappet clearance is 0.010 inch with the engine cold . Adjust the cylinder, one at a time, in the firing order, beginning with NO.1. The tappet clearance is adjusted by means of an adjusting screw located in the push rod end of the rocker arms, held in place by either a locking nut or bolt, depending upon the model of the engine. Oiling the valve stems daily with a generous quantity of good grade of low carbon neutral oil, such as Marvel Valve Oil, Springeeze, Mystery Oil, etc. will prevent sticking valves. When it is im­ possible to get suitable valve guide oil, a mixture of two parts of kerosene and one part of light aero oil can be used with good results (early models with open rocker arms only). Operators of the old style Warner Scarab engines have developed a very ingenious and successful means of pre­ venting breakage of the rocker-box mounting brackets. The mounting brackets are subjected to tremendous stresses, due to the force exerted by the cam in opening the valve being transferred to them. Hence, if a rocker box becomes even slightly loose on its mounting bracket (which is a part of the cylinder head casting) the excessive bending strain will often cause failure of the bracket.

A single-barrel model NA-R5A Stromberg carburetor supplies the mix­ ture. The important jet sizes and the float level setting are stamped on a metal tag riveted to the top of the float chamber cover. A gasoline strainer is located inside of the carburetor. This may be removed by unscrewing the brass plug in the bot­ tom of the carburetor, directly below and in line with the gasoline feed pipe connection. Also drain carburetor bowl. The Super Scarab engine has been found to idle best with the idling adjust­ ment in full lean position. Do not attempt to lean the carburetor still more by alter­ ing the prescribed jet sizes, as this will cause the engine to overheat. Avoid tightening the intake-pipe-to­ cylinder nuts excessively when servic­ ing. These pipes are easily damaged by excessive tightening .

24 DECEMBER 1985

Important clearances Clearances are given in thousands of an inch and fraction thereof. Unless otherwise stated all clearances are diametrical. Lubrication Conventional lubrication of the dry­ sump type is used. At least two gallons of oil should be present in the reservoir at all times. The correct oil pressure at normal r.p.m. and oil temperature is 60 pounds, and the normal oil outlet temperature is 120-160 degrees F. for Scarab Jr. and early model Scarab engines, and 180

deg. F. for late model Scarab and all Super Scarab engines. At no time should the engine be operated with an oil outlet temperature in excess of 200 deg. F. Warner engines are fitted with an oil screen located inside the gearcase sec­ tion, near the bottom. This may be re­ moved by unscrewing the large acorn nut on the left-hand side of the gear­ case section and withdrawing the cover with the screen. The oil relief valve is located on the right-hand side of the gearcase section, directly above the oil outlet connection, and in the right-hand end of the oil sc­ reen chamber. No adjustment is incorporated in the relief valve , as low oil pressure is gener­ ally due to causes other than improper adjustment. However, the relief valve may be at fault, such as dirty, leaky, stuck open, weak spring, etc. The pres­ sure may be varied to a certain extent by varying the thickness of the washer under the relief valve cap, or by placing a 1/4 inch plain washer between the valve spring and the guide. When plain oil rings are used it is im­ portant that they be provided with drain slots cut through their circumference . Watch the oil level closely. Most ships using Warner engines have small oil re­ servoirs; the Fairchild 24 for example, having an oil capacity of 3-1 /2 gallons. Owing to the small amount of oil, it should be changed regularly at 20-hour inspection periods.

Service Early Scarab engines should be primed before starting. Later Warner engines use a carburetor equipped with an accelerating pump. These engines may be sufficiently primed by opening and closing the throttle a few times while the engine is being rapidly re­ volved by hand, with the switch OFF. Set the spark at full retard when using a mechanical starter, otherwise severe damage to the starter may result from a "kick-back". Should the starter fail to re­ spond instantly upon pulling the starter button, investigate at once to avoid damage to the switch or starter. Warm engine up at about 800 rpm . Excessive gasoline consumption and high oil outlet temperatures are some­ times due to a slow indicating tachome­ ter, resulting in the engine being oper­ ated, at speeds beyond its maximum recommended r.p.m . Always check the tachometer before looking for other causes . Do not fall into the all-too-common habit of stopping the engine abruptly by switching off the ignition. It only requires a few moments and a cupful of gasoline to turn off the gasoline and let the en­ gine idle until it runs out of gasoline, switching off the ignition just before the (Continued on Page 25)


(Photo and text courtesy of Edo-Aire Seaplane Division) "...The early 1930s saw the estab­ lishment of short domestic and feeder airlines in all parts of the world on which a number of Puss Moths were used for want of a type more suited to the task. To meet the obvious requirement for something more roomy and economi­ cal, A.E. Hagg designed an aeroplane which would be not only cheap but have a useful performance while carrying the maximum possible payload on the power of one Gipsy III engine. The re­ sult was the Fox Moth, unquestionably the first British aeroplane, in the words of C.G. Grey, to support itself financially

in the air. Low initial cost resulted from using standard Tiger Me: " mamplanes, tail unit, undercarriage .... no engine mounting , the only new major compo­ nent being the fuselage. This marked a return to de Havilland's time honoured spruce and plywood construction with accommodation for four passengers in an enclosed cabin with the pilot in an open cockpit aft, D.H. 50 fashion. On short pleasure flights it would carry five adults on a mere 120 h.p., an astonish­ ing feat of weight lifting which has sel­ dom been equalled. If extra fuel was carried in place of the fourth passenger, a range of 360 miles was possible. G-ABUO, the prototype, first flown at Stag Lane on January 29, 1932, was

shipped to Canada and evaluated on floats and skis by Canadian Airways Ltd. So sturdy was the design that it flew as CF-API for nearly 20 years , en­ ding its useful life with Levens Bros. at Toronto in 1950. It was forerunner of seven Fox Moths erected at Downsview from British built components . A total of 98 Fox Moths was built . .. " (Excerpted from DE HA VILLANO AIR­ CRAFT SINCE 1909 by A. J. Jackson.) Canadian-built de Havilland D.H. 83 Fox Moth on EDO 44-2425 Floats in Quebec.




We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086. Information must be received at least two months in advance of the issue in which it will appear. MARCH 16-22 - LAKELAND, FLORIDA - 12th Annual Sun 'n Fun Fly-In. Antiques, classics, homebuilts, warbirds, ultralights and light planes gather at Drane Field. For information contact Bonnie Hig­ bie, Sun 'n Fun Headquarters, P.O. Box 6750, Lakeland, FL 33807 or phone 813/644-2431. APRIL 25-27 - KITIY HAWK, NORTH CAROLINA - 4th Annual Wilbur Wright Fly-In at Wright Brothers' National Memorial. Gather­ ing of antique and classic airplanes along with vintage automobiles. Awards in various categories. For information contact Gene O'Ble­ ness, managing director, First Flight SOCiety, 919/441-3761 . JULY 28-AUGUST 1 - FREDERICKSBURG, VIRGINIA - Interna­ tional Cessna 170 Association Convention. Contact: Byrd Raby, 3011743-7623. AUGUST 1-8 - OSHKOSH, WISCONSIN - World's Greatest Avia­ tion Event. 34th Annual EAA International Fly-In Convention and Sport Aviation Exhibition. For information contact John Burton, EAA Headquarters, Wittman Airfield, Oshkosh, WI 54903-3086, phone 414/426-4800. AUGUST 10-15 - FOND DU LAC, WISCONSIN -lAC International Competition. Fond du Lac Sky Port. For information contact Jean Sorg, lAC, EAA Headquarters, Wittman Airfield, Oshkosh, WI 54903-3086, phone 414/426-4800.

(Continued from Page 24)

engine stops. Doing so will pay large dividends in longer periods between valve grinds. During daily inspections, the following items should re­ ceive particular attention . 1. Lubricate the valve guides with a generous quantity of lubricant (see Valves and Timing) . Oil the rocker roller with a few drops of light engine oil. 2. Inspect magneto synchronizing rod spring. 3. Inspect starter switch throw-out spring. During 20-hour inspection, give particular attention to: 1. Check all external nuts and bolts for tightness and security. Replace cotter pins and lockwires immediately after tightening. Be careful to avoid tightening the intake pipe nuts excessively, as these pipes are made of aluminum and easily damaged. 2. Inspect rocker box hold down bolts for tightness. (Early models with open valve springs only.) 3. Clean and inspect magneto breaker point assemblies, and clean mag . rotors and distributor blocks with gasoline. (See Ignition.) 4. Clean carburetor gasoline strainer (inside carburetor) , drain carburetor bowl, and drain gasoline tank sumps. All gasoline and oil tubing should be removed and an­ nealed at 100 hour periods. This prevents possible breakage from crystallization . • VINTAGE AIRPLANE 25



Letters To Editor


Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is­ sues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $18.00 an­ nuallY. Family Membership is avail­ able for an additional $10.00 annually.


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.


Cliff Douglas' Waco is the only Model EGC-8 in Australia.

Membership in the International

Aerobatic Clup, Inc. is $25.00 an­ nually which includes 12 issues of

Sport Aerobatics. All lAC members

are required to be members of EM.

WARBIRDS Dear Butch Joyce,

Dear Dennis Parks,

Enclosed is a check for $100 from the Cessna 120/140 Association to again show our appreciation for the An­ tique/Classic Division 's support of the Type Clubs. We had over 200 people sign our registration book during the week of the Oshkosh Convention and 48 people joined the Association . I don 't know if it's a record, but it ain 't bad . We had a ball at Oshkosh this year. I was a little apprehensive about bring­ ing the wife and three kids to the Con­ vention, but everything worked out great. The kids made new friends and the wife and I renewed old ones . This was Carol 's second trip to Oshkosh and it was a present for getting her license in the Cessna 140 last year. It is going to be tough for EAA to top this one next year. Hope to see you at Sun 'n Fun.

I have finally completed my Waco EGC-8, SIN 5051 of which you were inquiring. It has taken about 2-1/4 years full time to restore it from the wreck which I purchased in Darwin in 1974. It was re-engined in 1958 with a 300 hp Jacobs as it appeared spares were hard to get for the Wright Whirlwind . The completed aircraft has turned out to be quite an eye stopper and it attracts a lot of attention from all of the en­ thusiasts . I suppose it being the only EGC-8 in Australia, it can't help drawing attention. I have now just about completed all of the test flying and have flown it about five hours. Apart from a few minor teething problems, it flies hands and feet off just like a dream. Please find enclosed a photograph of the aircraft on the tarmac at Coolan­ gatta Airport prior to its first flight, regis­ tered VH-CGF for "Chewing Gum Field" Aircraft Museum.

Sincerely, Bill Rhoades SecretaryiTreasurer International Cessna 120/140 Association Route 3, Box 145 Northfield, MN 55057 26 DECEMBER 1985

Best regards, Cliff Douglas Guineas Bridge Road Tallebudgera Queensland, Australia 4221

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.


Membership in the EM Ultralight Assn. is $25.00 per year which in­ cludes the Light Plane World pub­ lication ($20.00 additional for Sport Aviation magazine). For current EM members only, $15.00, which includes Light Plane World publication.



Please submit your remittance with

a check or draft drawn on a United States bank payable in United States dollars or an internationa l 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 54903-3086 PHONE (414) 426-4800 OFFICE HOURS: 8:30-5:00 MON.-FRI.

Where The Sellers and Buyers Meet...

25C per word, 20 word minimum. Send your ad to

The Vintage Trader, Wittman Airfield

Oshkosh, WI 54903-2591 .

AIRCRAFT: 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 '12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. Don't Miss This One! 1931 Buhl Pup. Szekely powered. A rare antique priced to sell. 818/883­ 5670. Santa Paul, CA. (12-2) STINSON GULLWING V-77. Approximately 500 hours A&E . Recovered 1980. No radio, $22 ,500. Will trade for Cessna Airmaster. 516/421-3839. (12-2)

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 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609 .

For Sale: Old aviation memorabilia. Books, manu­ als, magazines, photos, parts, etc. No list. Send a SAS.E. and state your wants. Aviation History, P.O. Box 72, Parsippany, NJ 07054 (1-2)

WANTED: ENGINES &ACCESSORIES: Gnome Engine, model N9, 160 hp., single valve, Dixie mags. 0 time since new in 1917. 704/526­ 3514. (12-2)

1933 Fairchild 22 with Menasco D-4 Super Pirate - in very good show condition. Needs nothing ; some engine spares. Make serious offer. 3121358­ 4035 or 3121742-2041. (12-2) 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 53130.414/529-2609.

"GRAI)ID CANYON", 2-hour spectacular helicopter exploration VIDEO . Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions, 327-V12, Arville , Las Vegas , NV 89102, 7021876­ 2328. (C -10/86)

Wanted - C-4 Menasco Engine. Prefer in run­ ning condition ; if not running, prefer engine to be complete. Let me know what you have. Call 2161 843-7990, evenings. (12-3) Wanted : Plans for Stinson 105-10-10A fuselage . Need frame, bulkhead , stringer and cowling details. J. W. Kirk, 26050 Mulholland Highway, Calabasas, CA 91302. (11 -1)


Aircraft Wanted: Will trade construction equip­ ment for mint Stearman, Waco UPF-7 or J-3. W. Ahern - E. Ehrbar, Inc., Pelham Manor, NY. 914/738-5100. (11 -1)

BACK ISSUES ... Back issues of THE VINTAGE AIRPLANE (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.

WANTED: Carb air filter intake housing wl side scoops for Wright engine R-760-8 as used on Navy N3N Biplane. Will buy complete engine if it comes with air intake set up. J. Martin Lowe, 703/825­ 6230. (1 -2)


Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh, WI 54903-3086.

Total Words _ _ __ Number of Issues to Run ____ _ _ __ _ __ _ _ __ __ _ _ __ _ _ Total $,_ _ __ Signature ____________- - _ _ __ __ ____________ Address



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28 DECEMBER 1985



For The Antique Classic Member ANTIQUE/CLASSIC JACKET (#41-2005) This durable nylon jacket is wind and water resistant. Its taffeta nylon lining will help keep you warm when the temper­ atures start to drop. A sleeve pocket, zippered front pocket and button-down check pocket provide more than ample "storage" room. Also two zippered hand pockets. Available in Tan, Sizes S, M, L, XL ... $39.95 (Shipping $1 .55)


ANTIQUE/CLASSIC CAP (#41-20051) Attractive cap with Antique/Classic logo is adjustable to fit all head sizes. Off-white top with blue brim .. . $7.50 (Shipping $1 .55)

Veteran pilot, author, and EAA member Harold Salut, a 30,000 hour pilot with time in everything from Eaglerocks to Boeing 707's, takes you back to 1932 when he was 16, and his first season as a flying circus stunt pilot/stuntman. Set in the northwestern U.S. and south­ western Canada, this story is filled with danger, excitement, a little romance and humor, and lots of flying. It's a great barnstorming adventure. This handsome aviation book is 6" x 9", softcover, 268 pages with photos. Great reading for ages 12 thru adult. This book would make a great Christmas gift for the aviation buff on your list. Mail $6.95 (postage and tax included) for each copy. Order now to get your book by Christmas.

ANTIQUE/CLASSIC SPORT SHIRTS FOR MEN AND WOMEN (#41-2010) Classic sporty look with this four-button short-sleeve shirt. Antique/Classic logo ap­ pears above button-down chest pocket. Jersey knit ensures com­ fort. Available in Tan, Sizes S, M, L, XL ... $22.95 (Shipping $1.45)

PINS, PATCHES AND DECALS Antique/Classic Pin (#41-30101) can be worn on your cap, lapel or blouse. It also doubles as a tie tack . . . $2.50 (Shipping .60). Large Antique/Classic Patch (2'12 x 4%) .. . $2.70 (Shipping .25). Small Patch (1% x 2%) . .. $1.75 (Shipping .25) . Antique/Classic Decal ... $.60 (Shipping .25).

Send Orders To:


Attention: Sales Dept.

Wittman Airfield

Oshkosh, WI 54903-3086

Wis. residents add

5% sales tax.

1812 keyway / dubuque, iowa 52001


Name _ _ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ _ _ __ I \



(#41 -10001) What better gift could there be ­ at any time of year - than member­ ship in EAA's Antique/Classic Division. Membership includes subscription to The Vintage Airplane magazine and much more. If someone you know has an interest in the "good old days" and vintage aircraft of yesterday, give them an Antique/Classic membership .. . $18.00 (EAA membership required) (Shipping .25)






The most authoritative journal on 11lose \\bnderful Flying Machines 1900-1919


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: EM Ultralight Pilot's Log and Achievement Record ..... . EM Ultralight Engine and Aircraft Log ........ . .... . Also Now Available: CAM-18 (Reprint of early CM Manual) . .. . .... .... Amateur-Built Aircraft Service and Maintenance Manual . .. ...

$2.75 ppd. $2.75 ppd.



15 Crescent Road. Poughkeepsie. NY 12601. USA

$2.75 ppd. $2.75 ppd. $2.75 ppd. $2.75 ppd. $6.95 ppd. $5.95 ppd.

Order From:



~ ..................~

FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932

Price: $3_25 ea. ppd.



EAA Wittman Airfield


Oshkosh, WI 54903-3086

Phone 414/426-4800

Include payment with order - Wise. residents add 5% sales tax

Allow 4-6 weeks for delivery


Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax


The fabulous times of Tumer, Doolittle, Wedell and Wittman recreated as never before in this 6OO-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Offical race results 1927 through 1939 - more than 1,000 photos-3-view drawings -scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Volume 1 and 2 @ $14.95 each - add l $1.50 for postage and handling. Special 足 both volumes $28.50 postage free. Send check or money order to: EAA Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-3065.

30 DECEMBER 1985




he official EAA Founda­ tion video collection of­ fers these great tapes for your viewing pleasure: EAA '84

55 minutes of Fly-In excitement from pre-Con­

vention preparation to the arrival of Voyager.

Includes great Warbirds show scenes .

.$a2:OO' $39.00 EAA OSHKOSH '83 A 26 minute film covering the complete '83 Convention and the dedication of the EAA Aviation Center.

$39.00 EAA OSHKOSH 'n The '77 Convention plus excellent excerpts of the Spirit of St. Louis Commemorative Tour. $39.00 AERONAUTICAL ODDITIES 17 minutes of fun featuring the oddities and comedies of the early flight as seen in news­ reels of the day. A great addition to your personal library. $29.95 WE SAW IT HAPPEN 60 minutes covering the history of flight as seen in rare early footage and interviews with many aviation pioneers. .$e9:e6' $49.95 WINGS ON DREAMS (1981) This famous John Denver film is an in-depth look at EAA Oshkosh '81 and features ground breaking ceremonies for the Aviation Center.



Learn the intricacies of welding with practical

demonstrations on the subject. An excellent

film for the builder.



EAA member actor/pilot Cliff Robertson is

narrator host of a film that features Founder

Paul Poberezny and tells of EAA's early days,

philosophy and accomplishments.

$29.00 (16 minutes)


Release Woodworking knowledge is essential to any homebuilder project. This tape covers the basics of wood construction techniques. $39.95 Add $2.50 for postage and handling

Wisconsin residents add 5% sales tax

Guaranteed Immediate Delivery

Watch for New Releases

If your plane is on this list ...

You could be wasting money!

NOW AVAILABLE! STC's for Lycoming 0-235 and 0-290 engines. Also, you can convert your Cessna 152 to auto gas by modifying the Ly.coming 0-235-L2C to use 80 octane fuel - STC's now available exclusively from EAA .


Over 10,000 aircraft owners get more flying for the dollar with EAA's AUTOaFUEL STCs. As a result of EAA's leadership in alternative fuels research and development, FAA has fully approved the use of unleaded auto gas for 317 different aircraft models and engine combina­ tions. Auto gas STCs (Supplemental Type Certificates) are avail­ able from the non-profit EAA Aviation Foundation at 50¢ per engine horsepower: Example - 85 hp. Cessna 140-(50¢ x 85) = $42.50. (Non-EAA members add $15.00 surcharge to total). Send check with aircraft N number, aircraft and engine model and serial numbers and EAA member number. AERONCA

Including Bellanca. Champion, Trytek, Wagner. B & B Aviation. Inc. 5O-TC 65-TC (l-3J) 65-TAC (L-3E) YO-58 o-58B 50-588 0-58A (L-3A) 7AC 7BCM (L-15A) 7CCM (L-16B) 70C 7EC 7FC 7JC 7ECA S7AC S70C S7CCM S7EC llAC 118C l1CC SIIAC SIIBC SIICC KCA 5O-C 65-C 65-CA S-5O-C S-65-CA 7GCA 7GCB 7KC 7GCBA 7GCAA 7GCBC 15AC

AERO COMMANOER Including S. L. Industries 100 ARCTIC AIRCRAR CO.. INC. S-IA BEECHCRAR InClUding Bonanza 35, A-3 , 8-35, C-35, 0-35, E-35, F-35, G-35, 35R CESSNA 120, 140, 140A 150, 15OA-H , 15OJ-M, AI50K-M 152,A-152 170. 170A, 8 172 , 172A-E, 172F (T-41A), 172G, H, 1721, K, L, M 175, 175A, B, C, Pl720 177 180, 180A-H. 180J 182, 182A-P 305A (O-IA) 305B , 305E (TO-IO, 0-10, 0-IF) 305C, (O-IE), 3050 (P-1G), 305F ERCOUPE Including Airco, Forney, Alan, Mooney 415C, 4150. E, G, 415-CO F-l, F-IA A-2, A-2A M-l0 FUNK Including McCfish B85C


PA-28-151 PA-22-15O PA-22S-15O •J3F-50, -50S. -50. -60S. -55. -55S •J31. oS. -55. -55S PORTERFIELD Including Rankin , Northwest CP-55 CP-65 CS-65 TAYLORCRAR BC BC-55 BC12-55 (L-2H) 8C12-0 8C12D-85 BC120-4-85 8CS 8CS-65 8CS12-65 8CS-120 8CSI2-D-85 8CSI20-4-85 19 F19 OC-65 (L-2, L-2C) OCO-65 (L-2A, 8, M) 8C12-D1 BCSI2-D1 VARGA

LUSCOMBE 8, SA, C, 0, E, F, T-SF MOONEY M-18C M·18C55 M-18l M-18LA MORRISEY 2000C PIPER J-3C-40 J-3C-5O J3C-50S J3C-65 (L -4) J3C-65S J4 J4A J4A-S J4E (l-4F) J5A (L-4F) J-2 J-3 JSA-80 L-4A L-4B INE-l) L-4H L-4J (NE-2) PA-l1 PAl1S PA-17 PA-18 PA-19 E-2 PA-28-140 PA-2B-150

2i5O 2150A 2180 °Not.: Only lhose J3F and J3L models pre­ viously modified to use Teledyne Conlinen!al Motors engines are approved .

Since 1980, over 2700 engineering flig ht test hours have been conducted by EAA in the Cessna 150, Cessna 182, Cessna 172, Piper Cherokee, Beechcraft Bonanza and Ercoupe. Additional aircraft were approved by FAA based on fuel system similarities. All approved aircraft are powered by 80 Octane Continental engines (not fuel injected) and Lycoming 0-320-A, C and E engines. STCs are only approved and sold for the engine/airframe combinations listed above. Complete, low cost, protection , including auto gas coverage, is available through

EAA's approved insurance program. EAA's Auto Gas Airport Directory which lists

over 300 FBOs that provide auto fuel service is now available at $3.00.


Join EAA -

Be a part of the Aviation Association that is actively engaged in

making flying safer, more enjoyable and more affordable for you_ Annual membership

$30.00,includes monthly magazine SPORT AVIATION and many other benefits_ Join

today and get your STC at the special EAA member rate.


Write Attention:

STC - EAA Aviation Foundat ion

Wittman Airfield Oshkosh , WI 54903-3065