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by Bob Lickteig In my last Convention report to you cover­ ing Oshkosh '84, I closed with the remarks that we were already working on Oshkosh '85. From all indications and preliminary fig­ ures, our advanced planning has paid off as we once again topped all records in Antique/ Classic activities. As we close down our an­ nual extravaganza of the world 's greatest aviation event, it's time to thank the mem­ bers and guests who made it all possible. This great country of ours was founded and grew through the cooperation and effort of everyone helping each other, from neigh­ bors rebuilding a burned-down barn to the successful staging of Oshkosh '85. Volun­ teerism is Americanism and your EAA An­ tique/Classic Division is a shining example of America. Ray Olcott and Bob Lumley of our volunteer committee registered and as­ signed over 250 volunteers, a new record for this important part of our Convention. A most sincere thanks to all of them. Our headquarters building with the new porch and other improvements was again the hub of the Convention. To our headquar­ ters staff of Kate Morgan, Jo Olcott, Ruth Coulson and Faye Gustafson who handled the sales of Convention buttons and mer­ chandise plus answered thousands of ques­ tions all week, we offer our sincere thanks. The Antique/Classic Type Club tent had a record turnout with 13 clubs setting up shop. Congratulations to Butch Joyce. Our Antique/Classic judges, under the di­ rection of George York and Dale Wolford ­ Classics, and Pete Covington and Gene

2 AUGUSr 1985

Morris - Antiques, were busy all week with the difficult task of judging the large number of qualified, registered aircraft. Thanks for a job well done. Once again your Division accounted for 44.2 percent of all registered aircraft with a total of 135 antiques and 640 classics. Spec­ ial thanks to Art Morgan and Bob Braver and their parking volunteers. Every1hing went smoothly, and the type parking plan did work. Our chapter and membership recruiting stand was busy throughout the Convention. Roy Redman and his volunteers supplied charter information and signed up a record number of 185 new members at Antique/ Classic Headquarters alone! Steve Nesse and Jerry Chafee did the usual excellent job with our Antique/Classic picnic on Wednesday night with an en­ thusiastic crowd that enjoyed the social hour and the fine food . Our contribution to the Air Show program on Wednesday afternoon - the Antique/ Classic Parade of Flight and the special fly­ bys of the past champions, was cut short due to high cross wind. Thanks to Phil COUl­ son and Willard Benedict for all their efforts. We will look forward to it nex1 year. Our newest Antique/Classic activity was the riverboat dinner cruise Monday night. It was a sellout and everyone enjoyed a great time. Thanks to Jeannie Hill and Butch Joyce. We can all look forward to this being an annual event. Your Division's way of saying thanks to everyone who registered their aircraft was with the Oshkosh '85 Participant Plaque ­ a lifetime remembrance. Jack Copeland and Jerry Wallin initiated this new annual pro­ gram. I am sure they put 500 miles on their golf carts making sure everyone was con­ tacted . Many thanks, gentlemen. Our first Antique/Classic workshop next to Headquarters was under the direction of George Mead , Dave Broadfoot and Clarence Schreiber. I thought we had a large enough tent, however, we did experience overflow crowds for this interesting project. Congratu­ lations, gentlemen, for starting this annual educational activity. The education forums have been a part of our Convention for many years. Ron Fritz and Dale Gustafson handled all Antique/ Classic forums and they report record atten­ dance and many interesting speakers. Thanks to both of you. The second annual Antique/Classic Fly­ Out was staged Monday with a day of fun at


Wautoma, Wisconsin . A warm welcome by the city of Wautoma and a lot of airplane talk made the event a memorable one . 59 aircraft and 129 people participated - thanks again to Bob Lumley. Our Antique/Classic Photo Contest signed up a record number of contestants and we look forward to receiving the interesting photos for our magazine, THE VINTAGE AIRPLANE, in the coming months. Jack McCarthy not only handled the contest but also gave us complete photo coverage of all the events. Thanks, Jack. The Antique/Classic Hall of Fame Reunion for previous grand and reserve champion air­ craft is growing every year. With this reunion we try to recognize the past champions and give our members and guests an opportunity to enjoy these prestigious aircraft. Dan Neuman and John Fogerty did an excellent job with this project. The Antique/Classic area is one of the most popular spots on the EAA Convention grounds. It is a constant battle to keep the headquarters Red Barn and other buildings shipshape and up to EAA standards. Once again, our thanks to Stan Gomoll. The security we supply for aircraft and property adds to the EAA image of a well-run Convention . For our Antique/Classic securi­ ty, we thank Dave Shaw, Jack Huffman , Dale Faux and Tom Auger. Once again we expanded our Interview Circle program with interesting aircraft and owners for all to enjoy. A total of 12 inter­ views were scheduled and conducted and our thanks go to Kelly Viets. We can all look forward to excellent cover­ age of the Convention events plus interest­ ing articles on our members and their air­ craft. Thanks to Larry D'Attilio and Pamela Foard . Our special committee of Art Morgan and Ray Olcott had the difficult task of selecting the Antique/Classic volunteer of the year. Congratulations to Dani Sandlin, and many thanks from all of us. Once again I would like to thank everyone for their kind remarks regarding the Antique/ Classic Division's part in making Oshkosh '85 the best Convention yet. What a way to top off our 15th Anniversary year! I will close again by telling you we are al­ ready planning Oshkosh '86, and I wish to assure you that every1hing we enjoyed this year will be larger and more exciting .next year. Thanks again, welcome aboard, join us and you have it all!


Paul H. Poberezny


Tom Poberezny



Dick Matt

AUGUST 1985 • Vol. 13, No.8


Gene R. Chase


Mike Drucks


Mary Jones



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



Norman Petersen

2"" . Straight and Level


George A. Hardie, Jr.

Dennis Parks




6 8 11

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

Vice President Roy Redman Rt. 3, Box 208 Faribault, MN 55021 507-334-5922

Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI49330 616/678-5012

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

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA01581 6171366-7245

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

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 317/293-4430

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

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

Ray Olcott

1500 Kings Way

Nokomis, FL 33555


Gene Morris 15C Steve Court, R.R . 2 Roanoke, TX 76262 817/491-9110 S.J. Wittman Box 2672 Oshkosh , WI 54903 414/235-1265

John R. Turgyan Box 229, R.F.D. 2 Wrightstown , NJ 08562

14 16 18 19 20 22 23 24 24 25 26 27

Page 6

FRONT COVER . .. 1940 Waco UPF-7, NC29300, SIN 5327, owned by Richard Bushway, South Strafford, VT. Photographed at the 24th Annual Waco Reunion in June, 1983 at Hamilton, OH by Ted Koston . BACK COVER .. . 1948 Bellanca 14-13-2 Cruisair, N74466, SIN 1579 owned by William E. Johnson Hopkinsville, KY. Photographed at Sun 'n Fun '85 , Lakeland , FL by Golda Cox.


George S. York 181 Sloboda Ave. Manslield, OH 44906 419/529-4378

ADVISORS Timothy V. Bowers 729 - 2nd St. Woodland, CA 95695 916/666-1875


by Bob Lickteig AlC News by Gene Chase Herr Fokker Flies Again by Dick Cavin X-660-E Fly Wurm by Dale Glossenger Mystery Plane by George A. Hardie, Jr. AlC Chapter 3 Fly-In by Espie Joyce, Jr. Owl's Head Transportation Museum by Steve Cartwright Forrest Holmes and his PT-19 by Eleanor Renwick Type Club Activities by Gene Chase Vintage Literature by Dennis Parks Find a Three-Engine Ford by Don Toeppen Boeing P-12, "Spark of Life" by Dick Baxter EAA Docents Guide Visitors through Museum Adventure by Chuck Larsen Member's Projects by Gene Chase Vintage Seaplane Calendar of Events Letters to the Editor Vintage Trader

Phillip Coulson 28415 Springbrook Dr. Law1on, MI 49065 616/624-6490

S.H. " Wes" Schmid 2359 Leleber Avenue Wauwatosa, WI 53213 4141771-1545

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

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Editorial Poiicy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Willman Airfield , Oshkosh, WI 54903-3086. Phone: 414/426-4800. The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Willman Airfield, Oshkosh, WI 54903­ 3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic 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 Antique/Classic Division, Inc., Willman Airfield , Oshkosh, WI 54903-3086. VINTAGE AIRPLANE 3

Compiled by Gene Chase

(3ews SPARTAN AIRCRAFT INFO AVAILABLE George E. Goodhead (EAA 3603, AlC 5176), 6326 E. 4th Street, Tulsa, Oklahoma 74112 offers to provide infor­ mation regarding Spartan Aircraft to anyone providing a SAS.E. along with their questions. George was a flight in­ structor at Spartan School of Aeronau­ tics during WW II and is a founder of the Spartan Alumni Association.

WADLOW BROTHERS HONORED IN WICHITA Twin brothers Newman and Truman Wadlow learned to fly in 1925 at Wichita, Kansas at age 17. They were recently honored by the Wichita Aero­ nautical Historical Association for their contributions to aviation, particularly in Wichita. The ceremony was held at the Beech Field Activity Center. The twins learned to fly while hanging around the airport, doing whatever was necessary to earn flying time at the Swallow Company. Company leaders included Messrs. Beech, Cessna and Stearman, each of whom would later have their own aircraft company. Newman became a pilot for Travel Air and Beech and later did corporate fly­ ing. During WW II he was a flight direc­ tor for Spartan School of Aeronautics in Tulsa, Oklahoma and later flew for Shell Oil Company. Newman lives in Tulsa and still works for an FBO at Tulsa's Jones (Riverside) Airport. Truman became a corporate pilot for Noble Drilling in Tulsa. He flew for TWA during WW II, then with Phillips Pet­ roleum in Bartlesville, Oklahoma until he retired. Truman still lives in Bartles­ ville. LOUIS COGHILL DIES We have just learned of the passing on March 28, 1985 of Louis "Lou" Waller Coghill at his home in Fallon, Nevada. Lou was born in Salem, Oregon on April 23, 1907. He was foreman of the wing department for Luscombe Aircraft Cor­ poration from 1937-1939. While employed at Luscombe, he purchased Luscombe NC1327, SIN 801, the first 1938 production model8A. Lou left this aircraft to his daughter, Kathleen Coghill of Sonoma, California. Lou was widely known in vintage airplane circles on the west coast. 4 AUGUST 1985

TECHNICAL NOTE FROM SHELL OIL COMPANY "We have had about a half dozen re­ ported incidents in which the tamper evidency ring used on the closure of the new plastic AEROSHELL Multigrade W 15W-50 and AEROSHELL Oil W 100 bottles had been wedged from the bot­ tle and ended up in the oil sump of the aircraft engine. "The tamper evidency ring is used to provide visual evidence that the product that was filled into the bottle has not been adulterated. We believe this method of protecting the oil is prefera­ ble to the use of a foil seal. It has been demonstrated that foil bits can be intro­ duced into an engine when oil is poured over a partially removed seal. Over a period of time these bits could lead to partial blockage of the oil screen. When used properly, the tamper evidency ring will remain on the bottle after the cap is removed and the oil added to the oil sump. In the incidents reported us, the bottle had been jammed into the oil fill to remain upright without being hand held. When it was removed, the tamper evidency ring was pried off the bottle. "When this occurs, it is our recom­ mendation that the oil be drained from the sump, the ring retrieved, and the oil replaced into the engine. If the ring is pried off and it goes into the engine un­ noticed, the ring will be kep from the vital engine parts by the oil screen, though it is speculative as to what may happen if the ring becomes broken in the sump or somehow melts. Recom­ mendation for using the bottle should focus on its proper use and the ring should be retrieved if it becomes dis­ lodged." We understand that Shell is redesign­ ing the plastic container to eliminate this problem.

How does it work - The funnel is made of a hydrophobic thermoplastic­ that is, the separator screen surface has a unique characteristic of repelling water and, at the same time, attracting or having an affinity for petroleum. Thus, the specific gravity, viscosity and flow characteristic factors of gasoline, etc. and water are utilized to make the funnel into an effective fuel/water separator. For more information, contact Amer­ ican Product Development, Inc., 427 Shearer Blvd., Cocoa, FL 32922

MORE AUTO FUEL STCs The EAA Aviation Foundation, Inc. has been issued the following Supple­ mental Type Certificates for the use of auto fuel in the following aircraft:

Piper PA-16 PA-22, PA-22-108, -135, -150 PA-22S, -135, -150

Superior Aircraft Co. (Culver) LCA

Commonwealth 175,180, 185 For information concerning EM's auto fuel research and development program contact the EM Aviation Center, Auto Fuel Department, Wittman Airfield, Oshkosh, WI 54903-3065. Telephone 414/426-4800.

Dean G. and Dale E. Crites.

NEW FUELIWATER SEPARATOR FUNNEL The availability of a funnel used for separating unwanted water and solid contaminants from gasoline, kerosene, diesel fuel, and other light petroleum distillates which may harm or cause op­ erational engine problems has been an­ nounced. Water, dirt and other un­ wanted extraneous contaminants in small storage tanks, drums, 5-gallon pour cans, and other containers, from time to time for varying reasons, ac­ cumulate water and rust. Sump conta­ minant accumulations may indicate a serious maintenance problem for many storage areas, aircraft tanks, fuel filter­ ing systems, etc., and a quick funnel check may be in order.

MEMBERS DALE AND DEAN CRITES HONORED Dale E. Crites (EAA 34160, AlC 470) and his twin brother Dean G. Crites (EAA 101147, AlC 2248) of Waukesha, Wisconsin were honored on June 8 when they received the 1985 Billy Mitchell Award from the Billy Mitchell Chapter of the Air Force Association in Milwaukee, Wisconsin . Previous win­ ners of this prestigious award include Paul Poberezny, George H. Hardie, Jr., Herman R. "Fish" Salmon, Gen. Nathan F. Twining , Donald K. "Deke" Slayton, Capt. James A. Lovell , Jr., Steve Wittman and Capt. Daniel Branden­ stein . For over 60 years these pioneer flyers have been central figures in Wis­ consin civilian and military aviation.

Their contributions have earned them a permanent place of honor as aeronauti­ cal experimenters, builders and desig­ ners of aircraft and tireless promoters of practical flight. In 1919 the twin brothers helped another Wisconsin aviation pioneer, Robert Huggins, build a glider in their home town of Honey Creek. They later built and flew a variety of airplanes in the early years. In 1929 they owned and flew a Curtiss Jenny. In the early 1930s Dean bought out the assets of the manufacturers of the Invincible Center-Wing, the assets being little more than scrap parts. Dean managed to assemble and fly one Invin­ cible aircraft in 1934. It was a 4-place cabin job with a 170 hp Curtiss Chal­ lenger engine. In the early 1960s Dale bought the remains of a 1912 Curtiss Pusher which had been stored in a barn for many years. He rebuilt the plane and flew it many times before donating it to the EM Museum where it is currently on display. Dale Crites was a captain in the Civil Air Patrol and Commanding Officer of the Waukesha Squadron from 1942

until 1956. In the early days he devoted much time to aeronautical research . His work on "controlling airflow over lifting surfaces" led to the construction of an experimental slotted wing craft which flew in 1931 and 1932, and answered important questions regarding bound­ ary layer control. During WW II he per­ sonally trained many pilots who would later see combat duty. Dale was Presi­ dent of the Spring City Flying Service at Waukesha until the company was sold in 1969. Dale served for many years as Man­ ager of what was then the Waukesha County Airport. He retired as airport manager in 1973. With time made avail­ able by retirement, Dale built another Curtiss Pusher, the Silver Streak, which he flies several times each year, includ­ ing at EAA's Oshkosh Convention . Dean Cites was also a long-time member of the Waukesha Squadron of the Civil Air Patrol, and was named "Wisconsin 's Outstanding Pilot" by the CAP. He served two terms as President of the Waukesha Aviation Club and re­ ceived that group's Achievement Trophy. In 1931 Dean made the first

parachute jump in Waukesha County, and from 1936 through 1938 was a pre­ cision aerobatic performer in airshows. His routine included picking up a hand­ kerchief with a wing tip. Dean was also one of the first airmail pilots. One day a potential buyer of a Curtiss IN-4D Jenny demanded proof that the plane would recover from a spin. Dean took the plane up and confidently en­ tered a spin . The plane would not re­ cover and it spun to the ground. Dean walked away from the crash, climbed into another plane, and immediately took off, "because that's what pilots were supposed to do in those days." Another time he was on a training flight with a student when the Continen­ tal engine literally departed from the Waco UPF-7. Dean skillfully landed the plane, sans engine, then located the missing Continental in a nearby cemet­ ery. The contributions of Dean and Dale Crites were further recognized when , in 1980, the Waukesha County Airport was renamed Crites Field. This popular general aviation airport will always re­ main a fitting reminder of their dedica­ tion to aviation . •

Photo by Dick Stouffer

Dale Crites flies his 1912 Curtiss Pusher "Sweetheart" at the Waukesha, Wisconsin Airport in 1970 shortly before donating it to the EAA Museum. VINTAGE AIRPLANE 5


by Dick Cavin (EAA 2904) 10529 Somerton Drive Dallas, TX 75229 Sometimes a visitor could get the im足 pression he had somehow stepped into a time warp if he was attending one of EAA's big fly-ins. Just about the time I had gotten used to seeing the scaled ultralight replicas of Spads, Camels, Nieuports, Fokker D足 VIIs, and an Eindecker, I saw two very authentic looking Fokker Triplanes parked side by side just in front of the Sun 'n Fun Antique/Classic Center building at Lakeland, Florida. We had just arrived and were headed for Antique/Classic Registration when we saw them looking very smart in their WW I squadron insignia and battle camouflage paint. It was early morning and there was a thick stand of trees in the background. Morning mist hung heavy in the air and not even a breath of air stirred the leaves. It was momentarily a scene out of "Wings" or an old FL YING ACES magazine. Here could be a front line

Photo by Golda Cox

Allen Kirst's authentic looking Fokker Tri-Plane. The Lycoming 0-320 is cleverly hidden within the cowling, which housed an Oberusi UR II, 9-cylinder rotary on the original.

Jagstaffel, where arrogant young Ober足 leutenants and Kapitans hid their secret fears of mortal combat over No Man's Land with der verdamter Englanders and Yankees with a great show of bravado.

I saw one of these tall and lean young men dressed for the occasion with leather helmet and jacket, goggles, a white scarf, puttees and cavalry boots walking around the steed to assure him足 self of its integrity. When I gave this

Photo by Golda Cox

A rare sight these days - two Fokker Triplanes wing tip to wing tip. The near one is Allen Kirst's and the other belongs to Lewis D. Wilgus (EAA 242711, Ale 9275) of St. Petersburg, FL. 6 AUGUST 1985

Reminiscing .

• •

Photo courtesy of George Copland

This photo taken in 1930 shows Halliburton Services company employees in Duncan, Oklahoma posed with one of the company's Ford Tri-Motors. In those days, Halliburton owned Southwest Air Fast Express (S.A.F.E.) and these Fords were part of the company's fleet. Can you imagine this number of people today climbing on Halliburton'S Grumman Gulfstream II for a company picture?

young pilot my most formal "Gut mor­ gan" and silently clicked the heels of my sneakers together, I was shocked when he greeted me in perfect English with, "Good morning, Sir." Well, by this time it was 1985 and Sun 'n Fun again, but shucks, it was fun while it lasted. Turned out this doughty builder and pilot was one Allen Kirst (EAA 65944), of 100 Montgomery Drive, Griffin, Geor­ gia, 30223, who started his personal time machine in 1976 and flew it for the first time about a year ago. Everyone's first question about a Fokker Triplane is, "How does it fly?" AI says he is delighted with it in the air. It does loops and rolls with the greatest of ease and can roll from a vertical bank in one direction to a vertical in the oppo­ site direction in the flick of an eyelid. Because of its compactness it is very, very maneuverable. It can Immelmann or chandelle with the best of 'em and it will hammerhead like gang busters. Seems that when you horse back on the stick all those wings suddenly act like a triple slotted flap and it tries to come to a screeching halt. No doubt this feature made it possible to elude an enemy on one's tail by making a super quick 360. All those wings also work a bit like slots in gentling the stall. As a matter of fact AI says his stalls at an incredible 20 mph! Even then it doesn't do any­

thing violent. It doesn't pitch, just mushes down. You might think this fea­ ture means it is a pussycat on the ground. Not so, AI says, as it is notice­ ably shy of having enough rudder and what it does have probably gets blan­ keted out in all the wing down wash. AI says he brings it in at 80 mph with power and doesn't begin to flare until he is about a foot high, as it loses speed so rapidly. The fourth wing (between the wheels) adds a noticeable amount of lift when it gets in ground effect. He says it will stop in 200 feet easily and with modern Cleveland brakes it's no prob­ lem - unless there's a crosswind. He says it has about no crosswind toler­ ance, but since the Germans always took off and landed directly into the wind it wasn't looked on as a real problem. AI has a 150 hp 0-320 Lycoming in his Fokker and it's cleverly disguised as a radial. It climbs about 1,500 ft.lmin. with so much of the wing swept with propwash and tops out just under 100 mph. At that speed it's lightning fast on the controls. The wings have a complicated double box spar with built up wood ribs. Origi­ nally Tony Fokker designed it to use three cantilever wings, but WW I pilots weren't educated to cantilever wings, so interplane struts were added to ap­ pease the aviators. The fuselage, tail group, and landing

gear are all welded steel tube, as are the ailerons. The covering is Stits Polyfiber and the paint scheme is an exact reproduction of an original, a combination of olive drab, red, black and white. He said his biggest problem was get­ ting the engine back far enough to be authentic looking. This required that he build a double firewall so as to get the accessories well back into the fuselage proper. His control stick and the rest of the cockpit is a copy of the real thing as much as is possible and it indeed does look quite authentic. The twin Spandau replica machine guns are also AI's handiwork and they look very real, too. All built them out of aluminum. Sure hope he makes it to Oshkosh in '85. It'd really be a treat for everyone to see it fly, and maybe even aerobat a little, too. It's one thing to have a fantasy and fume around that you were born 50 years too late, but it's something else to do something about it - to find plans, modernize them, then painstakingly build all those parts and parts and parts, until finally one day it's no longer a dream, it's real. EAAers everywhere give their especial approval and admira­ tion to that sort of person and that in­ cludes us, too .• VINTAGE AIRPLANE 7


by Dale Glossenger (EAA 189173) 70185 Beach Drive Edwardsburg, MI 49112 Sometime prior to 1928, a gentleman named Paul Maiwurm must have spent several years in his efforts to design and build an aircraft which , he prop­ osed, would eventually change the course of aviation in-as-much as safety, perlormance and capabilities were con­ cerned, including multi-engine, passen­ ger-carrying aircraft capable of land and sea operations. Paul Maiwurm, listed in the city direc­ tory as a realtor, 756 Ventura, Mission Beach, California in 1928 and 1929, ap­ parently raised finanCing to rent a small shop at Belmont Park, and hire some local men to build 660-E. Some of the people who will recall the Fly Wurm and the attempted "test flight" are Ed Mor­ row, Doug "Wrong Way" Corrigan and Richard Benbough. The late Elmer Dye did nearly all the welding on the aircraft. As a note of interest, Corrigan, Morrow and Dye were listed as part of the crew that built the Spirit of St. Louis. Since my first public inquiry about 660-E (THE VINTAGE AIRPLANE,

February 1983), I have been in contact with Ted Businger, Willow Springs, MO; Bill Immenschuh, president of the San Diego Aerospace Museum; Richard Benbough and Howard Rozelle of the Pacific Beach Historical Society, all of whom have contributed a great deal of information and photos concerning 660­ E. Included in this information was a copy of Maiwurm's 30-page "Report on Cyclonic Aircraft", which extolled Maiwurm's idea on how to suspend (by Marlinclad cables) a barrel-like system with helical fins which, when rotated by an engine below, would be the propul­ sion system needed to make the aircraft fly. While studying this report consisting of drawings, theories and conjectures regarding flight as Maiwurm dreamed about it, it became clear that he did in­ deed have some noteworthy ideas en­ compassed in his design of 660-E which were several years ahead of their time. Most notable was the concept of nearly vertical take off and landing through the "tilting" of the wing and pow­ erplant (similar to the LTV-Hiller-Ryan XC-142, the Canadair CL-84 and the Bell X-22-A), "air brakes", similar to those on the United States space shut-

Paul Maiwurm making an adjustment on 660-E; photo taken near the ocean shoreline at Mission Beach. 8 AUGUST 1985

tie and the elevator/aileron system on the Beechcraft V-tail Bonanza. The story has it that Maiwurm filed for patent rights in 1928 and shortly there­ after commenced construction of 660­ E. Elmer Dye did nearly all the welding on the machine. During various stages of construction the aircraft would be pushed down the street for photos, pub­ licity and at the same time allow Maiwurm a first-hand chance to sell passers-by an interest in his venture. It did, however, become interesting after a careful study of the photos of 660-E, which revealed Maiwurm made several minor design changes in an attempt to attain some mechanical refinements. None of these changes were listed in the 30-page report. In 1930, 660-E was on display in a concession stand at Belmont Park and by this time an 80 hp Le Rhone rotary engine had been installed. The wing, barrel and other surlaces were in place and covered, and the whole thing just sitting there doing nothing but being gawked at by skeptics and the curious. The Le Rhone was rigged to drive the barrel at approximately 200 rpm sup­ posedly to create a "cyclonic vortex" ef­ fect both inside and outside the barrel which would provide sufficient thrust to allow nearly vertical take off and/or landing. The wing, of a Goettingen 387 airloil, was attached to a frame which also held the engine and barrel. This entire structure pivoted and the angle of incidence was actually controlled by an automobile steering wheel in the cockpit. Maiwurm's idea of flight was to bring the barrel up to rpm, increase the angle of incidence and take off with little ground run . Once the desired altitude was reached, the angle of incidence of the wing and barrel would be reduced to a point whereby altitude would be sustained. Then, to make minor flight corrections, turns or whatever, a cluster of bulldozer-like steering levers were connected by cable to a pair of upper and lower fairings at the rear of the fuse­ lage. As each fairing could be operated independently of the others by its own lever, the pilot could make a pair of fair­ ings act as ailerons, elevators or if de­ sired, all four could be operated at once acting as air brakes. Clever. Now, add a throttle, the steering wheel and a set of rudder pedals which operated three rudders . . . Mister, you've got one busy pilot!!

Right here it's pretty clear Maiwurm did not understand the principles of sta­ bility and control of an aircraft in flight. Maiwurm's theory of the barrel was that "screw pull" and "vortex push" would give "high speed at low rpm , use little fuel, emit little noise and you could land in the street and park it in your garage." Well, all this sounded nice, but it just didn't work out that way. On the day of the attempted test flight, 660-E was rolled out in all her glory and news­ men with cameras reportedly were pre­ sent to witness and record the event along with the local citizenry who were all waiting to see what was about to happen next. After being parked in an open parking lot near a roller coaster, one report has it that 660-E was tied to a telephone pole for obvious reasons while another simply said the engine was started, the barrel turned but nothing happened. 660-E wouldn't move. And all that seemed to dominate the scene was a lot of noise, vibration and a confused Maiwurm. Even an attempt by the crew pushing it didn't help. Then, it was re­ ported at the time, just as Maiwurm climbed out of the cockpit, the barrel jumped the cables and it crashed into the cockpit where moments before, Maiwurm sat.

Also, along this line, another source claimed a pilot named Jeanson attemp­ ted to fly 660-E. During this attempt, the engine was started after considerable trouble and, when it did, there was a

violent vibration and shaking which led to what was determined to be the spark plug wires coming loose and falling against Jeanson, causing considerable pain and burn from the electrical shock.

Paul Maiwurm at controls; note automobile steering wheel, blunt Goettingen airfoil and wing rudders out of line with each other. Ventura Place (street) in background. VINTAGE AIRPLANE 9



Dale Glossenger and the scale model of the Fly Wurm he is building.

Freeing himself from the cockpit, he said that was the last of the testing as far as he was concerned . This abruptly ended the saga of 660­ E. But not for long . Maiwurm, being the stubborn man he was, insisted his de­ sign was practical and he would indeed build another one . During his process of trying to raise capital, he apparently arranged to offer "interests" in his,inven­ tion to patrons of some nearby theaters. The story goes the authorities took a dim view of this and ordered Maiwurm to cease and desist his activities. Dis­ couraged , it was said Maiwurm left town . Where now, the question arises, are the stately remains of 660-E? To help answer this question, the editors of San Diego Tribune were kind enough to have staff writer Gregory Nelson Joseph write a short article (with photo) asking that anyone with knowledge of 660-E or its whereabouts, call Howard Rozelle. Of the dozen phone calls he received, Rozelle reported that five people recall seeing the Fly Wurm submerged in Mis­ sion Bay "generally in the vicinity be­ tween Santa Barbara Place and Ven­ tura Place". And depending on the tide, 660-E could , it was reported , be seen protrud­ ing partially above the water; a helpless, discarded machine extending its wing in a futile gesture for help, but with none to be had. Most of the callers did agree, how­ ever, that 660-E was last seen around 1940-41 and was either moved or com­ pletely destroyed right after WW II when Mission Bay was made over by dredg­ ing. 10 AUGUST 1985

So , to date, ends the fate of a truly magnificent machine that was meant to fly but couldn 't, and was doomed from the very start by an adventurous, genius of a man who did his part in making aviation what it is today, Paul Maiwurm . I would like to extend my deep ap­ preciation and gratitude to all the people who graciously took their time to help in this story. Without their help, what little that's been learned about 660-E would not have been . And as a note of in­ terest, a photo of Paul Maiwurm ap­ peared in the December, 1941 issue of Air Trails magazine as a model airplane judge. His present whereabouts is un­ known .•


Side view of 660-E with roller coaster in background; final condition of machine just before "test flight", and probable condition when it was pushed into Mission Bay.

by George A. Hardie, Jr. Here's a snappy looking two-place monoplane of the 1930s period which has an interesting history. The photo was submitted by Bob Pauley of Farm­ ington Hills, Michigan, - date and place not given. The airplane was ac­ quired from the original builder with the intent of eventual production, but the idea was abandoned and the airplane was dismantled. Answers will be pub­ lished in the November, 1985 issue of THE VINTAGE AIRPLANE. Deadline for the issue is September 15, 1985. The Mystery Plane in the May, 1985 issue of THE VINTAGE AIRPLANE is the Kaiser-Hammond Aircar Model Y-2. Russell D. Hilding of Lansing, MI sent in this reference from the December, 1946 issue of FL YING magazine: "The Kaiser-Hammond Aircar (Model Y-2) is an enlarged and cleaned up ver­ sion of the pre-war Stearman-Ham­ mond. Limited elevator travel on the 'four-or-five-place' pusher type plane makes it spin proof. Carrying a gross weight of 2,925 pounds, it ranges 600 miles. Its 220 hp Lycoming engine gives it a top speed of 150 mph. It lands at 45, using flaps. Production models will offer either constant-speed or adjusta­ ble pitch propellers. Other engine instal­

lations also may be offered. It has not yet received its ATC and price is not fixed ." Peter M. Bowers of Seattle, WA added these comments: "The Kaiser-Hammond was a post­ war revival of the famous Stearman­ Hammond Y-125 of 1937. This was to be Kaiser's entry into the expected post-war personal aircraft boom that busted too soon and left a lot of interest­ ing prototypes uncertified and unpro­ duced. "Most of the airframe was straight pre-war production model, but the pod was completely re-designed to enclose a 4-5 place cabin and utilize a 210 hp Lycoming flat engine in place of the old 125 hp inverted in-line Menasco. Cruis­ ing speed was published as 130 mph. Empty weight 1,800 pounds and gross 3,000. The original two-control feature was retained. "The estimated time frame as pub­ lished was a bit off. The plane was flying early in 1946 and I saw it in a hangar on Oakland Airport in January, 1946 but couldn't get a good picture. Kaiser­ Hammond had its headquarters in Oak­ land. The original Stearman-Ham­ monds had been built across the Bay in South San Francisco just north of Mills Field, the San Francisco airport." Many readers recognized the re­

semblance to the pre-war Stearman Hammond Y-1 S. Others had it confused with the Anderson-Greenwood AG-14 . Answers were received from Earl C. See, Fountain Valley, CA; Chuck Faber, Waukesha, WI; Charley Hayes, Park Forest, IL; H. Glenn Buffington, San Diego, CA; Philip Handelman, Birmin­ gham, MI ; Tom Treue, McAlester, OK; H. M. Richey, Waco, TX; Doug Rounds , Zebulon , GA ; Dennis Williams, Sac­ ramento, CA; Don Warner, Jr., Wes­ laco, TX ; and Herman Fasnacht, Pon­ tiac, IL. The following names of members who sent answers for the April, 1985 Mystery Plane, the Laird LCA-A, were inadvertently omitted from the July issue of the magaz;ne: Doug Rounds , Zebulon, GA; Ted Linnert, San Diego, CA; and Uwe Behrendt, Shrewsbury,

VT. •



Joe Spencer and AlC Chapter 3 Secretary Pat Miller with Joe's DH Tiger Moth, N8232.

Connie and Jimmy Deane with daughter, Keri and their 1928 Waco ASO, N9500, SIN 26. Waco won Most Rare Airplane award.

Story and Photos by Espie "Butch" Joyce

(EAA 19740, AlC 4199)

P. O. Box 468

Madison, NC 27025

Antique/Classic Chapter 3, chartered in Mayodan, North Carolina, annually holds two chapter fly-ins - one each spring and fall. This spring, Roanoke Rapids, NC was the site for the Fly-In on May 3-5, with a good turnout of par­ ticipants arriving for the three-day event. On Friday afternoon, the "hardcore" devotees started arriving, and by night­ fall approximately 20 airplanes were al­ ready on the field . Pete Bryce and Susan Deusenbury arrived in Pete's Lockheed 12, with Steve Wittman as their passenger. Steve would be our guest speaker at the Chapter banquet on Saturday evening. After everyone was settled in for the night, we held a social hour organized by Jeanette Cross. Old movies were supplied by newsletter editor Ray Bottoms, and everyone enjoyed the reminiscing and socializing. Just like at Oshkosh, though , the suc­ cess of any fly-in is tied in to the number 12 AUGUST 1985

Butch Joyce and Steve Wittman with Butch's 1953 Bonanza, N2139D, which won Best Custom Classic award.

of people who pitch in to get things or­ ganized. Pat Miller, our Chapter Secret­ ary, took charge of registration , with Sandra Shimpa assisting here. Brad Thomas, with two radios in his hand, was in charge of parking , with help from David Steele, a young man who has been very active in our Chapter. Mike Steele, David's father, was in charge of judging. He appointed the judges and assembled and presented the awards on Saturday night. Dwight Cross was the "safety officer" and various people volunteered to drive the van between the airport and motel, which was about six miles away. Fred Whitfield , the FBO at Roanoke Rapids, is always very en­ thusiastic about our fly-ins and just turns his airport over to us. The OX-5 Club meets with us at each fly-in, also. Their participation, which is organized by Max Freeman of North Wilkesboro, adds a lot of interest as they always bring old pictures for the Friday social hour. A lot of aviation his­

tory can be learned from these people. By 9:30 Saturday morning, airplanes began to appear on the horizon - two , three and four at a time from different directions. Things were really hopping by 11 :00. We try to park aircraft by types, and this has been very succesful as the people enjoy parking as a group, and it aids the judges as well. Four people utilizing one car, with the rest using paddles, parked 100 aircraft of various types from 10:00 to 12:30. By 1:00 we had 117 aircraft on the ground in the antique and classic category, and between 40-50 modern aircraft. Judging started promptly at 2:00 p.m. and is usually completed by 4:00 p.m ., barring any last minute "discussions" between judges. Altogether 18 judges covered the field . The afternoon is filled with people giving buddy rides, and Stearmans and AT-6s doing formation flying. Since we try to keep this a real grass-roots fly-in , we don't schedule an airshow.

Best Experimental - Metal award went to C.J. Berthe's RV-3, N101RV from Buffalo, NY. Also won Longest Dis­ tance award.

Dick McNiel, N. Wilksboro, NC owns this highly polished Swift, N2457B.

Grand Champion Antique was this 1941 Piper J-5 NC38499 owned by Bob Wood and Richard Warren.

Saturday evening is our Chapter ban­

quet, and as I mentioned before, Steve

Wittman was our guest speaker. Buster

(Oliver Wendell) Holmes, Chapter pres­

ident, presided at the banquet and

meeting which followed. After Henry

Miller's treasurer's report, Buster intro­

duced the distinguished guest and

thanked those who worked so hard dur­

ing the fly-in. He then called upon Mor­

ton Lester to introduce Steve Wittman .

Morton had made the arrangements for

Steve to be the speaker.

Steve gave a very interesting slide

presentation on the airplanes he has

owned, designed and built since he

started flying in 1924, including those

he used in air races. Steve's presenta­

tion was excellent, and we felt very for­

tunate to have him join us.

Next, judges awards were an­

nounced. Mike Steele made the presen­

tations , assisted by Carol Tuttle, whose

husband Jerome is building an RV-4 at

this time. Awards presented included:

Grand Champion Antique: Piper

J-5, NC38499, Bob Wood and

Richard Warren , Raleigh , NC.

(Continued on Page 17)

Anna and Jimmy Key have owned this 1953 Tripacer, N1266C for 16 years. Plane received Best Classic - 86-150 hp award.

1946 Cessna 120, N90073 owned by Glen Payne. Co-pilot Jeanne Ford is the proud owner of a Cessna 140. VINTAGE AIRPLANE 13

The Owls Head Transportation Museum's original 1914 Sopwith Pup with 80 hp LeRhone rotary engine.



by Steve Cartwright P.O. Box 277 Owls Head, Maine 04854 A nonprofit museum located in Owls Head, Maine has quietly attracted a bevy of veteran aviators to maintain and operate a fleet of historic aeroplanes. The magnet for these pilots and mechanics is the 10-year-old Owls Head Transportation Museum, built on

a runway of the county airport in the tiny, coastal Maine town. Some of these aviators have retired to Maine, others are still employed elsewhere, but find their way to the Museum, which has a growing collection of warbirds, pioneer aircraft and vintage automobiles. A glimpse of the Museum collection reveals exhibits such as an original Sopwith Pup, Tiger Moth, Standard,

Volunteer pilots Grady Sharp (L) and Alfred L. Hill. 14 AUGUST 1985

Jenny, Waco, Piper Cub and others. Alongside a replica Fokker Triplane is a replica British FE-8, built by a retired Californian, John L. Gardiner, who is a volunteer pilot at the Museum. John flew the FE-8 from California to Owls Head in 1980. A closer look at how the Museum works reveals the fact that volunteers are the backbone and lifeblood of the Museum ; a reliable crew that makes exhibits come alive by flying and operat­ ing them at a scheduled series of spec­ ial events. And sometimes a pilot will just come down on a good day and fly an old airplane just to "exercise" it, to the delight of visitors . John B. Kincaid, who retired to Maine after serving many years as a Continen­ tal Can Co. pilot, volunteers as much as 50 hours per week at the Museum , largely in the area of aircraft and vehicle maintenance. Imagine what it would cost to hire this help! Kincaid , like his fellow volunteer av­ iators, doesn't brag about his allegiance to the Museum. He is just there be­ cause he cares about the place and be­ lieves in what it's all about. He cares so much that the Museum sometimes sweats under his critical eye ; things should be in A-1 order or heads should roll. Kincaid has threatened to "fire" the Museum director if the standards aren't up to scratch. Another volunteer with high stan­

The Museum's Tri-Motor.

dards is Parker M. Dunton, who retired to Maine after a career as a furrier in Boston. Dunton, an experienced mili­ tary flyer, is now chief pilot for the Museum. He has yet to raise his voice or even speak harshly to get things done. He may cross his fingers during summer flying events , but the Museum's accident-free flying record is due to more than luck. Dunton manages to extract the best out of a half-dozen pilots who regularly donate their time to the Museum . Sure they give their time, they get to fly planes for free .. . but those same pilots spend more time wiping oil , dusting off wings, checking and testing engines and parts, even sweeping the floor in the hangar, than they do in the air. At Owls Head, the hangar is the Museum. Gigantic doors are winched open allowing everything from a Curtiss Pusher to a Ford (Bushmaster) Tri-Motor to be rolled out for a scenic, sometimes spectacu lar flight over the Museum grounds and nearby Penobscot Bay. The philosophy of the Museum is that the history of air transportation (from 1911 Vin Fiz to the 1951 North Amer­ ican AT-6) be experienced rather than viewed in a static setting. This approach is reflected in flight demonstrations, rides in aeroplanes and volunteer tour guides whose love of their subject matter shows in their en­ thusiasm. Fred B. Archibald, a retired appraiser who bought a seaside home in Owls Head, spends countless volun­ teer hours at the Museum. Whether guiding senior citizens or kindergarten children, Archibald warms to both his subject and his audience, engaging them in conversation and laughter. The learning seems to take place without anyone noticing. "You are all going for a ride in 1914 automobile," he tells 38 youngsters from an island school : "How old is that?"

He takes the group by "Snoopy's plane ," and explains how the Red Baron earned his notoriety. He leads the group to the Museum workshop, where Kin­ caid and Dunton are reviewing mainte­ nance records on a Beechcraft Staggerwing , over a cup of coffee. Nearby is the nearly completed resto­ ration of a rare flying oddity, a 1930 sail­ ing glider, designed and built in Maine and actually flown at Old Orchard Beach. The Museum can be a place of home­ coming and reunion . It draws dozens of commercial airline and military flight personnel , both active and retired . Every summer the Museum slates an annual rally, and many people are re­ peat visitors, renewing friendships. Kincaid met another volunteer at the

Museum, veteran American Airlines pilot Alfred L. Hill, when Hill retired to the Owls Head area, building a home on the coast. The two had flown to­ gether 40 years before, and hadn't seen each other in the intervening years. The Museum is open year-round ; 5 days per week during the winter, other­ wise 7 days per week. Tie-downs are available, and visiting planes may taxi to the Museum doors. Regular daily flights to Owls Head are available on Bar Harbor Airlines, and the Museum can be reached by car via Interstate 95, Route 1 and Route 73 ; or by boat, dock­ ing at nearby Rockland Harbor. Ed. note: You can reach Owls Head Maine Transportation Museum by writ­ ing P. 0. Box 277, Owls Head, Maine 04854, or calling 207/594-9219.•

A rare flying oddity, a 1930 sailing glider, designed and built in Maine and flown at Old Orchard Beach. VINTAGE AIRPLANE 15

Forrest Holmes and his Fairchild PT-19.


by Eleanor Renwick (EAA 219799) 10801 Quinn Avenue S. Bloomington, MN 55437

On Saturday, May 26th, 1984, I had the pleasure of meeting Forrest Holmes. You may recognize his name. You may know him personally, and probably longer than I have. This occa足 sion was very special to me because I believe that he is the epitome of home足 builders everywhere. He has extensive knowledge in his field (both diesel and aircraft mechanics), has been laughed at for his dreams, and has the drive and persistence to carry on his project, in spite of it all. Three years ago, Forrest started his present project, a Fairchild PT-19. I first heard of him through a mutual friend at STP. This person intially sold Forrest what remained of a much abused fuse足 16 AUGUST 1985

The Ranger engine is mounted in the PT-19.

lage. The gear had been cut off; not taken off, mind you. All of the bolts were long gone. There was no skin left any­ where, and certainly no engine. No seats, no tail, no instruments, no panels, no wheels, no wings, no spars, no ribs, no prop, no nothing. Imagine the hoots of laughter when Forrest dragged this "apparition" into his hangar and told everyone what it was going to be! Well, he had to start somewhere. Any rebuilding project starts with tearing it down some more. All the wood pieces that were left on the fuselage were nearly rotted to the point of non-exis­ tence. They were removed, and care­ fully reconstructed in the slowest man­ ner possible - by fitting, testing and shaping - little by little, until they exactly matched what was there before. There were no spars or center section left either, so Forrest laminated many pieces of wood together for spars, and reconstructed the whole center section - by fitting , testing , and shaping pieces directly on the fuselage. At the stage of making ribs, he built the required jig, and was unfortunately interrupted by a welding accident which burned his feet and legs, resulting in a 4-1 12 month stay in the hospital. There were many more weeks of recuperation needed at home, but there was no time for idleness. That's an excellent time to build ribs, right? This was done without detailed scale drawings, or aircraft man­

uals, although Forrest did have two planes and some parts to use for pat­ terns. What about parts? What would you do? Yep. Look in Trade-A-P/ane. For­ rest has answered many, many ads. He's written to lots of people all over the country and sent them his shopping list. A panel here, an instrument there , a seat somewhere - it all adds up to an airplane eventually. It's an excellent way to meet people who are interested in knowing when the plane flies . Not exactly like walking into the nearby parts store, but it's surely as expensive. Forrest, born in 1917, pinpoints his interest in aviation back to 1927 - the big spark being Lindy's crossing of the Atlantic. Like most youngsters of that era, he built models and then started on the real thing . About the time he'd have hung an engine on that first plane (he never did say what type it was other than "a plane"), he went to work on a Mohawk instead. He worked on the Mohawk until join­ ing the Navy in 1931 . He was stationed at Wold-Chamberlain where he patched up Helldivers and Curtiss Fledglings for use locally. He must be an historian's dream with his vivid details concerning military development there. He picked up valuable experience and training as an aviation mechanic, which he finds useful on his PT-19 project. Charlie Holman and the Northwest crews figured Forrest should join them

when he got out of the Navy. This was at the worst of the 30s Depression. For­ rest, however, decided he needed a more steady job than what fledgling avi­ ation offered. He went to work in the trucking business, packed his toolbox in the back of an airplane, and flew around the country repairing trucks, eventually acquiring his own dealer­ ship. He "retired" in 1969. Forrest moves slowly around his hangar and peers though his thick glas­ ses. He is quick to adm it that his biggest resason for getting up in the morning is to go over to the airport and work some more on his plane. He keeps regular hours at his hangar, no matter what the season . There is a daily parade of friends who offer support and harass­ ment. The PT-19 is scheduled to be completed this year, after finishing the wings this past winter. His next project is a PT-26. He already has a new collec­ tion of parts started. Now, with all wood parts carefully hand built and shaped; most of the metal skin replaced or ready to go on; the engine hung, with Forrest just itch­ ing to hear it run ; the gorgeous wood prop visible against the yellow cowling ; fuel tanks installed and authentically painted; the fabric going on smoothly; and the vision standing on the sturdy new gear with the covers in place and tidily safety-wired down, would you be­ lieve he's had many offers from people to go out and fly it for him? •

AlC CHAPTER 3 FLY IN ... (Continued from Page 13)

Grand Champion Classic: 1950 Cessna 140A, N53323, Odell and Diane Matthis, Newport, NC. Rarest Airplane: 1928 Waco, N9500, James L. Deane, Sanford, NC. Best Warbird: 1943 Fairchild PT-19, N61 013, Morton Lester, Martinsville, VA. Best Contemporary Age Antique: 1937 Lockheed 12, NC18125, Col­ gate Darden, Cayce, SC. Best Custom Classic: 1953 Bonanza, N2139D, Butch Joyce. Best Classic -151-600 hp: 1948 Navion, N4267K, Edgar J. Stafford, Collinsville, VA. Best Classic - 86-150 hp: 1953 PA­ 22 Tri-Pacer, N1266C, Anna and Jim Key, Sandy Ridge, NC. Best Classic - 66-85 hp: 1946 Lus­ combe 8-E, N1607K, Ardle Perdue, Asheboro, NC. Best Classic 0-65 hp: 1946 Lus­ combe 8-A, N71676, Jim and David Tyndall , Richmond, VA. Best Experimental Metal: 1984 RV­ 3, N1 01 RV, C. J. Berthe, Buffalo, NY. Best Experimental Fabric: 1984 Acro Duster 1, N135S, David Spencer, Martinsville, VA.

Karen and Jim Zazas of Carthage, NC own this good looking Luscombe SA, NC 45504.

Longest Distance in a Show Plane: Chuck Berthe, Buffalo NY in an RV­ 3. Following completion of the awards, we adjourned to enjoy a continuing so­ cial hour and again watched old movies. Since it was about 2:00 a.m. when we all parted, it was obvious that everyone had a good time. Sunday morning gave everyone just enough time to extend congratulations

to the winners , and live up to any re­ maining promised buddy rides. By 1:00 everyone left for home - some of those antiques need a lot of time, you know, 'cause they're slow. The memories of this spring get-to­ gether will remain fresh in our minds until it's time for our annual fall fly-in , to be held on October 11-13 at Camden, SC. And , in the meantime, we'll have Oshkosh to see us through! • VINTAGE AIRPLANE 17



0/ Af!ronautlcs

An Indf!pf!ndent Publication I.fSuf!d Monthlg In thf! Intf!rf!st

Aero World was one of a half-dozen American aeronautical journals that began during the First World War. Others included Aerial Age, Air Power, Air Service Journal, and Aviation and Aeronautical Engineering. They were all short lived except for Aviation which continues today as Aviation Week. First issued in August 1916, it was published in New York by John F. Col­ lings and edited by Frederick Barker, president of the Aeronautical Society of America. The journal, though listed as an "independent publication", was the official publication of the Society and contained its news and proceedings. The initial editorial by F. Barker said that the aeronautical industry had reached the stage of development where it was a tangible industry and "Hence need ~xists for a journal which shall afford the means of recording and disseminating the views of experts ... for benefit of all those who are devoting their time, energy and money in the ad­ vancement of aerial transport." The editor expected the columns to be "Freely used by the big and broad thin­ kers, typical of the American construc­ tive genius." To judge from the advertising re­ sponse there wasn't much of an interest in the industry to support the journal. There were no full page ads, and the small display ads on a single page of each issue were more like classifieds . "Aeronaut Leo Stevens - Leading Bal­ loon and Airship builder in the World"; "Harold & Curran, Builders of Monop­ lanes- Exhibition Machines a Special­ ty"; Learn to Fly before Thanksgiving at the Connecticut Aviation School" (Oc­ tober, 1916). Among the regular features of the journal was one by Professor F. O. WiII­ hoft of Columbia University. His series called "Talks on Aviation" presented two to three page articles on the principles of aerodynamics. Compared to other popular series on the subject, this one included a fair amount of mathematics. The articles were writ1en for the aviator who wished to "Understand his machine, and not simply to follow his instinct". Another series was a five-part one by Carl Dienstbach on aircraft design called "Lines of Progress in Aeroplane Design". He covered the historic techni­ cal developments in aviation and re­ marked in the last installment that 18 AUGUST 1985



By Dennis Parks

"Whoever adds 'complications' to an aeroplane is in for criticism worse than that against the first 'electric starter"'. An interesting feature of the journal was its aeronautical patent announce­ ments complete with diagrams. In Sep­ tember 1916 there were listed two pa­ tents for variable camber aerofoils. Oc­ tober had a patent by Galladet on wingtip ailerons and A. H. Smith (Art Smith?) had one for a flying machine constructed so as "To reduce the number of compression members 10 a minimum" by using more tension mem­ bers made of cable . The drawing looks a lot like a recent ultralight. Besides its regular features the jour­ nal had a lot of short articles and news about the industry. Some of the articles are ''The Trend of Military Aircraft De­ sign" by Chance Vought, "Water and Air

Cooled Aviation Motors" by Henry Crane, vice-president of Simplex Au­ tomobile Company, and "Aeroplane Propellers" by Elmer Sperry. Reports on Army and Navy aeronau­ tics were also provided in each issue. The October 1916 issue printed the ten­ tative system for the organization of the aviation section of the Signal Corps. In­ cluded in it were the requirements for civilian aviation schools. Some of these were : 1) Field - "Of sufficient size and shape to permit landing and get1ing away in at least two different directions;" 2) Instructors - "Must be men of experi­ ence in flying; " "Be level-headed, have sound judgement, and sufficient mental balance to impart what they know." Some of the preliminary flying tests included : 1) Three sets of figure eights around pylons; 2) A dead stick landing at an altitude of 300 feet landing within 150 feet of a designated spot; 3) An altitude test of "Rising to a minimum height of 1,000 feet". The reserve military aviators test in­ cluded a cross-country triangular flight of 30 miles passing over designated points at a minimum altitude of 2,500

Aero World



IVOL. I. No . I

Publication hsued Monthly In

th~ Inle,.~st

01 A.,.ona"tlc~



CONTENTS: Copy,it:It, . 19/ 6 . toy } oh


A Simple Dynamometer.

By Rud o lph

Unes of P rOK'reN in Aeroplane De,;v-n. Tall,.


t'. t .


By Fred erick W . Blllke.


R. Grant .


By C . Dien.tb.. ch


Avillolion. By Prof. F. O. Willhofft. M.E. . Columbia

ll"ivenity ..

Aero Engine Ra lin"..


By Montague P"lmer . .

Digest of Technic.l Dahl fr om Fo reign So Goldm e ntein.




By Leon

J ou rnal



Am e rican Society of Mechanic.1 Enginee r,..


Aeronautical Societ y of America .,


Council o f Nationa l Defence Dig.,.t of Recen tl y lRUed Lelle,. P . tent, in Aero nautiu.. M ontague P.lme, .. Army Not....

By Ou r M ilita ry Co rrespo nd ent,

40 By 41 42:

Trade NOlet ..


Aero Science C lub of AmericA


C urren t Aviatio n Activiti.... .


,I ~ype ClubActivities lomplled by Gene ('hast'

The following repair tip by Fran Gileno is from the Second Quarter 1985 issue of "The 170 News", the quarterly newsletter published by the Interna­ tional Cessna 170 Association and edited by Paula E. H. Bosselman. The idea has merit and it should work on all Cessna models with similar door win­ dow latches. "Have you ever wondered how to re­ pair your rattling door window latches? The pin that attaches the latch to the window isn 't any problem : just drill the window bracket and latch to accept a AN3 bolt of proper length and use a fiber insert nut. Shimming with washers between the latch and window bracket will also add to a nice fit. "Where the latch attaches to the side of the door presents the problem . After staring at it for several hours, I came up with a solution. The holes in the latch and door bracket are always enlarged from years of use, and rattle from hav­ ing the window open and the engine running . "Drill the door bracket to accept an AN507 or AN509R 100 degree flat head screw. Don 't enlarge the latch holes, just make sure the hole is round . You will have to cut the AN507 or AN509R screws quite short. I used a wire cutter with screw cutter to cut the screws off. A little trial and error will have to be done here. I used NAS679-A3 thin nuts on the inside of the door bracket. Forget

Aero World

(Continued from Page 18)

feet. The civil flying schools were paid $500 by the Signal Corps for every stu­ dent passing the preliminary flying test. In October 1916 the War Department was looking for aviators and printed a list in Aero World of names of persons "Who it is understood have flown heavier-than-air machines in the United States". It was requested that the people on the list contact the War De-

about a washer before the nut. It's a tight fit to get the two nuts inside the bracket. "You could use AN364-1 032 thin fiber insert nuts to get them inside the door bracket. The screws now have a seat in the enlarged door latch hole. Don't use a countersink to make a seat for the screw; there's not enough depth of material for that. The outer part of the window latch will now pass over the inner part without hitting the screw heads. You can periodically tighten the screws to keep the latch tight. An occa­ sional drop of oil on the screws will make the latches easy to use and help them last longer." •

hour oil changes. This engine treatment kit is available through the Taylorcraft Owners Club. The problem of trim creepage can be eliminated by painting the trim cable with "Hard as Nails" fingernail polish where it runs around the front and rear pulleys. Also, a 24-foot U-Haul truck is the perfect size for hauling a Taylorcraft with the wings and tail feathers re­ moved. The engine and gear can stay on the fuselage.

Bruce Bixler, President of the Taylor­ craft Owner's Club, 12809 Greenbower Road , Alliance, OH 44601 mentioned in his quarterly newsletter no. M-44, an FAA. accepted engine treatment called "Slick 50" Aircraft Treatment. It's a one-time metal treatment added in conjunction with a regular oil change and left in for 20 to 25 hours. The product contains resins of the T.F.E. Polytetrafluorethylene (Teflon) which is the slipperiest man-made sub­ stance known . The end result is a vast reduction in internal friction, heat and wear (50% or more) greatly extending the service life of the aircraft engine. The Continental A-65-8 engine on his Taylorcraft BC-12D was treated with "Slick 50" in 1981 and after five hours of engine time he noted the oil temper­ ature running nearly 30 degrees cooler. His engine has 1,000 hours since major overhaul and all the cylinders test 72/80 or better and it burns no oil between 25

After gathering information for about a year, all of the Cessna 120/140 Ser­ vice Letters from 1946 to 1952 and the Cessna AD Notes from 1946 through 1979 have been compiled into a single volume by Bill Rhoades, Rt. 3, Box 145, Northfield, MN 55057. Much of the credit for the success of this venture goes to members of the International Cessna 120/140 Associa­ tion who supplied information . The final product is 100 pages in length and or­ ganized into areas of the airplane using ATA (Airline Transport Association) codes. Copies are available to members of the 120/140 Association for $15.00 plus $3.00 shipping. For information on the International Cessna 120/1 40 Association, contact Dorchen Forman, P.O. Box 830092, Richardson, TX 75083-0092. Tele­ phone 817/497-4757.

partment and provide their age, nation­ ality, type of aeroplane flown, and whether they desire service with the U. S. Army. The list had about 750 names, the first was Bert Acosta. Other names in­ cluded Clyde Cessna, Glenn CurtiSS, Ruth Law, Art Smith, Lawrence Sperry, Chance Vought and Orville Wright. On a following page was a Signal Corps Form "Letter of Application for Examina­ tion for commission in Officer's Reserve Corps". In the final issue of January 1917, the editorial, after remarking on the First Pan-American Aeronautical Exposition,

said that "We have now reached a period when specially prepared landing places, visible from a height, should be provided under a well-devised scheme." The editor suggested that the more populous sections of the country have "Landing stations 10 miles apart, where supplies can be available, machines housed and cared for. " Such were the concerns in 1917. The 7 issues and 146 pages of Aero World provide an interesting glimpse into the infancy of the emerging aeronautical in­ dustry in America. The issues examined are from the Purdue University Aviation Technology Library . • VINTAGE AIRPLANE 19




by Don Toeppen (EAA 109869, AlC 7836) 42 White Oak Circle St. Charles, IL 60174 It was in 1946; we'd departed Chicago Midway in a DC-4 for LaGuar­ dia. "OK to exercise the superchargers and set her up, Fred?" "Yep, I've got her on the step now; have at it." "Not too bad for the load we have in this bird today. Full gross out of Midway, and we're not even to South Bend yet. Figure it'll only take eight minutes from South Bend to Goshen today." "Visibility is good, too . I have the Goshen airport in sight already," answered Fred. "There's South Bend, Don. Give them the PX." "Ok, Fred," I replied . Soon the Goshen "Z" marker made the light on the panel blossom ; Fred made the left turn on Green 3 toward Toledo, OH . "I can see the field at Archbold ," I said. "What fantastic visibility. " "Not like the night I was flying across here as a copilot in a Ford Trimotor." "You never told me about that, Fred. What happened?" I asked. "There was a front across here that winter night," Fred replied . "We started eastbound at 5,000 feet, just below an overcast. Man, it was choppy. The only instruments we had in the Ford at the time were a large whiskey compass right in the center of the windshield, a needle, ball, airspeed, and a non-sensi­ tive altimeter. When we got by Goshen emergency field , I was able to see beacon 11 at Topeka, but by the time we got there, it disappeared under an undercast. We had to depend on the compass for heading, but with the se­ vere chop it would just sit there and spin." "How could you tell which way you were really going?", I injected. "All you could do was to try to balance the swing of the needle. If it swung left, you'd jab right rudder enough to make it swing that direction the same amount. The only problem that night was that it was so rough , nothing was ever still. The rudder was going back and forth fast enough to act like a fish tail. Soon the two layers of clouds met, and we were strictly dead reckoning. The cap­ 20 AUGUST 1985

EAA's 1929 Ford Tri-Motor Model 4-AT-E is being finished in Eastern Air Transport colors.

tain decided it was time to let down and get under the stuff. He set up a descent and yelled over to me, 'Holler as soon as you can see an airway beacon.' As we had no idea what the bases were , I can assure you I was really looking! Cutting washers, I spent half my time looking for the ground lights, and the rest checking the altimeter. Time told me we should be approaching the CAA emergency field at Archbold , and I half expected to see a green beacon. When we did break out, I yelled, 'I got a green beacon"'. "Archbold?" the captain replied. "Nope", I responded, "Goshen". "You made a 180 degree turn", asked? "Exactly", Fred replied. This was a four-month copilot assign­ ment for me. From August through November I flew "A" group schedule east of Chicago with Captain Fred Angstadt. For three months, Fred's wife was in Danville, Pennsylvania while her mother spent a stint in the hospital. My wife went to her folks' home in Elyria, Ohio for major surgery and recuperation there . The "A" group we were flying con­ sisted of three round trips each week, Chicago to LaGuardia, nonstop out­ bound and a Cleveland stop on the re­ turn . We flew 24 hours in those three days and had four off. Fred lived in the country and I lived in a city apartment. Neither of us had any close friends to talk to during those four days off, so as soon as we got into the DC-4, we started talking like a couple of magpies. Fred had a fantastic background; Marine pursuit pilot, Tex Rankin's Flying Circus, United Airlines, then back to the Marines for WW II. Here he ended as the personal pilot for Gen. "Nuttsy" Moore. Among his assignments was a trip to Moscow from the Pacific coast. Then, after the war, back to United, where as one of the most senior pilots, he flew "A" ground east. I'd always been impressed by these senior men; to have an opportunity to fly with and learn from

one of the best had to be the next thing to heaven . Having lived through the era as a kid when Fred was actually flying , presented an opportunity to learn avia­ tion history from someone who had lived it first hand . There isn 't enough room to begin to relate all I learned as two lonely men jacked the DC-4 up to 11,000 feet eastbound and came back at 10,000 feet westbound. Eight hours a day, three days a week I studied air­ manship and aviation history. As the Ford Trimotor was the first airplane I'd ever flown in as a passen­ ger at age 11 , many of these stories made an everlasting impression. "How I would like to fly a Ford," I told him. "Just look around", he said, "You can find a three engine Ford." Coming by Port Clinton , Ohio one clear day I happened to look down, and sure enough, on the CAA emergency field sat a Ford Trimotor. 'There's one down there , Fred," I shouted over the cockpit noise. "I told you you could find a three en­ gine Ford," he said! A Ford at Port Clinton We had been visiting Joan's folks, and I told her we would go home by way of Port Clinton to check out the Ford. There was one on the ground when we got to the airport, so I talked to the pilot. "Sure you can fly one. Just be here when Milt Hirsburger, the owner, is fly­ ing. He'll let you sit in the right seat, and you can talk him into a few minutes of flying time ." In the summer of 1949, armed with my logbook, Joan and I drove from Elyria to Port Clinton. We arrived at the field shortly after the Ford had landed. We bought two round trip tickets to Put­ in-Bay, and I asked Milt if I could sit in the copilot seat; just like I'd been told. " He said, "Sure, hop up there." It's just a short step from the ground up to the cabin door in a Ford. NC7684 was fitted with bench seats along the wall like the WW II military transports.

The EAA Ford's left wing has been repaired and is ready for new skin. Here Ted Mosman and Jim Barton install the wiring for the wing tip light.

There was plenty of room for cargo aft of the door. At that time, his planes had Wright engines on them. The control wheels looked like something from a model "T". Three short throttles graced the control pedestal, and directly below, the three mag switches. The instru­ ments for the center engine were mounted in the cockpit ; those for the outboards were located outside on the inboard side of the strut that ran from the wing to the nacelle. That whiskey compass that Fred talked about had been replaced by a smaller, more cur­ rent model. Sticking out of the floor be­ tween the two pilot seats was a long "Johnson Bar" type brake lever. When pulled back with the rudder pedals even, both main wheel brakes were ac­ tivated . Push in a rudder, and the wheel on that side was braked. The elevator trim , which was located on the bulkhead above the cockpit entrance, required 57 turns to run it from stop to stop. The crank activated a jack screw attached to the leading edge of the stabilizer, just like a Piper J-3 CUb. Milt strapped himself in, ran the stabilizer full forward , then backed it off 28 turns, as the indicator appeared to be inoperative that day. He started all three, advanced the throttles, checked all six mags as we started to roll, taking off directly toward Put-in-Bay. At 300 feet he leveled her off and set up cruise power. It was a noisy cockpit by today's standards, but it was sure fun! As we started over the water, I asked if I might hold it for a minute or two. He allowed as how that would be all right, so I flew her straight and level for a while, then leaned over and yelled , "Ok if I try a gentle turn or two?"

He nodded in the affirmative, so I made a few gentle turns about 10 de­ grees either side of the direct course. He was a little nervous as I did this, holding his hands about an inch or so from the wheel. I resumed course to the field at Put-In-Bay, and as we ap­ proached , Milt took over the controls, chopped the throttles , pointed her at the hangar, and touched down just past the airport boundary, brought her to a halt pointed directly toward Port Clinton, im­ mediately in front of the hangar, and cut the engines. In a flash he had the door opened, helped the passengers out and un­ loaded the freight. When this activity was completed , I whipped out my log­ book and told him that even though he didn't know it, he had just given me five minutes of dual , and would he please sign for it. His fancy tickled , he signed, and leafing through the book convinced , himself that I was in fact a pilot, and asked if we would like to have a tour of his operation. Though Joan just tolerates airplanes, she is a good sport, so she tagged along while Milt showed us what he had. At that time he had four Fords, and had picked up some 100 Wright en­ gines as surplus from the military. I'm sure the price must have been most reasonable. How many EAAers would be glad to spend a minor fortune just to have one of those Wrights today! After the tour, we went to the Oliver Hazard Perry Monument. Had seen it so many times in flight, we just had to look. Then into the old town , which on this day, was full of tourists who had come over on a charter boat for a day's outing. Milt had recommended we stop

by Cooper's Winery, so we did just that, visiting with the owner and his son-in­ law. We sampled all his different grape juices and wines, purchasing a mixed case of the various concoctions they produced, then announced that we'd better be getting back to the airport. "Hold on and we'll drive you . We have a number of cases to ship on the next flight," the owner said. After the pickup had been loaded, Joan and I joined the son-in-law in the cab for a short drive to the field. This time the flight was loaded by some ground personnel who were on duty. Joan and I, having enjoyed the wine tasting , seated ourselves just in­ side the door on the right side. Milt was in the cockpit , looked back, and seeing us on board, said , "Come on up here. There's going to be a fellow on board I gotta talk to. " I didn't want to announce publicly that we had just returned from a fine visit at Cooper's, so I just responded that I'd had my chance to fly and I'd just sit with Joan on the return . "The heck with that, you come up here." I entered the cockpit and told him we'd spent some time at Coopers, and had just set myself up for a violation of the 24 hour rule we had on our airline. "Nonsense," he replied . "You couldn 't get enough in that tasting room to cause anyone a problem. Sit down and strap yourself in." With that the ground crew closed the door, he fired up, and opened the throt­ tles, checked the mags as before, the tail came up, and he lifted her into the air. "Here" he said , handing it to me. VINTAGE AIRPLANE 21

Climb her to 300 feet, and you do know how to get to Port Clinton, don't you?" With that , he was back into the cabin . I leveled her at 300 feet, set up cruise , and enjoyed a beautiful summer trip to Port Clinton in a three engine Ford. The sky was clear under a large high pres­ sure area. The wind was calm on the surface, but looking at the smoke stacks at Gypsum, a very light wind was push­ ing the smoke to the south . We went by Catawba Island and it was time to begin thinking about the approach to landing. I looked back into the cabin ; Milt was involved in conversation , and obviously ignoring me. Considering the time at Coopers, I wasn 't exactly looking for­ ward to making an approach and land­ ing in a ship I'd only flown for five min­ utes dual. Particularly with passengers on board! I took the coward 's way out, and started a right pattern for the north landing at Port Clinton. About the time we were over the northeast corner of the field , Milt slid into the left seat. "Where are we going?" he asked. The Port Clinton emergency field in that day was in the form of the letter "A". The north-south and east-west runway were the legs of the "A". The northeast/ southwest runway was the short cross bar. Milt chopped the throttles , pointed the plane at the northeast end of the runway and landed southwest. He let it roll out onto the south runway, pulled up to the operations building, swung her to a north heading toward Put-in-Bay, and shut her down. "We can't fly like you big airline guys," he said . "I take off from the hangar and

land toward it. If the wind is 60 miles per hour, I might consider circling the airport for landing ." I thanked him for ten minutes of solo, and his hospitality. Joan and I then drove back to Elyria with our wine. I did see him one more time since that day of June 20, 1949. While flying an all night trip to the west coast in a DC-6B, during the wee small hours of the night when lethargy sets in, the stewardess called , asking if I wouldn't like to stroll back for a cup of coffee. Seems a friend of mine was in the buffet sharing a cup with her right then . I went back, and there was Milt; like any pilot, unable to sleep on an airline. He was head of the Ohio Department of Aeronautics at the time. There have been other Fords, too. One came around twice. We were flying trips with a Boise, Idaho layover. The Second Officer discovered one being used as a borate bomber, based out at the Nampa field . Later, this aircraft was restored in California. Charlie Barnard, one of our Los Angeles-based pilots who happens to be a close friend , had a chance to fly that one after his friend Moxon restored it. It was later sold to a museum, and I understand it is still there . Then they became more scarce. Lake Erie Island Airways still has one. There is still one flying the Grand Ca­ nyon, but for all practical purposes, they are pretty hard to find . I had followd the EAA Ford restora­ tion with interest. Then , in SPORT A VI­ A TlON last summer, a feature article appeared in which it was stated that they could really use volunteer help in

the restoration . Could a pi lot be of any help, I asked Dick Wagner, who had been overseeing the work that is ram­ rodded by Tom Soerens, A&P and lA, in the EAA hangar at the Burlington, Wisconsin airport? "Sure you can ," Dick replied. How can a pilot with no experience help, you will no doubt ask. Well , if I'm ever involved with something that con­ cerns airworthiness, Tom watches me like a hawk. Mostly, I've been involved with completing the lining of the cabin interior with aluminum sheeting and mahogany plywood. There is still much to be done; some is interior trim work , which can be handled by anyone who has had woodworking or metal experi­ ence. Further, as this plane was origi­ nally a corporate deluxe type plane, the interior is being restored in that fashion . This type of work requires, more than anything else, the kind of patience re­ quired in the construction of any Grand Champion winner. There are still a number of mechani­ cal details that must be handled by an A&P . Additionally, some exterior sheet metal panels must be constructed to nacelles and the nose section of the air­ craft. In short, skilled volunteers are still in demand ! If you are interested, please contact Dick Wagner at 414/763-9586 . "When are you going to fly it, Don?" my friends ask. "Well , I'm pretty low on the pecking order," I reply. "Of course, there will have to be some taxi tests, and you know what happened when Howard Hughes did the taxi test on the Spruce Goose." •

The instrument panel was not yet installed, and toe brakes on the pilot's side replace the original Johnson bar system described in the article. Note three throttle levers (above) and the mixture controls (below) on center pedestal of EAA Ford. 22 AUGUST 1985

Photo courtesy of Peter M. Bowers

Photo by Clover Park Voc. School. Mr. Ed. D. West

Boeing manufactured P-12Fs in 1931-32. This in-flight shot of SIN 32-92, Mfr. no. 1588, was taken over SeaHle, WA circa 1942. Boeing built some 575 of the P-12/F4B series and only 6 survive.

Fuselage and gas tank of the Boeing P-12F, SIN 32-92 as it appeared after being buried for many years.

---BOEING P-12 "SPARK OF LIFE" by R. L. "Dick" Baxter (EAA 13954, NC 2739) 15845 8th N.E. Seattle, WA 98155 While digging a water line trench be­ hind Clover Park Vocational School in Tacoma, Washington in 1983, a back­ hoe operator came across some metal objects. Not wanting to damage a gas main, water line or whatever, he called one of the supervisors and together they uncovered this horrible mess of aluminum scrap, pulled it out of the hole and took it to the aircraft school section. One of the instructors called me and said, "Guess what I am looking at - a real live Boeing F4B-4!". I don't recall how long it took me to get the 35 miles to the school from Spencer Aircraft, but suffice it to say it's a darn good thing there were no police or anything else in my way. In fact, I think the instructor was still hanging up the phone when I got there. Not that I was the least bit interested, mind you . The fuselage with gas tank was all there was, and it looked very sad, espe­ cially on the right-hand side which was the "down" side. The aircraft had not gotten wet during its stay under ground. It looked like a big ball of corrosion from one end to the other, but after a little closer inspection, I find what appeared to be corrosion was in reality paint peel­ ing . Boeing had anodized every part of the airplane prior to assembly and then painted everything with what appeared to be silver enamel of some kind . Realizing that no one in their right mind would even consider a restoration attempt, I called Mike Strong . (He's

about as far out of his mind as I am when it comes to old airplanes!) We spent several seconds discussing the possibility of rebuilding the aircraft and decided to put a bid in for the remains. No one else was interested in the air­ plane, especially anyone who looked at it. We were awarded the title several weeks later and negotiated with Clover Park Vocational Technical Aviation De­ partment to start restoration . We realize we have undertaken a massive project. The fun has been try­ ing to locate bits and pieces for the pro­ ject. I have located microfilm , books, special tubing, instruments, wheels, original factory drawings and a few other items. We still need lots of help on locating things. Someone out there in our world must know of a rudder, tail wheel , seat cushion , or something else we can use. Anything, and I mean ANY­ THING that came off the Boeing F4B or P-12 series of aircraft would be ap­ preciated even if just to borrow for a few days. We don't even care if the part is airworthy. We can duplicate nearly any­ thing . The school has taken the aircraft into the shops and the students have com­ pletely disassembled it, piece by piece, and tagged all the parts. They have very carefully salvaged every fitting and casting on the airplane. We saved nearly 100% of the inside former sys­ tem , all control system parts, all steel fittings from one side of the airplane, gas tank, and a few other items. The students have now started restoration by making new bulkheads from firewall back. We will be able to use the original

firewall and nearly all of the former stif­ feners. New longerons will have to be installed. The seat was saved and has been restored . I have located strut ma­ terial , tail wheel , wheels and brakes, in­ struments and throttle quadrant. We still need parts of the tail gear, main landing gear, wing hardware, drawings for a 30 cal. machine gun and more drawings. I found an oil tank in Eugene, Oregon, and am tracking a landing gear in Chicago. I got an engine and prop in Arizona and am still looking for 30 x 5 tires and tubes . I found some tail feath­ ers off an earlier airplane in Vermont. The bits and pieces are still out there someplace, and someone must know where they are . We would appreciate anything or leads to anything. The name , "Spark of Life", came about after the Clover Park Photo De­ partment had taken all the pictures of the airplane before it was even washed off. One of the students was looking at the pictures and when he saw this one, with the spark in its heart, said, "Well , it ain't dead yet ; it still has a spark of life showing." Well, it isn't breathing on its own yet, but we are sure trying our best to make it come alive, and some place down the road it will do just that. It is a big and expensive project but in the end will be worth every bit of the effort. Boeing built some 575 of this type airplane and only 6 have survived. Two early models are flyable, two are flyable but will never be flown because they are owned by museums and too valu­ able to risk , one is on display in Bangkok in a museum and I have been told is in sad condition, and ours. We will fly it when it is completed . • VINTAGE AIRPLANE 23


Doug Rounds (EAA 78381, NC 532) , Rt. 1, Box 200-A, Zebulon, GA 30295 owns and flies this Curtiss Wright Travel Air 6B Sedan from his family's own Ridgeview Farm Airfield. This last of the 6B Sedans built in Wichita, Kansas was delivered to the National Construction Company in 1931 as an executive transport. This Sedan was originally registered as NC447W but was re-registered as NC452N and rebuilt as a replica of the plane flown by Truman Wadlow in the 1930 Ford Air Tour. NC452N was named Sweepstakes Winner at the 1983 AAA-APM National Fly-In . •

1931 Curtiss Wright Travel Air 68 Sedan, NC452N.

Photo by Jim Williamson

VINTAGE SEAPLANES (Photo and information courtesy of Edo Seaplane Division)

Lockheed Orion/Explorer Hybrid The Orion/Explorer was a one-of-a­ kind hybrid with wings from the twoplace Lockheed Explorer, "Blue Flash" (flown by Roy Ammel when he made his record setting New York to Panama flight), and the fuselage from a seven seat Lockheed Orion, which had six feet less span than the Explorer, 100 more horsepower and retractable gear. The wing and fuselage were mated in Glen­ dale, California and sold to Wiley Post, who mounted it on EDO YA6235 floats . The engine was a Pratt & Whitney Wasp that developed 550 horsepower at 2200 rpm. Hybrid aircraft were fairly common during the thirties, as certifica­ tion procedures were far less stringent and low-cost aircraft built from left-overs were an attraction that helped keep many pilots in the air.• 24 AUGUST 1985


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. JULY 26· AUGUST 2 - OSHKOSH, WISCONSIN - 33rd Annual EAA Fly·ln and Convention. Make your plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903·3086. AUGUST 2·4 - COFFEYVILLE, KANSAS - Funk Fly-In. Fly-bys, contests, homebuilts, antiques. Contact Ray Pahls, 454 S. Summitlawn, Wichita, KS 67209. AUGUST 18 - WEEDSPORT, NEW YORK ­ EAA Chapter 486 Airshow - Whitford's Airport. Pancake Breakfast, refreshments. Contact Jack Briggs, 315/699-2946. AUGUST 18 - CLARENCE, NEW YORK - EAA Chapter 656 "Generic" Taildragger Fly-In at Clarence Aerodrome. General aviation wel­ come as well. Contact: Sterling Daschler, 142 Curtis Parkway, Buffalo, NY 14223, phone 716/ 833-3837 evenings. AUGUST 23·25 - SUSSEX, NEW JERSEY ­ 13th Annual Air Show Extraordinaire at Sussex Airport. Antiques, ClaSSiCS, Warbirds, aerobat­ ics, balloons, Army Special Forces Parachute Team. For more information call 201 /857-9919 or 201 /875-2103. AUGUST 25 - MICHIGAN CITY, INDIANA - 4th Annual Michigan City Aviators Fly-In, Drive-In Pancake Breakfast and Airshow. Antiques, ClaSSiCS, Warbirds, Ultralights, Homebuilts on display. Door prizes and much more. Contact Marge Edson, P.O. Box 2092, Michigan City, IN 46360, 2191785·2103.

SEPTEMBER 4-8 - GALESBURG, ILLINOIS ­ National Stearman Fly-In. Contact Tom Lowe, 823 Kingston Lane, Crystal Lake, IL 60014. SEPTEMBER 6-8 - GIG HARBOR, WASHING­ TON - Puget Sound Antique Airplane Club's 5th Annual Fly-In at Tacoma Narrows Airport. Antique/Classic judging and awards. Contact Floyd Tuckness, 29528 - 179th Place, SE, Kent, WA 98031 , phone 206/631 -7454. SEPTEMBER 7·8 - MARION, OHIO - Annual Mid-Eastern Regional EAA Fly-In at Marion Municipal Airport. Contact Lou Lindeman, after 5 p.m. 513/849-9455. SEPTEMBER 7-8 - SUSSEX, NEW JERSEY ­ EAA Chapters 73 and 238 Tri-Chapter Fly-In with Antique/Classic Chapter 7. Food , camp­ ing, Saturday night entertainment. Aviation vendors welcome. Contact Vearl Lack, 201 / 584-9553 or Anne Fennimore, 201 /584-4154 (after 6 p.m.). SPEARFISH, SOUTH SEPTEMBER 7-8 DAKOTA - Cub Club of America Fly-In. Black Hills Airport. Awards and prizes. Co-sponsored by EAA Chapter 806. Contact: Chapter 806, P. O. Box 670, Spearfish, SD 57783, phone 605/ 642-4100. SEPTEMBER 8 - WISCONSIN RAPIDS, WIS­ CONSIN - 5th Annual Antique Transportation Show & Fly-In. Sponsored by EAA Chapter 706 and local Model T Chapter. Contact Joe, 715/ 886-3261 . SEPTEMBER 13-14 AMSTERDAM, NEW YORK - Ed Heath Days. Commemoration of Heath's First Flight, September 13, 1910. Dis­ plays of Heath aircraft, radio control models, fly-ins, forums. Saturday evening dinner and guest speakers. Contact Adirondack Chapter 602, EAA 45 Spring Avenue, Gloversville, NY 12078.

SEPTEMBER 13-15 - KERRVILLE, TEXAS ­ 21 st Annual Kerrville Fly-In. Sponsored by the 43 EAA Chapters in Texas. Contact: Kerrville Convention and Visitor's Bureau, P.O. Box 790, Kerrville, TX 78029 , 512/896-1155. SEPTEMBER 14-15 JACKSONVILLE, IL­ LINOIS - Regional Fly-In for Stinsons and all Franklin powered aircraft. Camping available at the field. Seminars on Franklin engines and re·covering techniques. Contact: l. Nordgren, P. O. Box L, Frankfort, IL 60423, phone 815/ 469-9100. SEPTEMBER 20-22 - TULSA, OKLAHOMA ­ 28th Annual Tulsa Fly-In - Tahlequah Munic­ ipal Airport. Contact: Charles W. Harris, 918/585-1591. SEPTEMBER 28-29 - BINGHAM, MAINE - 16th Annual Gadabout Gaddis Fly-In Family Fun Days. Gadabout Gaddis Airport, Route 201 , Bingham. Fly-In, camp, drive-in. Contact: David Vincent, Chairman, Upper Kennebec Valley Chamber of Commerce, Bingham, ME 04920. OCTOBER 3-6 - FOUNTAINHEAD, OKLAHOMA - 10th Annual Convention of the International Cessna 120/ 140 Association. Contact: Carl At­ kinson, McAlister, Oklahoma. OCTOBER 3-6 - EUFALA, OKLAHOMA -10th Annual Convention of the International Cessna 120/140 Association at Fountainhead Lodge, Lake Eufala, 55 miles SSE of Tulsa. Contact : Carl Atkinson, 918/426-1897. OCTOBER 11-13 CAMDEN, SOUTH CAROLINA - EAA Chapter 3 Fall Fly-In. Con­ tact Henry or Pat Miller, 919/548-9293. OCTOBER 17·19 - LOS ANGELES, CALIFOR­ NIA - OX-5 Aviation Pioneers National Reun­ ion, Governor's Conferences, National Awards and Hall of Fame Induction Ceremonies at Air­ port Hilton Hotel. Contact: Oliver Phillips, 10405 West 32nd Avenue, Wheat Ridge, CO 80033, phone 303/233-5905.




by Chuck Larsen, Education Director, EAA Aviation Foundation (Photo by Jim Koepnick, EAA Staff Photographer) EAA Air Museum Docents greet and guide visitors on their sport aviation ad­ venture tours of exhibits. This fine group of dedicated EAA volunteers make each visit a personal experience for those who come to the museum throughout the year. They deserve a great deal of credit for the tremendous continued success of the museum. Here, Joyce Ehrenberg and Emily Kulow, EAA Docents, admire the Beechcraft B17L "Staggerwing" exhi­ bited in the museum. This is only one of the fine Antique and Classic aircraft on display in this focal point of aircraft preservation, education and activity . . the EAA Aviation Center.•


Letters To Editor

Dear Sir, In my letter which you printed on page 25 of the June 1985 issue of THE VINTAGE AIRPLANE, I mis-stated the N number of the Culver Cadet I used to fly. It should have been NC20926. I am restoring a 1941 Be Taylorcraft, NC29837, which I have owned since 1947. It had been stored since 1953. I would like to join the Antique/Classic Division - enclosed is a check for my membership dues. Sincerely, Ernest A. McCoy (EAA 13335) McCoy Engine Service 1425 South Summit Arkansas City, KS 67005

Dear Sir, After 31 years with ALPA, including serving as the director of their engineer­ ing and air safety programs, I have re­ tired and am enjoying EM's activities immensely. I met you and Paul at some meetings over the years. I started working for Matty Laird in 1929 and was with him for six years. I then spent seven years working for Benny Howard. These jobs are the roots of my homebuilding experience. I am a long-time subscriber to your fine magazine. I have had an interesting aviation career including airplane de­ signer, aircraft construction, test flying , and, of course, flying for fun which I still do. Consequently, you can understand why I enjoy reading THE VINTAGE AIRPLANE. Keep up the good work and best wishes. Sincerely, Ted G. Linnert (EM 94496, AlC 1716) 16008 Avenida Aveiro San Diego, CA 92128

26 AUGUST 1985

Dear Mr. Chase, Bob Whittier of Duxbury, Mas­ sachusetts kindly sent me a copy of THE VINTAGE AIRPLANE November, 1984, knowing as an old Savoia flyer that I would be interested in the article. During my years in New York, I owned ' a Savoia with a 125 hp Kinner and what we called a "haywire starter". Never, however, had any starter trouble. Flew quite often to my summer home in Bath, Maine, and made one trip up the coast to New Brunswick, Canada. While I doubt that a flying boat could ever have the performance of a land plane, due to the weight of the boat hull, I think too much weight has crept into Kaplan's ship. I very often carried two passengers and performance was fair. I never got water in the cockpit, except one time I landed in Boston for gas, taxied down the ramp in the water, and tried to take off with the wheels still down. Kaplan is correct about performance in the water, but I was working at the time for Gar Wood , the "Speed Boat King", and accustomed to handling fast boats, I never felt the need for a paddle, and remember well the first week I owned the ship, making a trip to Philadelphia. Phoned the seaplane landing in advance, and told the man­ ager I had just learned to fly. Found a strong wind, up and down the river, they lowered a carriage down the ramp 90 degrees to the wind ; I gunned my ship and grounded on the carriage first try. The comment was, when they hauled me up, "Why did you lie to us?" Sincerely, E. L. Goodwin Cape Cod Shipbuilding Company Narrows Road Box 152 Wareham, MA 02571

Dear Gene, In the June 1985 issue of THE VIN­ TAGE AIRPLANE under Member's Projects (page 26) memories of over 40 years ago leaped out at me through the picture of the two Ryan SCW's that were based at St. Simon's Island, Geor­ gia while I was stationed there in 1942­ 43. And who should be standing on the wing , but the owner and commanding officer of CAPCP6, but Major Thomas Daniels! In the fall of 1942, not old enough to join the USAAF, I went to CAPCP6 as a Security Guard. I worked as a vehicle driver most of the time and was night duty teletype operator feeding weather information into the network. In early 1943, Tom Daniels let me start flying as an observer. We flew north to Savan­ nah, Georgia Lightship and a southern route to Jacksonville, Florida Lightship. I had the good fortune to fly with some mighty good pilots in Stinson 10As, Waco "N"s, Fairchild 24Rs, and Ws. The Ryans were not flyable the entire time I was there in 1942-43. Also , Roger Thiel stated the aircraft in the foreground is NC18918, but if you will look at the left lower wing you will see that it is 18917. (Roger actually stated it was NC18917, but the proof readers missed the printing error . .. Editor) I have some pictures of these same two aircraft taken from the other side that show the two 100 lb. bombs on the aircraft. However, at this time the pictures are in the hands of the CAP National Historian to have copies made for their files . As soon as I get them back, I will be glad to send you copies . If a copy of the picture you have is available, I would be more than happy to pay for copy. I left the CAP in June 1943 and joined the Army Air Corps as a Cadet. I have since retired . For those readers who have informa­ tion on the CAP, I might mention that the CAP National Historian , Col. Lester E. Hopper, 3530 Mimosa Court, New Orleans, Louisiana 70114 would like to hear from them . Gene, a copy of this letter is being sent to Roger and Lester. Thanks for the memory. Sincerely, Brooks W. Lovelace, Jr.

Major USAF (Ret.)

(EAA 35595, AlC 4613)

2801 Whispering Pines Rd .

Albany, GA 31707

Where The Sellers and Buyers Meet...

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

The Vintage Trader, Wittman Airfield

Oshkosh, WI 54903-2591.

AIRCRAFT: FAIRCHILD 24W-41A - with Warner 185 and Aeromatic propeller. New restoration with very low time . 1943 Navy colors and configuration . Make cash offer. William Ross Enterprise, Inc. 1800 Touhy Avenue, Elk Grove Villake , IL 60007 , 3121 640·1700. (9·2) 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. CESSNA UC·78C (T·50) Bamboo Bomber with 300 hp Lycoming engines. Wing needs some work. Complete airplane disassembled for restoration . Make cash offer. William Ross - 31 21640· 1700. (9·2)

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. 1933 FAIRCHILD 22, Menasco 0·4 Super Pirate Engine. About 285 hours, airframe 1030 hours. Very clean , some engine spares. $30,000. Spare engine available. 312/358·4035 or 742·2041 . FAIRCHILD 24W46 complete with good Warner 165, presently disassembled for restoration. Spare fuselage, wings, etc. included. Price $13,500 . Wil· liam Ross - 3121640·1700. (9-2) WACO RNF 1931 model complete with speed ring and wheel pants - 125 Warner - ready to fly ­ a classic antique biplane. Price $32,500. William Ross - 312/640-1700. (9-2) CESSNA UC-7BB (T-50) Bamboo Bomber with like-new wing ready for re-cover. Complete airplane disassembled for restoration . Price ­ $14 ,000. William Ross - 3121640-1700. (9-2) POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying . Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'/2 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

MISCELLANEOUS: 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 . Badly Needed Cessna 140-A cowl parts - parted or assembled - full cowl or nose bowl and lower cowl assembly. Please call Angelo Fraboni, 5801 Monona Drive, Monona, WI 53716-3599, 608/222­ 1464 or 608/222-8517. For Disposal : Duplicate aviation books from a private collection. Aircraft Year Books, Bound Air­ craft Profiles, Jane's AWA, many others. Send SASE for a complete list or state needs. A.L. McCarthy, 4 Oxbow Road, Natick, MA01760. (8-1 )

ENGINES: CONT. A-40-4, Serial No. 2261 . Complete engine with Bosch FF-4L Magneto Carb, hub, plugs. All original with new exhaust stacks, clean and in good condition . Also J-2 Cub motor mount. F.O.B., $754.00. Opalack, 1138 Industrial, Pottstown, PA 19464. (8-1)


Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield, Oshkosh , WI 54903-2591 .

Total Words _ _ __ Number of Issues to Run _ _ ______________________ Total $_ _ _ _ Signature _ _ _ _ __ _ __ __- -_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address


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

This collectors package includes a rare 1927 brochure reprint of Ford suggestions for Tn-Motor use, circa 1927.

EAA's Ford Tri-Motor will be flying soon! The wings are installed, engines installed and new e)(1erior finish sparkles.

Shown here is the actual 1929 Ford NC8407 wall plaque with corrugated alumi­ num artffact, etched photoplate and Ford nameplate.

Interior appointments, gold trim and new seats are in place .

the same as it leN the factory In 1929. During the restoration some of the corrugated aluminum was replaced and th ese

remaining "original" pieces have been mounted onto a lim­ ited quantity of commemorative "numbered" plaques. The first flight is being planned now and all of us will be seeing this historic aircraft flying again!

This entire offer, including a personalized certifi­ cate and a book on Ford history by EAA, is avail­ able for $tOO.OO postpaid to your address or as a gift, mailed directly to requested address. Send your tax deductible contribution to the Ford Tri­ Motor Umijed Edition Fund, Wittman Airlield,Osh­ kosh, WI 54903-3065. Checks should be made payable to EAA Aviation Foundation.



The fabulous times of Turner, 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 \ $1.50 for postage and handling. Special ­ both volumes $28.50 postage free. Send check or money order to: EAA Aviation Foundation, Wittman Airfield, Oshkosh, WI 54903-3065.

28 AUGUST 1985


Classic owners! Int.rlor looking sh.bbyf




Finish it right with an Girtex interior


Complete interior assemblies for dO-it-yourself installation.

Custom Quality at economical p-ices .


Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

-tex Qlr


products, inc. 259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

• CLEAN • SHINE • PROTECT For the discriminating Pilot and F.B .O. who demand excellence in performance products. RACE GLAZE® Polish and Sealant is EAA's choice.

:R,.A.CE: c::;I-L.A.Z E:



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; · ~ ·""CltMtflillli .. _



•._. 0< I.t-,,, , • ....,....0.

' o-t't ~"I .ll , • • cnot ct\IW­

"" '1tl'l"'''~! P'iiC ....l~Ofi •.....: ~ OMl.l

The EAA Aviation Center's staff uses RACE GLAZE to preserve and protect the museum's price­ less collection of aircraft.

• Easy To Use • Reduces Drag • Removes Exhaust Stains • Protect Leading Edge • Removes Oxidation • Resists UV Fading • Cannot Yellow • Unbelievable "Gloss"

List: $12_00 per bottle EAA Price: $9.95 per bottle EAA Case Price (12): $72.00 Above prices include shipping for Continental U.S.A. Only. Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00 for each case of 12 - 16 oz. bottles to :

EAA. Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5% Sales Tax




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 EAA convert your Cessna 152 to auto gas by modifying the Lycoming 0-235-L2C to Membership in the Experimental use 80 octane fuel - STC's now available exclusively from EAA. Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years. All include 12 is­ sues of Sport Aviation per year. Junior Membership (under 19 years of age) is availab le at $15.00 an­ nually. Family Membership is avail­ able for an additional $10.00 As a result of EAA's leadership in alternative fuels research and annually.

Over 10,000 aircraft owners get more flying

for the dollar with EAA's AUTO FU EL STCs.

development, FAA has fully approved the use of unleaded auto gas for 317 different aircraft models and engine combina­ ANTIQUE/CLASSIC tions. Auto gas STCs (Supplemental Type Certificates) are avail­ EAA Member - $18.00. Includes one year membership in EAA An­ able from the non-profit EAA Aviation Foundation at 50¢ per tique-Classic Division, 12 monthly engine horsepower: Example - 85 hp. Cessna 140-(50¢ x 85) = issues of The Vintage Airplane and membersftfp card. Applicant must $42.50. (Non-EAA members add $15.00 surcharge to total). Send be a current EAA member and must check with aircraft N number, aircraft and engine model and give EAA membership number. serial numbers and EAA member number. Non-EAA Member - $28.00. In­ cludes one year membership in the AERONCA EAA Antique-Classic Divison, 12 Including Bellanca, Champion. Trylek. monthly issues of The Vintage Air­ Wagner, 8 & 8 plane, one year membership in the Aviation.. Inc. EAA and separate membership 50-TC cards. Sport Aviation not included. 65-TC (L-3J) 65-TAC (L-3E) YO-58 0-58B 50-58B 0-58A (L-3A) Membership in the International 7AC 7BCM (L-16A) Aerobatic Club, Inc. .is $25.00 an­ 7CCM (L-16B) nually which includes 12 issues of 7DC 7EC Sport Aerobatics. All lAC members 7FC are required to be members of EAA. 7JC 7ECA S7AC S7DC S7CCM S7EC Membership in the Warbirds of 11AC 11BC America, Inc. is $25.00 per year, 11CC subscription to which includes S11AC S11BC Warbirds Newsletter. Warbird mem­ S11CC bers are required to be members of KCA 50-C EAA. 65-C 65-CA S-50-C S-65-CA 7GCA 7GCB Membership in the EAA Ultralight 7KC Assn. is $25.00 per year which in­ 7GCBA 7GCM cludes the Light Plane World pub­ 7GCBC lication ($15.00 additional for Sport 15AC




Aviation magazine). For current EAA members only, $15.00, which includes Light Plane World publication.




~nt'u::gg. B:;;~I~_35. D-35. E-35. F-35. G-35. 35R CESSNA 120. 140. 140A 150. 150A-H. 15OJ-M. A150K- M 152.A-152 170. 170A. B 172. 172A-E. 172f (T-41A). 172G . H. 1721. K. L. M 175. 175A. B. C. P172D 177 180. 180A-H. 180J 182. 182A-P 305A (0-1A) 305B. 305E (TO-lO. 0-10. 0-1F) 305C. (0-1E). 305D (P-1G) . 305F ERCOUPE Including AireD, Forney, Alon, Mooney 415C. 415D. E. G. 415-CD F-1 . F-1A A-2. A-2A M-10 FUNK Including McClish B85C


2ciii5C"" PIPER J-3C-40 J-3C-50 J3C-50S J3C-65 (L-4) J3C-65S J4 J4A J4A-S J4E (L-4F) J5A (L-4F) J-2 J-3 J5A-80 L-4A L-4B (NE-1) L-4H L-4J (NE-2) PA-11 PA11S PA-17 PA-18 PA-19 E-2 PA-28-140 PA-28-150

PA-28-151 PA-22-150 PA-22S-150 •J3F-50. -50S . -60. ·60S. ·65. ·655 •J31. -S o-65. -65S PORTERFIELD Including Rankin. Northwest CP-55 CP-65 CS-65 TAYLORCRAR BC BC-65 BC12-65 (L-2H) BC12-D BC12D-85 BC12D-4-85 BCS BCS-65 BCS12-65 BCS-12D BCS12 -D-85 BCS12D-4-85 19 F19 DC-65 (L-2. L-2C) DCO-65 (L-2A. B. M) BC12-D1 BCS12-D1 VARGA

2i5O 2150A 2180

'Note: Only those J3f and J3l models pre· viously modified to use Teledyne Continental Motors engines are approved .

Since 1980, over 2700 engineering flight 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.

Please submit your remittance with

a check or draft drawn on a United States bank payable in United States dol/ars or an international postal money order similarly drawn.

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 Make checks payable to EAA or the making flying safer, more enjoyable and more affordable for you. Annual membership division in which membership is $25.00, includes monthly magazine SPORT AVIATION and many other benefits. Join desired. Address all letters to EAA today and get your STC at the special EAA member rate. or the particular division at the fol­ lowing address: Write Attention:

WITTMAN AIRFIELD STC - EAA Aviation Foundation

OSHKOSH, WI 54903·2591 Wittman Airfield PHONE (414) 426·4800 Oshkosh, WI 54903-3065 ~ FOUNDATION OFFICE HOURS: l"'"~TM 8:30·5:00 MON.· FRI.


30 AUGUST 1985




The most authoritative journal on 1llose \\Onderful Flying Machines 1900-1919


fl"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 preparaton to the arrival of Voyager.

Includes great Warbirds show scenes.



A 26 minute film covering the complete '83

Convention and the dedication of the EAA

Aviation Center.



The '77 Convention plus excellent excerpts of

the Spirit of St. Louis Commemorative Tour.



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.



60 minutes covering the history of flight as seen

in rare early footage and interviews with many

aviation pioneers.



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




.. .':..


15 Crescent Road. Poughkeepsie. NY 12601. USA



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

FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932

Price: $3.25 ea. ppd.




Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax

Add $2.50 for postage and handling

Wisconsin residents add 5% sales tax

Guaranteed Immediate Delivery

Watch for New Releases

It's Exciting! It's for Everyone!

See thjs priceless coillection of rare. historically significant aircraft. all imaginatively displayed in the world's largest, most modern sport aviation museum. Enjoy the many educational displays and audio-visual presentations. Stop by-here's something the entire family will enjoy. Just minutes away!





Wittman Airfield Oshkosh , WI 54903-3065


8:30 to 5:00 p.m. Monday thru Saturday 11:00 a.m. to 5:00 p.rn. SUndays

Closed Eilste( Thanksgiving, Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).


The EM Aviation Center is located on Wittman Field. Oshkosh. Wis. - just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and fOllOW signs. For fty-ins- free bus from Basler Flight Service.



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