VA-Vol-14-No-10-Oct-1986

STRAIGHT

How many places in the world would you find an airport within an airport ­ good question - the only one I know of is the EAA Pioneer Airport located at Oshkosh, Wisconsin. All Convention goers and Museum visitors can 't miss seeing this historical dream become a reality. Our founder and president, Paul Poberezny, had this dream in his mas­ ter plan for our EAA Headquarters long before the first spade was put into the ground. All of us who have worked at our local levels to improve our airports and in some cases preserve them , realize how much work a project of this kind must have required . One of the objectives of the EAA An­ tique/Classic Division is encouraging and aiding in the restoration and reten­ tion of antique and classic aircraft. The Pioneer Airport makes this objective a reality. Here we have a new hangar large enough to house 27 aircraft with an additional hangar planned , plus the relocation of Bernard Pietenpol 's hangar to Oshkosh along with other his­ torical facilities . This complex assures the preservation of the good old days of aviation. The Pioneer Airport also provides a beautiful 1800 ft. grass run­ way. This makes it possible to fly these rare (some are one-of-a-kind) airplanes for the thrill and entertainment of Museum visitors on selected weekends during the summer months. Where else could a visitor walk through years of aviation in the EAA Aviation Foundation Museum, then step outside and witness a complete airport with flying activities of the 1930s. Fol­ lowing the flying events, visitors can then walk across the runway and see and touch aviation rolled back 50 years . Touring the flight line and the main hangar, the beauty of the old planes brings to mind hundreds of aviation firsts and adventuresome stories in the minds of the visitors.

2 OCTOBER 1986

AND

by Bob Lickteig Each of these historical aircraft, many in flying condition, could fill a book of pioneering exploits. Many of these made page one news in their day and others conquered challenges and furth­ ered the development of aviation as un­ sung heroes. Yes, the aircraft are there : Piper, Waco, Stinson, Curtiss Robin , Spartan, Ryan , Harlow, Fairchild, Mono­ coupe, Travel Air, Luscombe and Lock­ heed, just to name a few , and each one with a history all its own. Many of us had the privilege of growing up dur­ ing this era and just as today, we ea­

LEVEL

gerly read the reports in the flying magazines covering these pioneer air­ craft. Here we can appreciate the ex­ citement, the thrills and the disappoint­ ments experienced by these airplanes and their pilots. We who love antique and classic air­ craft can stand quietly in the middle of history and see, hear and feel the exploits, one by one of these pioneering aircraft and the dedicated people who flew them . If we ever doubt the value of our EAA membership or any of its divisions, the Pioneer Airport is one place to reinforce our dedication and our love for this era of aviation. Our Pioneer Airport, yes I said ours, as it is through the support of thousands of EAA members that this one-of-a-kind facility in the world exists today. If you haven't had time to ar­ range a visit, please put it on the top of your list for your next trip to Oshkosh and, if you walk softly, you too will hear these stories loud and clear. Welcome aboard, join us and you have it all! •

PUBLICATION STAFF PUBLISHER

Tom Poberezny

Ttil'

DIRECTOR

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Gene R. Chase

OCTOBER 1986 • Vol. 14, No. 10

CREATIVE ART DIRECTOR

Mike Drucks

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITOR

Norman Petersen

Dick Cavin

FEATU RE WRITERS

George A. Hardie, Jr.

Dennis Parks

Copyright

President R. J. Lickteig 1718 Lakewood Albert Lea, MN 56007 507/373-2922

Vice President M.C. " Kelly" Viets Rt. 2, Box 128 Lyndon, KS 66451

913/828-351 8

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

Treasurer E.E. " Buck" Hilbert P,O, Box 145 Union, IL 60180 815/923-4591

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01 581 617/366-7245

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 612n84-1172

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

Espie M. Joyce, Jr.

Box 468

Madison, NC 27025

919/427-0216

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

Gene Morris 115C Steve Court, R R 2 Roanoke, TX 76262 817/49 1-9110

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

Ray Olcott

1500 Kings Way

Nokomis, FL 33555

81 3/485-8139

John R. Turgyan Box 229, RF,D. 2 Wrightstown , NJ 08562 609n58-291 0

S.J. Wittman

Box 2672

Oshkosh, Wl 54903

414/235-1265

George S. York

181 Sloboda Ave.

Mansfield, OH 44906

419/529-4378

ADVISORS

1986 by the EAA Antique/Classic Division, Inc, All rights reserved .

Contents 2 4 6 9

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

,<

10

12 15 16 17 17 18 20 21 22 24 26 27 28 29

Straight and Level by Bob Lickteig AlC News by Gene Chase A Classy Classic - Cessna 140A Patroller by Norm Petersen Honeymooning at Oshkosh by Gene Chase Restoration Corner: Fabrics and Finishes and the Installation Thereof by W.D. "Dip" Davis 60th Anniversary of Colorado Airmail by Bill Madsen Mystery Plane by George A. Hardie, Jr. Cessna Aeroplanes by Eldon W, Cessna Member's Projects Calendar of Events Bill Haselton's Fleet by Gene Chase Type Club Activities by Gene Chase Vintage Literature by Dennis Parks Welcome New Members Photo Album - Show Plane Camping At Oshkosh '86 by Gene Chase Letters to the Editor Vintage Seaplanes by Norm Petersen McCabe Aeroplane

by Gene Chase

Vintage Trader

Page 6

Page 18

Page 28

FRONT COVER . . . Steve Pitcairn (EAA 109260, AlC 4080), Bryn Athyn , PA taxies his rare , 1931 Pitcairn PCA-2 Autogiro to participate in the "Parade of Flight" at Oshkosh '86. (Photo by Norm Petersen) BACK COVER . . . Highly polished and rare Cessna 140A Patroller, NC5332C, SIN 15452, pulls in close for its portrait with owner Odell Mathis, Newport, NC at the controls , See story on page 6. (Photo by Carl Schuppel) The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION, and the logos of EXPERIMENTAL AI RCRAFT ASSOCIATION INC" EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC" INTERNATIONAL AEROBATIC CLUB INC" WARBIRDS OF AMER ICA INC" are registered trademarks , THE EAA SKY SHOPPE and logos of the EAA AVIATION FOU NDATION 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,

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

Robert C. " Bob " Brauer 9345 S, Hoyne Chicago, IL 60620 312n 79 -2105

Editorial Policy: Readers are encou raged 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, Wittman Airfield, Oshkosh , WI 54903-3086, Phone: 414/426-4800,

Philip Coulson 2841 5 Springbrook Dr. Lawton, MI49065 616/624-6490

Robert D. " Bob" Lumley Nl 04 W20387 Willow Creek Road Colgate, WI 53017 41 4/255-6832

The VINTAGE AI RPLANE (ISSN 0091 -6943) is published and owned exclusively by EAA Antique/Classic Division , Inc, of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield, Oshkosh , WI 54903­ 3086. Second Class Postage paid at Oshkosh, WI 54901 and add itional 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.

S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414n71-1545

W. S. "Jerry" Wallin

29804 - 179 PI. SE

Kent, WA98031

206/631 -9644

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advert is­ 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" Wittman Airfield, Oshkosh , WI 54903-3086 , VINTAGE AIRPLANE 3

Compiled by Gene Chase PITCAIRN AUTOGIRO AT OSHKOSH '86 One of the rarest aircraft to attend an EAA Annual Convention was the Pit­ cairn PCA-2 Autogiro, NC11609, SIN B27. The aircraft was manufactured on 6-26-31 by the Pitcairn-Cierva Autogiro Company, Willow Grove, Pennsylvania. The PCA-2 was the first autogiro to be certificated in the U.S. The restoration of this only known fly­ ing example was completed on 7-25-86 just in time for its owner, Stephen Pit­ cairn (son of the manufacturer) to fly it to Oshkosh from its home base at Tren­ ton Robbinsville Airport, New Jersey. Mr. Pitcairn is on the Board of Directors of the EAA Aviation Foundation and be­ cause of this he did not register his au­ togiro to be judged for an award . A feature article on this plane will be published in next month's THE VIN­ TAGE AIRPLANE. HELP NEEDED ON 1903 WRIGHT EN­ GINE PROJECT A set of Curtiss OX-5 pistons is needed to replace those in the EAA Avi­ ation Museum 's replica 1903 Wright Flyer engine, one of which exited the crankcase while the engine was being run during Oshkosh '86 . Fortunately, no

Photo by Gene Chase

Stephen Pitcairn 's Pitcairn PCA-2 Autogiro on display at Oshkosh '86.

one was injured when one of the brazed joints on a six-piece connecting rod failed , allowing the piston to break through the engine crankcase . Steve Hay and his sons Jim and Steve, Jr. of Lake Geneva, Wisconsin built the engine for the Museum 's rep­ lica 1903 Wright Flyer and they have run the engine at every EAA Conven­ tion since 1979. Built from plans of the original engine , the pistons are very heavy and the Hays feel the lighter weight OX-5 pistons would be excellent substitutes. The pistons do not have to be airworthy but should be in condition to allow the engine to be run. It would be nice if they were complete with wrist pins and rings.

To date the engine has nearly seven hours running time (one minute per run , maximum to avoid over heating ). This is far more than the few minutes total time on the Wright brothers' original en­ gine. The Hays first ran the Museum 's engine in 1978 on the 75th Anniversary of the Wright's first-powered flight and they hope to run it again on the 100th anniversary! Because of the heavy work schedule in the Hays' machine shop they would like very much to have the engine re­ paired and running again by the end of this year. Be sure to look for them in the Antique Engine Tent at Oshkosh '87 just inside the Flight line entrance at the north end of the antique/classic aircraft parking area. The Wright engine and other vintage power plants will be run there periodically during the EAA Con­ vention . Questions regarding the needed parts for the 1903 Wright engine project may be sent to Gene Chase at EAA Headquarters, or phone him at 414/ 426-4800. All contributions to the EAA Aviation Foundation, Inc. are tax deduc­ tible under IRS Code 501 (c)3 . DEED LEVY DIES

Photo by Gene Chase

The EAA Museum's damaged 1903 Wright Flyer engine. 4 OCTOBER 1986

Deed Levy, who was Chief Experi­ mental Test Pilot for the Stearman Air­ craft Company , died on September 2, 1986. He was born on March 11, 1907 in Albuquerque , in what was then the Territory of New Mexico. Deed was with Stearman in Wichita, Kansas in the 1930s when the first of the now popular Stearman models were introduced. He tested the original Model 70 and demonstrated it for the Navy at NAS Anacostia in 1934. It was accepted by (Continued on Next Page)

Antique I Cla~ic

Aircraft Judt)es

at Oshkosh '86

Photo by Jack McCarthy

Classic Aircraft Judges (L-R) - Standing - Peter Hawks, Dale Wolford, Paul Stephenson, Jim Rollison, Mary Ann Rollison (volunteer in Classic Judges' Headquarters), George LeMay, Jim Mankins and Bob Hilbert. Kneeling - Karla Ingebretsen, John Womack, George York (Chairman), Marvin Hoppenworth and Terry Ladage.

Photo by Jack McCarthy

Antique Aircraft Judges (L-R) - Dave Clark, Charlie Be", Bob Kitslaar, Dick Martin, Don Cohmen, Gene Morris and Dale "Gus" Gustafson (Chairman).

Ale NEWS. ..

(Continued)

the Navy but with a different engine, known as the Stearman Model 73, Navy designation NS-1 . Deed 's home was in Springfield , Mis­ souri and for the past several years he regularly attended the Annual Stear­ man Fly-In at Galesburg, Illinois. He was honored as the Dean of Stearman Pilots. We extend our sincere sympathy to his family and friends. He will be missed by many.

SENTIMENTAL JOURNEY William T. Piper Memorial Airport at Lock Haven, Pennsylvania was the site of the First Annual Sentimental Journey to Cub Haven fly-in , July 13-19, 1986. Stars of the event were some 200 Piper J-3 Cubs who were joined by several Super Cubs and Super Cruisers, return­ ing to the place where most of them were manufactured . Cub aficionados spent the week at­ tending seminars on Cub rebuilding and

maintenance, swapping parts and ad­ miring each others' aircraft. The airport is uncontrolled but a temporary tower was set up to handle traffic including fly-bys and demonstration flights. Organizers of the event consider this one to be a warm-up for the big one next year which will celebrate the 50th anniversary of William T. Piper's found­ ing of Piper Aircraft Corporation in Lock Haven. 1937 was the year the Piper plant was constructed and the ever­ popular J-3 Cub was introduced . • VINTAGE AIRPLANE 5

•

•

•

Cessna

140A

Patroller

by Norm Petersen (Photos by Carl Schuppel)

A happy Odell Mathis is mirrored in both the fin and stabilizer of his 140A. Note low frequency antenna fastened to top of fin.

Odell Mathis poses with his beautiful Cessna 140A at Oshkosh

'86. 6 OCTOBER 1986

An old, bad joke from years ago explained how the manager of a circus watched his "ace" cannonball man fly out of the huge cannon, sail across the circus arena, miss the landing net and land on a concrete floor - dead! Quip­ ped the manager, "Where willi ever find another man of his caliber??" In like manner, one bright shining aluminum airplane at Oshkosh '86 had many antique/classic enthusiasts won­ dering just where the owner of the beautiful Cessna 140A - N5332C, SIN 15452 - had found an airplane of such "caliber." Before long we located the owner and were able to learn the story behind the dazzling classic airplane. Odell M. Mathis (EAA 262957, AlC 10206) of 60 Seagate Drive, Newport, NC 28570 turned out to be the proud owner and what a pleasure it was to meet this soft-spoken 39-year-old gent­ leman with a genuine Southern accent. He gave a rundown on the history of the 140A which is a "Patroller" model used by pipeline companies and power trans­ mission companies to patrol the thousands of miles of pipeline and high lines. Most notable feature of the airplane is the extra window in the lower half of

Polished metal grilles were "top shelf" in 1950. Original metal spinner fits on MacCauley metal prop - highly polished! Note dual skylights in cabin.

the doors to allow better vision for pipeline inspection. Not so noticeable are two other features of this model ­ long range 42 gallon fuel tanks giving a near eight-hour range and a unique "message" tube located in the floor of the cabin. This was designed to allow the pilot to drop a message to a ground crew while on patrol. The foregoing three items make the "Patroller" model both unique and quite rare. Cessna Aircraft Company reports that 27 of this model were built in 1949­ 51. This particular airplane, N5332C, was built in 1950 to fill an order for a Montana pipeline patrol company. Shortly after delivery it was declared surplus and sold to a man in Cincinnati, Ohio. Based at Lunken Airport (often re­ ferred to as "sunken Lunken"), the 140A was always in private hands and never a trainer. The first Ohio owner had the plane 10 years, the second owner 13 years and the third Ohioan, another 10 years - all at the same airport! During those 33 years, the aircraft was hang­ ared at all times and regularly washed. Enter Ode I Mathis! LookintJ for a two­ place airplane for himself and his wife, Diane, who is also a pilot and a member of the 99's, Odell was lucky to locate the 140A and bring it to North Carolina. Well , not quite! Brought to North Carolina would be a better term as neither he nor Diane were "tailwheel" pilots! Engaging the services of an in­ structor named Bob Burns, both Odell and Diane were taught how to "keep the bloody thing straight" on landings. A check of the logbooks at Oshkosh '86 revealed 2140 hours on the engine and airframe with the 85 Continental re­ cording 1300 SMOH at Oshkosh '86. The logs are perfect and complete, right back to the factory! When queried as to how he keeps the engine running so smooth, Odell re­ plied, "I rotate the spark plugs and change oil every twenty hours and tell everybody else to keep their hands off!" Besides meticulous care, Odell and Diane have spent hours and hours with

Pulling in close, Odell gives us a good look at the tapered wing of the 140A. Note the tiny ."dome" on the belly required for the Narco ADF. Scott 3200 tailwheel looks a bit large, however, it was a factory option.

aluminum polish to bring the 140A to its present state of "shine. " Very little work has been necessary in the rebuild department as most im­ provements had been made by the pre­ vious owners. This included a new headliner and new interior. On the ex­ terior of the plane, only the metallic green paint has been redone (in a most professional manner!). So far, abso­ lutely no corrosion has been found any­ where on the 36-year-old aircraft. Besides the "patroller" package, the 140A has several other factory options including a Fram Oil Filter (PIN 050334), original factory aluminum wheel pants and dual toe brakes. The primary blind flight instruments, run by a venturi on the left side of the cowl, are also a factory option. Electrical "goodies" include a Narco ADF 31 , a VHF radio and a transponder (which is needed to fly in the Cherry Point, North Carolina area). I asked Odell if he would consider going air-to-air with the EAA photo

Interior cabin sports original "piano" keyboard switches, pri­ mary instrument group and polished rudder pedals. Control wheels were changed by an earlier owner ... they are not orig­ inal.

plane and he respectfully declined due to his low total hours of experience ­ just over a hundred hours of flying time. I praised him fo~ a most mature attitude, recognizing his limitations. However, after thinking things over, Odell said, "If you go along to coach me, I'll go!" Not one to turn down a chance to fly such a beautiful airplane, I agreed - . and we were off! I had flown my first Cessna 140 exactly 30 years ago when I took my Private check ride on June 19, 1956. (I passed!) Flying old 5332C out of Wittman Field, I was totally sur­ prised at the solid feel of the 140A. The usual creaks and groans of a "loose" fuselage were not there. It was tight as a drum and gave you the feeling of fly­ ing a brand new airplane! We managed to join up with the T-34 photo plane flown by Carl Koehling and EAA photographer Carl Schuppel went to work, "shooting" us from all sides. It was fun! Odell did a fine job of flying despite the occasional turbulence. I took over for the right side shots.

From the side we can look right through the lower doors in the "patroller" model. Authentic paint job, right down to the stripes on the wheelpants, is resplendent in its original dark metallic green. VINTAGE AIRPLANE 7

• Returning to Wittman Field, I discov­ ered the 140A tracks straight and true and will trim for hands-off flight. The 85 Continental just purrs away with an indi­ cated cruise of just over 105 mph. Nice! In order to discourage the tire kickers and bargain hunters, Odell has a price tag of $21 ,000 on the 140A, due to its excellent shape and rarity. However, several of his friends warned him about putting any price on the airplane, be­ cause once it is sold, the chances of finding an equal- are zilch! In the classic judging at Oshkosh '86, the 140A was leading the scoring in its category for nearly the entire week when a 1953 Piper Tri-Pacer came in from Minnesota and garnered the trophy (Would you believe, original fab­ ric at 33 years?) With this being Odell's first try at Osh­ kosh , we feel his airplane made a re­ markable showing and sincerely hope and trust that next year he will return (and bring Diane along this time) to give the judges some more reasons to scratch their heads. A few minor im­ provements and continuing with the polishing cloth could put it among the top scorers . •

Classic spring steel landing gear designed by Steve Wittman leads to a genuine aluminum wheel pant, so highly prized by restorers. Note brake line running down aft edge of gear. Outboard side of wheel pant was trimmed in an arc by a previous owner to gain access to the valve stem.

Cruising over the Wisconsin country side, yours truly pulls up to the photo plane for a "righthand" shot. This is one sweet flying airplane! 8 OCTOBER 1986

~

~

lIONro100NINC AT O&lIKO&lI by Gene R. Chase Moments after their wedding cere­ mony ended at 3:00 p.m. on Saturday, July 26, Jim and Mary Ann Rollison climbed into the family Cessna 195 and departed Half Moon Bay Airport for Oshkosh '86. Half Moon Bay is on the Pacific coast south of San Francisco and their first overnight was at Truckee, California, just north of Lake Tahoe on the California-Nevada border. The second night found them at Jackson Hole in the beautiful Grand Teton Mountain Range in western Wyoming . There they crossed paths with some of the California Warbird members who were also enroute to Oshkosh. The next day they did some aerial sightseeing and flew past Devil's Tower in WyorT]ing and Mt. Rushmore in South Dakota. Jim was able to enjoy much of the scenery also as his new bride did an excellent job of keeping them on course using dead reckoning. Jim says she's a natural at navigation although her official flying lessons weren't to begin until after Oshkosh . Hoping to make Farmer City, Illinois on the third night, they were weathered in at Sioux City, Iowa where they were fortunate to find hangar space because the hail storm that moved through drop­ ped hail stones ranging from golf ball to soft ball size. The folks at Sioux City were very friendly to the newlyweds. The next day they flew to Bloomington, Illinois where they re­ fueled before proceeding the remaining 25 miles to their friend Bob Ashworth 's (EAA 94702) private landing strip near Farmer City. This beautiful 2,500' grass runway is on Bob's farm and is also an annual meeting place for a group of Warbird members flying their T-6s from Florida to Oshkosh. Jim and Mary Ann spent two days at Ashworth's, enjoying an elegant bar-b­ que dinner on the last night before heading north to Oshkosh . Arriving at the Convention on July 31 , they tied down the 195, registered, and bussed into town to check in at the college dorm. Finding that their room (like all the others) had two single beds, Jim re­ turned to the office seeking accommo­ dations which might better suit a couple married only six days. Although the folks in the office were sympathetic, they could offer no solution other than placing both mattresses on the floor! And so they did. Later that evening the couple re­ ceived a message that a friend from

Photos by Gene Chase

Newlyweds Jim and Mary Ann Rollison.

back home was in Champaign, Illinois and would like very much to spend some time at Oshkosh but had no way to get there or a place to stay. Jim looked at his new bride and she said, "Why not .. . he's a good friend and would do the same for us." So the fol­ lowing morning found them winging to Champaign to pick up Uwanna Perras (EAA 164394, NC 9143) who would share their dorm room for the next three nights. Back at the Convention, both of the Rollisons kept busy as volunteers - he as one of the classic aircraft judges and she in the classic aircraft judges head­ quarters. They both had a ball at Osh­

kosh '86, their unconventional honey­ moon notwithstanding. As Jim had to be at work on Monday and they wanted to go through the Pitts factory at Afton, Wyoming on the way home, they departed Oshkosh on Thursday. Mary Ann was anxious to get back because her flying lessons would be starting in her J-3 Cub. Also there were projects to work on such as the restoration of a Monocoupe and Taylorcraft when Jim isn 't on the job flying for a commuter airline and Mary Ann isn't flying her CUb. Jim and Mary Ann will always be able to say their marriage got off to a flying start, and they won't be kidding .• Photo by Jack McCarthy

The honeymoon Cessna 195, N3491V.

VINTAGE AIRPLANE 9

Restoration Corner

Editor's Note: This eighth installment of the "Restoration Corner" is the second part of a two-part article by Dip Davis describing the selection and installation of fabrics and finishes . . . G. R. C.

FABRICS AND FINISHES AND THE INSTALLATION THEREOF - Part 2 by W. D. "Dip" Davis (EAA 55767, NC 1804) If the chord of the wing you are cover­ ing is short enough to allow a four inch overlap at the leading edge, a spanwise cemented seam is permitted eliminating the need for machine sewing. Using this method the bottom surface of the wing is covered first. Fabric is cemented at the trailing edge, root rib and tip, brought as far forward on the leading edge as it will reach and cemented to the leading edge skin with a half inch to one inch wide glue jOint. Do not cement to the entire skin , subsequent coats will provide all the adhesion needed. This fabric is heat tautened before the installation of the top cover to eliminate all wrinkles from the overlapped area. If the fabric is wide enough to cover the entire leading edge skin , the line will be invisible under the upper fabric. If, however, it reaches only part way to the front spar, an unsightly ridge will be left in what may be a critical airflow region. This can be minimized by constructing a "ramp" of chafe point tape or even hidden completely by applying a couple of coats of primer to the edge and care­ fully sanding to a smooth line. The top fabric is applied over this and sub­ sequently a spanwise four-inch surface tape centered over the seam line on the underside. Heat tautening is probably the most rewarding step in the entire cover pro­ cess. (Read "most fun .") You get to see almost instant results with relatively little labor input. Please don't use a heat gun for this purpose even if friends tell you they achieved good results using one. A hair dryer doesn't develop enough heat and a commercial heat gun con­ centrates too much hot air in one spot and is difficult to control. It is important that every square inch 10 OCTOBER 1986

W. D. "Dip" Davis

of the fabric be subjected to a four hundred degree treatment and this is easily accomplished with a household iron. If Mama uses hers regularly for ironing clothes, you should probably ac­ quire one of your own. If you must buy a new iron, you may find that the newer, light weight, relatively inexpensive units are rated at 1000 watts or less and these won't get the job done. Look for the one which draws 1100 watts or more and it need not have steam provi­ sions although nearly all current pro­ duction models appear to have this fea­ ture. Since all the synthetic aircraft fabric application instructions specify tauten­ ing temperatures in degrees and all the irons I've ever seen are labeled in "fab­ ric types", with a fairly broad range in each fabric, it will be necessary to calib­ rate the iron with a reasonably accurate thermometer. If you don't have access to a sophisticated laboratory quality test unit, a candy thermometer or similar glass tube type will serve the purpose. First check the thermometer in boiling water (212 degrees at sea level), then check your iron by setting it on the ther­ mometer on a stack of paper towels . Allow the temperature to stabilize at a medium low setting, adjust the knob to give an indicated 250 degrees and watch to see that the thermostat is able to maintain the temperature with­ in plus or minus fifteen degrees. Make a reference mark on the iron at this setting and repeat the procedure for 300 and 400 degrees. Consistent per­ formance can be expected from most irons until they are dropped or become

old and tired. Proper procedure for the tautening process consists of ironing the entire area at the 250 degree setting, increas­ ing the heat to 300, going over the sur­ face once more, and finishing with a third pass at 400 degrees. Little corner wrinkles and puckers can get preferen­ tial treatment and if absolutely neces­ sary, the temperature can be increased very slightly for a stubborn spot. Exercise caution at this point, how­ ever, as the fabric will melt at 450 de­ grees. If it gets to the melting point and doesn 't progress to an obvious hole, close inspection will reveal that the threads have melted together. You can probably punch out the melted section with finger pressure. Just do a neat job of applying the fabric in the first place and you 'll never be tempted to crank the iron past 400 degrees. If projections such as strut fittings have been covered over, these should be cut out before the final ironing is done. Brush a little adhesive or first primer coat on the area (depending on the finishing process being used) before making the cut to prevent the edges from fraying . The localized loose area after the cut has been made, can be tightened up again by additional appli­ cation of the iron. If you plan to use an all dope system on your airplane, it is not as important that the entire surface be ironed at 400 degrees as the dope will exert some de­ gree of tautening action even though it is labeled "non-tautening." If, however, you are finishing with one of the newer technology coating systems, and don 't apply the final temperature to the entire surface, you may come out to the air­ port some chilly morning to find the fab­ ric gone slack. In severe instances, it may be unsafe to fly until the sun can warm things up again. When heat tautening pre-sewn en­ velopes be sure to keep an eye on the seams as the fabric shrinks. As the seam begins to deviate from a straight line, apply the iron to the opposite side until it is back in place. Don't concen­ trate your attention on one small area for a long period of time but keep an eye on the big picture. After all the ironing is done and loose edges are trimmed off or cemented down, it's time to step back and admire the pretty pieces. Looks as if you could

just assemble everything and fly .. . not quite yet! Stop dreaming and start "ug­ lying" things up. Up to this point the procedures are pretty much the same no matter what finishing system you plan to use but the next step will vary with materials. Using the new, all urethane finish, the tapes are next while with conventional dope finishing and many proprietary systems, the first prime coat is applied at this time. Whatever material is being used, it is vital that the liquid be forced through the weave so that it can bond with itself on the backside of the fabric thus wrap­ ping each individual thread in the film . Cooper's Dacproofer was an early solu­ tion to the penetration problem, it is a relatively slow drying cellulose nitrate base product, tinted blue, so that proper penetration is readily apparent. It is possible to get carried away with brushing or rubbing in of the first coat and force enough material through the weave to permit drips onto the back of the opposite surface which will leave blisters which are difficult to hide in the finish coats. A home brewed concoction of nitrate dope with retarding thinner will serve the purpose but starving or over­ loading is hard to discern due to the transparency of the film . Securing the fabric to the wing ribs is the next step. Refer to the old cover which you stashed in the rafters to see how and where it was done before. Conventional rib stitching is such a tedi­ ous, time consuming operation that nearly every aircraft manufacturer tried alternate methods. Screws, rivets and various shapes of wire clips were em­ ployed with varying degrees of success. The traditional method must be em­ ployed on all wings with wood ribs and interest in learning this skill draws crowds to Jeri Goetz' workshop all week long at every Oshkosh EAA Conven­ tion . We won't dwell on the proper methods of performing this task as it's all in the book (AC43.13-1A). Surface tapes of appropriate width ­ mostly two inch - are applied over each rib, seam and corner. A lot of folks like to apply a spanwise tape at the leading edge for additional abrasion resistance, but this is not mandatory if you wish to maintain an uninterrupted airflow. Dac­ ron tapes in most brands are available in straight edge or pinked edge. The straight edge is cut with a hot blade which seals the threads and prevents ravelling . Pinked edges are cut to simu­ late cotton tapes if the traditional ap­ pearance is desired. This tape is not only more expensive, but generally more troublesome to apply. We have found the use of a three inch wide, disposable, short nap roller really expedites tape application. A swath of

dope or adhesive is rolled on where the tape is to be applied, then the tape is laid down and another coat of gorp rolled on top. This squeezes the air bub­ bles out quite effectively and saves a lot of rubbing down with the fingers . Bias cut tapes make neat curves on tip bows and similar shapes but, due to the fact that they are cut diagonally across a roll of fabric, a sewn joint is required at intervals and one often finds a seam at the most awkward spot. Simi­ lar results can be obtained by using the next wider width tape, cementing the center only, about a half inch wide, to the tip bow and allowing the cement to dry with the tape standing perpendicular to the surface. The iron is then applied and since the tape is unable to shrink lengthwise, being cemented down , the edges will curl around a reasonably tight radius without the necessity of cut­ ting darts or notches. Adhesive can then be brushed under the tape edge or squeegeed through from the top sur­ face. The total width will be reduced about twenty percent which is the reason for selecting the wider tape . Drain grommets, inspection rings and fabric doublers around protrusions are installed at this point in the proceedings. Don't spare the drain holes! Refer to the old cover and install them wherever the last guy did. If there is a possibility of moisture collecting on boths sides of a lower structural member, stick a grommet on each side of it. After com­ pletion of the finish coats , the center hole should be cut out with a fine blade Exacto knife or similar tool rather than punching through , leaving a ridge which would impede free flow. Inspection rings are soluble in dope and cement solvents so if that is the finish you are using, care must be taken to prevent curling of the ring when the finish dries. One method of avoiding this is to install a fabric doubler slightly larger than the inspection ring . This has the added benefit of chafe protection as the inspection plate is removed and reinstalled numerous times in sub­ sequent years . Pre-cut cotton patches for this pur­ pose are no longer available from most suppliers. We have found a better method using Dacron fabric which also lends itself to the odd shaped doublers you will need around strut fittings, etc. Staple or tape a piece of fabric over the open end of a cardboard box, iron it lightly to remove any wrinkles and coat it with Dacproofer or your other primer (thinned U-500 adhesive if you are using Superflite System II). When this is dry you can draw the desired outline in pencil and cut out with ordinary straight bladed scissors without any ravelled edges. A two pound coffee can

makes the right sized inspection ring doubler. The points at which cables exit the fabric such as the rudder cables in the aft fuselage , require more beef than jllSt a second layer of fabric. A suitable de­ vice can be fabricated by cutting a tear­ drop shape from a scrap of leatherette or similar upholstery material. On pro­ duction J-3s, Piper applied these in black after the last coat of yellow dope. They looked like a trim accent. You may cement them on before the finish color is applied if you want them to be less conspicuous. Build-up or filler coat application be­ gins after everything is stuck on. Old grade A cotton enthusiasts may feel that they are not doin ' right if they don 't brush on a few coats of clear dope be­ fore spraying anything. If you subscribe to this school of thought, be sure you use a highly plasticized, non tautening dope as the very process of brushing the material appears to accelerate shrinking of the fabric. The Dacprooferl Sprafill manual calls for an all spray ap­ plication and all of the filler coats are of a lightly pigmented aluminum dope. A minimum of three coats is applied and unless you are striving for a showplane finish , sanding between each coat is not necessary. It is common practice to hang wings vertically by attach fittings and ai leron hinges. This allows both sides to be sprayed at one time rather than having to wait for one side to dry before turning the surface over. It is easy to short­ change the leading edges when hang­ ing, and this is the area which should perhaps get more finish build up than the rest of the wing . Clever airplane re­ builders, particularly those who plan to do more than one project, construct a fixture that allows the wing to be rotated like a chicken on a rotisserie. The fuse­ lage may be handled the same way even more easily so long as the engine is removed . Merely bolt two 2 x 4s ver­ tically and two horizontally on the en­ gine mount. The tailpost can rest on a sawhorse in either the upright or in­ verted position . Sanding on the fabric surfaces can be a fooler if you are not familiar with the process. Wet-or-dry sandpaper with a grit in the neighbordhood of 220 is a good place to start. Use plenty of water to keep the paper from loading. You'll find that you can lean hard on the sandpaper and rub til your arms tire in the unsupported areas between ribs and stringers, but one swipe over a solid structure will remove the finish clear down to the fabric and can even cut the fabric if not approached with caution . (Continued on Page 30)

VINTAGE AIRPLANE 11

U.S. Postal Service officials from the Colorado Springs Post Office were very cooperative in all arrangements for the 60th Anniversary of Colorado Airmail flights. From left are Robin Hyatt, public relations specialist for the Postal Service; Bill Madsen, past president of the Colorado Aviation Historical Society and Anniversary Chairman ; and Jim Van Natter, customer service rep for the Post Office.

60th c4nnluEthlt}} of

Colorado Airmail

Photo by Ed Gerhardt

Jim Warren (EAA 154193, AlC 9497), (left), in front of his Waco QCF-2 biplane with passenger Virgil Vaughan, ex-captain United Airlines and early airmail pilot. Taken at Front Range Airport, near Watkins, Colorado, on May 19, 1986. 12 OCTOBER 1986

by Bill Madsen Colorado Aviation Historical Society Saturday, May 31 , 1986. A beautiful morning after two days of rain! Wearing helmets, goggles, white scarves and with wind on their cheeks, six owner-pilots took off in their Waco QCF-2 and Stearman PT-17 open cockpit biplanes. They were celebrating the 60th Anniversary of Colorado Air­ mail. They flew the old Amber Three Air­ way which ran from Pueblo to Colorado Springs to Denver to Cheyenne, Wyom­ ing and return . They carried in their mail pouches special cachet envelopes can­ celled and dated by the United States Postal Service officials in honor of the occasion. Prior to departure, each of the pilots was sworn in as "airmai l pilot for one day" by Postmasters in each of the fou r cities involved. Each of the airmen was presented with a handsome framed Certificate of Appreciation from the Postal Service, dated and signed by the Postmaster. The airmail anniversary flights were sponsored by the Colorado Aviation Historical Society, an organization of people devoted to recording , docu­ menting and preserving the history of aviation in the Columbine State. The cachet envelope logo was drawn by Lt. Col. Bill Dunn (USAF Ret.) , artist, pro­ lific writer, Society member and the first American to become an Ace in WW II while flying Spitfires in No. 71 Eagle Squadron, RAF .

Bill Madsen of Colorado Springs, past president of the Historical Society, was designated chairman of the 60th An­ niversary of Colorado Airmail project. "Delivery of U.S. Mail by air began on May 31, 1926, when CAM no. 12 - Con­ tract Air Mail route no. 12 - was as­ signed to The Colorado Airways, Inc., Anthony Joseph, general manager," Madsen said. "It was a year before Charles Lindbergh would make his fa­ mous flight to Paris in the Spirit of St. Louis." The contract called for the Denver firm to operate an airmail service south from Cheyenne, Wyoming to Denver, Colorado Springs, and Pueblo and re­ turn - daily. Airway beacons were placed along the Amber Three Airway at approximately 20 mile intervals to guide the pilots at night. Venerable Standard J-1 open cockpit biplanes, powered by 150 hp Hispano­ Suiza engines, were the aircraft first used in Colorado. For the 60th Anniver­ sary flights, it was desired to use airplanes as near as possible to the old Standard J-1'so Harry Blout, retired Air Force lieuten­ ant-colonel and himself the owner of a splendid Stearman PT-17, blue and yellow with the circle-star-red center markings of the famous WW II primary trainers, was appointed as Operations Officer for the project. At an initial planning meeting at­ tended by Harry Blout, Jesse Smith, Dewey Reinhard and Bill Madsen of Colorado Springs; Bill Feder and Mel Harmon of Pueblo and Dave Scherer of Denver, it was determined that two points were keys to success (1) Postal Service officials' approval of the plan for civil pilots to carry the cachet airmail in private aircraft; and (2) secure the ser­ vices of owner-pilots who would volun­ teer to fly the air mail routes and ad­ vance publicity sorties without compen­ sation. In addition to Harry Blout, two other Historical Society members were own­ ers of Stearman PT-17s: Dr. Curtis Kim­ ball of Sterling , Colorado and John Schoonhoven of Evergreen. The pilots recruited others who were owners of open cockpit biplanes and who were delighted at the opportunity to fly the airmail. They were : Jack Stapleton of Colorado Springs; Jim Walters of Parker; Jim Warren of Den­ ver with his beautiful Waco QCF-2; Tom Newell of Colorado Springs; and Russ Wilder of Lakewood. Each flyer selected his own copilot. Postal Service officials were en­ thusiastic over the airmail plan and promised full support and cooperation. They agreed to swear-in the pilots for a day, provide certificates, have available stamps and hand-cancelling equipment and personnel at the various airports on May 31 . In addition their public relations people provided photo support, coordi-

Harry Blout of Colorado Springs was the Operations Officer for the 60th Anniversary of Colorado Airmail. He obtained the services of six owner-pilots who flew the mail routes in their open cockpit biplanes. The Anniversary was planned by the Colorado Aviation Historical Society of which Harry is a member. Blout flew the Amber 3 Airway segment from Denver to Colorado Springs.

nation with news media and plans for a story in their own internal magazine. It was a great adventure, a pure joy to fly the airmail, and a great effort to participate in a milestone in the history of Colorado aviation," exclaimed John Schoon hoven at the end of the day.

By 8:30 a.m. on May 31 , all pilots were in position at their assigned air­ ports. Dr. Curtis Kimball was in Cheyenne at Air Ventures in the old United Airlines Hangar in time to greet Ed Merriott, vice-president of the Histor­ ical Society.

Photo by Ed Gerhardt

Piloting his Stearman PT-17 John Schoonhoven (left) lines up with Dave C:allender p~ior to flying air mail from Denver to Cheyenne on Saturday, May 31, 1986 In connection with 60th Anniversary of Colorado Air Mail over old Amber 3 Airway. Taken at Denver's Stapleton International Airport. VINTAGE AIRPLANE 13

In Denver, two pilots were on line at Combs-Gates aircraft facility, both fly­ ing PT-17s. They were Harry Blout and John Schoonhoven, who enjoyed work­ ing with news media, signing autog­ raphs and posing for pictures. At Colorado Springs, Jack Stapleton and Jim Warren experienced the same pleasurable activities at Colorado Jet Center on the municipal airport. In Pue­ blo, Tom Newell was enthralled with the reception he got there from the local people gathered at Flower Aviation. At 9:00 a.m. the pilots were sworn in by the Postmaster in each of the four cities. Then the cachet envelopes were hand cancelled and dated by post office folks equipped to do the job. By 10:00 a.m. the aircraft were warmed up and ready to taxi out for take off. The plan was for all six pilots to take off simultaneously. Three flew route segments to the south, and three flew more segments northbound on the Amber Three Airway. Dr. Kimball flew south to Denver, for example and deliv­ ered his pouch of airmal to the Post­ master there . At Denver, Harry Blout flew his blue and yellow Stearman to Colorado Springs at the same time Jack Stapleton got airborne en route to Pue­ blo. Northbound, Tom Newell taxiied out at Pueblo to the cheers of the crowd to fly to Colorado Springs; at Colorado Springs, Jim Warren 's outstanding Waco QCF-2, the Reserve Grand Champion Antique at EAA's Oshkosh '85 Convention, took off and headed for Denver. John Schoonhoven taxied out at Den­ ver's Stapleton International Airport

Postal Service folks loaned the old leather "house-to-house" mail bag carried by post­ men on foot in the old days for use on Anniversary flights. Tom Newell used this pouch to transport special cachet envelopes developed by the Colorado Aviation Historical Society in observance of the 60th Anniversary of the start of Colorado Airmail on May 31, 1986 - 60 years later to the day.

and took off for the Cheyenne leg of the flight. Upon arrival in the latter city, he was greeted by Mrs. Carol Rookstool , Postmistress at the Wyoming city. He invited the charming lady to go for a ride in his biplane, and she accepted with enthusiasm . Russ Wilder and Jim Walters did

Jim Walters, beside his blue and yellow PT-17, sports the knee boots, trousers, flight jacket and cap much in vogue among the pilots of the 1920's and 30's. His beautiful airplane is in immaculate condition. This is the primary trainer in which thousands of Army Air Corps pilots learned to fly during WWII. 14 OCTOBER 1986

yeoman work flying their colorful aircraft in advance news media operations be­ fore the event, air-to-air photography for TV and newspaper photographers that resulted in extensive publicity. On the day of the airmail celebration , Jim Walters, Leo Hrdlicka, Harry Blout, Jack Stapleton and Tom Newell also gave newsmen, postal service person­ nel and Historical Society workers com­ plimentary rides in their great taildrag­ gers. They were fine back-up people who performed with enthusiasm. In overall performance by all con­ cerned in the three years of pre-plan­ ning for the 60th Anniversary of Col­ orado Airmail, those who contributed so much to the success of the project merit an "ATTA BOY" for a job well done. In Denver, Historical Society mem­ bers who coordinated operations, FAA approval, FBO arrangements and public­ ity were Dave Scherer and Virgil Vaughn. Dewey Reinhard was the publicity and ground operations manager at Col­ orado Springs, while Bill Feder, recently appointed curator of the Pueblo Histor­ ical Aircraf1 Museum at Memorial Air­ port, did a splended job of all around planning there . In Cheyenne, Dr. Greg­ ory Bell was of tremendous help. To all of them , a hearty "thank you!" The entire affair proved once again that there is romance connected with the wonderful open cockpit biplanes where pilots fly for the fun of it with wind in their faces, scarves streaming in the wind and the arching blue sky over­ head. •

by George A. Hardie, Jr. High wing parasol monoplanes evi­ dently were favorites of designers of early sport planes. This month's Mys­ tery Plane is a good example of the Golden Age era. The photo was submit­ ted by John Underwood of Glendale, California. No date or location was indi­ cated. Answers will be published in the January, 1987 issue of THE VINTAGE AIRPLANE. The deadline for that issue is November 10, 1986. The Mystery Plane for July, 1986 was the Sullivan K-3 "Crested Harpy" built by the Sullivan Aircraft Manufacturing Company of Wichita, Kansas in 1929. Leonard McGinty, P.O. Box 1193, Tampa, FL 33601 , who sent in the

photo, is seeking drawings with the pos­ sible intention of building a replica of the airplane. Two readers correctly identified the Sullivan K-3. Cedric Galloway of Hes­ peria, California wrote that he attended the Braley School of Flying in Wichita from September 1929 to August 1930 and saw the plane at least twice during the time. Roy Oberg of Rockford, Michigan noted the address of the Sullivan com­ pany in Wichita was 630 East Gilbert and added, "The photo depicts serial number one built in 1929 (X370M). Sul­ livan also built NR127V, serial number three in 1930. They were Kinner pow­ ered. "Sullivan also built at least ten

gliders in 1930 designated SG-1." Other respondents mistakenly iden­ tified the Sullivan as the Alexander Bul­ let of the same era. The two planes are quite similar in appearance but there are marked differences, notably in the shape of the fin and rudder and the cabin windshield and window configura­ tion. •

---------Mystery Instrument P a n e l - - - - - - - - ­ Dear George, With reference to the photo submitted by Ken and Shirley Williams and pub­ lished in the September issue of THE VINTAGE AIRPLANE, it may have come from the postwar Dart, model GC. This airplane was produced in very limited quantity (only 12 or so were built) by Applegate and Weyant En­ gineering Co., in 1946. It was powered by the A-100 Continental engine (6 cyl.), had a starter and electrical sys­ tem, hence the ammeter in the cluster. Also being a low-wing aircraft, it re­ quired a fuel pump, therefore the fuel pressure gauge. To the best of my knowledge this was the only aircraft to use this engine as well as the panel shown in the photo. Of those airplanes produced in 1946

there are only five remaining, of which three are flyable and the remaining two are being rebuilt. Sincerely, Lloyd Washburn, Chairman (EAA 33769, AlC 352) Dart Club 3958 East Washburn Drive Port Clinton, OH 43452

fine two-seat, side-by-side, 85 hp, high wing airplane still around. How about publishing an article about the "Skyranger. " Walter E. Fischer (EAA 111714, AlC 8609) 1231 Yale Street Oxnard, CA 93033

To: Vintage Airplane The all-in-one engine instrument pic­ tured on page 5 of the September '86 issue of THE VINTAGE AIRPLANE can be found in the panel of a 1946 Com­ monwealth "Skyranger" manufactured at Kansas City, MO. This company, I be­ lieve, built military gliders during WW II and was a descendent of Rearwin. There should still be a couple of dozen of this VINTAGE AIRPLANE 15

Aeroplanes

by Eldon W. Cessna (EAA 96867, AlC 6555) 639 Sierra Street P. O. Box 862 EI Segundo, CA 90245 Editor's Note: Eldon Cessna was asked to write a brief biographical synopsis for an issue of CHIRP, the publication of The Early Birds of Aviation, Inc. It is re­ printed here by permission. The Early Birds is an organization of pioneers in aeronautics who flew solo before De­ cember 17, 1916. As an associate member of the Early Birds, Eldon Cessna has served as the group 's Vice President since 1980. He and his wife, Helen, presently live in EI Segundo, California . .. G.R.C. Photo by Lee Fray

Since my name usually brings up the subject of Cessna Airplanes, I am glad to share with you the connection as it relates to me historically; especially be­ cause of the fact that my father Clyde V. Cessna was a charter member of Early Birds of Aviation . My life-long participation in the Avia­ tion & Aerospace Industries started at the age of 4, when my father assembled his own aeroplane in late 1910, and taught himself to fly on the Great Salt Plains of Oklahoma. He had visited with the International Flyers at Oklahoma City, and hearing that they had received $10,000 for a three-minute exhibition flight - decided this would be more profitable than being General Manager of the Enid Overland Automobile Company. After many trials and mishaps, using his native ingenuity, he mastered the art of flying and flew exhibitions throughout Kansas, Oklahoma and Texas during summer months from 1911 to 1917. He built a new Exhibition Plane each winter in our Farm Work­ shop near Rago, Kansas for use during the following summers. It was in November 1916, as Exhibi­ tion Flying came to an end, that incen­ tives attracted Dad to set up a shop in Wichita at the Jones Six Automobile Factory. Several new aeroplanes were constructed for student-training in 1917. Since this 1917 pilot-training venture in Wichita was a financial failure , we re­ turned to farming and custom-threshing wheat in Western Kansas. At 10 years 16 OCTOBER 1986

Eldon W. Cessna in 1976 while serving on the EAA Aviation Museum Foundation Board of Directors.

of age, I drove a 37,000 pound Rumely Oil-Pull tractor for both farming and cus­ tom-threshing operations. My mother did the cooking for our 12-man wheat­ pitching crew and our family, in a porta­ ble "cookshack". We found custom­ threshing to be very profitable until the combines replaced threshing-machines in the mid-1920s. We attended the Omaha Air Races in 1921 ; the St. Louis Races in October 1923 and flew our new OXX6 powered "New Laird-Swallow" to the Dayton Air Races in 1924. On the return flight to Wichita we entered the "On-to-Wichita" Air Race winning 2nd place prize money. This was my first racing experi­ ence. On December 30, 1924, my father and I drove the 45 miles to Wichita from our country home to meet with Lloyd Stearman and Walter Beech to make plans for a new aircraft manufacturing company, later named Travel Air Man­ ufacturing Company. After serving as President and principal financier of Travel Air for the first two years, he sold the stock and we organized the Cessna Aircraft Company - a Kansas Corpora­ tion in 1927. Having completed my Mechanical Engineering College courses, I became Chief Engineer of Cessna Aircraft Com­ pany, doing the basic design work for 20 models of Cessna Aircraft including the CW-6, DC-6A, DC-6B, CPW-6, FC­ 1, GC-2, CS-1 , MW-1, EC-1 , EC-2, CR­

1, CR-2 , CR-3 and the C-34 Airmaster. During the long "depression years" of 1930 to 1934, the Cessna Aircraft Com­ pany was closed down to conserve re­ sources - during which time my father and I rented a factory building from the administrators of a bankrupt aircraft company in Wichita, where I designed, built and flew the racing aircraft CR-1 , CR-2, CR-3 and the C-3; and did char­ ter flying, barnstorming, participated in the National Air Races - cross-country and closed course ; and in scores of smaller race events throughout the na­ tion . In my personal airplane, as an indi­ vidual entrant, I won the "Speed and Efficiency" Race at the National Air Races at Cleveland in 1931 , making the title of "The World's Most Efficient Airplane" possible for the Cessna Air­ craft Company, which was not operat­ ing at that time. Also in 1931 , I won 3rd place against 67 entrants in the Derbys from Clover Field, Santa Monica, California and from New York City to Cleveland . The eastern and western division met at Bartlesville, Oklahoma - and raced on together from Bartlesville to Cleveland. In September 1930 I won the closed­ course free-for-all race at Sky Harbor Airport in Chicago. In 1932 I entered the Cord Cup Race from Los Angeles Mines Field to Cleve­ land, winning 2nd place against a field of 36 entrants. In 1969 I retired (after 31 years of continuous employment) from North American Aviation, Inc., as Supervisor of Planning for AT-6, P-51 , F-86, X-15, B-70; the first post-WW 2 US Rocket Engines and the first Apollo Moonland­ ing Modules. During two 3-year terms as governor of the OX5 Aviation Pioneers, Southern California Wing, I served as treasurer three years, secretary one year and president one year. Some aviation recognitions of which I am proud are: • Experimental Test Pilot Assoc. presentation by Bob Hope in Los Ange­ les in 1966, for outstanding contribu­ tions to Aeronautical Science prior to World War II. • Experimental Aircraft Association "Greats of Aviation Day" - Oshkosh, Wisconsin, 1975. (Continued on Next Page)

MEMBER'S PROTECTS...

...

Cessna AeroI21anes

(Continued from Preceding Page)

Photo by C. J . Alexander

Popular singer John Denver's (EAA 139014) pride and joy is this 1931 Waco aCF, NC12428, SIN 3569, which he enjoys flying in the high country of the midwest.

CALENDAR OF EVENTS OCTOBER 2-5 - PITTSBURGH , PENNSYl­ VANIA - 111h Annual International Cessna 120/140 Association Convention at Butler Farm Show Airport - Roe , 4 miles west of city on Detroit sectional. Contact: Mike Quinlan , Con­ vention Chairman, 224 lehr Avenue, Pittsburgh, PA 15223, phone 412!781-4435. OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA ­ 29th Annual Tulsa Fly-In sponsored by AlC Chapter 10, lAC Chapter 10, AAA Chapter 2 and Green Country Ultralight Flyers, Inc. Con­ tact: Charles W. Harris, 119 East Fourth Street, Tulsa, OK 74103, phone 918/585-1591 .

OCTOBER 3-5 - TAHLEQUAH , OKLAHOMA­ National Bucker Club 6th Annual Fly-In, in con­ junction with the 29th Annual Tulsa Fly-In. Con­ tact: Frank G. Price, Rt. 1, Box 419, Moody, TX 76557 , phone 817/853-2008. OCTOBER 5 - AllENTOWN , PENNSYLVANIA - Triple Header/EAA Chapter 70 Fly-In Break­ fast/Flea Market. Ercoupe Owners Club east­ ern regional fly-in . Queen City Municipal Air­ port. Contact: Steve Kish , 215/838-9942. OCTOBER 11-12 - SUSSEX, NEW JERSEY­ EAA Tri-Chapter Liberty Year Fly-in sponsored by Chapters 73 and 238 and AlC Chapter 7 at

• • • <;I-:L. ~Z:EJ

• ~" ( 'UM . IIIl !a.....

' ;«hlIu

. (11..1,...... . . . :

· " '"Ctlll ill'IIt .. . .. -

CAUTION ,

' .

Qf ' " - '

~

4 j

II "",..,.,.-. •

' -.: L I .)lt ucn04~"'1 "~.r'('<l " I Pf~"'(II'J$OI'

~

···· 0.. '111'1

NET WT.

The EAA Aviation Center's staff

uses RACE GLAZE to preserve and

protect the museum 's price­ less collection of aircraft.

Sussex Airport. Static display only (this is not the annual air show) . Awards for outstanding aircraft. Everyone welcome. Contact: Vearl lack, 20 Gervic, Flanders, NJ 07836, phone 201 /584-9553 (after 6 p.m.) OCTOBER 17-19 CAMDEN, SOUTH CAROLINA - EAA Antique/Classic Division Chapter 3 Fall Fly-In. Contact: E. M. "Butch" Joyce, phone 919/427-0216. OCTOBER 17-19 - CASA GRANDE, ARIZONA - 15th Annual Copperstate Fly-In. NEW lO­ CATION. Contact: Ray Backstrom, 602/744­ 1487 or Bob Hasson, 6021298-3522 MARCH 15-21 - lAKELAND, FLORIDA - 13th Annual Sun 'n Fun EAA Fly-In. Contact: Bonnie Higbie , P. O. Box 6750, lakeland, Fl 33807

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.

:a,~C:EJ

pO\\/O& leo\Oot

• Experimental Aircraft Association , "Golden Age of Air Racing" - Oshkosh, Wisconsin , 1977. • OX5 Aviation Pioneers Hall of Fame, San Francisco - 1982. I accepted induction plaques in the name of my father, Clyde V. Cessna, from the National Hall of Fame in Day­ ton in 1975; and from the International Hall of Fame at San Diego in 1983. In 1977 while serving a three-year term on the EAA Aviation Museum Foundation Board of Directors at Hales Corners, Wisconsin, I served as Na­ tional Chairman of the fund-raising committee . •

"Fl.. Oz.

• • • • • • • •

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 VINTAGE AIRPLANE 17

Bill Haselton's

Story and photos by Gene R. Chase Bill Haseltori (EAA 22608, NC 91) of South Bend , Indiana is a school teacher who has been restoring vintage aircraft in his spare time for 26 years. In 1973 he restored E. E. "Buck" Hilbert's "Mr. Fleet," NC431 K and in the process ac-

quired an extra Fleet fuselage that Buck had. That was the start of a project which entailed over 10 years of accumulating parts and 15 months of actual work on the Fleet. Of course, he built up several

Bill Haselton and his Fleet. Note the Johnson Air Speed Indicator on the right N strut. 18 OCTOBER 1986

other planes in the meantime, including a Piper Pacer for a doctor friend, the proceeds from which financed a major portion of the Fleet project. The component parts which went to­ gether to make up Bill 's Fleet came from all over the country . Following up on an ad in Trade-A-Plane he acquired a Kinner engine plus a set of Fleet wings and horizontal tail surfaces from Harold Franklin in Potsdam, New York. It seems that Harold had lost his medi­ cal and disposed of all his aircraft "stuff" including a complete Fleet 16-B. Bill ended up with all of Harold's spares for a Fleet. One year during an EAA Convention at Oshkosh , Bill and his wife were visit­ ing with their neighbors in the camp­ ground when the subject of swapping airplane parts came up. The neighbor mentioned he had a complete Fleet landing gear back home in Jonesboro, Arkansas. A deal was quickly struck and Bill's collection of Fleet parts grew some more. With most of the major parts on hand, Bill started the Fleet project. At first he did small jobs like cleaning and painting the wing struts and overhauling the mags, etc. while he completed the doc­ tor's Pacer. He welded up the fin and rudder from a factory drawing borrowed from Charlie Smith in Plainfield, Illinois. Charlie owns a small fleet of Fleets him­ self. The nose bowl is fiberglass from a mold Bill made from a new nose bowl owned by another friend, Bud Kilbey. The wings needed quite a bit of work, most of which was replacing the top wing spar. Fleet Model 2s were originally certifi­ cated in 1929 with the 5-cylinder Kinner K5 engine of 100 hp. Later a field ap­ proval was granted for the installation of the Kinner B5 of 125 hp and this is the powerplant in Bill's Fleet. It's a more practical installation because parts are easier to obtain. Bill had the cylinders for his Kinner chromed and installed new valves, pis­ tons, roller and babbit bearings and he ground the shaft .003". He also re­ placed the fabric and metal tips on the wood propeller. He even overhauled all the instruments including the 1929 Jaeger tachometer which required the installation of a new mainspring. Bill said it was no big deal - he also does clock work and ham radio work on the side. Other parts made were the Johnson Air Speed Indicator which is mounted on the right wing N strut, and the frame for the distinctive "flat" windshield for the back cockpit. Bill found a man who would cast the frame pieces, then he machined them in the shop at school. The Fleet is covered with Razorback fabric which Bill prefers. He has re­

The small windshield is authentic but doesn't offer much protection from the wind.

stored 22 planes using linen on one and dacron on another, settling on Razor­ back as his favorite process. The red and cream colors aren 't au­ thentic, but Bill likes the combination and he knows of three other Fleets painted the same. Other items which aren 't authentic but are practical are the tie-down rings on the lower wings and recording tachometer hidden under the engine cowling . Bill didn 't build up his Fleet to compete for top honors at Osh­ kosh but the variances from "factory original" would only detract from the plane in the eyes of a purist. Some of the details which are authen­ tic are the Pioneer compass in the panel, the taillight which pOints forward , the crash pads on the instrument panel , and the small, flat windshield which creates very windy conditions for the passenger in the back cockpit. Fleets are soloed from the front seat and the small windshield at the back cockpit is a carryover from the old Consolidated PT-1 aircraft. Fleet Model 2s were available from the factory with three options regarding brakes : Type A, Type B or none at all. Bill's plane sports the Type B, Kelsey­ Hayes mechanical brakes. Because Bill's Fleet was made up of component parts he had no paper work to start with so he obtained the registra­ tion number, NC413K, from a Fleet which was destroyed in 1935. He also used that plane's serial number, 136 and added an "A" to it for his plane. Another problem area he encoun­ tered was obtaining original weight and balance data. After spending $125 in phone bills calling all over the country, he finally came up with the right num­ bers. Bill couldn 't locate a carburetor heat box so he borrowed one from Antiquel Classic Advisor Phil Coulson of Lawton,

Michigan . Phil owns a Kinner-powered Waco INF. Bill then made a wood mold and cast a new heat box, cut it in two halves then welded them together. It looks just like the original except for the weld seam. Bill had problems getting his Fleet licensed. The FAA wouldn 't permit him to license it as a Model 2 and said it should be a "Brewster-Haselton Fleet. " Brewster bought the Type Certificate No. 131 in about 1941 . So it's a Brews­ ter-Haselton Fleet, NC413K, SIN 136A, and it is licensed standard category. Bill made the first flight of 413K on 4/15/85 and said it "flew like a truck." During the next 20 hours of flight he gradually got it rigged properly, until it flew hands-off just like his '41 T-craft . Fleets were designed primarily as trainers and although they look "dainty,"

Bill's fine craftsmanship is evident. For­ ward facing tail light is authentic.

they are very rugged . Movie stunt pilot Paul Mantz performed 46 consecutive outside loops in his Model 2 in 1930! With the short stacks the exhaust noise is very loud, even with earplugs and Bill flies maximum one hour legs on cross country flights . Bill is delighted with the performance of 413K. It takes off in 250' and seems to climb at a 45 degree angle with him and a full fuel load (24 gallons) on board . Top speed is 95-100 mph and it cruises at 85-90 mph at 1750 rpm and 7-1 /2-8 gph. Bill made an interesting comparison when he described how light his Fleet is on the controls ... "It's a little doll ... a little high school girl with the old dow­ agers being the Wacos and Stagger­ wings!" This makes one wonder how a Fleet could ever be referred to as "Mr."! •

Under-wing tie-down rings are an improvement over tying to lower strut ends with pressure on wing leading edges. VINTAGE AIRPLANE 19

,I ~ype ClubActivities

l

A recent Taylorcraft Owner's Club newsletter reported that one of their members was flying along the skyline of New York City in their 1941 Taylor­ craft when lie experienced problems in getting the fuel to transfer from his wing tank to the main. To play it safe he made a precautionary landing on the Weehawken Pier. After the usual for­ malities with the FAA and the township director of public safety, he was given permission to take off. The pilot, in discussing this with Bar­ ney Bixler who heads up the Taylorcraft Owner's Club, asked about the 85 hp models which have larger vented fuel caps providing more ram air to move the fuel down into the nose tank. Barney recalled discussing the fuel transfer problem with Charlie Feris (now de­ ceased) and Charlie stated he would not let his students transfer any fuel until the nose tank was down to its last four gallons. Charlie's technique was to pull the airplane up into a stall then letting the nose drop, making a long, smooth pull­ out keeping the T-craft on the step. He said he never had any trouble getting those six gallons down from the wing tank. Barney suggests that a pipe cleaner be run through the vent pipe on the cap IJeriodically, as the passageway does get blocked, especially in the spring when the bugs are active. For information on the Taylorcraft Owner's Club, contact Bruce "Barney" Bixler, 12809 Greenbower, N.E., Al­ liance, OH 44601

20 OCTOBER 1986

'amp/led by Gene ('hase

Bellanca enthusiasts now have their own newsletter. Bellanca Contact! is a quarterly newsletter published in Mil­ waukee , Wisconsin by Lawrence D'At­ tilio and Pamela Foard who are restor­ ing a 1949 Bellanca Cruisair. The first issue was released this past July, con­ taining 16 pages of text, photos and dia­ grams - all professionally done. Larry and Pam hope to give Bellanca owners of all models, including the Champion line, a printed means of shar­ ing information. Bellanca Contact! is primarily a technical publication which fills a gap long left open for this impor­ tant group of aircraft owners. Subscription rates are four issues and four updates - $18.00, or eight is­ sues and eight updates - $32.00. Con­ tact Lawrence D'Attilio and Pamela Foard, 1820 N. 166th Street, Brookfield, WI 53005, phone 414/784-2129.

We recently received several years' worth of back issues of the Aeronca Lover's Club newsletters and noted the coverage of many interesting subjects, including rigging the aircraft, radio in­ stallation, weight and balance, source of parts and complete aircraft, oleo maintenance, swinging the compass , plexiglass hints, etc. The Aeronca Lover's Club is one of four Aeronca "Type Clubs" and is typical of the organizations which furnish valu­ able information on specific models of aircraft to their members. The A.L.C. is dedicated to keeping Aeroncas (including the Bellanca and Champion versions) flying through bet­ ter information and parts availability. It was started and is operated by C. L. "Buzz" Wagner at the urging of atten­ dees at the Aeronca forums he has con­ ducted at the Annual EAA Conventions at Oshkosh since 1970. Buzz is an A&P, AI , FBO, has owned over 70

Aeroncas and also owns several STCs covering Aeronca modifications. For information on the Aeronca Lover's Club contact Buzz Wagner at Box 3, 401 1st Street East, Clark, SO 57225, phone 605/532-3862.

The 27th Annual Waco Reunion Fly­ In held June 26-29, 1986 at Hamilton, Ohio featured 40 of the finest Wacos from 18 states and Canada. Excellent weather and many new arrivals en­ hanced this event, the greatest gather­ ing of dedicated Waco enthusiasts ever assembled anywhere. It is a reunion where craftsmen meet craftsmen and pilots meet pilots, all of whom are dedi­ cated to the task of restoring , flying and preserving another of "the greatest airplanes ever built." Of the 40 total in attendance, 23 dif­ ferent models of Wacos from the 1928 GXE to the 1941 VKS-7F were on the flight line at Hamilton. A special Atten­ dance Award was presented to Bob and Doug Leavens who have flown their 1928 OX5 powered model GXE from Toronto, Canada to the reunion almost every year. Still available from the National Waco Club are many Waco parts, plus original data plates, new original decals, in­ struction manuals (new, not used) and the following books: "Waco History," "Famous F Series," "Versatile Cabin Series," "Waco Taperwing" and "Waco Production." For information on the National Waco Club, contact them at 700 Hill Avenue , Hamilton, Ohio 45015.

VI~TA(3~ LIT~l?ATUl?~

by Dennis Parks EAA Library/Archives Director

VINTAGE

LITERATURE

1939 (part 2 of two parts)

Aviation Journals The Depression was not only hard on the aviation industry, it was also hard on aviation literature. Of the journals that had started in the excitement after Lindbergh's flight only three survived the Depression. In contrast, most of those publications that started during the Depression were survivors. The AYER'S DIRECTORY for 1939 listed 22 aviation journals, about the same as for 1929. However, only six of these had survived into the Depression. Some of the new journals to appear since 1929 were: AIR FACTS, AIR TRAILS, AIR PROGRESS, AMERICAN A VIA TlON, SOARING, SOUTHERN FLIGHT ~aterFLlGHT MAGAZINE) and SPORTSMAN PILOT. All of these sur­ vived at least until the 1950s and two AIR PROGRESS and SOARING con~ tinue today. Quite a contrast to ~arlier periods in the history of aviation jour­ nals which with a few exceptions had short publishing lives. The three most popular periodicals in 1939 were the same as in 1929. They were joined by a new journal in fourth place. These aviation journals with the largest circulation were : 1) Popular Avi­ ation (circulation : 81 ,527) ; 2) Aero Di­ gest (34,312) ; 3) Aviation (28,040) ; and Sportsman Pilot (11 ,046). Though the number of aviation magazines being published remained at about the same level as 1929 the size of the issues decreased. In th~ fall of 1929, Aero Digest was averaging 300 pages per issue; in 1939, the average Issue had 160 pages. The largest issue of the year contained 232 pages. The annual highlight issue initiated by A VIA TlON in 1925 continued with its "Annual Directory Number" in March 1939. They were joined by AERO DI­ GEST which published its sixth Annual Digest in March 1939. These special is­ sues provided photographs, line draw­ ings and specifications for the aircraft then in production.

Articles May, 1939 saw the first installment of what has p~obably become the longest running series In aviation literature. The May issue of POPULAR A VIA TlON had the first "I Learned About Flying From That" article. The August 1986 issue of FL YING saw the 554th appearance. Max Karant, the Managing Editor of POPULAR A VIA TlON, recalled that the series was the idea of Tex Rankin who was supposed to write about the les­ sons he had learned because of flying incidents. It was the editor's hope that the series of articles "might save the life of some not-too-seasoned pilot. Each author will be a bona fide licensed pilot. " . Of course , this begs the question that If these seasoned pilots get into the troubles described what hope is there for the not-too-seasoned pilot? The first episode was by Garland Lin­ coln . He told of his attempted rescue mission to Alaska, when under pressure of time he proceeded to Fairbanks and tried to land in zero-zero conditions. He circled what he thought was the city for two hours before he crash landed his Ford Tri-Motor flipping it onto its back. Fortuna!ely, no one was hurt badly. Other pilots recounting their tales of misfortune during 1939 were : Paul Mantz, Clyde Pangborn, Ben O. How­ ard, Wallace Berry and Dick Grace. . A VIA TlON in its annual directory Issue saw as some of the design trends : Interiors - "Private aircraft for 1939 are designed for better vision , and have fewer things for passengers to fall over"; Gear - "Landing gears are growing simpler and cleaner, easier to operate and to maintain"; Powerplants - "While the working parts of automobiles are becoming less accessible, airplane de­ sign is moving in the opposite direction ." The troubles that air racing was hav­ ing in its last pre-war year were re­ flected in articles such as : "Air Racing is.Hell" by Roscue Turner; ''I'm Through with Closed Course Racing!" by Earl Ortman and "Stop Picking on us Rac­ ers" by Art Chester.

major journals in the field. Among these were Pitman , Ronald , McGraw-Hili , Wiley and Zift-Davis. Pitman carried the largest list of books advertising 12 titles in the March 1939 Aero Digest. However, Funk & Wag nails may have had the most popu­ lar titles in their series by Assen Jor­ danoft. The titles in the series were "Your Wings" (1936) and ''Through the Overcast" (1938) . An ad in 1942 stated that no other books on aviation "have attained such great circulation" with over a "quarter of a million copies" in use. Jordanoft was orig inally from Bul­ garia where he designed, bu ilt and flew the first heavier-than-air craft in his country. Ot. the most interesting new titles ap­ pe~rlng In 1939 were : "Lightplane Fly­ Ing by Wolfgang Langewiesche ; "From Crate to Clipper" by William Gooch the biography of Pan Am 's Pacific Pio~eer­ ing Pilot Ed Musick; and the U.S. edition of one of the greatest pieces of aviation writing , "Wind , Sand and Stars" by An­ toine de Saint-Exupery . •

Another

CLEAN SWEEP for

MONOCOUPE

FOUR

Books The year saw the appearance of over 30 new aviation books. Still being a re­ latively new field, only two of the books were about aviation history. The more important aviation publishers were printing full and half page ads in the

fIR~r~

OUT OF EVENTS ENTERED

FOUR

at the MIAMI

ALL·AMERICAN

AIR

MANEUVERS

Monocoupe ad from AERO DIGEST March

1939.

'

WELCOME NEW MEMBERS

The following is a listing of new members who have joined the EM Antique/Classic Division (through July 28 1986). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Nesmith, Richard A. Rosemead, California

Townsend, J. Timothy Eugene, Oregon

Wright, Vernon J.

SI. Joseph, Missouri

Simmons III, Charles E. Lititz, Pennsylvania

Millard, Arthur H. Webster, Florida

Hughes, Kenneth H. SI. Joseph, Missouri

McMahan, Madonna

Wausau, Wisconsin

Culver, Jeffrey F. Oakland, California

Trimble, Mark Branson, Missouri

Born, Charles W. South Berwick, Maine

Daly, Alfred J.

Plymouth, Michigan

Kavanaugh, Gail Warrenton, Missouri

Manning, Glenn Allen Rochester, Illinois

McGowin, James E. Acworth, Georgia

Watson, William T.

Arlington, Texas

Westhaver, Robert W. Canon City, Pennsylvania

Hickenbottom, John A. Barnesville, Ohio

Campfer, Scott Cincinnati, Ohio

Stankiewicz, George W.

Peabody, Maine

Gomez, Angel Lambertville, New Jersey

Twombly, C. Robert Monroe, Michigan

Helming, John C. Ledyard, Connecticut

Miller, Craig

Glencoe, Minnesota

Barg, Mike D Easton, Massachusetts

Woolley, Ken Woodland, California

Possett, John Kentwood, Michigan

Heyenbruch, Fred

Petersburg, Kentucky

Tempo, Gianfranco Tolmezzo, Italy

Hammond, James C. Moorpark, California

Bondow, Bruce A. Fridley, Minnesota

LaPlant, Stephen P.

Belmont, California

Riihela, Hannu Lahti, Finland

Blalock, Anthony C. Acworth, Georgia

Pierce, Mark O. Kansas City, Missouri

Keslin, Richard O.

Lubbock, Texas

Nelson, Rob Mississauga, Ontario, Canada

Steidley, Robert Torrance, California

Browne, Paul Exeter, Rhode Island

Patten, R.Thomas

Nashville, Tennessee

Lionberger, Denver Hermann, Missouri

Chisum, Jerry Anchorage, Alaska

Bilyeu, Russel A. Clinton, Washington

Osborn, Anna M.

Barrington, Illinois

McOdrun, Ernest Glen Gardner, New Jersey

Cordova, Rafael L. Santurce, Puerto Rico

Nault, Michael J. Kansas City, Missouri

Chaney Jr., Russ

Tucson, Arizona

Janowski, Henry P. Toronto, Ontario, Canada

Neely, Jr., John J. Butler, Georgia

Tighe, Richard R. Kansas City, Missouri

Shields, William L.

Arlington, Virginia

Smith, Richard E. Bloomington, Illinois

Shiels, Alan Francis Cheltenham, Victoria, Australia

McCoy, Charles E. SI. Charles, Missouri

Spencer, Stuart

Grapevine, Texas

Phillips, J.D. Euless, Texas

Brown, Wayne B. Sacramento, California

Harkin, Jack E. Buford, Georgia

Peebles, John M.

Ellsworth, Michigan

Altrogge, Douglas M. Lake Zurich, Illinois

Wotring, Buddy Kirtland, Ohio

Taylor, James A. Meriden, Kansas

Neumann, Alfred J.

Park Rapids Minnesota

Schmid, Georg Osterhofen, West Germany

Sorensen, Bjarne Porsbrund, Norway

Hodson, William L. Simi Valley, California

Dominick Jr., Frank

Elmwood Park, Illinois

Fidler, Ralph S. Williams Bay, Wisconsin

Wilson, Rudolph L. Gosport, Indiana

Malick, Daniel C. Gainesville, Florida

Forsythe, Tom

New Glarus,Wisconsin

Schnuck, Ervin O. Matthews, North Carolina

McGinnis Dean C. Lakeland, Florida

Holloway, David D. Wheeling, West Virginia

Stauffer, Robert N.

Willow Grove, Pennsylvania

Sapp, Tom Mustang, Oklahoma

Lawrence, Myer Ormond Beach, Florida

Bedford, Alan J. Mentor Lake, Ohio

Ryan, Michael C.

North Hollywood, California

Tupper III, Kirby S. Camden, South Carolina

Hoover, Ralph C. The Plains, Virginia

Kovacs Jr., Frank J. BetMlehem, Pennsylvania

Vigorito, Thomas

Tucson, Arizona

Gretschmann, Duane Darien, Wisconsin

Wooster, Kirk Woodstock, Georgia

Drasler, William Frank WaUkegan, Illinois

Walker, Richard O.

SI. Ann, Missouri

Lilly, Arthur C. Wyoming, Michigan

Otey, Lloyd L. Quinton, Virginia

Schroeder, Robert Appleton, Wisconsin

Greenwood, Bill

Alma, Michigan

Wilson, J. Robert Fithian, Illinois

Seppala Jr. Ernest Angora, Minnesota

Werner, David E. Lindsay, California

Ady, Clarence H.

Seattle, Washington

Stublaski, Thomas Racine, Wisconsin

Talbot, Kenneth S. Ridgewood, New Jersey

Janssen, Duane Barnesville, Minnesota

Adair, Gregory M.

Memphis, Tennessee

Schroeder, Ronald G. Torrance, California

2 OCTOBER 1986

Affeldt, Robert E Nekoosa, Wisconsin

Mahon, Bert E. Justin, Texas

Harris, Kelly Aurora, Illinois

Draayers, Leslie H. Cedar Grove, Wisconsin

Johnson, Donald C. Washington, North Carolina

Sagata, Juro Gardena, California

Blackburn, John Gill John's Island, South Carolina

Warren, Richard G. Auburn, Massachusetts'

Turrini, Niel Merrick, New York

Hitefield, Billy l. Dry Creek, Louisiana

Hart, Donald S. Rockford, Illinois

Oliver Jr., Gerald D. Clarendon Hills, Illinois

Chapman, Bob l. Marcos, Texas

Zeitler, David W. Grand Rapids, Michigan

Holley, William P. Marietta, Georgia

Mikelsavage Jr., John W. Bath, Michigan

Patrick, Elmer D. Warrenton, Missouri

Stimson, Joseph Alexander City, Alabama

Holley, William P. Nashville, Tennessee

Thaxton, John D. Orange. California

Jackson, Howard M. St. Marys, Georgia

Dowling, Jim Windsor, Ontario

Neblett, James H. Nashville, Tennessee

Scholl, Willard C. Griffin, Georgia

Jones, Terry R. Baton Rouge, Lousiana

Flock, Thomas G. Rockville; Indiana

Craig, William Bathgate, North Dakota

Adamson, Tim Ellenwood, Georgia

Scott, Donald Derry, New Hampshire

Oshrin, Eugene l. Southampton, New York

Wahl, Roger Brocton, New York

Corriher, Mark B. Mockville, North Carolina

Schaefer, Guy W. Fredericksburg, Pennsylvania

Folkert, Leon J. Timken, Kansas

Tolman, Don Anchorage, Alaska

O'Brien, Terry Seattle, Washington

Powers, Rand A. Paullina, Iowa

Sculerati, Linda Rae King Salmon, Alaska

Hoffman, Kirk Kalamazoo, Michigan

Barnes, James M. Menasha, Wisconsin

Luther, Ronald B. Newport Beach, California

Meade, Kevin Coppell, Texas

Martin, William l. Chesterfield, Missouri

McClain, Steve Sussex, Wisconsin

Spraggins, J. Michael Ft. Worth, Texas

Nyborg, Niels Ventura, California

Woodhull, C. C. Old Lyme, Connecticut

Huffman, E. A. Costa Mesa, California

Darville, Brad H. Niles, Illinois

Eide, Peter Shakopee, Minnesota

Cook, William Sand Point, Alaska

Jalbert, Steven W. Plymouth , Connecticut

Burke, Winston l. Lexington, Kentucky

Dunden, Walter J Eugene, Oregon

Karagozian, Ed Fowler, California

Kimball, Albert Zellwood, Florida

Eroh, Karl R. Bensalem, Pennsylvania

Plaskett, Steve Reynoldsburg, Ohio

Harris, Noel R. Vail, Colorado

Knock, Brian M. Ashford, Kent England

Powell, Danny Hopkinsville, Kentucky

Larson, Allen l. Capron, Illinois

Baker, David G. Emigsville, Pennsylvania

Trice, E. R. Bedford, Texas

Fidler, Barbara Ann Alva, Florida

Dwyer, Richard J. San Jose, California

Adams, Jerry Chatsworth, Georgia

Pay, Judy Tyabb, Australia

Austin, Oray Hettinger, North Dakota

Paterson, Jamie Chatham, New Brunswick

Morgan, Richard Flushing, New York

Hawkesworth III, William l. Rowley, Massachusetts

Trub, Rudolf P. Aarau, Switzerland

McGaughey, Carol B. White Bear Lake, Minnesota

Jones, Jerry Lee Arvada, Colorado

Kirker, Howard A. Fremont, California

Brackmann, Lisa M. Algonquin, Illinois

Calomiris, Byron B. Long Beach, California

Tuttle Jr., Glenn l. Bountiful, Vermont

Griffin, James A. Scappoose, Oregon

Paulson, Gregory D. Malvern, Pennsylvania

Bargerhuff, Earl A. Rolling Prairie, Indiana

Anderson, Neil A. Watsonville, California

Schatz, Gerald S. Silver Spring, Maryland

Feemster, Fred Tucson, Arizona

Hessenaur, Donald P. Prescott, Arizona

Satori, Toshiki Maibashi Gunma, Japan

Clow, James T. Morris, Illinois

Galeazzi, Remo Petaluma, California

Carter, Richard W. Prescott, Arizona

Collier, Kenneth Fayetteville, Arkansas

Doose, Charles G. Forest Park, Illinois

Whittemore, Gene Byron Center, Michigan

Di Gangi, Joseph O. APO New York, New York

Weese, Robert Quinlan, Texas

Gederos, Oniel Milwaukee, Wisconsin

Russell, Stuart John Kempton Pari, South Africa

Kerr, David C. Columbus, Ohio

Pike, Victor A. John Day, Oregon

Jackson, Steven E. White Bear Lake, Minnesota

Ekleberry, Ryan Duane Swartz Creek, Michigan

Hoagland, Eric C. Port Wing, Wisconsin

Hahn, Francis Mapleton, Iowa

McCabe, Peggy l. Buckeye, Arizona

Hudspeth, John Darrel Mooresville, North Carolina

Litchfield, John Coraopolis, Pennsylvania

McKechnie, Ewen Mill Valley, California

Cunha, Erick Nilson Uberlandia, Mina Brazil

Lichnovsky, John T. Kaunakaki, Hawaii

Swanson, David E. Saugus, Massachusetts

Houghton, Richard G. Milford, Michigan

Smith, Ace Ottawa, Kansas

Pelfrey, Earl T. Crossville, Tennessee

Angilly, Douglas Manchester, Connecticut

Allen, Mike l. Biscoe, North Carolina

De Bottis, Dennis Syracuse, New York

Laur, Earle V. Caro, Michigan

Hasselmark, Earl Winsted, Connecticut

Teeters, David Salinas, California

Thompson, James E. Aurora, Colorado

VINTAGE AIRPLANE 23

SHOWPLANE CAMPING

AT OSHKOSH 186

Letters To Editor

Dear Mr. Hardie, It might interest you to know that I have the "Mystery Ship" shown in the June, 1986 issue of THE VINTAGE AIRPLANE. I picked up the Stauffer Rotocraft about 1978 and was going to restore it for Clarence Stauffer the original owner and builder. He failed t~ put up the cash for material, etc. to start the job, so it has been stored at my shop about eight years. You might also be interested in an updated version of Dr. Snyder's Arup. In 1932 I flew the Arup and was impressed so last year I redesigned and built one. It flies very well and I think it has a lot of potential. Sincerely yours, Milton Hatfield 19018 U. S. 20 Bristol, Indiana 46507

Dear Gene, I greatly enjoyed the August issue of The Vintage Airplane, as usual. Of particular interest to me was the Vin­ tage Seaplane article, as I was hired by Ed­ ward Hulton to be one of the few qualified pilots able to fly "Juliet" for him. I'm intimately acquainted with both 'boats pictured in that article, having met both "Juliet" and "South­ ern Cross" when they were in the old Coast Guard hangar at Isla Grande Airport in San Juan, being readied for their respective flights to the "old country." In that article, the picture identifications are reversed . (Also, close examination re­ veals the name "Southern Cross" on the nose of Capt. Ron Gillies" VP LVE.) "Juliet" is still flying in England and Europe and is renamed "Sir Arthur Gouge." Sincerely, Capt. Richard W. Sanders (EAA 74952, AlC 5208) Tradewind Seaplane Service Box 25295 Tamarac, FL 33320

Milton Hatfield and his flying wing which resembles an Arup.

The Stauffer Rotorcraft as it looks today, stored in Milton Hat­ field 's shop in Bristol, Indiana.

26 OCTOBER 1986

Gentlemen , I would like to request your assistance in identifying an engine, shown in the two en­ closed photos. The man I purchased the en­ gine from said he inherited it from his grand­ father who flew airplanes from his farm not long after the first World War. The man didn't know if this engine had been on a plane. The engine is complete except for the bro­ ken carburetor bowl. The magneto is a Bosch. I have a large aviation library but I can 't find a photo of an engine that compares with this. Your assistance would be greatly ap­ preciated. Keep up the good work. Sincerely, Charles M. Burke (EAA 18826) 2573 Kenwood Drive E. Jacksonville, FL 32210 Perhaps our readers can identify this engine.

-~VlNTAGE SEAPLANES~--

Photo by Ted Kaston

Very pretty 1945 Grumman "Widgeon" totally restored by its owners, George and Ruby Pappas (EAA 4071, Ale 7893) of 2914 Dartmouth, Anchorage, Alaska 99504. Registered N68102, SI N 1351, the Widgeon features 200hp Ranger engines with Hartzell controllable props, one piece windshield, modified windows and "step" vents and a full leather interior. VINTAGE AIRPLANE 27

North Platte Telegraph photo

The powerplant is a converted Thor motorcycle engine. The outstanding condition of the unrestored, 69-year-old plane is evident here.

MfCABE AEROPLANE

On display along with typical artifacts depicting life on the Nebraska plains in the 1800s, is a "modern" flying machine known as the McCabe Aeroplane . It is in the Dawson County Historical Society Museum located in Lexington, Nebraska, sixty miles southeast of North Platte. This unique aircraft was built in Lexington in 1917 by 21 -year-old Ira Emmett McCabe (now deceased) and it still sports its original tan fabric cover­ ing . Old timers who aided in the con­ struction describe the powerplant as a four-cycle two cylinder converted Thor motorcycle engine. McCabe later moved to Chicago where he became a successful inven­ tor, obtaining 133 patents including one for the mercury switch. Little else is known about the McCabe Aeroplane and the folks at the museum would welcome additional in­ formation . They can be contacted at the Dawson County Historical Society Museum, 805 North Taft, Lexington, NE 68850, phone 308/324-5340 . • 28 OCTOBER 1986

by Gene Chase

Photo by Keith Blackledge

The McCabe Aeroplane has an interesting configuration.

Where The Sellers and Buyers Meet ...

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

The Vintage Trader, Wittman Airfield

Oshkosh, WI 54903-2591.

AIRCRAFT: 1940 Aeronca 6S-TL - Bui lt 9 /22/40. log books from 1942. Been in storage. Original engine . Good restoration project. $1800. SW Ohio. Days 5131 461·4750, evenings 513/890-1068. (10-2) Aeronca Champ - 20 hours since rebuild . 1941 Taylorcraft BC65 project, many new and extra parts. Some work done. Price negotiable. Charles Trask, 1070 Stevens Road, York Haven, PA 17370,717/938 -1515. (10-2)

Stinson LS-E, N5624V . Partially restored . Parts , manuals complete. Two engines. Fuselage and controls finished. Hard work done. N. Howell, 2131 317-5646 or 805/488-9353. $6500 . 1947 Stinson 108-2 - 108-3 wings. 1500n air­ frame , 2500 hours on 165 heavy case . "0" since major. King KX165. Plane rebuilt in 1984. For sale or trade for Cherokee. Gary Cowan, 618/395-7414, days only. (10-1)

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 Cor­ ners, WI 53130 . 414/529-2609 . ACRO II - The new 2-place aerobatic trainer and sport biplane . 20 pages of easy to follow, detailed plans . Complete with isometric drawings, photos. exploded views . Plans - $85.00. Info Pac ­ $5.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI

2328 . (C-l0/86)

FUEL CELLS - TOP QUALITY - Custom made bladder-type fuel tanks and auxiliary cells , any shape or capacity for Warbirds, Experimental, V in­ tage, Sport and Acrobatic aircraft. Lightweight , crashworthy, baHled and collapsible for installation. Typical delivery 2-3 weeks. Call or write for details 1-800-526-5330, Aero Tec labs, Inc. (ATl) , Spear Road Industrial Park. Ramsey, NJ 07446. (C5/87)

53130 . 414/529-2609.

LITERATURE FOR RESTORERS-BUILDERS ­ Out of print . current. State specific needs. 700 + title list. $2.00. JOHN ROBY , 3703Y Nassau, San Diego , CA 92115. (10-1)

ENGINES & ACCESSORIES:

WANTED:

Continental W-670 - with Stearman mount, four magnetos and dishpan, ignition harness, $1200.00. Air Salvage of Arkansas , Rt. 1, Box 8007 , Mena, AR 71953, phone 501 /394-1022 or 501 /394-2342 . (10-1 )

Wanted : Any parts regardless of cond ition for Con­ solidated PR-3/NY-2 Aircraft . Also any detail photos, drawings, etc. Bill Hodson, 1042 Hacienda Drive, Simi Valley , CA 93065, phone 805/522­ 5239. (92)

PLANS: POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3V2 gph at cruise setting. 15 large instruction 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 .

"GRAND CANYON". 2-hour spectacu lar helicopter exploration VIDEO . Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions, 327-V12 , Arville, las Vegas , NV 89102 , 702 /876­

Wanted - 1940 T-craft front lift strut needed to complete antique rebuild . Dick Ellis, Bozeman , MT,

MISCELLANEOUS:

406/586-5419 . (11-2)

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, EM-Wittman Airfield, Oshkosh , WI 54903-2591.

Wanted - Operation and Construction plan s for 1927 Buhl Airster. two-cockpit biplane, Model CA­ 3A, Wright J-5 motor. George W. Polhemus , P.O. Box 1208, Pembroke, North Carolina 28372. (3/87)

VINTAGE TRADER AD fORM

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

Total Words _ _ __ Number of Issues to Run _______________________ Total $,_ _ __

Signature ____________- ___________________

Address

VINTAGE AIRPLANE 29

Restoration Corner MEMBERSHIP

INFORMATION

(Continued from Page 11)

Sanding should be concentrated on the edges of the tapes and doublers to minimize ridges. If care was taken in the application of the filler coats, very EAA little sanding will be required to give a Membership in the Experimental smooth surface for the finish coat. How­ Aircraft Association, Inc. is $30.00 ever, if the last sanding leaves a for one year, including 12 issues of splotchy color no matter how smooth it Sport Aviation. Junior Membership (under 19 years of age) is available feels, a final coat of the silver or filler at $18.00 annually. Family Member­ should be applied before the color. If ship is available for an additional the finish color is to be cream or yellow, $10.00 annually. a first coat of white will provide a much better final appearance with less mate­ rial as the yellow pigments generally have poor hiding properties. ANTIQUE/CLASSIC The urethane finishes will give instant EAA Member - $18.00. Includes one year membership in EAA An· gratification in the gloss department tique-Classic Division, 12 !7Jonthly while a decent shine in dope finish re­

issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

Non·EAA Member - $28.00. In­ cludes one year membership in the EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air· plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

W·W·l

quires much rubbing and polishing. Some semblance of a gloss on pig­ mented dope may be obtained by top coating with clear dope reduced with re­ tarding thinner. Of course you 're anx­ ious to get the pieces assembled in a shape resembling an airplane again , but remember it's a lot easier to polish the individual surfaces in your shop than standing tiptoe on a shaky steplad­ der out at the airport. The importance of a coat of wax on a doped finish can 't be overemphasized. If you 've got some eager youngsters who would like to trade polishing for an airplane ride, con­ sider yourself lucky and put them to work. Keep it clean , keep it waxed , keep it hangared and you can keep from hav­ ing to do this allover again for years to come . • THE JOURNAL OF THE EARLY AEROPLANE The most authoritative journal on 'Those \\bnderful flying Machines 1900·1919

lAC

Membership in the International

Aerobatic Club, Inc. is $25.00 an­

nually which includes 12 issues of

Sport Aerobatics. All lAC members

are required to be members of EAA.

WARBIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warblrds. Warbird members are required to be members of EAA.

LIGHT PLANE WORLD EAA membership and LIGHT PLANE WORLD magazine is available for $25.00 per year (SPORT AVIATION not included). Current EAA members may receive LIGHT PLANE WORLD for $15.00 per year.

FOREIGN

MEM BERSHIPS

Please submit your remittance with

a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn. Make checks payable to EAA or the division in which membership is desired. Address all letters ,to EAA or the particular division at the fol· lowing address:

WITTMAN AIRFIELD OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 OFFICE HOURS: 8:30-5:00 MON.-FRI. 30 OCTOBER 1986

BYU-HAUL® Call Our Toll Free Reservation Line

1-8Q0-821-2712 In Arizona Call Collect 1-263-6679

Ask for Operator 70

Mo~ iOrPIHOMf at your U+tAUI: Cente r

r

Classic owners!

STITS POLY-FIBER .., COVERING MATERIALS

Int.rior looking ahabbyf

CJ

FOR OVER 20 YEARS

THE CHOICE OF THE GRAND CHAMPION WINNERS

Finish it right with an airtex interior Complete interior assemblies for dO-it-yourself installation.

* PROVEN DURABILITY ON THOUSANDS OF AIRCRAFT. * FAA-STC AND PMA FOR OVER 630 AIRCRAFT MODELS. * ALL COATINGS DEVELOPED ESPECIALLY FOR AIRCRAFT FABRIC. * WILL NOT SUPPORT COMBUSTION. * LIGHTEST COVERING METHOD APPROVED UNDER FAA-STC AND PMA. * MOST ECONOMICAL COVERING METHOD CONSIDERING YEARS OF TROUBLE-FREE SERVICE.

Custom Quality at economical prices _

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes Free Catalog of complete prod uct line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

etex Qlr

.,;r

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

WRITE OR PHONE FOR FREE • • • • •

* SAMPLE OF HIGH STRENGTH, VERY SMOOTH, 1.7 OZ.

* *

POLYESTER FABRIC DEVELOPED ESPECIALLY FOR AIRCRAFT COVERING . MANUAL 1 WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL. LATEST CATALOG AND DISTRIBUTOR LIST.

STITS POLY-FIBER ~ AIRCRAFT COATINGS o.

P. \..

BOX 3084-V RIVERSIDE, CA 92519 PHONE (714) 684-4280

..J

STATEMENT OF OWNE~~~~,I~ b~f9~~~~~,~rT ANO CIRCULATION lB. PUBLICAtiON N O . 7. DAft OF FlUNG

o

TIlE VINTAGE AIRPLANE

Miniature Scale Replicas of Your Favorite CLASSIC or ANTIQUE Airplane, Meticulously Handcrafted in American Black Walnut.

5

0

12

./2./•• S18,OO

)000 Poberezny Road. Oshkosh! Wiscon sin 549QJ-J096 6 FULL NA MES ... NO COMPLETE ...... ,LlNG "'DDRESS Of PUBLISHER. EDITOR. AND MANAGING EOITOR (TIl"

I'~",

MUST NOTbt

bM-"~ 1

Thomas P. poberezny. Witt.m.Jn Airfie.ld , Oshkosh. Wisconsin 5490)-)086

Gene R. Chase, Wittman Airfield. Oshkosh. Wi sconsin

5490)-)086

Mary Jones. Wittman Airfield, Oshkosh . Wi sconsin 5490)-)086 7

.._I1......"

OWNER {II" ........,

o .... ,..

"r.~.,.

......t .twI_.tU _II k "eftd • .,.,_'.., 1......td.."l y ,"" .... >t4n lilt _ ...tl • ..., .,Jd.u.t. ol"oc-l_d,., If .. 0I0_dbl". ~.,. P ....'"'"'•• _...J..u,«Uuo("";_ _ _ o _n._J1

.,."''',...,.;~o.''.,..'ttJfI' .... 11J ...",t."detJd.,JS.'" '''.' ''f''-'' bt~" JI'''' ....bIk...

,.,."ohIi.." p t ....... , .,. ...ono('o,eI •...-..'ol"ocl

bt,w." I f o _

1I,.,...,~,UtIp

OJ ,... bI.."Nllly

• ........

"t_.....

_I ...

,_.-0.1...,.......

..,fI' .,.p<tI•• ,,-.•,. _m' •..tJ ..u"u ......, b, " . " " J "u... ....... lit ~ ......., ..NI 1

COMPLEf€

MAIUNG AOORIESS

Wittman Airfield Oshkosh Wi sconsin 5490)-)086

EM Anti ue Classic Division

8

t:NOWN BONOl-tOLOERS. MORTGAGEE~. AND U;HER SECUR.TY HOLDER S OWNING OR 1-t0LD'NG I " : RCENT 0fI "'ORf Of TOTAL A"'OUN T Uf BONOS . MORTGAGES OR OTHER SECURITIES (II m~"'.'t "<)Itt • • o ...,.,

9

fOR COMPLETION 8Y NONPROFIT ORGANIZATIONS AUTHORIZED Tn MAIL AT SPECIAL RATES ,.fu l la" T!•• o",PO... lunct ... n . ..-dno,.",..". il ....... olthil"'pnl ' .'io/I....t ' ... . ..mpll'.tUJI'"Fedft.lint;O...... ,..

/1 DMMtt'fllJ

,t ...'hf..... ''''''/J ...'t...

'"

(flclw.. rh ..

~ PRECEDING 12 MONTHS

AVERAGE NO. CoP IES EACH ISSUE DURING PRE CE DING 1:1 MONTHS

EXTENT AND NATURE Of CIRCULATION

/s,,;..sr...,tI,"'J_~ ........ ri.J~ )

A TOTAL NO COPIES

4924

(Nrl ,..,., Ih'"

8 PAlO ANDIOR REOUESTED C IRCULATION

t s.I~. !"'ough de.... . _ C.";f". "'H' vet><kJ<• ....,

COU"'.' --'H

,~,'Subtc'''''ion 11'.ld.~,J/, ..

C

' ~J

""'000" ((lI ..... " ..tJ

C":1 HAS NOT CHANGED DURING

.,q..

n'r'"

TOTAL PAID ANDIOR REOUESTEO CIRCULATION

,s"... "/IO/JI.",, IORlJ

o FREE DISTRIBUTION BY MAIL. CARRIER OR OTHER MEANS

S,",MPLES. COMPLIMENTARY, AND OTHER fREE COPIES

PLANE PEOPLE

0

)000 Poberezny Road. oshkosh, Wisconsin 5490)-)086

Ito"

For FREE Color Brochure with Price List and Full Details: WRITE or PHONE

0

S CO"'PLETE ...... ,UNG "'DORESS Of THE HE"'OOUART ERS Of GENERAL BlJSINESS OFFICES Of THE PU8USHER (Ho. "rl"'''1

A Truly Unique Desk Set with Matching Pen and Gold· tone 1.0. Plate for Gift, Award or Flying Event Trophy. Planes can be Pedestal Mounted Depicting "In· Flight," or Base Mounted to Depict a " Landed " Attitude .

2

3A NO . OF ISSUES PU8LISHEDIJB . ANNUAL SUBSCRIPTION PRICE ANN UALLY

12 times per year

CLASSIC WALNUT

1.1 1,1 I I I I

E. TOTAL DISTRIBUTION (S..... ofC • ...J DJ F COPIES NOT DISTR'BUTEO

• omceu,•. ,.t'_.u_",ed.-.- ..... ",Int l",

3425 S ixth Avenue South Salem OR 97302

I>IIJII, ......., ..b.......p1• ...,,;.,,.'"

~"',

,",CTUAL "'0. COf'IES Of SINGLE ISSUE PUBLISHED NEAREST TO fiLING DATE

5083

148

148

4136

44 09

42 8 4

4 557

25B

259

4542

4816

'B2

26'

(503) 370-9806 I'SF.,.... )526 ...... ly l~

(Su

Iflflnlr/l<JtI

on rr>l~nd

VINTAGE AIRPLANE 31