by Bob Lickteig Another Milestone for Sun 'n Fun I received an invitation to attend the ground breaking ceremonies for the new Sun 'n Fun headquarters and exhibition building on January 4, 1986. Following a phone call to Billy Henderson to congratulate him, I made the short trip to Lakeland, Florida. Ar riving at the old headquarters building, I was met by Billy and his staff with a warm wel come, and a guided tour around the area to see the improvements and changes made this past year. The Antique/Classic head quarters building has been moved to the west for better exposure to the general fly-in area, and an increase in space for commer cial exhibits. The type club headquarters tent may now be located next to the Antique/ Classic building , and aircraft parking has been expanded around the area. The new Sun 'n Fun headquarters and exhibition building will be located west of the old office and with a generous view of the Fly-In side of the airport. The groundbreaking ceremonies were handled by Billy Henderson, Executive Di rector, and Bill Eickhoff, President of Sun 'n Fun. Dignitaries included State Senator Cur tis Peterson; the Mayor of Lakeland, Larry Durrence; Lakeland City Manager, Gene Strickland; City Commissioner, Peggy Brown ; Executive Director of the Chamber of Commerce, Duffy Thompson ; Chairman of the Board of the Chamber of Commerce, Gene Engle; and Lakeland Airport Manager, Gary Quill, along with Alan Duncan, Lyle Flagg, Marty Faux, Gordon Knapp, all offic ers of Sun 'n Fun plus Dale Faux, Fly-In Chairman, Sun 'n Fun '86. All the speakers in their own way congratulated the Sun 'n
Ground breaking with Bill Eickhoff handling the shovel; plus other dignitaries present. Fun officers and directors for their ac complishments and the prestige they have brought to Lakeland. With the depressed condition of the gen eral aviation industry (new figures just re leased show another 16.4 percent decline in unit sales), it is refreshing and encouraging to see the growth, progress and enthusiasm made by our segment of aviation . This is another example of people with diverse in terests from ultralights to warbirds working together, volunteering their time and talent not only to keep our dream alive but to make it grow and pre-:;erve it for future generations. Now isn't tli.:!! what EAA is all about? The EAA Sun 'n Fun Fly-In, now twelve years old, has a record of continual growth each year. For a little background on this popular event I quote from one of Billy Hen derson's articles.
Bob Lickteig, President, Antique/Classic Division; Bill Eickhoff, President, Sun 'n Fun and Billy Henderson, Executive Director, Sun 'n Fun. 2 MARCH 1986
''The fly-in was originally conceived by the host EAA Chapter 454 of Lakeland. They felt that an EAA fly-in should contain such ingre dients as southern hospitality, education, fun , safety and a family vacation all harmoni ously blended together. This concept was so appealing that almost overnight it became a combined effort of many central Florida EAA Chapters along with the help of dedicated members from almost the entire nation. "In the fall of 1975 organizers felt thail the fly-in should be incorporated to assure its continuation and perpetuation in the manner it was conceived . Its purpose is to provide a suitable location, environment and physical arrangement for an EAA fly-in Convention . Additionally, its purpose was, and is, to sup port and promote EAA in all of its endeavors. All officers and directors must be members of EAA in good standing and agree to accept no payor compensation for their services. "The fly-in is a volunteer organization. It is not a commercial venture. It was decided by our founders that if the fly-in were to survive, it would have to be patterned after our big annual event at Oshkosh. All of our volun teers pay registration fees and camping fees the same as any other guests. All sport and recreational flyers are welcome at Sun 'n Fun, however we strongly encourage that ihey support EAA by becoming members. We also welcome and encourage participa tion by all EAA divisions." Through the efforts of this group of dedi cated people, the EAA Sun 'n Fun spring festival of flight has attained international recognition and has established Lakeland, Florida as the winter capital of sport aviation. This year's event runs from March 16-22, and if the early winter is any sign of Jhe weather to come, they will be able to serve up plenty of sunshine for all the visitors. Once again I would like to congratulate Billy Henderson and his entire staff on another milestone for Sun 'n Fun. We all owe them our support - see you at Sun 'n Fun '86. Welcome aboard, join us and you have it all. •
PUBLICATION STAFF Tti~
MARKETING & COMMUNICATIONS
Gene R. Chase
MARCH 1986 • Vol. 14, NO.3
CREATIVE ART DIRECTOR
Copyright " 1986 by the EAA Antique/Classic Division , Inc. All rights reserved .
George A. Hardie, Jr.
Contents 2 4 5 6 8 10
President R. J. Lickteig 3100 Pruitt Road Port SI. lucie, Fl33452 305/335·7051
Vice President M.C. "Kelly" Viets RI. 2, Box 128 lyndon, KS 66451
Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI49330 616/678·5012
Treasurer E.E. "Buck" Hilbert P.O. Box 145 Union,ll60180 815/923·4591
DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366·7245
Stan Gomoll 1042 90th lane, NE Minneapolis, MN 55434 6121784·1172
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 3171293·4430
Esple M. Joyce, Jr. Box 468 Madison, NC 27025 919/427·0216
Morton W. Lester P.O. Box 3747 Martinsville, VA 24112 703/632-4839
Arthur R. Morgan 3744 North 51 st Blvd. Milwaukee, WI 53216 414/442-3631
Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110
Daniel Neuman 1521 Berne Circle W . Minneapolis, MN 55421 6121571·0893
Ray Olcott 1500 Kings Way Nokomis, Fl33555 813/485-8139
John R. Turgyan Box 229, R.F.D. 2 Wrightstown , NJ 08562 6091758-2910
S.J. Wittman Box 2672 Oshkosh,WI54903 414/235-1265
George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378
ADVISORS Timothy V. Bowers 729-2nd SI. Woodland , CA 95695 916/666-1875 S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 4141771 -1545
15 16 18 20 23 23 24 25 26 28 29
Straight and Level
by Bob Lickteig
by Gene Chase
Welcome New Members
Type Clubs at Oshkosh '85
by Gene Chase Ted Businger - Aviation Historian by Dale Glossenger Restoration Corner/Selecting, Buying and Retrieving Your Treasure by "Buck" Hilbert and Ron Fritz Type Club Activities by Gene Chase Howard and Jerry's Magic J-3 by Dick Cavin 1985 Meyers Fly-In by Ted Businger Via Vintage Bird and RV by Lily Dudicz Vintage Seaplane Calendar of Events Member's Projects by Gene Chase Tale of a Grumman Widgeon by Col. Lester Hopper Mystery Plane by George A. Hardie, Jr. Letters to the Editor Vintage Trader
FRONT COVER ... EAA recreates "from Here to There". A filming~=:::::!iS;;::::::;::: session had just concluded at the EAA Aviation Foundation's Pioneer
Airport at Oshkosh, Wisconsin. (Photo by Dick Matt)
BACK COVER ... 1953 Meyers 145, N551 , SIN 216 owned by Carl
R. Schwarz, (EAA 753), 17603 S.E. 292nd Place, Kent, WA 98031. Photographed at Jim Gaston's White River Resort near Mountain Home Arkansas during the 1985 Meyers Fly-In. See story on page 18. (Photo by Ted Businger) The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC. , EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited . Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086. Phone: 414/426·4800.
Philip Coulson 28415 Springbrook Dr. Law1on, MI 49065 616/624-6490
The VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by EAA Antique/Classic Division , Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh , WI 54903 3086. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
W. S. "Jerry" Wallin 29804 - 17,9 PI. SE Kent, WA98031
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our -advertis ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield, Oshkosh , WI 54903·3086. VINTAGE AIRPLANE 3
cal Counselor News" (formerly the "De signee Newsletter") contains technical information for the aircraft builder and restorer. Six newsletters per year are available for $12.00. Write to : Technical Counselor News, EAA Wittman Airfield , Oshkosh , WI 54903-3086. A SENTIMENTAL JOURNEY
Compiled by Gene Chase
SUN 'N FUN PARKING Aircraft arriving at Lakeland ,FL to at tend the Sun 'n Fun EAA Fly-In this March are in for a pleasant surprise. They will all be parked on the same side of the airport as the Convention. In previous years, aircraft other than showplanes were parked across the field and the passengers were provided bus transportation to the Convention site. Expansion of suitable aircraft park ing areas nearer the site has made th is change possible. Officials recommend that pilots plan ning to fly to Sun 'n Fun please read the NOTAMS for information on the special arrival procedures that will be in effect during the Convention . The 1986 dates are March 16-22.
ULTRALIGHT ASSOCIATION SORBED BY EAA
EM President Paul Poberezny has announced that the EM Ultralight As sociation is being absorbed into the par ent organization . The move is being made in response to the growing trans ition in interest from Part 103 ultralights to very light aircraft licensed in the ex perimental amateur-built category . . . which is the mainstream of EM itself. The separate administrative and ac counting functions of the Ultralight As sociation have been merged into the appropriate departments within EAA; however, little else will change. LIGHT PLANE WORLD, the Ultralight group's official publication, will continue to pro vide Part 103 vehicle coverage, along with expanding coverage on very light airplanes and homebuilding skills and techniques ; the EM Ultralight Chapters will still function as special interest units; and the ultralgihtllight plane dis play area and flying activities at Osh kosh will continue as before.
EAA TECHNICAL NEWS
A publication which for many years was sent to several hundred EM De signees and a host of subscribers has had a name change. The "EM Techni
4 MARCH 1986
This well publicized event is shaping up to be the largest gathering ever of a single family of aircraft. Originally planned as a fly-in to honor the con tribution the Piper Cub has made to avi ation history, now everyone is invited who is, or ever was a Cub enthusiast. The dates are July 13-19, 1986 at the William T. Piper Memorial Airport , Lock Haven, Pennsylvania. Ragwing Pipers from the E-2 Cub through the Tri-Pacer and Colt will be judged for several pre stigious awards. Accommodations are available at Lock Haven University and at several motels and hotels in the area. Also , camping is available at the airport. The awards banquet will be held Friday, July 18. For more information on "A Senti mental Journey to Cub Haven", contact Irving L. Perry, President, P.O. Box J-3, Lock Haven, PA 17745.
WORTHY PROJECT EM Antique/Classic Chapter 18's re cent newsletter, "The Arizona Vintage Flyers," mentions a worthy project of the Arizona Council of EAA chapters. They are considering spending the profits from the annual Copperstate Fly-In by assisting children of chapter members with expenses at aviation-related schools, such as buying books, etc. This is a commendable idea which should be considered by other groups (non-profit) who find themselves with extra cash on hand. Chapter 18's December meeting in cluded a tour through the Champlin Fighter Museum located on Falcon Field, Mesa, Arizona followed by a ham burger cookout in an adjacent park at the airport. "The Arizona Vintage Flyers" is edited by Janna Larson of Scottsdale, Arizona.
DC-2 FLIGHT ON TAPE One of the features of the EM An tique/Classic Chapter 3's annual Spring Fly-In will be the viewing of a 45-minute tape of the highlights of member Coke Darden's Douglas DC-2 when it was flown by KLM Airlines in 1984 com memorating the 50th anniversary of the
1934 London-Melbourne race. The tape was prepared by a video firm in Amster dam, Holland, in color and in English . This popular fly-in will be at Bur lington, North Carolina, May 2-4, 1986. For details contact Chapter 3 newsletter editor, Ray Bottom, 103 Powhatan Parkway, Hampton, VA 23661 , phone 804/722-5056. Also from Chapter 3's newsletter, "Antique Airways" was the following item: "Among the several world-wide celebrations of the DC-23's 50th birth day in December was this odd activity in Holland. According to Harry Gann, probably America's best historian of the DC-3 and many other planes of the past, the Dutch Dakota Association ob tained an ex-Finish Air Force C-47 and a strange plan was agreed on to pre serve the plane. It was preapred for long-term storage in a weatherproof and fireproof hangar, where it will be stored for the next 25 years. "In 2010, it will be removed and flown for the 75th anniversary of the type. Then , after European flights to mark that observance, the plane will be re turned to that hangar in Holland, not to be removed until 2035, when , again, it will be flown for the 100th anniversary of the DC-3. Plans are to repeat the same procedure, but only every 25 years, as long as the plane will fly! That, according to Gann, could be forever!
EAA SCHOLARSHIP SUCCESS Chad Ahrens (EAA 237223) recipient of the inaugural EANSpartan Pow erplant Technician Scholarship award has completed the Powerplant Program at SPARTAN SCHOOL OF AERONAU TICS in Tulsa, Oklahoma. After main taining a 95 percent average throughout the program, he scored 96 percent on his licensing exam .. . a strong endorse ment for both student and school. He will continue his SPARTAN education by completing the Airframe Program. A SPARTAN Education is not limited to the mechanical. Broad based cur riculum offerings will bring Chad to com plete an Associate Degree in Aeronau tics in May. Congratulations, Chad , for what you have and will accomplish in the field of aviation. Our thanks to Marvin Miller, President of EM Chapter 770 of Riverton, Illinois for providing this information and sup porting Chad in these endeavors. For more information on this scholar ship program contact Chuck Larsen , Education Director, EM Aviation Foun dation, Wittman Airfield, Oshkosh , WI 54903-3065, telephone 414/426-4800 . •
WELCOME NEW MEMBERS
by Gene Chase The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through early September, 1985). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.
Thomas, Robert Scott Greenville, Texas
McCaffrey, William K. Farmingdale, New York
Schroeder, Andrew Salem, Connecticut
Gwozdz, William R.
Driscoll, Michael C. Milwaukee, Wisconsin
Zonnefeld, M. J. Wichita, Kansas
French, Glenn Middletown, New York
Shaub, Robert L.
Benefiel, Calvin R. Morro Bay, California
Baird Jr., H. H. Donaldson, Orville Winston-Salem, North Carolina New Holstein, Wisconsin
Reeves, B. R.
College Park, Georgia
Grube, David E. Montoursville, Pennsylvania
Keaton, Sr., James W. Glendale, Arizona
Smith, Christopher Z. Tacoma, Washington
Brebner, Robert S. Marquette, Michigan
Herr, Paul S. Dublin, Indiana
Allison, James R. Yellow Springs, Ohio
Vander Lugt, Tunis Kentwood, Michigan
Wilson, Lee R. Milford, New Hampshire
Baxter, Don Marietta, Georgia
Rocky River, Ohio
Blazer III, H. C. Overland Park, Kansas
Fry, Don McKeesport, Pennsylvania
Hebert, L. C. Sunset, Louisiana
Ft. Worth, Texas
Dudicz, Leonard Hayward, California
Fotchman, L.B. Novato, California
Jones, Charles B.
Sulphur Springs, Texas
Colmer, T. F.
Moore, Arlen Sweet Home, Oregon
Biros, Dennis G. LaCrosse, Wisconsin
Downey, Charles S.
Downers Grove, Illinois
Carey, Don W.
Franklin, Harold E. Potsdam, New York
Valley, Frank P. Harahan, Louisiana
Kruppenbach, H. W.
Laurinburg, North Carolina
Glomb, R.M. Laramie, Wyoming
Nisbet, James Kenneth Clarksville, Indiana
Raburn, Vern L.
Iseman, Robert C.
Maxwell III, Leon D. Calvary, Georgia
Powell, Jim ROiling Meadows, Illinois
Vernon, New Jersey
Rydholm, Rudy Dassel, Minnesota
Brown, Jeff St. Cloud, Minnesota
Canham, Paul H.
Callahan Jr., J. Fred
Garramone, Mike Albany, New York
Bull, Steven W. Valencia, California
New York, New York
Schumate, Allen L Ottawa, Kansas
Boulais, Richard A. Glendale, Arizona
Smart, Steve G.
Port Mansfield, Texas
Poor, Robert L. Cloverdale, Indiana
Lillieskold, Jan Lidingo, Sweden
Olsen, Ryder Burnham, Illinois
Bohlmann, Dennis Capitola, California
Stevens, Richard A. Tucson, Arizona
Ihle, Gary L. Odessa, Texas
Roberts, Jack M. Lake Orion, Michigan
Porter, David R. Dunwoody, Georgia
Marinucci, Salvatore R. Dover, Delaware
Kemp, R. J. Centerburg, Ohio
Lofshult, Gordon Memphis, Tennessee
Cross, Frank J. Dennisport, Massachusetts
VINTAGE AIRPLANE 5
Type Clubs At by Gene Chase (Photos by Jack McCarthy, except as noted)
Founder and president of the National Waco Club, Ray Brandly (right) and Club Secre tary, Bonnie Borisch, discuss Wacos with two guests. Convention Chairman Tom Poberezny, addresses the Type Club representatives and welcomes them to Oshkosh '85.
The various Type Club activities have become very popular at Oshkosh each year since having assigned locations to set up their individual "headquarters". EM provides a Type Club Tent in the Antique/Classic area for Type Clubs and other aviation organizations which wish to be represented at the Conven tion. This facility affords each group the opportunity to set up headquarters, to meet with their members and promote their own organizations. The following groups were represented in the Type Club Tent at Oshkosh '85: Aeronca Av iators Club, Aeronca Lovers Club, Bucker Club, Cub Club, Ercoupe Own ers Club, Fairchild Club, International Cessna 120/140 Club, Luscombe As sociation, National Stinson Club, Na tional Waco Club, Pea Patch Airlines and the Staggerwing Club. Other groups at the Convention hosted their members and guests in separate hospitality tents, including the OX-5 Aviation Pioneers in the Antique/ Classic area, the Quiet Birdman, Ameri can Bonanza Society and Cessna Pilots Association in the Commercial Aircraft 6 MARCH 1986
Julie Dickey discusses club benefits with a member. She and husband, Joe, founded and operate the Aeronca Aviators Club and Pea Patch Airlines.
Display area. Over 600 members and guests were hosted by the American Bonanza Soci ety while over 500 members plus their families visited the Cessna Pilot's As .sociation Tent. The C.P.A. signed up 175 new members at Oshkosh '85.
Several of the groups provide snacks and/or ice tea, lemonade or soft drinks and all provide chairs and a place to relax out of the sun. All the Type Club facilities will again be available at Oshkosh '86 scheduled for August 1-8. •
Buzz Wagner (left) founded and runs the Aeronca Lover's Club. He holds several STCs for Aeronca aircraft.
John Bergeson (left) is co-chairperson of the Cub Club.
Photo by Jack Cox
A model of the Beechcraft Starship I is displayed in the Beechcraft Hospitality Tent as visitors relax and watch a video display.
Carol Rhoades and "crew" promote Cessna 120/140s at that club's booth. VINTAGE AIRPLANE 7
Businger by Dale Glossenger (EAA 189173, AlC 9467) 70185 Beach Drive Edwardsburg, MI 49112 As most of us know, some men and women were born and fated to become pilots; others, the good people who re ligiously tend the winged machines, and some, bless their hearts and souls, are dedicated to recording the facts, feats and follies of the aforementioned people. One such gentleman is Ted Businger (EAA 93833,AlC 2333), Rt. 2, Box 280, Willow Springs, MO 65793, now retired but still active in his role as a self-taught historian of sorts. I recently had the privilege of spend ing a couple of days with Ted and his wife at their modest home. Willow Springs is deep in the Mark Twain Forest in the Ozarks and boasts many, many beautiful natural points of interest. Ted , born in 1923 in Wichita, KS , at tended several grade schools before his family settled down in Solon, Ohio Gust southeast of Cleveland) , and it was here Ted became interested in photo graphy and recording flying machines
Photo by Dale Glossenger
Ted Businger, holding one of the hun dreds of items he had collected and pre served relating to aircraft and flying. The book shelves behind Ted are lined with photo albums full of aircraft photos.
and flying events on film . Not on a grand scale at the outset, but a beginning . He first attended a National Air Race at Cleveland in 1929 and later at the 1932 Cleveland Air Races he took photos of Jim Haizlip's Wedell-Williams racer with a camera he had borrowed from his grandfather. A few years later and with little fan fare, Ted started taking flying lessons from a friend , Lou Melter, at the Solon airport. Ted learned quickly and was well on his way in his efforts to master the art of flying . However, with the grand total of 10 hours of dual under his belt, Ted 's family learned of his flying and immediately an aunt put her foot down and demanded that Ted continue his flying career under the auspices of her husband who was also a flight in structor. Now up to this point things seemed to be going well for Ted but that was short-lived. About two dual hours later under the tutorship of the uncle, Ted was primed, ready and officially named a candidate for solo flight and was cere moniously introduced to a Monocoupe 110 Special as the ship he was to solo in.
Ted Buslnger Collection
The Hopkins & Meade Sport; San Diego circa 1928. Hopkins and Meade were Navy people and apparently were trying to get Into the Naval aircraft business. Note the holes in the lower part of the fuselage; these were for the pilot to reach the rudder pedals. 8 MARCH 1986
Ted Buslnge, Collection
Valentine Neubaur's "Hummingbird", photographed at Monterey Park, California (Los Angeles) around 1929. The machine sports two gyro discs on top, a 'prop in front, wings of the ornithopter-type, and the vanes in the wings are adjustable to produce a "parachute" effect. Powered by a four-cylinder motorcyle engine, but not enough hp to fly.
Knowing a good deal about the short fuselaged 110 and its performance, Ted did the next best thing , wisely and with great haste; he departed the field and the field of pilotage. That, in a nutshell, ended Ted's career of flying, but not his interest in aviation. After attending and graduating from Solon High School in 1941 , the next few months saw the growing shadows of conflict and Ted, as many young men did, entered the United States Marine Corps on 6 February 1942. He saw overseas duty and action on such is lands as Okinawa, Saipan, the Sol-
omons, Gilberts and Peleliu. It was dur ing his stint on Peleliu he was wounded in hand-to-hand combat, and later dis charged in 1945. One interesting part of Ted's tour on Saipan was while his unit; the 5th JASCO, was attached to the 2nd Marine Division . Rumor flourished on the island that Amelia Earhart's Lock heed Electra had been at Aslito Field and just one month later, there was no sign of the aircraft, except a few, unmis takable physical signs that the Electra had been there. For whatever reasons, there never was an official explanation
of this oddity. Another highlight in his tour on Okinawa was during July, 1945 when a Marine Major gave Ted a ride in a Grumman F7FN nightfighter. Ted re calls it was one of the most exhilarating events in his military career: the twin P&W R-2800 radial engines pulled the under-publicized Tigercat nearly straight up to an altitude of nearly 21,000 feet before leveling off. His com ment was : "Talk about a wild ride!" After discharge, Ted's civilian life consisted of attending several colleges (Continued on Page 14)
Ted Buslnge, Collection
Front view of Valentine Neubaur's "Hum mingbird"; note the complicated landing gear and the excellent visibility. The holes around the fuselage are interesting.
Photo by Dale Glossenge,
All aircraft books! VINTAGE AIRPLANE 9
Editor's Note: This is the second in
a series of articles pertaining to the re storation of antique and classic airplanes. The subject matter will range from selecting a project to test flying the finished product. Officers and directors of the Antique/ Classic Division have accepted the re sponsibility for many of the articles, but contributions will be provided by others as well. As the series progresses, if readers wish to share their ideas, techniques, etc., they are encouraged to do so. Just because a subject has been presented doesn 't mean the mat ter is closed. We plan to publish supple mental information on the various sub jects and we look forward to reader input. Some of the material present may be "old hat" to those who have been in the vintage airplane hobby or business for many years, but newcomers have to start at ground zero and this information could be the basis for a manual of sorts which could be referred to for years to come. Even with the years of experience and tremendous amount of talent of many members, it's most likely that everyone will learn something new from each article. Please let us hear from you ... write to Gene R. Chase, Editor, THE VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086.
Selecting And Buying by E. E. "Buck" Hilbert (EAA 21 , NC 5) P. O. Box 145 Union, IL 60180 See it? It's the ragged lookin' blue one with all the patches and multi-color paint splotches! Yeah! That's the one! How many times have you heard those words or similar ones when a fel low aficionado or "Mania" as they call them in Japan, points out an airplane that has been sitting at the local airport for years, in an obviously neglected condition. This could be a "perfect proj ect" for a potential restoration. It might be a ragwing Luscombe, aT-craft, Champ an Ercoupe, Cessna 170 or whatever. There it sits - an example of decaying aeronautica, just begging 10 MARCH 1986
to be taken into your family. If adopted and started on the road to recovery it could be made useful and grand again, to make someone happy. It could teach one of the kids "how to do it" and maybe learn to fly, and to spark the "airplane disease bug" in the old man. First, let's look at the plane's registra tion . It indicates the registered owner is William G. Pilot and he lives right near here in Whyville on Dollar Street. Let's go home, look him up in the phone book and see if we can possibly talk him out of it. Mr. Pilot's wife says she's sorry, but Mr. Pilot isn't in. She suggests you leave your name and number and she will have him call when he comes in. You oblige and sure enough , after you 've nearly forgotten about acquiring this project you get the call. Mr. Pilot's story is a familiar one. Either his wife objected to his flying because it made her a nervous wreck, or he lost his med ical, or he couldn't afford the annual, or whatever, but he is willing to sell for a price! Lo and behold that price is equit able to what you had in mind . So the next move is up to you. Now where do you begin. First you tell Mr. Pilot that you want to look a little more before you jump, and he agrees to meet you at the airplane on Tuesday. Great! Next we line up our friendly mechanic to inspect the plane on Tues day to tell us whether we have a good deal or not. A slight problem arises when we learn our mechanic and his frau are off to Cancun for a little frolic in the sun and surf and won 't be back until a week from Saturday. Oh well , Bill Bangup is a mechanic and he'll help me with this. Ouch! ... for fifty bucks plus expenses he will! The heck with him, I'll look it over myself. I can tell whether it's a good deal or not. After all, I've been flyin ' these things for better than six years now. What more experience do I need? This tale could become a horror story illustrating how a guy can really get him self into a trap by using the above ap proach. Or he could approach this in a rational manner and come out ahead on the deal. One of the greatest traps the potential restoration candidate should be made aware of is the "Love Affair". Love is blind! Most of us know that from first
hand experience. Love can cause one to overlook faults and problems that could be seen instantly if one wasn't in a fog. So, if you have my problem, a love affair for every airplane I see, you can really get yourself into a pickle bar rel. Your best bet is to pay Mechanic Bangup who at least has enough sense to try to make his business pay. If you have a hang-up on a particular airplane because it's pretty, or you 've conjured up an image in your mind that it's the perfect airplane for you even though you've never flown, ridden in, or worked on one, maybe you'd better see your analyst and take his advice. You should at least investigate the characteristics of the machine, talk to knowledgeable people who have had experience with one, before you delve any further into your pocketbook. If you'd decided you can't live without it and you 've convinced your family and they're as enthused as you are, and the kids think its gonna be neat to have an airplane in the garage, and everybody you know is pushin' you into going for it, then do it! Before Tuesday, ask Mr. Pilot to bring all the paperwork with him. This should include the registration and airworthi ness certificates, the engine logs, the propeller and aircraft logs, the FAA Form 337s showing any major repair or alterations, the weight and balance pa pers, Owner's and Operator's Manuals, the equipment list and anything else he has, too. He should have a pretty good file on hand . Be sure the chain of own ership is complete, and if possible, be fore you strike the deal get somebody in the FAA Aircraft Records Section at Oklahoma to check the files and make sure there are no liens on the machine. This is doubly important because you might be well along with the restoration before learning that a bank in Arkansas holds a lien against the plane. Make real certain it's going to be your airplane and nobody else's. After you're sure that Mr. Pilot isn't sellin' you a "pig in a poke", then look the plane over very carefully. To really get to know an airplane takes more than just a good pre-flight. Important factors are the length of time the machine has been sitting, how long it's been since the last annual, Mr. Pilot's attitude and
manner and how complete his paper work is. There may be an underlying motive for his wanting to sell. Maybe there is an AD note of major conse quence that is overdue, like a spar mod with a time limit on it; or an engine mod that requires splitting the case to pin the bearings, or a major aircraft or engine bulletin that could be very costly and time consuming . If obvious repairs to the structure are noted, such as spar splices, tubing welds, etc., be sure these are covered by one of the Form 337s that are a part of the records file. If no record exists, you'll have to convince the IA who's going to sign off your rebuild job to as sume responsibility for someone else's repairs. This may be difficult to do even if it looks good on the surface. Have I convinced you yet that you need a knowledgeable person to fall back on at this point? When you've decided that Mr. Pilot is honest, straightforward and isn't going to swindle you, then proceed with your self-inspection routine to assure your self this project is as represented. Check again on the AD notes. Allow yourself at least twice as much time as would seem logical for the AD check. Many otherwise competent mechanics have severe writer's cramp and a typi cal log entry will read , "All ADs complied with through 75-21 " (or some such date). You would assume from that statement that you needn't concern yourself with anything earlier than that date. Unfortunately, many ADs pre scribe an inspection of a specific part or area at hourly or calendar intervals until said part is replaced or permanently reinforced. If the compliance statement doesn't specifically state that the per manent fix was performed, you 'd better count the cost of having this done as part of the purchase price. Call you local GADO office and ask them to look up the ADs for you . Better yet, take a trip out there and have them make copies for you , in chronological order and then compare the list with what is in the log books. Satisfied? Then you can proceed, knowing the ownership is free and clear, you have all the paperwork, you know the ADs are up to date as to the last annual and you 're satisfied there aren't any major structural or engine ADs outstanding. You haven't got the mechanic with you, so let's assume you are on your own. You plan to do a complete rebuild on this thing so are only interested in the down-to-earth basic pieces. At this point you don 't care about the rag and the upholstery, or the glass, side panels or the windshield. What you really want to know is if the weather and age has been kind to the old bird. Get yourself a note pad, screwdriver and flashlight.
The cabin/cockpit area comes first. Have raccoons built a home in the fuse lage? Have the mice eaten all the insu lation out of the side panels or off the wiring? Are the control cables all rusted out? Is the hardware in some semblance of recognition or is it gone? Is the instrument panel complete or re buildable? What does the tach read? If it has a primer, does it leak? Does the engine turn over and are the controls free? Are the radios over age and beyond the pOint of no return? Pull down the back partition and look back towards the tail post. A flashlight will be real handy here. How does it look? Does the bat tery compartment ooze corrosion? Are the control cables intact? Make a note on your pad for future reference. Satis fied? Then look under the cowling . Look for birds, bird dirt, oil, seepage, fuel stains, frayed hoses and wires . Check the oil. If there is fuel, drain some. Is there any water in the gas? Are any oil change service stickers to be found? How do their numbers com pare with the logbook and tachometer hour readings? Can you see the engine mount well enough to determine if there are cracks or deformities? Is the hardware rusted or corroded? Do you like what you see? That's the real clue. If you don't like what you see on any of this then pick up your marbles and walk away. They can't make you buy it! And if you feel deep down there is just too much wrong , then take a hike. This goes for any part or piece of the airplane. Sure, money can rectify a lot of wrongs, but you should have made up your mind long before this how much you are will ing to shell out. An important consideration at this point is the dollar value of the finished product. How much will you have to spend to get it into salable condition? How much labor will it take? Does the simple arithmetic compute? Use your common sense. It may be better to find a plane in license and flying and spend a couple extra bucks to assure yourself you have what you want. It's up to you . Next crawl under the belly and check for old oil streaks and/or accumulated crud . Look at the tires while you're down there. How about the brakes? Tires tell tales if they are worn uneven. Are there any suspicious wrinkles, rips or big dents under there? A runaway light can wreck havoc! How about the undersides of the elevator? Does the tail wheel have a tire on it? Is it or the nose wheel tire worn uneven? Look at the doors. How do they fit? Examine the gear attach fittings and the area around them for any distortion or wrinkles. Look at the horizontal tail sur faces. Are there big dents in the leading
edges? Are the fairings in good shape? Shake the elevator and rudder to see if the hinges are secure and snug . Are the bearings or bushings intact? You should really be getting into this now, and making more notes on your pad. Do you still like what you see? Stand a few feet behind the plane and examine the symmetry of the wings and tail surfaces to the fuselage . Do the pieces look like they belong? Great! Come back up the other side of the fu selage and look over the upper surfaces of the wing as you walk up to the trailing edges. Sight down to check for warps. Inspect the ailerons and flaps. Work them! Are they full of hangar rash? Do they move freely? Shake them! Are the tracks, bearings and bushings worn? Don't forget to check the other side when you get there. Check the wing tip for hangar rash . Sight down the wing leading edges. Will they have to be replaced or require cosmetic treatment? Keep on going and look at the wing attach hardware and the struts. Always check for evidence of repairs. As you pass in front of the propeller, look for obvious signs of distress, corro sion, knicks and gouges. Did you look at the air filter and the cowling when you went over the engine? Determine that the mag switch is "off" then pull the prop through. Do each of the cylinders have compression? Continue your in spection on the other side of the airplane. I have neglected to emphasize the importance of looking for corrosion. In an aluminum airplane look for that frosty appearance, or if it's painted pay par ticular attention to the seam overlaps where blistering paint will clue you in. Look really hard at the control surfaces and see if they are pock-marked or if the paint is frosting off. You can't really get inside the structures until you disas semble the parts, but a good look at it externally will often give you a pretty good idea of what is inside. Don't fail to remove the wing root fair ings to check wing attach fittings and the associated hardware. Do-it-your seifers are prone to stuff this area with insulating material in an effort to reduce drafts and wind noise. While this is often quite effective it also may have ab sorbed a lot of water and provided an ideal atmosphere for rust and corrosion . Spar carry through channels on Lus combes and Cessnas are difficult to in spect properly without removing the wings and can be a real budget buster to repair if corrosion has progressed far. You may find what the mice did with the upholstery material that was mis sing from the cabin , too. Mice seldom get out of bed to go to the bathroom when they hibernate in these cozy nests VINTAGE AIRPLANE 11
and the resultant soggy material will do more damage than an equal amount of battery acid. If it's a rag covered taildragger, pay very strict attention to the lower longe rons in the area of the tail post. Is there any rust showing around the attach fit tings at the stabilizer? Take your pocket knife or a pick and try to penetrate the areas that are suspicious. If the probe goes into the metal longeron there is a major problem. On tricycle geared planes, check carefully for rust and corrosion in the lowest area of the fuselage. Piper Tri Pacers have a habit of accumulating moisture behind the landing gear sup port structure tubing which can promote corrosion. All the discrepancies you've noted on your pad should be totaled up. Do you still like what you see? If so, then go after that airplane. Use a little more leverage on Mr. Pilot and take it from there.
Purchase Price by "Buck" Hilbert Let's assume you've already ac complished the selection of the aircraft you want as your project. You 've hur dled all the obstacles, and you 've lo cated the ship of your dreams. Now comes stark reality. What is the price? "Give me some guidelines. How much should I shell out?" is the most often asked question. You ask anyone who will listen and you'll hear as many answers as there are people to ask. The broker who is in this only to make a living and who treats these airplanes only as potential revenue garners will have one price. It usually includes a mark-up to cover his commissions, ad vertising, phone bills and whatever other overhead he may anticipate. He does have one advantage though . He may have a listing and know exactly where the merchandise is. That is espe cially true in today's computerized mar ket. So the extra bucks, in this case, may be a worthwhile layout. If in the process of selecting your pro ject and locating it, you have found a private owner who is willing to dicker or bargain, then you have it made. I had to wait almost eight years before the previous owner of my Swallow was will ing to part with it. I used that time to get better acquainted with the man and to form a friendship that triggered a feeling
12 MARCH 1986
that he was passing his beloved pos session on to someone who cares, and I did! When the opportune time came, the price was high, much higher than my original offer, which in the light of sub sequent events turned out to be a giveaway. But at the time I felt that he had violated our friendship and I almost didn't take the deal. Often, the end value of an airplane is its present market value, be it aT-craft, Ercoupe, Mooney, Ryan or what have you . A good place to find a starting price is in the want ads in EAA publications, Trade-A-Plane, The Controller, Air Show Journal, General Aviation News, etc., and they will give you a good idea as to the current market value of your specific machine. There is an Airplane Pricing Guidebook, too, which most insurance adjusters carry. This book is often up dated. In it the values are broken down as to makes and models, engine times, accessories and radios. If there is dam age history, the cost to repair and/or re place parts is listed. Call your aviation insurance person who will be happy to quote from the book. After all, this is his basis for accepting or denying the insur ance coverage you pay so dearly for. One disadvantage is that your airplane may not be listed if it is an antique, or it may be lumped into a category if it's outside the approved insurability tables. Take the numbers you get, average them out if they are from several sources (and they should be), temper them with your feelings, desirability and airplane availability. Then you'll have your own personal appraisal. What you are willing to pay for the airplane of your choice with the equip ment you desire now becomes the final factor. Next subtract what has to be done to put the plane into the condition you desire and you'll know what you want to pay. If it needs restoration , price out the Mcessary supplies, such as paint, up holstery and whatever, and then double that figure to cover labor. Don't forget that you have an investment, too, in your workshop, utility bills, tools, and that you might have to hire an IA or an A&P to assist and to sign off the final product. Do the arithmetic, total the plusses and minuses and then you can make your own decision. Don't become dis couraged . Sometimes it takes a cold shower to make a person think clearly. A person can get pretty hot over a par ticular airplane, so much so that he or she loses all sense of reason. Then they suffer afterward by winding up with an unsalable item because it's now overpriced.
Retrieving Your Treasure by Ron Fritz (EAA 9448, NC 337) 15401 Sparta Avenue Kent City, Michigan 49330 After making the decision to purchase a plane, the next step is getting it home. This mayor may not be a task depend ing on its condition , the distance to bring it home, and the necessary equipment to transport it if it cannot be flown . Re trieving a newly acquired airplane is a great adventure and will provide you with storytelling material for years to come . Since retrieving a plane can be an involved process it is a good idea to draw from the experiences of others who have done this. If the distance to bring it home is significant, it might be a good family adventure as it is very difficult for one person to attempt it on his or her own. It can be a very trying and tiring experience also, so use dis cretion if the spouse is less than en thusiastic about the whole matter. If the airplane is airworthy and cur rently in license, the simplest and cheapest way to get it home is to fly it. This is only true, of course, if you have the time to spare as well as the skill needed to fly it. Sometimes it will be more prudent to have someone else do the flying and pay their expenses. Find ing someone to fly your new plane isn't usually a problem as there is generally a pilot hanging around the local airport with the time and inclination to do this for you. Be careful , though, as there is the occasional pilot whose ego far ex ceeds his/her flying ability. If someone else is going to do the flying , make sure he or she is qualified to fly the plane and don't hesitate to check their qualifications. A lot of log ged flying time doesn't necessarily mean a pilot would be qualified to fly your new plane. Use caution here as it could save you a lot of money and heart ache. If the plane is not in license, but is flyable, it can still be flown provided a ferry permit is obtained from the FAA. This will involve an inspection by a licensed mechanic with a logbook nota tion stating that the airplane is safe to make this one trip. It might be a good bargaining point to insist the seller guarantee a ferry permit with the sale of the plane. Purchasing a "ferryable" airplane sight unseen can be risky as the seller's idea of ferryable might differ drastically from yours or the mechanic's who ultimately must make the determi nation.
Photo by Ron Fritz
A cartop carrier on a Pinto was used successfully to transport this uncovered Aeronca KCA fuselage, wing spars, ailerons and cowling across two states.
fAA Antique/Classic Chapter 1 members in the Lakeland, FL area built this A-frame to safely carry this French-built M.S. 181 from Florida to Jackson, Michigan where EAA Chapter 304 members restored it for the EAA Aviation Museum. The frame consisting of 1 x 4s, 2 x 4s and 4 x 4s was carried on a flatbed trailer.
The cabane struts of the parasol wing M.S. 181 are bolted to the A-frame to stabilize the load.
if the airplane cannot be flown or you don't care to take a chance on flying it, then the only other alternative is to transport it home in a disassembled state. If miracle of miracles happens and the seller agrees to deliver for a reasonable price, take him up on this. You cannot go wrong . If you must re trieve the plane yourself, make adequate preparations. Make sure your equipment is adequate for the job and take plenty of padding and rope to lash the plane securely. As mentioned be fore, draw from the experiences of others if possible. The ideal vehicle to do the job is a pickup truck with a long bed trailer. By using this set up you will most likely be able to get the whole plane in one trip. If the plane is only a short distance away and several trips are possible, a truck or trailer alone may be adequate.
The landing gear/motor mount fittings on the fuselage rest in notched 2 x 4s.
If the plane must be transported a long distance, a truck or trailer alone can be adequate providing you make good preparations and construct racks, etc., to carry all the components. In terestingly, a lot can be carried on car top carriers. For example, several years ago an enterprising EAA'er transported a complete, uncovered Aeronca KCA fuselage, wing spars, ailerons, and cowling from Western Michigan to East ern Ohio atop a Ford Pinto. The trip was uneventful, trouble free and provided him with stories to tell for years. Should an adequate trailer not be available, a suitable trailer can be made out of a snowmobile or boat trailer by constructing a wooden bed using lumber and plywood. A word of caution here: don't exceed the weight limits of the trailer. Loading the plane is going to be a formidable challenge and much caution must be used. Every1hing must be lashed down or confined so it won't fall off and be damaged or endanger other persons. Use good, strong rope or straps and make sure the ends are fas tened securely. Check the load fre quently while traveling to make sure the lashings haven't loosened. Make sure your outside mirrors allow you to keep an eye on the load. If the airplane is purchased in an as sembled state, so much the better as you will gain valuable experience if you disassemble it yourself. You will also have the assurance that you have all the parts. Purchasing a basket case is risky as there always seems to be a piece or two missing. It's important to know that it isn't necessary to completely disassemble the plane to transport it. The tail sur faces may be left on as long as they are immobilized and don't exceed the width limits in the state(s) you will be traveling through. Moveable surfaces should be
VINTAGE AIRPLANE 13
removed if the plane will be loaded with the tail facing forward . Leave the engine and cowling attached if possible. If a rough or bumpy trip is anticipated, it might be a good idea to support the front of the engine to relieve stress on the engine mount and forward fuselage. The landing gear may be left attached as long as they don't protrude too far and aren 't a danger. The axles provide an excellent place to lash the fuselage down. By leaving the landing gear on ,
An example of how not to transport a disassembled aircraft. Strong crosswinds can make a light vehicle or trailer very difficult to handle when the wings are carried in this fashion.
Plenty of room is available at the aft end of the fuselage for landing gears and tail surfaces. Note padding on A-frame where wings were mounted.
you have an excellent place to store other components beneath the fuse lage. Two wings, padded and lashed securely, usually will fit under the fuse lage very well. When the wings are still covered , they should be laid flat and lashed down securely. If mounted vertically, the side area is too great and will probably lead to an uncontrollable trailer or truck in a strong cross wind. If the fuselage hangs over the end of the trailer or truck, make sure you have adequate padding to pre vent damage to the longerons or monocoque structure. When loading a trailer, distribute the weight properly. Maintain weight on the hitch as an evenly balanced trailer or trailer with ex
cess weight behind the axles will give you real problems unless the vehicle pulling it is exceptionally heavy. The success of your trip will be enhanced by planning ahead and trying to antici pate problems. Larger planes demand heavier and stronger equipment. Low wing planes require the fuselage to be placed in a special cradle or rack. Bi planes have extra wings to concern yourself with . Each airplane has its own peculiarities , and measures that work with one won 't necessarily work with another. When transporting airplanes, certain basics should be remembered . Use common sense, don't allow your self to be rushed, have someone look over your work and don't take chances . •
AVIATION HISTORIAN ...
(Continued from Page 9)
studying mechanical engineering and
later working at the Rohr Aircraft plant
in Riverside, California as a Tech
Writer/Estimator and later working at
Hunter Engineering in Riverside.
Ted now enjoys his retirement years with his lovely wife Catherine, writes ar ticles on aviation and aviation greats (primarily for EM) and also has com piled dozens of photo albums jam packed with one-of-a-kind aircraft photos. He also has amassed thousands of slides and various and sundry items relating to aircraft, aircraft manufacturers and suppliers. It was nearly mind-boggling to see and look through the tremendous array of priceless material Ted has, and all neatly catalogued and filed for easy ref erence. In fact, we spent one afternoon (nearly four hours) looking at nothing but slides. Ted is a gentleman to be commended for his straightforward sense of commitment to preserving a part of the history of aviation. And for his efforts, we shall all be a little richer .• 14 MARCH 1986
Ted Businger Collection
A "canard" at the National Air Races, Chicago, 1930. It's hard to discern the plane in this photo, but it's a high-wing, single-engine craft. A short time later, the aircraft was involved in a fatal crash. Details of the crash are not available.
,I ~ype ClubActivities
Compiled by Gene Chase
INTERNATIONAL CESSNA 120/140 ASSOCIATION Special 40th Anniversary Celebra tion The 2nd Annual International Cessna 120/140 Association Regional Spring
Fly-In is scheduled for Saturday, April 19, 1986, at the Compton Airport, Com pton, CA. The main feature of the event will be a 40th Anniversary Celebration marking the start of production of the Cessna 120/140 which began in May, 1946. As a part of the celebration , all at tending Cessna 120/140s will be invited to participate in a special "Glory Days of Flight" which will be approximately 30 minutes in duration. Also included will be a full schedule of activities both in the air and on the ground. For further details contact J. R. (Jack) Rhines , California State Representative at 2131 869-1662.
Fountainhead '85 The 10th Annual International Cessna 120/140 Association Conven tion was held October 3-6 at Foun tainhead Lodge on picturesque Eufala Reservoir located 22 miles east of Hen ryetta, Oklahoma. The event was a great success thanks to cooperative weather. Activities included a 40-mile fly-out to McAlester for lunch and a tour through a new automated Flight Service Station, a maintenance forum, flight contests and an awards banquet. 169 people were registered along with 59 120/140s and 15 other aircraft. For information on the International Cessna 120/140 Association, write to them at Box 830092, Richardson, TX 75083-0092.
The International Bird Dog Associa tion has recently been formed to pre serve and promote the heritage of the Cessna 305/L-19/0-1 aircraft, and to reunite as many veteran pilots who have flown it as possible. The Bird Dog is directly related to the Cessna 170. It is also known as the 305, L-19 (L for Liaison) and 0-1 (0 for Ob servation). There are only about 300 Bird Dogs left flying in the United States and Canada. The Bird Dog is also a warbird. It has served diligently in Korea, Vietnam , Europe and in other parts of the world . The U.S. Army, Air Force and Marine Corps have used the Bird Dog in vari ous training and combat roles. In addi tion , the Bird Dog has been utilized by the Civil Air Patrol , U.S. Forest Service, foreign governments and in a variety of other "bush" type capacities. For additional information on the In ternational Bird Dog Association, con tact Phil Phillips, 3939-C8 San Pedro NE, Albuquerque, NM 87110, phone
Inexpensive Intercom The following item about Terry March (EAA 256794, AlC 9676), 4344 Liberty Road, Delaware, OH 43015 appeared in a recent issue of "Cub Clues", the newsletter of the Cub Club. At the First Annual Cub Fly-In, Terry demonstrated some really nifty inter coms which are actually little wireless radios combined with a headset. They can be used in a voice-activated or push-to-talk mode. They can also be used outside the aircraft because they have a range of 114 mile. The cost is $30 per set and, of course, two sets are needed. The $30 includes the headset. Go to your GE dealer and ask for Voice I, Model no. 35959A.
Post-War Cub Details (From Clyde Smith, Jr.) 1. Should a '46 Cub have the metal "Piper" on either side of the cowl? Yes , all postwar Cubs had the metal emblem. 2. Is there any form of carpeting or rubber mat on the floorboard? No, all Cubs had black enamel over plywood floorboards. 3. Should the instruments have the Cub bear on them? Yes, the airspeed and altimeter had the bear emblem in black. 4. Should the instruments have cream-colored faces? Yes, all postwar Cubs had cream-faced instruments ex cept the compass. For information on the Cub Club, con tact John B. Bergeson, Chairperson, Newsletter, 6438 West Millbrook Road , Remus, MI 49340, phone 517/561 2393 . • VINTAGE AIRPLANE 15
Howard , ~ And
1946 Piper J-3 Cub, N3239N, SIN 22430 owned by Howard Fassler and Jerry Staver, Cherokee, IA. When they purchased the plane in 19n its total time was just 500 hours.
Story and photos by Dick Cavin Ever wonder just what it is that makes a J-3 such a magnet for so many avia tion people? If its lure was strictly for us oldsters we could probably say it was case of mass nostalgia, but it isn 't just the retirement home refugees that in dulge in this adulation. It's the young ones, too. They get that wistful look in their eyes when a J-3 gets in their field of view. Many of those young ones have never been in a Cub, yet they have al most a reverent attitude as they get close enough to study its cockpit in nards. Perhaps the fold down door and stark simplicity of the interior holds some special magic. This isn 't just a contemporary phenomenon either. I've seen this since the 'thirties. Nor is it some sort of a rejection of today's tech nical complexity. All I know for sure is that the venerable J-3 has some magic appeal to both neophyte and veteran pilots. "Magic," it truly seems to be. How else would you explain the meteoric price rise of used J-3 Cubs that began about 10 years ago? Prices of used T -crafts and Aeroncas lagged far behind the J-3's even though many were in much better condition mechan ically. Now it's not uncommon to find newly re-covered J-3's priced well above the 10K mark. 16 MARCH 1986
There's no doubt that the winners at Oshkosh '85 of the title of Outstanding in Type (J-3) freely admit that nostalgia has been the motivation factor for them. Actually, N3239N is owned by two EAA types from Cherokee, Iowa - Howard Fassler (EM 49306~ NC 8688) and Jerry Staver (EAA 71165). Howard brought the J-3 to Oshkosh this year and during the course of our interview he told me he and Jerry learned to fly in a J-3 in 1955 and that J-3s have been their bag ever since. When they decided they wanted to learn to fly they saw a J-3 at the Cherokee airport and bought it for believe this - $375. They both learned to fly in it and kept it for four years be fore they sold it. In 1977 they found their present Cub sitting in a farmer's hangar. It had been bought new in 1946 and hadn 't flown in 20 years. In the 19 years the farmer flew it he only put 500 hours on it. This alone makes it outstanding. Most Cubs have many, many thousands of hours on them, most of them the hard way in student instruction. When they found it, everything was original on this airplane except the tires. They started flying the airplane al most immediately, first unpickling the engine, which had been perfectly pro tected. After flying it for a while it began leaking oil around the push rod tubes,
so they decided to pull it down for in spection. They wound up replacing the bearings and rings and grinding the val ves of the trustly Iii 01' Continental 65. Since then it has purred like a sewing machine, as those faithful little engines do. I did a little reminiscing at that point. I had put in nearly 2500 hours instruct ing in Cubs in the '30s, running those engines almost continuously from morning's first light until dark, with never enough time available to give them first class maintenance. About all I ever did was add gas, change oil and maybe change plugs every 2 or 3 hundred hours, and I don't recall one of those Continentals ever missing a beat. What wonderful engines they were (and still are). It's almost criminal that they are no longer in production. If they were, can you imagine what they probably would cost with product liability insur ance premiums tacked on top? The original Sensenich prop is still on the airplane. Howard said it had a little dry rot on it when they got it, but with a little light sanding and some modern urethane varnish it passed inspection. I looked it over, too, and as far as I could tell it was quite serviceable. Obviously, the airplane had been well protected from the elements all those years. The condition of the fabric after all those years echoes that same thought.
Many people today look down their noses at Grade A cotton fabric, but since Howard and Jerry flew the airplane until 1980 before it was neces sary to recover it, one can't escape the fact that a 34-year service life for the fabric isn't too bad. Also, consider that Piper had the reputation of putting the absolute minimum number of coats of dope on new airplanes then and the 34 year life is even more impressive. When other makes of airplanes that had many, many coats of dope were kept hangared the fabric has been found to be good after 40-45 years . Not many people these days have much confidence in today's Grade A, though , and have gone to the synthetic fabrics . The necessity of outside tie downs has dictated this choice in many instances. Howard and Jerry started the re cover of the J-3 in 1980 and this took the best part of two years, although they didn't work on it any during the winter months. They used Ceconite and buty rate dope (a lot of it) so maybe the J-3 will still be flyable another umpteen dozen years from now, who knows? During re-cover is when one finds all those little (?) things that need to be replaced. In the wings they found that mice had had a few rib stitch cords for dessert and that the settling roof of the farmer's hangar had deformed the top
of a few ribs, but these were easily re paired and it wasn't necessary to re place anything in the wings. Even the cables and pulleys were A-OK. The fuselage was a little different, though. All the cables to the tail group were replaced , since they weren 't stain less like the ones in the wing . They put in new flooboards and installed a new aluminum fuel tank. The original tank was made from terne plate. They al ways developed rust inside where water settled out in the sump and stopping their leaks was only a temporary meas ure. They also complied with an AD for a tank drain at that time. They replaced the seat upholstery with new ones from Wag Aero, along with all new glass. The old glass wasn't badly crazed, but had become yellow and brittle, Howard said. Nothing else in the fuselage really needed replacing , although they did refinish the instrument panel. All instruments are the original ones and are still in good condition . Even the switch was still good, but they did put new wiring on it. As Howard and I walked around the airplane we checked all the control hinges for tightness and I found practi cally no wear on any of them . Even the stabilizer jack showed very little play. The original Scott tailwheel was still on it, too, although Howard said they had replaced the tire. They had also com
plied with ADs on the struts that require larger forks and threads rolled instead of cut. I commented on how smooth the former stringer contours were and How ard said they, too, were original and only required a little straightening. Howard is a mechanic for a John Deere dealership in Cherokee and Jerry is an auto salvage yard operator. Their work doesn't leave much time for flying except on weekends, so since finishing the re-cover they've only put 300 (very gentle) hours on the little bird, about 25 hours per year each. Most of their flying is to fly-ins, fly-in breakfasts, etc. How ard said it "only" took him six hours from Cherokee (north central Iowa) to Osh kosh . He offered the opinion that it might take him all day to get back if he had the usual west winds. One thing I do know, though . It won't be 7 or 8 hours of boredom. There's something extra special about puttering along in nap of the earth flying in a Cub with the door down and every detail of the world laid out before you for your personal inspection and enjoyment. Sit ting there in that gentle and forgiving little bird is an experience that isn't ex celled by any other type of flying . You are secure in the knowledge that you can put it in anyone's football field and have half of it left over if need be, so what the heck? Enjoy! After all, isn 't that what sport flying is all about? •
Howard Fassler and the "Magic" J-3. VINTAGE AIRPLANE 17
Story and photos by Ted Businger (EAA 93833, Ale 2333) Rt. 2, Box 280 Willow Springs, MO 65793 Mrs. Allen H. Meyers flew this beautiful Meyers 2008, N34383, SIN 265 to the Meyers Fly-In from her home in Tecumseh, MI.
R. R. Crawford, Whitesburg, NY, owns this attractive white with orange and yellow trim Meyers 145, N34371, SIN 214.
Meyers 145, N343E, SIN 210 with a Continental E-185 engine, owned by Robert More,
Junction City, KS.
18 MARCH 1986
Sometimes when we think of summer "fly-ins" we draw a mental picture of open treeless areas with heat waves shimmering from the runway, meetings in drafty hangars, minimum refresh ments and accommodations which are miles away. The Meyers Aircraft Owners Associa tion decided to break that tradition and Bob Stickle was assigned the task of locating a suitable place for their annual meeting "somewhere in the mid-U .S." It is doubtful that a nicer place could have been selected. He located a grass strip with adequate aircraft parking and tree shaded lodges immediately adjacent to Arkansas' beautiful White River. Just beyond the north end of the runway is a flower bedecked park with a tennis court, swimming pool, picnic facilities , kids play equipment, etc. Between the park and the lodges is a restaurant which partially extends over the river. The varied menu in cludes steak and lobster plus cham pagne, for those so inclined . This place is aerobatic pilot Jim Gaston's White River Resort, considered by many as the most beautiful location in the Ozarks. Located 10 miles west of Mountain Home, Arkansas it is within a few minutes stroll of Bull Shoals Lake and its popular recreation area. Even the weather man blessed this gathering on June 27-30 with comfortable daytime highs of 75-80 degrees. Les Tar hosted an informal BBQ at his cottage at Gaston's on the first night for a friendly get-acquainted evening. Les's 2000, N5SE, was ferried to the U.S. from England. Bill Nagle, Gary Merrihew, Bill Perry and Bud Young did some nice formation flying. Perky Mrs. Allen H. (Pop) Meyers ar rived in a Model 200 and was joined by designer Ray Betzoldt and inspector Keith Diver in describing various facets of building these superb aircraft.
Marion Wright's Meyers 200B, N34397, SIN 279. Marion is from Ft. Worth, Texas.
Dick Martin and Charlie Botts spent considerable time educating this author on everything built by Meyers. Viva cious Jacque Merrihew, secretary and newsletter editor of the Meyers Club, coordinated all activities to assure that things meshed in an orderly fashion . Several friendly folks spent considera ble time visiting with my wife Catherine and converted her to an avid supporter of the Meyers group. The Meyers Aircraft Owners Associa tion welcomes owners of all Meyers air craft including the Model OTW, 145 and 200. This year's event drew six model 145s and nineteen 200s. In 1984 one OTW showed up in addition to the other models. With such a grand turnout , the group is already looking forward to their 1986 fly-in which will be held over the July 4th weekend at Tecumseh , Michi gan to coincide with Mrs. Meyers' planned tribute to AI Meyers at Tecum seh on July 4. The details of the event will be announced soon .•
The beautiful setting of Jim Gaston's White River Resort makes a great location for fly-ins . This Meyers 2000, N2977T, SIN 350 is owned by Bob Clark, Yuba City, CA.
This red and yellow Meyers 200, N200AW, SIN 383 Is owned by Dick Martin, Green Bay, WI.
VINTAGE AIRPLANE 19
Via Vintage Bird And RV
Flying the L-3 over Nevada rangeland.
by Lily Dudicz P.O. Box 4142
Hayward, CA 94540
My husband's and my vacation was a fabulous mixture of fun, adventure, some scary moments, talking with other pilots, rounding up cattle, strange land ings, making new friends and, above all, magnificent scenery. By this brief account of our travels we hope to en courage others to get into their planes and/or RVs and go off the beaten track as we did. We took the Aeronca L-3B because, at 59.6 miles per hour, it is one of the slowest flying aeroplanes in the U.S., and this would enable us to locate pioneer wagon tracks and other points of interest from the air. Also, because L-3Bs can't hold much gas, Len (EM 240518, AlC 9749) would have to land somewhere every two hours or less, in between major airports, and this would give us an opportunity to see parts of Nevada few other people have seen, and which we hadn't seen yet either. The RV carried autogas for the plane. I piloted the "chase" vehicle for the Aeronca - our 1963 Corvair Van, fully equipped for living on the road, so we had the best of both worlds, and used whichever vehicle best suited our plans. Silver Springs, Nevada was our first stop. Its "airport" is not maintained and has no services. It is just a strip of con crete with weeds growing through some areas. There was plenty of space to park the van and, best of all, it was quiet and peaceful. There were "No Trespas sing" signs here and there with a name, but no telephone number. We met John 20 MARCH 1986
and Adele Binkley of Del's Motel and learned that they are members of a group trying to restore the airport. John had just sold his plane because he was having eye problems, but he fell in love with our Aeronca and had to have a ride in it. Len took him up for a good view of his place and the surrounding area, and when they landed, John invited us to his home and we four sat and chatted for a few hours. We spent that night in our RV on the field alongside the Aeronca and went to sleep looking at the stars. In Nevada, the elevation be gins at four thousand feet. We were closer to the stars than at home. Before leaving the Silver Springs area, we flew to Fallon just to see the airport and chat with anyone around. The nearby Air Force Base had jets fly ing "low and slow", which was interest ing to us. On our way back to the van , we decided to fly across the Lahotin Re servoir. We flew low and "shot down" a couple of mallards with our pretend machine gun. What fun! Then alas, it was time to be on our way. I always waited for Len to take off . and be on his way, before getting into the van and following. First, because I had to hold the plane as Len hand prop ped it, so it wouldn't take off and fly by itself and, second (or was it first?) I wanted to make sure he was safe. In case Len had to return, I wouldn't be on my way to the next checkpoint/airstrip. If I didn't show up within a reasonable time, Len would fly back to see what happened. Although the RV was in good shape, Len had to watch the pilot bearing, and add oil as needed.
After a few landings and meetings on the ground, Len teased me with , "We have to stop meeting like this, people are talking!" There were always people on the ground watching Len fly around, into and out of airports, and along the highway. It was 1943 all over again. People could see, first hand, how the sky must have looked many years ago when these antique warbirds were fly ing. We think we may have brought back lots of memories for many men and women who flew or repaired planes similar in age to ours, and we often heard ''There I was . . ." stories, and they were interesting. We had to deliver a personal mes sage to a man in a bank in Elko, and that is how we found out about one of the most beautiful canyons we have seen. We decided to tie down the plane, take the RV and visit it. It was October and, of course, all the fall colors ran rampant along the foothills of the Ruby Mountain Range. Aspens were in abun dance. We planned to stay there for a few days, but it grew very cold as the sun set. Ruby had a sprinkling of snow across her shoulders. The canyon was named Lamoille. Wells, Nevada has a very nice airport owned and operated by a couple named Dan and Karen Wines. Wells hasn't changed a whole lot over the years. Another casino-restaurant motel, that's about all. Karen Wines suggested to Len that if he wanted to try the thermals this side of Ruby Moun tains he might be surprised. The highest we had flown the L-3B was when we flew across the Sierra Nevada Moun
Lily & Len prepare to gas the L-3 from a supply carried in the van.
tains in July, and caught a thermal that took us up to 9300 feet. At that altitude we cleared Donner Pass by 400 feet. What an experieince, what a thrill. The ceiling for the L-38 is 9000 feet. While I gambled in Wells, Len flew the plane towards the Ruby Mountains looking for thermals. He returned happy and excited as a kid at Christmastime. He had flown the L-38 to a record 11 ,800 feet! I should have mentioned earlier that Len often had difficulty finding airstrips for landing on our off-the-beaten-path route. Aeronautical charts were not too dependable; frequently strips were defunct, and the places he did find and land on were not recorded anywhere. Fortunately, if it were absolutely necessary, sheriffs or highway patrol officers would rope off the main highway for take off. Even though an airport may have been abandoned, if Len can see any way to land on it, he will . . . for example, as he did at Currie. We had planned to meet there, but weren't sure where it was. I was dawdling down the road, as it would take me longer to get to our designated spot, so why rush . I was en joying the distant mountain ranges, some with snow, and tumbleweeds and the desert in general. Len was seeing all that beauty from the air. I had driven a long way, with no other car or RV in sight when I spotted a gravel road and decided to stop. I got on the transceiver and tried to call Len. I could hear him but he couldn't under stand me. I decided to relax there for a while until Len flew overhead. Sud denly, there was Len walking towards me. There was no airport in sight and the plane was parked near the same gravel road where I had parked the van. Len told me about the ragged windsock he saw, and he landed nearby in the weeds. We stuck around Currie for a few hours, enjoying the sunshine and the silence. There are five buildings in Currie located a mere fifteen feet off the main highway.
Our next stop would be Ely. It was time to shower, shave and shampoo and I wanted to see the largest open pit mine in the world . It produced copper before shutting down in 1978. A hill with Garnet rocks is worth looking for in Ely. We stayed overnight at the White Pine Motel, and it was a good thing because it snowed during the night. We enjoyed our stay there because one of the managers had been an aircraft inspector when she was seventeen years of age. We sat and chatted about aeroplanes for a couple of hours. We reluctantly left Ely, but were an xious to find the sun again. After taking a couple of pictures of the Aeronca's baptism in "first snow", we cleaned her off. I held the plane while Len hand propped it, warmed the engine and flew off. I waited til Len and the plane were out of sight then got into the van and followed . The roads were clear as it only snowed for a couple of hours during the night. Ely's nice, well-maintained airport is located about ten miles from downtown .
Our next planned stop would be one hour from Ely as Len would not be able to fly all the way to Caliente without re fueling. Finding Geyser Ranch was one of the great adventures on this vacation. There is no record of this ranch on either the aeronautical chart or the road map I was using. If you want to step into a John Wayne movie setting, this is the place to visit. Len would have to get permission to stay, once he landed, be cause it is a private airstrip. Even though the strip was rough , with weeds and gravel strewn about, Len, who won his wings as an Army Air Force pilot during World War II and has logged over 4,000 hours of flying , had no prob lem landing there. Len was greeted by Gordon King and told we would be welcome to stay on the Ranch for two or three days. After a short chat, Gordon asked Len if he would fly up to the foothills of the moun tain and see if he could find some stray cattle. Len was thrilled. As Gordon top ped the plane' gas tank he invited us to stay for dinner. A dream of mine was to be on a working ranch with cowboys, horses and bunkhouses, and while Len flew to the hills "rounding up cattle", I hung on a fence and made friends with the horses. After dinner, Len and I fell asleep watching the stars and talking about our day's activities. After departing Geyser Ranch we had to stop at Pioche as the van needed servicing. There is no airport at Pioche, but Len flew ahead and scouted around to see where he could land. About three miles out of town, a road led to some piles of gravel. It was rough , but Len landed and waited for me. Pioche is a lovely little town , with no activity. We ate breakfast at a cafe, visited the Chamber of Commerce run by a gra cious elderly lady (who also sold ore samples of silver, lead and zinc). She told us where the service station was
Lily holds the tail while Len props the Aeronca L-3. VINTAGE AIRPLANE 21
located and the retired gentleman there was a great help, and we were soon on our way back to the plane. On the next leg of the trip I found Len waiting for me beside the road , ten miles outside of Caliente. It is a tiny town with an historical railroad station. The weather on this October day was perfect. Len found the Air Force 's emergency landing strip, as indicated on both our maps. It is almost two miles long , and not maintained. We relaxed there and soaked up the sun for four hours. Our next stop was the North Las Vegas airport where we spent only one night as we wanted to spend a few days in Beatty, Nevada. This is a town that has not changed in about 50 years . We were there a couple of times during the 1970s and nothing had changed , except the addition of a casino and motel. Len 's incredible serendipitous land ing in Pahrump got us a mention in the local paper. I was looking for a pen pal named Ruth Jurkas who lived in that town but I had no idea how to get to her house. We had reached the area during a severe windstorm and the plane was running out of gas. Len pulled an old army pilot stunt and landed on a gravel road near some mobile homes. A lady came out and asked "Who are you look ing for?". He said, "Ruth Jurkas". The lady said, "She is up there in her trailer having a cup of coffee." Len had acci dentally landed in Ruth Jurkas' back yard - a million to one shot While we were grounded by weather in Pahrump, we met Ruth 's brother Roger and his family ; they owned the Mobile Homes Sales, and an RV and Camperland down the road . We helped Roger paint signs for three days. We
also met Bill and Ruth Suiter and during dinner we chatted about flying and giv ing rides in the L-3. The next day after a few passenger hops around Pahrump, Len topped the Aeronca's gas tank , we bade our new friends goodbye and headed for Beatty and the hot mineral baths. We enjoyed seven days there taking hot mineral baths every evening and sleeping under the stars. Len and I flew around the area, seeing our favorite spot from the air, for a change of scenery. Soon it was time to be on our way and we reluctantly departed. Going through Death Valley was in teresting as there were two main roads closed because of earlier flooding . Roads and bridges throughout the de sert were washed away. Driving the van down Black Mountain , part of Panamint Range, was a thrill I could have done without. But our next meeting place would be the Inyokern airport, and this was the only way to get there . The road seemed to drop 5,000 feet almost straight down. I happened to notice the brakes weren't holding too well , and had to stop a couple of times . When I finally reached the bottom, I was shak ing like a leaf. When I arrived at the Inyokern airport, I was about an hour overdue. Len was frantic but glad to see me. We hugged each other, then we rented a motel room for the night and got something to eat. The next day we left Inyokern for Mojave, California. This part of the flight was no picnic for Len. He fought updrafts and down drafts with twenty to thirty-five mile per hour winds . I, too, felt the winds across the desert, blowing sand and tumbleweed across the road. Len had problems landing the
Aeronca in the strong, gusty wind , but he finally managed and a couple of on lookers helped him tie the plane down . I fought the winds, too , all the way from Inyokern airport, but the scenery along the highway was beautiful. We knew the Rutan Voyager was in a hangar on the field and we got to see it before getting a motel room and some dinner. The Voyager is a beautifully de signed plane, and well worth the visit. We chatted with Burt Rutan's parents for a few minutes and then went about our business. Before leaving the field , Len asked one of the secretaries in Burt's office when the windstorm would stop. It seems that Mojave always has windstorms, but sometimes in the early morning the winds die down. At the crack of dawn the next day, we were on the field. The wind was still blowing at the same speed, but we noticed there was a "lull" now and then . We ate a cold breakfast, then Len started the engine and jumped into the plane as I held the tail down. When he felt the wind was right, he waved to me and I stepped away from the plane. He was off! I watched until he was near the Tehachapi Mountains, then got into the van and followed . It was no ''tiptoe through the tulips" for me in this windstorm as I had to fight the buffeting winds, too. After a touch down in Tehachapi to gas the plane from the van , we were on our way home with only one more over night stop at a place along Highway 5 near Coalinga. Harris Ranch Restau rant is well worth the stop, with a conve nient landing strip, (bring your own tiedowns) . After four hours travel time the next day we arrived home rested and relaxed and began thinking about our next year's adventure . •
Lily stands by the 1963 Corvair van while Len preflights the L-3. Note metal wheel covers for protection on ground. 22 MARCH 1986
Export Aircraft Circa 1935 - Bel lanca 77-140 on EDO 15750 floats Courtesy Edo Seaplane Division Despite arms-control laws, which for bade the export of aircraft fitted with mil itary hardware, many aircraft were sold to overseas buyers as "convertible" to military purposes. The Bellanca 77-140, shown here taxiing on the Delaware River near its New Castle, Delaware production site, was an example of this equivocal policy. The steel tube , fabric (and wood) aircraft was built in both land plane and seaplane versions, the latter with EDO 15750 floats. Max (over load) gross weight of the seaplane was 17,749 lb. ; cruise speed 165 mph.; and maximum range, 1500 mi. Powerplants were 715 hp Wright R 1820-F-3 Cyc lones with Curtiss electric propellers. These pseudo-reconnaissance aircraft first flew in 1934; few ever saw combat..
CALENDAR OF EVENTS
MARCH 16-22 - LAKELAND, FLORIDA - Sun 'n Fun '86. Contact Sun 'n Fun Headquarters 813/644-2431 . APRIL 5-6 - WASHINGTON, DC - 6th Annual Tour of National Air & Space Museum and Paul E. Garber facility. Dinner with a speaker of note. Limited to 200. Contact Margaret Scesa, 96"-5'st Place, College Park, MD 20740, phone 301 /345-3164. APRIL 19 - COMPTON, CALIFORNIA - 2nd An nuallnternational Cessna 120/140 Association Regional Spring Fly-In and 40th Anniversary celebration at Compton Airport. Contact: J. R. (Jack) Rhines, California State Representative, 2131869-1662. KITIY HAWK, NORTH APRIL 25-27 CAROLINA - 4th Annual Wilbur Wright Fly-In at Wright Brothers' National Memorial. Gather ing of antique and classic airplanes along with vintage automobiles. Contact Gene O'Bleness, First Flight Society, 919/441-3761 . MAY 2-4 - COLUMBUS, INDIANA - Annual In 'diana EAA Convention. Come to Hoosierland and celebrate Spring with forums, commercial displays, banquet, entertainment and good food. Contact: Julia Edwards Dickey, Presi dent, Indiana EAA Council, 511 Terrace Lake Road, Columbus, IN 47201 , 8121342-6878. MAY 2-4 - BURLINGTON, NORTH CAROLINA - EAA Antique/Classic Chapter 3 Annual Spring Fly-In. Contact: Ray Bottom, 103 Powhatan Parkway, Hampton, VA 23661 , phone 804n22-5056. MAY 16-18 - COLUMBIA, CALIFORNIA - 18th Annual Continental Luscombe Association fly in, Columbia Airport - FFI. Contact Continental Luscombe Association, 5736 Esmar Road,
Ceres, CA 95307, phone 209/537-9934. MAY 23-25 - ATCHISON, KANSAS - 20th Annual Fly-In of Greater Kansas City Area Chapter of AAA. Amelia Earhart Memorial Field. Contact: Lynn Wendl, Fly-In Chairman. 8902 Pflumm, Lenexa, KS 66215, phone 913/888-7544. MAY 24-25 - ANDERSON , INDIANA - Taylor craft Fly-in at Ace Airport. All light plane en thusiasts invited. Camping on field. Contact: 317/378-3673. MAY 24-26 - LAMPASAS, TEXAS - 7th Annual Deer Pasture Fly-In, Memorial Day Weekend. Contact: John Bowden, Rt 2, Box 137, Lam pasas, TX 76550, phone 5121556-6873. June 13-15 - MIDDLETOWN, OH - Aeronca Fly-In including tours of the Aeronca factory and the U.S.A.F. Museum. Banquet on Satur day night with speakers and judged aircraft awards. Contact: Jim Thompson, Box 102, Roberts, IL 60962, telephone, 217/395-2522. JUNE 14-15 - HERMISTON, OREGON - EAA Chapter 219 Annual Fly-In. Awards for hornebuill, kitbuill, classic and antique. 20th Anniversary Fly-In Contact Douglas Ankney, Jr., 503/567 3964 or 503/567-7531 , or write: L. W. Amacker, 4529 N.w. A Ave., Pendleton, OR 97801 . JUNE 15-17 - WACO, TEXAS - 5th Annual Short Wing Piper Convention. Contact: Jerry Knapp, President - Southwest Chapter Short Wing Piper Owners or Dan Nicholson, Chair man - South Texas Chapter Short Wing Piper Owners. JUNE 20-21 - TULSA, OKLAHOMA - Annual EAA Chapter 10 Fly-In at Riverside/Jones Air port. Contact LeRoy Opdyke, 13535 N. 155th E. Ave., Collinsville, OK 918/371-5770.
JUNE 26-29 - HAMILTON, OHIO - 27th Annua National Waco Reunion. Contact NC\,tional Waco Club, 700 Hill Avenue, Hamilton, OH 45015. JULY 3-5 - TECUMSEH, MICHIGAN - AI Meyers Airport Fly-In. 50th Anniversary cele bration. Contact: 517/423-7629. JULY 4-6 - BLAKESBURG, IOWA - Type Club Fly-In at Antique Field. Aeronca, Pietenpol, Corben, Fairchild, Hatz, Great Lakes and others. Fly-outs, awards. Contact: AAA, Route 2, Box 172, Ottumwa, IA 52501 , telephone 515 938-2773. JULY 28-AUGUST 1 - MANASSAS, VIRGINIA - 18th Annual International Cessna 170 As sociation Convention. Contact: Byrd Raby, 301n43-7623. AUGUST 1-8 - OSHKOSH, WISCONSIN World's Greatest Aviation Event. 34th Annual EAA International Fly-In Convention and Sport Aviation Exhibition. Contact EAA Headquar ters, Wittman Airfield, Oshkosh, WI 54903 3086, phone 414/426-4800. AUGUST 10-15 - FOND DU LAC, WISCONSIN - International Aerobatic Club Competition at Fond du Lac Skyport. Contact: lAC, Wittman Airfield, Oshkosh, WI 54903-3086, phone 414/1 426-4800. OCTOBER 2-5 PITTSBURGH, PENNSYL VANIA - 11th Annual International Cessna 120/140 Association Convention at Buller Farm Show - Roe, 4 miles west of city on Detroit sectional. Contact: International Cessna 120/ 140 Association, Box 830092, Richardson, TX 75083-0092. •
VINTAGE AIRPLANE 23
MEMBER'S PROJECTS ...
by Gene Chase Above, J. L. Peace (EM 237013, AlC 9838), 70 Eugenia Rise, Manukau Central, Aukland, New Zealand owns this sporty looking Piper J-3, ZK-AHC, powered with an 85 Continental. He flies it out of Ardmore Field where sev eral Tiger Moths, Cubs and an Auster are based.
24 MARCH 1986
Shown below are before and after shots of the 1943 Stearman E75N 1I N2S-3, N66306, SIN 75-8103 owned and restored by 75-year-old Harold W. "Joe" Brown (EAA 88137), 2715 Jade, Hobbs, NM 88240. The metal covered fuselage and P&W R-985 engine are evidence of its previous duty as an ag plane.
The project required extensive re building due to corrosion, crushed ribs, damage from at least five different bouts with highlines, etc. Joe was pleased that "with advice from good friends, a lot of work and a bunch of money, the plane flew hands off after the initial rigging." •
Tale Of AGrumman Widgeon
by Colonel Lester E. Hopper 3530 Mimosa Court New Orleans, LA 70114 Still in the air after nearly six thousand flying hours since its birth in 1941 at the Grumman Aircraft En gineering Company in Bethpage, New York as Widgeon (G-44) serial number 1213 is an aircraft with significant Civil Air Patrol history behind it. Subsequent to its manufacture, the aircraft was pur chased by Hayes Aircraft Accessories Corporation of New York City and regis tered as NC28674. Early records of air craft used by Civil Air Patrol on coastal Patrol Base 1 out of Atlantic City, New Jersey reflect its use while owned by Hayes and after by Felix W. Zelcer, also of New York City. Zelcer, himself a coastal patrol pilot, was also the step-father of fellow pilot John B. Haggin. It was Haggin, who in the company of Base 1's Commander Wynant Farr piloted the Grumman Wid geon into perhaps one of the most un usual exploits of its highly colorful career. Called upon to investigate a submarine contact report, Base 1 launched aircraft in search of the elu sive enemy on a warm sunny day early in July 1942. Among those launched was Widgeon NC28674. Flying at 300 feet above the waves some 24 miles off the Absecom , New Jersey Lighthouse, Observer Farr sighted globs of oil on the surface of the water. Close investigation revealed a long ghostly shape moving underwater at two knots. As one of the only recently armed civilian aircraft, the Widgeon was equipped with two aerial depth charges each of which was reported to be filled with 300 pounds of TNT. Lacking ex perience in the art of warfare the air-
Photo courtesy 01 CAP
NC28674 during its famous bomb run as depicted by well-known aviation artist Keith Ferris.
crew was apprehensive about a prema ture bombing. Thus began the deadly game of stalking the enemy in search of an opportunity for a sure ~ill. This Haggin and Farr did from 11 a.m. to 3:30 pm. when at last the sub's com mander made his fatal mistake when he rose closer to the surface. Now was the time! Haggin dove the Widgeon to a scant 100 feet above the surface with Farr sighting through the crude bombsight. Finally things were right and Farr pulled the rope to make the makeshift bomb rack release to send the "ash can" on its explosive way. And explode it did, striking only a few feet off the submarine's bow. It sent its shock wave high into the air making the Widgeon shake violently. As the result of the first attack the sub's bow-high at-
Photo courtesy 01 CAP
Grumman Widgeon NC28674 and its sister ship NC28671 at CAP Coastal Patrol Base 1 in 1942.
titude surrounded by an ever widening oil slick made it an easy target. With new found confidence, Haggin and Farr closed in for the kill. Again Haggin swooped low and poured on the coal to avoid the resulting concussion as Farr released the remaining depth charge. Again, they were right on target, result ing in pieces of wood floating to the sur face which were later identified as wood from the submarine's gun deck. Al though this incident and a later one are not listed as confirmed sinkings in the records of the U.S. Navy, there is very little doubt in the writer's mind that the Widgeon should be so credited. Shortly after closure of Base 1, along with other such bases, the Widgeon was sold to Republic Aviation Corpora tion of Bethpage, New York. After five intervening ownerhips the Widgeon was purchased by Link Aeronautic Cor poration of Endicott, New York in 1955. Under Link ownership, its outmoded Ranger engines were replaced with Lycoming model GO-480 engines with Hartzell three-bladed propellers. In September of 1956 it was sold to the Terry Machine Company and registered in Canada as CF-WHT. Log books indicate much travel to such exotic places as Nassau and the Virgin Islands. Although ownership is unknown for a brief period of time it was registered in the United States as N5560A on August 21 , 1957. Later, in November of 1960, owned by Trans Air Corporation of New Orleans, it was re designated as N199TA. In 1971 the Widgeon was totally reconditioned after 4731 hours of service with its registra (Continued on Page 27) VINTAGE AIRPLANE 25
by George A. Hardie, Jr. This neat little monoplane was another failed effort to take advantage of the surge in aviation interest that took place in the late 1920s and early 1930s after the record flights by Lindbergh , et al. The photo was submitted by Pat Packard of Burlington, Wisconsin , re tired Exhibits Designer at the EAA Avi ation Museum. Date and place of the photo is unknown. Answers will be pub lished in the June 1986 issue of THE VINTAGE AIRPLANE Deadline for the issue is April 15, 1986. A very complete answer for the De cember, 1985 Mystery Plane was re ceived from J. D. Stewart of Flint, Michi gan who writes: "The airplane is the Stewart M-2. The collapse of the Flint Aviation Co., in 1919 did not dim S. S. Stewart's views on the future of aviation. In 1927 he brought Lt. John L. Hunt here to design a plane. Lt. Hunt, or Jack as he was known, was a World War I aviator and had taught Sid to fly. Earlier, Hunt had run a flying school out of Detroit. "All of the planning and construction of the M-2 was done at the old W. F Stewart Mfg. Co. on Harriet Street where wooden bodies for automobiles were made. The engineering was car ried out by Lionel Kitchen , a most able and dedicated man. "The plane was to be a six-passenger twin engined high wing monoplane with mail carrying capabilities. Near the end of 1930 construction was completed . The next step was to arrange for an en gineering inspection and test flight. Throughout the winter Hunt took the ship up many times, all from Bishop Air port. Every test was met with ease. With one engine shut down the plane climbed as high as 9,000 feet, once while overloaded 300 Ibs. "There was considerable secrecy concerning the details of the plane dur ing tests. Final approval by the Aeronautics Branch of the Department of Commerce was announced to the public on June 11 , 1931 and a license was granted. "Being twin engined , the plane of fered better visibility. Stewart was sure a three-engined configuration would not suit his needs, for should the center en gine fail , the plane would not be able to climb, thus endangering the passen gers. "The nose was made available as a mail compartment in place of an engine, 26 MARCH 1986
a feature which added to the speed with which mail could be transferred . "Perhaps the most outstanding fea ture was the abundance of power built into the plane. The fully loaded plane could take off, fly and maneuver on one engine. A side benefit of two engines was lower power settings which meant less noise and vibration . The large roomy cabin boasted the most comfort able seats obtainable. "The design, safety and performance features melded well with the intent of X-943 M-2 to be a 'feeder' from national air terminals to smaller communities. The roaring '20s screeched to a halt and money was scarce. When the W. F. Stewart Company's appropriation for this venture was exhausted , Sid de cided against manufacturing the plane - he was unable to locate any market. The M-2 cost around $40,000 to build and if it had been produced in greater quantity, the forecast was $27,000 each. "Many associates wanted the owner to form a corporation and sell stock, but Stewart would not do it, for while he had confidence in the future of the plane, he also realized the gamble and refused to risk other peoples' money. The dream was dropped and the plane was sold . It was used for aerial photography by Ab rams and dismantled in 1940. Although a few years ahead of its time, the M-2 was a unique contribution to the ad vancement of aviation ." Robert Pauley of Farmington Hills, Michigan adds some more to the mys tery. He writes : ''There is some confu sion about the fact that the M-2 carries Serial No.2, implying that there was a Serial NO. 1. However, there is another
Stewart listed on the 1935 Register, a four-place OX-5 powered airplane car rying Serial No. X-1 . I believe that is why the M-2 carries Serial No. 2 and that only one was built. " Answers were also received from Charley Hayes, Park Forest, IL; LeRoy Falk, Carpentersville, IL; Lynn Towns, Eaton Rapids, MI ; John and Tony Morozowsky, Zanesville, OH ; Ray Ol cott, Nokomis, FL; Dan Cullman , Lewis ton , ID ; Jack Lengenfelder, Lawrence ville , NJ ; Doug Rounds, Zebulon , GA; and Stan Piteau, Holland, MI ;
More on the November, 1985 Mystery Plane From Robert Pauley, Farmington Hills, Michigan . . . "I noticed that you printed a Carr racer photo in THE VIN TAGE AIRPLANE for November. Here's a side view photo of it with a Warner engine installed, which I think should be printed since it is a rare view. The photo was taken by James Dolin at Pontiac Airport in 1936. "I would like to comment on the infor mation that app~ared in Pappy Weaver's book Sixty-Two Rare Racing
Airplanes. Since it is the source most
likely to be quoted. I hate to disagree with Pappy, but the U.S. Civil Register does not agree with his either! In 1934 the owner of NR12844 is listed as Mrs. Edith D. Carr of Saginaw, Michigan . Then for 1936 and 1937 the Register lists Eugene LaVigne of Detroit as the owner, now powered with a 125 hp Warner. As you will see, the owner's name is listed as 'Lavigne', not 'Levin' as given in Pappy's book. Incidentally, the color scheme with the radial engine was yellow and black, and an unusual feature of the plane was that the cockpit frame and windshield slid forward for access to the cockpit. Finally, my sources tell me the plane crashed in 1937, not 1936, although I have not been able to confirm that. " •
Tale Of AGrumman Widgeon (Continued from Page 25)
tion being changed to N199T. After three more intervening owners the air craft was purchased by Neal and Com pany of Homer, Alaska in February of 1977. Under Neal's ownership the Widgeon still lives an adventuresome life. Neal and Company does general contracting throughout Alaska but specializes in
"bush" projects along the coast of Cen tral and Western Alaska including the Aleutian Chain . Tony Neal of the Neal Company reports : "I was flying to Kodiak Island in 1978 and out of touch with navigation aids when I was forced to make a precautionary landing on the ocean because of some dense fog . I was lucky enough to locate a large Coast Guard buoy and taxied around it for some time with the waves breaking
right over the nose and washing right over the airplane. Luckily for mea crab boat came by and I followed right in its wake. More than two hours later I taxied into the Kodiak boat harbor, much to my relief. Three weeks later I had my instrument rating ." After recently undergoing extensive rebuilding this historic aircraft continues to serve with distinction as it did in the beginning . •
Photo courtesy of CAP
Grumman Widgeon NC28674 re-registered as N199T currently in service in Alaska. VINTAGE AIRPLANE 27
Letters To Editor Dear Editors, Regarding the "modified DH-4" on page 27 of the January, 1986 issue of THE VIN TAGE AIRPLANE, the airplane is in fact a Bristol Tourer, one of seven imported in 1919. The Tourer was a 2 and 3-passenger commercial spinoff of the famous F.2 Fighter of 1917-1918. This particular aircraft was operated ini tially by Southwest Airplane Co. of Tulsa, Oklahoma, which had two, plus a single-seat
Bristol Scout monoplane. It was acquired by Billy Parker in 1923 and he revised the rear cockpit to accommodate four passengers. Parker also made the cockpit enclosure, which was along the lines of enclosures some Tourers were being filted with at the factory. The registration , R826Y, was applied in 1930, at which time the Tourer had been further modified by Peter Allinio of EI Cerrito, California. It was involved in an altempt, sponsored by the Gilmore Oil Company, to
establish a new endurance record and I'm enclosing photographs taken at Glendale, California at that time. R826Y was subsequently sold to R.K.O. for motion picture work. It was deliberately crashed to get film footage. Cordially, John Underwood
(EAA 1989, NC 1653)
2054 W. Mountain
Glendale, CA 91201
John is one of several readers who noted the goof in the photo caption of the Bristol Tourer. We are indebted to him for supplying the accompanying photo . . .. G.R.C.
Bristol Tourer, R826Y, outfitted for in-flight refueling, December, 1930. Dear Gene, The September 1985 issue of THE VIN TAGE AIRPLANE contains an article, ''The Women's Class A Pacific Derby" with infor mation on a Taperwing Waco, NC21 M flown by Gladys O'Donnell. Bells started to ring and I kept thinking I'd heard or seen this aircraft when I was a teen ager in Atlanta, Georgia. After a week or two I could stand it no longer and started to look through my photos, taken with an old Kodak Box Brownie in the late '30s. Well I found it and it is the same aircraft! The photo was taken between August and December, 1941 . NC21 M was flown to At lanta's then Candler Field by Albert P. "A.P'" Dodd for Clay Baggley who purchased it in Nashville or Memphis, TN. Dates and places could be wrong after such a long time, but I believe th is is correct. The aircraft at that time was white, trimrr.,1d in green with a red pin stripe. The hangar in the background is Gate City Aero's. Back in those days, when an aircraft took up residence at a field like Atlanta, it didn't take the CAA rep but a few minutes to be right there. And this was no exception. I re member he started probing here and there for problems! After testing the fabric, which wasn 't that good, he went to the lower main wing spar and found wood rot in that area. Zap, and the airplane was grounded! The aircraft was still in Atlanta when I left in Jan uary, 1942 for the CAP at St. Simons Island, GA. I see in the November 1985 issue that Ron Frank, Bloomfield Hills, MI now has NC21 M. 28 MARCH 1986
I am sending him a photo of the Waco as it looked in 1947. I am interested in where it has been since Atlanta. Sincerely, Brooks W. Lovelace, Jr. Major (Ret.), USAF (EAA135595, NC 4613) 2801 Whispering Pines Road Albany, Georgia 31707
John Underwood collection
Our son, Nathan, now has his commercial , instrument, multi-engine and CFI plus a job as a reserve co-pilot on a DC-3 - all at age 19! He is a sophomore in college and works for Ron Alexander at Alexander Aeroplane Company. The DC-3, N133D , is the oldest (no. 6) flying and is based at Griffin, Georgia. Nathan is also rebuilding a Luscombe for his final A&P approval leiter. He is the only one of our kids who is airplane crazy. Take care,
Dear Gene, I'm back in the Stinson business after ac quiring a Stinson JR-S - it's flying! The BTB Airlines will ride again.
(EAA 78381, NC 532)
Rt. 1, Box 200-A
Zebulon, GA 30295
Waco Taperwing, NC21M photographed in late 1941 by Brooks W. Lovelace, Jr.
Where The Sellers and Buyers Meet...
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AIRCRAFT: 1932 Monocoupe 110 Project - 75% complete less wing. Includes fresh majored Warner 125. $13,500, negotiable. 704/594·5938. (3·3) Tiger Moth Enthusiasts - We have Australian· made parts to suit Tigers and wish to trade for U.S. antique aircraft or parts (e.g., Waco, Stearman , Travel Air, Fleet). Large variety Tiger parts avail· able. Write Tony Stinson, P.O". Box 531 Brookvale, N.S.W. 2100 Australia, phone (2) 981·5611 . POBER PIXIE - VW powered parasol - unlimited in low·cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'/2 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529·2609. For Sale: Pitts S2A, N80003. New solid shaft 200 hp, good solid aircraft. All A.D.S. done (stick, etc.). 919/427-0216, "Butch", days. 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 53130 . 414/529·2609.
MISCELLANEOUS: BACK ISSUES . .. Back issues of THE VINTAGE AIRPLANE (and other EAA Division publications) are available at $1.25 per issue. Send your list of issues desired along with payment to: Back Issues, EAA·Wittman Airfield, Oshkosh, WI 54903-2591 . REFERENCE GUIDE FOR EAA JOURNALS. Th is publication allows the user to locate (by topic) , any article or item of information that has been written in any issue of SPORT AVIATION , VINTAGE AIRPLANE, LIGHT PLANE WORLD, SPORT AEROBATICS or WARBIRDS. It is logically or ganized and simple to use. 1953-59, $5.00; 1960· 69, $5.00; 1970-74, $5.00; 1975-79, $5.00; 1980 84, $5.00; 1985, $4.00. SPECIAL - ALL SIX FOR $25.00. Copy service available for 25¢ per page, $3.00 minimum. Can make copies from any issue. John Bergeson, 6438 W. Millbrook Road, Remus, M149340. "GRAND CANYON", 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically
acclaimed. Details FREE. Beerger Productions, 327·V12 , Arville, Las Vegas , NV 89102 , 702/876 2328. (C-l0/86) Howard DGA-15 PARTS Rudders, fin, elevators, front gas tank, some accessory cowl , tail gear, etc. Call after 5 p.m. 513/868-0084. (4-2) VULTEE BT-13 PARTS - Rudder, elevators, ai lerons, flaps, windshields, left gear, complete tail gear, cone, engine cowl, etc. Call after 5 p.m. 5131 868-0084. (4-2) SAGA - Historical airmail treasure long out-of print. Accurate research, AMP data, photos, stories. Quality reproduction . $15 • bound copy, includes mailing. Gerry Casey, 945-104 Ward Drive, Santa Barbara, CA 93111 . (5-3)
WANTED: Wanted: An STC for a J-3 Cub to install a 90 hp Continental using a Piper PA· ll Pressure Cowling. Butch Joyce, P.O. Box 88, Madison, NC 27025. 30 x 5 DISC WHEELS without brakes, 28 x 5 wire wheels, good condition only. New day standard parts, manuals, basket case. Lindbergh items, any thing . autographs, letters artifacts. Lou Lufker, 184 Dorothy Rd ., West Islip, NY 11795, phone 516/661· 1422. (5-3) 65 hp MC CAULEY KLIP-TIP PROPELLER. Have a 65 hp crankshaft and some Champ parts for pos sible trade. 218/894-2092, Mike Gregg, 311 6th Street N., Staples, MN 56479. (3-1)
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Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield , Oshkosh, WI 54903-3086.
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30 MARCH 1986
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VINTAGE AIRPLANE 31
Published on May 2, 2013