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On behalf of the EM Antique/Classic Division, it is an honor for me to wel­ come our members and guests to "An Air of Adventure" - Oshkosh '86. Your Antique/Classic Division, which represents the exciting and formative years of our aviation heritage, is proud to be one of the major attractions for the greatest annual aviation event of the world. From August 1-8, Oshkosh '86 spans the world with chapters, mem­ bers and guests plus exhibitors from over 50 foreign countries. Your Antique/Classic Division's offic­ ers, directors, advisors plus EAA Head­ quarter's staff have been planning and working many months to assure you an exciting and safe aviation convention. As in the past, we have added new group activities each year to our Con­ vention schedule. This makes it possi­ ble for you to participate in these events with like-minded people to enjoy the camaraderie and our kind of flying . Our scheduled events for Oshkosh '86 will include the Antique/Classic pic­ nic on Sunday evening ; our annual Fly­ Out on Monday morning; our Riverboat Cruise on Monday evening ; and the an­ nual air show main event, the Antique/ Classic Parade of Flight on Tuesday af­ ternoon . The annual Photo Contest will run throughout the week. The Antique/ Classic Workshop will operate daily. The interesting Antique/Classic Inter­ view Circle will be staged morning and afternoon on a daily basis. The Type Club Headquarters Tent has again been enlarged to accommodate the in­ creasing interest by the clubs.

2 AUGUST 1986


by Bob Lickteig

The Antique/Classic Aircraft Parking operation has been streamlined to ac­ commodate type parking if requested . The area for the Antique/Classic Reun­ ion of previous Grand Champions will again be enlarged to park these in­ teresting and prestigious aircraft. The Antique/Classic Education forums will again be held daily in the forums area. The Antique/Classic Participant's Plaques will be presented to the pilot of each registered aircraft again this year. The Antique/Classic Information Booth


will be open every day to answer your questions regarding chapter member­ ship and tickets for Antique/Classic events. Our judging committees for both an­ tique and classic aircraft will be busy all week evaluating the hundreds of qual­ ified aircraft. With our new building addi­ tion, our headquarters staff will be ready to serve you throughout the Conven­ tion . The newest facility in our Antique/ Classic area will be the Airline Pilots Headquarters Tent. We extend a warm welcome to this group. This may sound like an ambitious program but with the dedicated volun­ teers we have, we look forward to an exciting week. To stage the above activities, your Antique/Classic Division has 24 various committees with chairmen , co-chair­ men, members and hundreds of volun­ teers who make it all possible. As you can see, we have something for everyone including family members and guests. So, please check in at Antique/ Classic Headquarters, get the details of all the events - round up your friends and join the fun. Whether this is your first or your 34th EAA Convention, I ask you to become part of it - to capture the EAA spirit - to witness aviation in its purest form . Come and be a part of it - this is EM Oshkosh '86. Welcome aboard - join us and you have it all. It's going to be a great Convention. Make the Antique/Classic area your headquarters for Oshkosh '86 . •


Tom Poberezny



Dick Matt


Gene R. Chase

AUGUST 1986. Vol. 14, No.8


Mike Drucks


Mary Jones


Norman Petersen

Dick Cavin


George A. Hardie, Jr.

Dennis Parks




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

Vice President M.C. " Kelly" Viets Rt.2, Box 128 Lyndon, KS66451


Secretary Ronald Fritz 15401 Sparta Avenue Kent City, M1 49330 616/678-5012

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

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245 Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-1172 Espie M. Joyce, Jr.

Box 468

Madison, NC 27025


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 612/571-0893

Ray Olcott

1500 Kings Way

Nokomis, FL 33555


John R. Turgyan Box 229, R.F.D. 2 Wrightstown, NJ 08562 6091758-2910

S.J. Wittman

Box 2672

Oshkosh, WI 54903


George S. York

181 Sloboda Ave.

Mansfield, OH 44906



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

Contents 2 4 5 6 8 9

10 12 15 16 17

18 22 24 24 25 26 27 28 29

Straight and Level

by Bob Lickteig


by Gene Chase

Vintage Literature

by Dennis Parks

5500 Mile Flight on Less Than 40 hp

by Bob Geier

Welcome New Members

Mystery Plane

by George E. Hardie, Jr. Restoration Corner - Tail Group and Wings by Stan Gomoll Rebirth of an Airmaster by John A. Young Type Club Activities by Gene Chase Nuts and Bolts by Joe Dickey Propeller ADs by Paul H. Poberezny Bendix Model 52 by Mark A. Savage 1929 Sailing Glider by Steve Cartwright Legacy of Wings - Video Review by Gene Chase LeHers to the Editor Vintage Seaplanes Cavalcade of Wings by Gene Chase Calendar of Events Member's Projects Vintage Trader

Page 12

Page 18

FRONT COVER . ' .' Three 1948 Luscombe llA Sedans (L-R) N6895C, George T. Ramin (EAA 34574, AlC 252) , Houston, TX ; N1651B, Jack M. Dunn (EAA 119524), New Caney, TX ; and N1652B, Melvin L. Dunn (EAA 76500, AlC 264), Houston, TX. (Photographed at Oshkosh '77 by Ted Koston) BACK COVER . .. Grover C. Loening aboard the Loening Model 23 "Air Yacht at Long Island, New York." On August 16, 1921 , this model established a world seaplane altitude record of 19,500 feet with four on board. Power is a 40Q hp Lib/illy_engine. (EAA Archive Photo· Franklin T. Kurt Collection) 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 .

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

Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105

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 , Willman Airfield , Oshkosh, WI 54903-3086. Phone: 414/426-4800.

Philip Coulson 28415 Springbrook Dr. Law1on, M149065 616/624·6490

Robert D. " Bob" Lumley Nl04 W20387 Willow Creek Road Colgate, WI 53017 414/255·6832

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division , Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Willman Airfield, Oshkosh, WI 54903­ 3086. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation .

W. S. " Jerry" Wallin 29804 - 179 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 .

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

Postmaster: Send address changes to EAA Antique/Classic Division , Inc., Willman Airfield , Oshkosh , WI 54903-3086. VINTAGE AIRPLANE 3

Compiled by Gene Chase


Everything went so well last year that the hosts are going to do it again . The Second Annual Midwest Stinson Fly-In is set for September 12-14, 1986 at Jacksonville Airport, Jacksonville, Il­ linois. Events include a fly-out breakfast on Saturday morning with special con­ tests on the return flight, seminars, ban­ quet, brunch, flea market and lots of fly­ ing. A camping area and grills for cooking will be provided by airport manager, Sally Prewitt. For those who prefer motels, transportation is available be­ tween the airport and the Holiday Inn. For more information on this event, contact Loran F. Nordgren, P. O. Box 710, Frankfort, IL 60423, phone 815/ 469-9100.


On May 8, 1927 (12 days before Lindbergh's trans-Atlantic flight) Charles Nungesser and Francois Coli departed Paris bound for New York where they hoped to land the following day. If successful the two Frenchmen would be the first to fly non-stop from Europe to North America. After take off they dropped their big biplane's landing gear and shortly thereafter were re­ ported over Ireland. They were never seen again. Their airplane was named l'Oiseau Blanc (White Bird) and was de­ signed to be landed on water after pos­ itioning the propeller horizontally. Several unconfirmed sightings of the plane were reported in Maine on May 9, but exhaustive searches on both land and water revealed nothing. However, reports by two witnesses, one of which came to light quite recently, indicate that the two Frenchmen may very well have flown the Atlantic and crashed in the Maine woods after running out of fuel and attempting to land on a lake. An organization known as the Inter­ national Group for Historical Aircraft Re­ covery (TIGHAR) will have completed a highly organized search of a specific area in Maine by the time you read this. We will keep you informed. 4 AUGUST 1986


Dave Todd (center), president of the Northeastern Wisconsin and Upper Michigan Hardee's Restaurant Co-op presents a check representing the major sponsorship of EM Air Academy '86 to EAA President Paul Poberezny (right) and EAA Aviation Foundation President Tom Poberezny. Hardee's began its association with EAA and the Air Academy at last year's

For more information on TIGHAR, contact them at P.O. Box 4242, Middletown, DE 19709, phone 302/378­ 8700. BRISTOL SCOUT TO ENGLAND

World War I Aeroplanes, Inc.'s Bristol Scout reproduction aeroplane has been sold to the RAF Museum in London. Be­ cause the Museum has several 80 hp LeRhone engines, the one from the Scout was retained and is for sale. It is complete with all accessories including prop hub and Fahlin propeller, and a rebuilt Bendix magneto for reliability. The engine has about two hours run­ ning time since being put in Cosmoline some thirty years ago. For information on this rare power plant, contact Leo Opdycke, 15 Crescent Road, Poughkeepsie, NY 12601. Phone 914/ 473-3679.

Convention by sponsoring a ride on the Concorde for a lucky Academy youth . "The relationship between Hardee's and the EAA Air Academy youth pro­ gram reflects a commitment to youth and family shared by both organiza­ tions," Todd explained. "We look for­ ward to associating with the EAA Avia­ tion Foundation this year and for years to come."


Sun 'n Fun EAA Fly-In, Inc. has qual­ ified for the Federal Surplus Property Utilization Program. This program is managed by the State of Florida De­ partment of General Services and pro­ vides the group with an opportunity to acquire machinery, equipment and air­ craft. This will help assure the continued maintenance and improvement of this popular fly-in site at Lakeland, Florida. More good news is that the Sun 'n Fun facilities are now available to all EM chapters for use throughout the year (except during the annual Sun 'n Fun Fly-In in March) . It's a great place to camp and have picniCS. Arrange­ ments can be made by contacting Sun 'n Fun Headquarters, P. O. Box 6750, Lakeland, FL 33807, phone 813/644­ 2431 .•

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



by Dennis Parks EAA Library/Archives Director "After running the motor a few min­ utes to heat it up, I released the wire that held the machine to the track, and the machine started forward into the wind ." - Orville Wright, Flying, De­ cember, 1913, p. 36. Though possibly not the first pilot re­ port in an aviation journal, it sure is the pilot report of the oldest aircraft. In the December 1985 issue of VIN­ TAGE I issued a call to locate the oldest flight test of an aircraft conducted and written by a staff member of an aviation journal. The goal was to locate the source of the now standard and popular pilot re­ ports in the general aviation magazines. It is known that after WW II these be­ came a regular feature of magazines such as Air Facts, Flying and Skyways. Upon examination I was able to deter­ mine that Air Facts had been doing this since a report on the Waco N in 1939. These tests reported by Leighton Col­ lins were excellent reports on the be­ havior, especially from a safety view­ point, of the subject aircraft. These re­ ports were later reprinted in two vol­ umes called the Air Facts Reader. The first volume covered 1939 to 1941 , the other 1942 to 1947. Most of the magazines before the war in reporting on new aircraft basically just reproduced the information provided by the manufacturers. Some exceptions were flight test reports by military pilots about military aircraft. I knew that Sportsman Pilot also re­ ported flight tests, but was not able to determine when they began such re­ ports as the library did not at that time have available any issues predating the library's issues of Air Facts. Thus I de­ cided to approach our readership. One of the first responses was by Terry Ladage of the Institute of Aviation , University of Illinois. Mr. Ladage pro­ vided a copy of the Orville Wright report on the 1903 Wright Flyer. Though it did not meet the criteria it is definitely an historic pilot report. Orville Wright reported that there were handling problems with the Flyer.

The problem was in pitch response which caused an "exceedingly erratic flight. " The second flight was much like the first but the third was steadier than the first till a "sudden gust from the right lifted the machine up twelve to fifteen feet and turned it up sidewise in an alarming manner." Orville warped the wings to recover and headed for the ground to land, but the lateral control was very strong. "The lateral control was more effective than I had imagined and before I reached the ground the right wing was lower than the left and struck first. " Wilbur, who flew the second flight, flew the machine for the fourth time that day. By the time he had covered 300 feet, ''the machine was under much bet­ ter control. The course for the next four or five hundred feet had but little undu­ lation." However, at about 800 feet dis­ tance , the Flyer began to pitch again and struck the ground at a distance of 852 feet. We have all read of the first flights of this aircraft but thanks to the reports of the pilots who flew it we are able to know what the machine was like to fly. The winning entry was submitted by Mr. Charles W. Harris of Tulsa, Ok­ lahoma who sent a copy of the "Sportsman Test Pilot" article from the July 15, 1936 Sportsman Pilot. This was a pilot report by Franklin T. Kurt on the Lambert Monocoupe. This report is an in-depth report spread over four pages. The report started with entering the aircraft and its general characteristics : "Getting in is not very difficult, though one is annoyed by the cabin full of con­ trols around his ankles .... With the exception of the controls we found the construction neat and simple .. . . The engine compartment is pretty short, so much so that the magneto points are reached through a door in the fire-wall ." The pilot on the appearance of the plane: "Whoever supervises the fabric and doping work at the Lambert Aircraft is a master craftsman ." Comparing it to other aircraft. "It sells for well under $4,000 yet provides performance not matched in several higher price brac­ kets."

Going aloft Mr. Kurt reported on its behavior: "Flying alone, the stability of the little ship is as near neutral as we have seen lately . .. It very nearly pOints where it is put, with only very slow return to level flight"; and found it very favorable : "We have flown very few planes where each control brought such quick and effort­ less, yet well damped, response"; "She went into an extremely prompt spin . We recovered in haste and found the con­ trols so effective and the recovery so quick that we went a little grey." The overall rating was very positive: "She takes two people further in less time and for less money than any known ship." The flight tests of Franklin T. Kurt and Leighton Collins (Air Facts, see De­ cember 1985, January 1986 VINTAGE) provide a great deal of insight to the behavior, construction and perfor­ mance of light aircraft. Recently I was fortunate to receive a letter from Mr. Collins in which he talks about Mr. Kurt. "Starting, as I recall in the late '20s, and certainly through the '30s, he wrote in almost every issue of The Sportsman Pilot magazine a flight test article. They were the best ever published in my opinion." He stated that Mr. Kurt was a Navy trained pilot and the first person to re­ ceive a degree from MIT in aeronautical engineering. Mr. Kurt spent most of his aviation career as an engineer and test pilot with Grumman at Bethpage, Long Island. "For his articles the aircraft manufac­ turers would bring their airplanes either to Grumman Field or else the nearby Aviation Country ClUb ." Special thanks to Mr. Collins for his insight into this matter. As it stands now we have to credit The Sportsman Pilot for conceiving of a series of regular pilot reports for its reader. I have recently received copies of flight tests from some 1934 issues of the magazine. These were of the Lambert Monocoupe (September, 1934) and the Taylor E-2 Cub (December 1934). These tests were done by Lewin B. Barringer. I'm sure this is not the end of the story. Let's hear from those of you who can shed additional light on this matter .• VINTAGE AIRPLANE 5


Author Robert A. "Bob" Geier be­ came a C.A.A. Aeronautical Inspec­ tor about a year and half after this flight. He served in that capacity until after World War /I when he left the C.A.A. to run a flying school in Santa Ana, California. Just .before his stint with the C.A.A., Bob taught his brother, Ber­ nie Geier, to fly. When Bernie re­ turned from the service he got his flight instructor's rating and taught in Bob's school for a number of years prior to going to work for the FAA. Bernie Geier is well known to EAAers as he worked closely with EAA for many years when he was with Flight Standards in FAA's Washington headquarters. Geier and Sammy Galloway pose with their Taylorcraft at the Butler Pennsylvania Airport. This photo, taken by Bob's parents, is the only one taken during their long trip. The boys could not afford the extra weight of a camera on board.

by Bob Geier 2727 De Anza Road, #1-17 San Diego, CA 92109 With a Continental A-40 engine de­ veloping somewhat less than its "when new" 40 hp, in a 1930s Taylorcraft Model A not equipped with brakes, lights, radio or instruments other than airspeed, altimeter and compass, two men made a 5500 mile round trip flight from Santa Ana, California to Pittsburgh, Pennsylvania in May, 1940. Enroute in NC18320, SIN 53, they ex­ perienced four emergency landings (two were "dead stick"), a very near­ miss mid-air collision, a forced power dive to prevent being sucked up into a thunderhead, in-flight "re-fueling" and extended wide open throttle settings to barely clear mountain passes. In 1940, the "standard" power plant of the average personal light plane was either the Continental, the Lycoming or the Franklin 65 hp horizontally opposed, 4-cylinder air-cooled engine. But even the 65 hp engines provided considerably more cross-country capa­ bility than the single-ignition 40 hp power plant used by these men in their long essentially coast to coast round trip flight in 1940. A study of the air charts revealed a number of segments in which airports with available fuel supplies were farther apart than the approximate 225 mile maximum cruising range of the aircraft's ten gallon fuel tank. This range was ex­ pected to be shortened by the need for 6 AUGUST 1986

full throttle operation at slower climbing speeds to clear high elevations enroute. A ten gallon fuel tank was situated in front of the instrument panel, with the gas filler cap immediately in front of the windshield. There was a wire rod through the cap with a piece of cork on the bottom floating on the fuel. The height of the rod above the cap indi­ cated the volume of fuel remaining. When its bent end rested on the cap, there was approximately 20 minutes of fuel remaining. The baggage compartment was a canvas sling behind the seat about a foot deep. This was just about right to hold three two-gallon round gasoline cans, which gave a total 16 gallon ca­ pacity to the aircraft. The men took a spare gas can cap and soldered a bicy­ cle tire valve in one side and a length of tubing in the other. The tubing ex­ tended from the bottom of a gas can through the cap and about two inches above the top of the can. They also sol­ dered a piece of tubing bent at a 90 degree angle into the aircraft filler cap, so that when the cap was in place, the tubing pOinted directly toward the windshield. A small hole in the windshield b~hind the end of the bent tube allowed a piece of neoprene hose to be pushed through from the inside of the cabin on to the tube, while the other end of the hose attached to the gas can tubing. A bicy­ cle tire pump completed the refueling system. As pressure was pumped into

the can, the gas flowed into the main aircraft fuel tank, and voila, there was "in-flight refueling." This gave a maximum possible range of 360 miles at cruising throttle, and somewhat less at full throttle. The two men, Sammy Galloway, owner of the plane who got his Private Pilot license the day before departure, and Bob Geier, who held a Commercial Pilot certificate, hoped to visit their rela­ tives in Aledo, Illinois and Pittsburgh, Pennsylvania respectively. Other than extremely rough air near Palm Springs, California, the trip was uneventful until after leaving Tucson, Arizona. In greater than 100 degree heat, the plane refused to climb over 3000' while needing 4000' to get past Wilcox, Arizona. Mountains a few miles to the North were downwind, and flying to them, the men flew parallel to their face, keeping the wing tip as close to the mountain side as possible, and found the updraft strong enough to lift them to 5500', enough to get to Lordsburg, New Mexico. But the relief was short lived. The en­ gine began to miss-fire. While trying to decide what to do, the engine started running properly again and continued so for a little while until they hit some rough air, when the miss-firing re­ sumed. But the periods of proper run­ ning were long enough, and the periods of miss-firing short enough that they were still able to maintain the altitude they had reached, so they decided to

take a chance and head for Lordsburg. After landing they determined the problem to be a loose carburetor. After tightening same and making a take off, they found the plane would not climb. Fifteen foot wires had to be cleared, so, just before reaching them, they pulled the plane up, having just enough ex­ cess speed to climb over them, but they had to dive back down to keep from stal­ ling. Leveling out a few feet above the ground, they found that the cushion of somewhat compressed air close to the ground, formed by the moving aircraft wing, continued to sustain the plane, but an attempt to climb simply lost airspeed of which there was little to spare. By the time they had flown some fifty miles of such hedgehopping, even­ ing cooling permitted some climb ability. They made EI Paso, Texas and an early start the next day permitted them to barely clear the Guadelupe Pass and get to Big Spring, Texas. The enjoyable relaxation after the arduous periods of flight in reaching Big Spring was most welcome. But their relaxation was not to last. After leaving Duncan, Oklahoma and nearing Oklahoma City, the engine again began to miss-fire. They were near the small town of Lindsay, and a long narrow farm field showed up. A circling of it showed a farm house on one long side near the middle, and a fairly high power line along the other long side. There was a ditch at the far end of the field . An emergency landing was made on it. After checking the engine over and making some minor adjustments, they took off. The engine performed beauti­ fully for the take off and climb to about fifty feet when it stopped completely. They were too high and too far down the field to land within it. Turning upwind would have taken them into the power lines. Immediately to the left and down­ wind was a plowed field which would surely send the plane over on its back. Beyond the plowed field was grain field and they figured the tail wind would given them just enough help to make it, and it did. Removing the magneto, they had it worked over by a mechanic. A short test hop indicated no further trouble, so they decided to resume their trip. A little head wind permitted a fairly short take off and they made a low circle of the farmhouse , wagging the wings in farewell to the farmers when the engine suddenly stopped. Now they were too low and had no tail wind to get across the plowed field, which was worse for landing than before because it had been soaked by rain . The only possibil­ ity was the remaining short length of the field from which they had taken off and they quickly put the plane into a steep side slip reaching the ground for a land­ ing less than 100 feet from the ditch.

Without brakes there was nothing to do but ground loop at the last moment. The plane stayed on its wheels and fortu­ nately there was no damage. This time a new coil was put into the magneto and the trouble was over. Re­ suming their flight, they were approach­ ing Jefferson City, Missouri when they were startled as a plane coming from behind dove immediately in front of them , at a fairly high rate of speed and with what appeared to be less than 50 feet to spare. They never did determine whether it had been an accidental near­ miss, or an intentional scare stunt of a reckless, immature pilot. The first destination, Aledo, Illinois, Sammy's hometown, was reached on May 11 , after six days of traveling and 29 hours and 50 minutes of flying . A trip by auto would have been as quick, but it would not have been nearly as much fun - or as exciting and interesting. After a number of landings on a rough pasture in Aledo, giving rides to friends and relatives, the bungee cord on the tail wheel broke. They tied it together temporarily and flew on. But the troubles, in addition to the tail wheel , were not to be denied . With the flight to Pittsburgh about half com­ pleted, the wire "gas gauge" on the main tank slowly began to drop its rate of descent considerably faster than what would be normal fuel usage. They climbed to a higher altitude, while one of the gas cans was made ready to use. Connecting everything up they were ready to pump up pressure the second the engine sputtered, plan­ ning to put the plane into a dive to keep the propeller turning while they got gas into the tank. Now it was simply a matter of waiting. Fortunately, the trouble was only in the gas gauge and they made Pittsburgh, and later, Butler, Pennsylvania where they gave friends and relatives airplane rides. The last one to get a ride was Helen, and her's would be different from the others. The weather had been heav­ ily overcast all day, and flight was rather smooth with moderate winds. Ordinar­ ily, a flight in the slow climbing plane took all the way to the nearby town of Butler to gain a thousand feet. Shortly after take off, altitude was gained rapidly and over a thousand feet was reached within a short distance of the airport. Soon the plane was travel­ ing through wisps of clouds, and in spite of cutting back the power and nosing down, it still continued to rise. Bob had to apply power and dive steeply to pre­ vent being sucked into the thunderhead by the strong updraft. After a few days visit, they left the Pittsburgh area and headed back to Aledo. They were near the small town of Jackson Center, Ohio when the weather required them to find an emergency landing spot to sit out a

storm. They hoped it was just a squall which would pass over in a short time. They spotted an ideal wheat field with a large barn on the north side to serve as a windbreak. The landing was no problem. They stationed themselves under the wing panels where they would be protected from the rain and at the same time help to hold the plane steady. It was not long before the rain came and it was heavy. Had they been caught in it aloft, visibility would have been re­ duced to instrument conditions for which neither the pilots nor their plane was qualified. They weathered the storm and continued on their way. After another visit to Aledo, they con­ tinued southwestward to Big Spring. Then intending to stop at Wink, Texas for fuel they decided not to sacrifice the altitude they had then gained and con­ tinued toward the Guadalupe Pass. Ad­ ditional altitude became harder to get as they got nearer and nearer the pass and considerable doubt as to their abil­ ity to clear it arose. Their hearts were troubled and their prayers intensified as they found themselves within a few feet of the ground and near the ridge. There was a fairly narrow wash crossing the ridge which was some ten feet deep and they guided the plane through it to take advantage of that small additional clearance. They had been operating at full throt­ tle for some time and found that altitude maintenance required its continuance. With everything indicating fuel exhaus­ tion, they finally made EI Paso, and were able to taxi to the parking area and fuel pumps. They had been in the air three hours and fifty minutes since leaving Big Spring, almost all of which was at full throttle. The main 10 gallon tank took a little over 9-1 12 gallons to fill , and they put 6 gallons in the three auxiliary cans. They realized that had the airport been 15 miles farther they would have run out of gas before reach­ ing it. They had just made it. Leaving EI Paso early in the morning , they had little difficulty in clearing the Wilcox Pass for a landing at San Simon, Arizona, and rough air was the only dis­ comfort they experienced to the Ban­ ning, California pass, when again they had to use the mountain-induced up­ drafts to obtain sufficient altitude to cross it. After more than 86 hours of flying , 11 of it in local sightseeing flights, they re­ turned to Santa Ana. The little monop­ lane had gone through wind , storm, rain , forced landings, and near crashes without damage. Taking 75 hours to cover roughly 5500 miles, its ground speed had averaged very close to its cruising air speed at 70 mph, all on less than 40 hp without brakes, lights or radio, and with only a compass for navi­ gation .• VINTAGE AIRPLANE 7


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

Fatzinger, Terry L. Mount Pleasant, Pennsylvania Sternheimer, Mark . Richmond, Virginia Moss, Sam Manhattan Beach , California DeWitt, David A. Spring La~e, Michigan Foose, M. F. Cupertino, California Mankovich, Stanley J. Hillsdale, New Jersey Nelson, Louis W. Miami Springs, Florida Musgrove Jr., Louis A. Marietta, Georgia McQuatters, James Carson, California Claster, Jay R. Bellefonte, Pennsylvania Maples, Hal SI. Charles, Missouri FranciS, John Rock Hill, South Carolina Markham, Milford C. Columbus, Ohio Hickle, David S. Richmond, Virginia Brody, Tim Valparaiso, Indiana Beven, John E. Spokane, Washington Luthe, Charlie Austin, Minnesota Lyman, Robert J. Fulton, New York Miller, William D. Brawley, .California Leonard, Gary L. Rochester, New York Steers, Mark R. Coronado, California Faison, Haywood, R. Isle of Palms, South Carolina Johnson,Lawrence Tucson, Arizona Ashballgh, John I. Winslow, Arizona Thomas, Randall J. Eatonville, Georgia Fuchs, Ken Wantagh, New York Young, Roger Ambridge, Pennsylvania

8 AUGUST 1986

Viets, Edna Lyndon, Kansas McGinnis, John W. Strawberry Plains, Tennessee Jenkins, Robert G. Stone Mountain, Georgia Quinn, Pat Fillmore, California Lewis, Wayne Martin, Tennessee Johnson, David SI. Paul, Minnesota Enman, George J. North Harwich, Massachusetts Funk,Ross Phoenix, Arizona Buraceski, John S. Prior Lake, Minnesota Lovejoy Sr., Ed Redondo Beach, California Perry, Alan H. Bothell, Washington Upchurch, David A. Medical Lake, Washington Fischbach, William A. Alameda, California Sudduth, Norton Frankfort, Kentucky Casey, Victor Lansing, Illinois Armstrong, Mike Miami, Florida Souto, Nathan J. Clearwater, Florida

Vreeland, James H.

Delmar, Maryland

DeSplinter, Glen A. Sherrard, Illinois

Frostbutter, David

Severn, Maryland

Gagliardi, Joe Houston, Texas

Leiss, Todd J.

Midwest City, Oklahoma

Nasholm, Carl Milwaukie, Oregon Craig, Robert A. West Chester, Pennsylvania Molloy, Roger W. EI Segundo, California

Peck-Sanders, Carol

Bedford , Texas

Weisenborn, Kent

Clarence, Missouri

Clair, Alan East Amherst, New York Roth, Richard H. Forest Grove, Oregon Morrisey, Gerald A. Wichita, Kansas Keilman, Geary D. Las Vegas, Nevada Hall,John Tomball, Texas Akerman, Wallace T. Dover, New Hamphire Henert, Terry B. Coeur D'Alene, Idaho Canale, Philip West Babylon, New York Golde, Douglas H. Wilson, New York Davenport, Roger Adams, Wisconsin Haught, H. Marvin Huntsville, Arkansas Maldewin, David James Yucca Valley, California Anderson, Dennis Eagle River, Alaska Zachfis Jr., Cecil C. Trenton, New Jersey Lyda, Ted Poland, Illinois Shackleton, Alan R. Sugar Grove, Illinois Ives, James W. Denton, Texas Dalton, William G. Barrington, Illinois Parker, Robert G. Sharpsburg, Georgia Rains, George Anaheim, California Melancon, Ulysses B. Houma, Louisiana Brown, Charles Henry London, Ohio Gentry, George W. Phoenix, Arizona Thorpe, J. Carlton Poway, California Sanford, Ward A. Puyallup, Washington Patunoff, Paul Plattsburgh, New York Hyland, Steven E. Springfield, Oregon

Hunt, Eldon W. Cheyenne, Wyoming Dion, Robert Shawinigan, Quebec, Canada Sink, Donald W. Boone, North Carolina Cole, David S. Fort Sam Houston , Texas Aufdencamp, Timothy D. Bloomdale, New York Murphy, Larry J. Annapolis, Maryland Parker, Christopher A. Denton, Northampton, England Kellner II, Andrew D. Pennington, New Jersey Griffin, Douglas Corning, California Swanson, Palmer Lancaster, California Hunt, Randall S. SI. Joseph, Missouri Potts, Stanley APO, San francisco Novak,John Green Bay, Wisconsin Phair, Douglas R. Miles City, Montana Wilkens, William G. Bowling Green, Kentucky Nodge, Ken Craik, Sasketchewan, Canada Crowley, Paul P. Seymour, Indiana Orsin, Michael J. Holden, Massachusetts Jurs, Gerald C. Hamlin, New York Thompson, Harold J. Roseburg, Oregon Beal, Ira Ayers Paradise, California

. Mr. Woolsey also included a copy of hiS FAI "Aviator Pilot" Certificate No. 6572 issued October 26, 1926 when he was 26 years of age.

by George A. Hardie, Jr. Appearances sometimes can be de­ ceiving . This month's Mystery Plane il­ lustrates that statement. Although it fea­ tures the design lines of a popular airplane of its day, the actual story of its origin is unique. The photo was submit­ ted by John Underwood of Glendale California. Answers will be published i~ the November, 1986 issue of THE VIN­ TAGE AIRPLANE. Deadline for that issue is September 10, 1986. The Mystery Plane in the May, 1986 issue of THE VINTAGE AIRPLANE is a Thunderbird W-14, first built in 1926 in Los Angeles, California. J. W. "Bill" Knepp of Bartonville, Illinois correctly identified the airplane and wrote : "The Thunderbird was, most cer­ tainly, one of those airplanes that de­ served more than it was given. A very advanced design that became the vic­ tim of management problems. In avia­ tion history there were a number of planes that can be placed in that cate­ gory." He also sent a copy of an article on the Thunderbird by Jim Dunavent which appeared in the August, 1964 issue of Model Airplane News. The Thunderbird was designed by Theodore Woolsey for the W-F-W Airplane Co. headed by Jack Frye and financed by Paul Whittier. Frye made the test flight of the first Thunderbird on July 11 , 1926. Production was started in early 1927. ATC approval was given under Memo 2-141 . Besides the OX-5 engine used in the first Thunderbird, the approval covered the 150 hp Hisso, the 120 hp Bailey C7R and the 140 hp Floco engines. Thunderbirds became well known for their speed and climbing ability. In 1927 one set a speed record for commercial planes of 100 hp attaining a speed of 114 mph in a race at the Santa Ana,

that year a stock model Thunderbird with a high compression OX-5 engine averaged 119.4 mph in four trials over a test course. A number of Thunder­ birds were purchased before production ceased in 1929. Additional references: Aviation, August 15, 1927; Aero Digest, October, 1927 and January, 1928. Answers were received from J. W. Knepp, Bartonville, IL; Charley Hayes, Park Forest, IL; Glenn Buffington, San Diego, CA; Norman Doloff, San An­ tonio, TX ; and Tom Henebry, Camarillo, CA. Just before going to press the follow­ ing letter arrived : "Dear Mr. Hardie: "John Clark of the OX5 Aviation Pioneers gave me a copy of the 'Mys­ tery Plane' article on page 19 of the May, 1986 issue of THE VINTAGE AIRPLANE. "It happens that I am as familiar with that plane as anyone could be , as I am the one who designed it back in 1925 and 1926. I am enclosing a copy of an article written by James Dunavent that appeared in the August 1964 issue of Model Airplane News. "By the way, the widening of the fuse­ lage of the old Standard J-1 airplane that led to the building of the Thunder­ bird as mentioned in Dunavent's article is where Jack Frye got the name for Standard Airlines." Sincerely,

More on the March, 1986 Mystery Plane . Roy Oberg of Rockford, Michigan set In additional information on the Acme featured in March. He writes: "The airplane is the Acme 21 built in Rockford , Illinois in 1929. It was pow­ ered by a Warner when built but later re-engi~ed with a Kinner. The airplane w~s ~Ullt for R. S. Link of Grand Rapids, Michigan and he later became a princi­ pal owner In Acme Aircraft. "Acme ~uilt two aircraft, a Gypsy powered biplane, Serial No. 1., and the folding wing Acme 21, Serial NO. 2. Acme had both aircraft at the 1929 De­ troit show. In the early 1930's the Acme was owned by Simon Smith of Beloit Wisconsin. ' More information about the Acme came from Richard Varnell, whose let­ ter follows : "Dear Sirs, "I missed seeing the photo of the Acme .aircraft which was the Mystery Plane In the March 1986 issue of THE VINTAGE AIRPLANE. According the follow-up article in the June issue the Acme was built in Rockford, Illinois. This is not correct - it was built in Loves Park, Illinois. (Loves Park is im­ mediately north of Rockford. .. . Ed.) "I soloed in the Acme on 9-22-34 at the Rock County Airport, then located across from the present airport of that name. It was hangared at the airport and owned by Simon Smith. It had a Kinner K5-1A engine. The Acme's reg­ istration number was 13622. "It was sold to Neal Coates and later destroyed in a wind storm. The engin~ was sold to a buyer in Racine Wiscon­ sin. ' . "The Acme was a a nice flying airplane and I logged many hours in it. Enclosed is a photo of 13622." Sincerely, Richard Varnell (EAA 92787, NC 3691) 1506 Copeland Avenue • Beloit, WI 53511

Theodore A. Woolsey 91 Sequoia Drive Pasadena, CA 91105 VINTAGE AIRPLANE 9

Restoration Corner

Editor's Note: In this, the seventh instal­ lation of the "Restoration Corner", well­ known vintage aircraft restorer Stan Gomoll of Minneapolis, Minnesota dis­ cusses general techniques used in ren­ ovating tail groups and wings . .. G. R. C.

TAIL GROUP AND WINGS by Stan Gomoll (EAA 44419, AlC 369) Tail Group

The types of construction used in air­ craft tail groups falls into three general categories : steel tubing, aluminum and wood . Some of the aircraft utilizing wood construction in their tail groups are Mooneys, Culvers, Wacos and Fair­ childs, to name a few. Start by laying all the parts on the floor in plan form . Now is the time to check for pieces that are missing or may have been misplaced, such as trim actuator brackets, hinge pins, brace wires and attaching hardware. Make a list of missing parts along with a work­ sheet of the work to be accomplished ; then when you set the piece aside awaiting parts or material, you can pick up where you left off. Check for ADs or factory service bul­ letins which may apply to your aircraft. These could refer to such things as at­ tach points, hinge brackets, internal cor­ rosion or wood rot. Steel Tube Construction

Clean all the parts using soap and water, paint stripper or sandblasting. I do not choose to sandblast unless it is absolutely necessary as this process removes the natural protective coating on the metal. Wire brushing will clean the surface, but leaves rust in pitted areas and inside small radius corners. If you do choose to sandblast, care must be taken because it will reduce the thickness of the material and can distort light sheet metal parts. After cleaning and removing all the rust, punch test the tubing using a dull­ pointed punch and hammer. Also check for any cracks or distortion. A check for mis-alignment of hinges can be made by standing the part vertically and run­ ning a weighted string through the

10 AUGUST 1986

holes. When there are more than two hinge pOints on a surface, the alignment becomes more critical. Replace worn bushings by pulling them in. A simple puller can be made using a threaded bolt and socket or a piece of tubing with a large, heavy washer welded on one end . This works well on straight-type bushings or roller bearings. If the trim tab on the control surface is mounted with bolts or PK screws, it might be necessary to weld a reinforce­ ment in this area to prevent cracking of the thin trailing edge tubing . After each part is repaired and cleaned, give it a coat of primer. I like to use lacquer-resistant zinc chromate or a good epoxy primer. Adjustable trim tab actuators should be disassembled, cleaned and re-as­ sembled using a grease with a wide temperature range. Check cables for condition and proper clearance from structures. Make a drawing to be used in locating accurately the inspection plate holes after the new covering is in­ stalled. Check, and if necessary, replace the wiring for the navigation light. You might want to install extra wiring for the possi­ ble installation of a strobe light at a later date. After all the tail pieces are cleaned, repaired and primed, take the time to mount the complete assembly on the fuselage . It's much easier to take care of mounting problems now than after the pieces are covered . At this time do a complete rigging of all wires and/or struts for the tail group, including hook­ ing up any adjustable trim tabs . Check for adequate clearance between parts, taking into consideration the added thickness of one or more layers of fabric and/or tape. Also, it's easy to rig the proper travel of trim tabs and control surfaces at this time. Use the FAA or manufacturer's specifications to deter­ mine the proper degrees of travel. Aluminum Construction

Check for loose rivets, cracked or broken internal structure, improper re­ pairs, and corrosion inside and out. Check for mice or bird nests which hold moisture, causing corrosion . Check that all drain holes are open. If the surfaces are painted, you might want to strip the paint to check for hidden damage or re­ pairs. Some unscrupulous persons

have been known to cover such areas with bondo. Check to see that all repairs are co­ vered on Form 337s. It's not uncommon to find that the proper paper work has not been completed. Wood Construction

The small blade of a pocket knife is a good tool for checking the condition of wood structure. The point should penetrate very little into the wood. I suggest trying this on a piece of scrap wood to "get the feel." The blade will penetrate very easily into decayed wood. It's advisable to replace all hardware (bolts, nuts, washers, etc.) as cadmium plating wears off and moisture in the wood can result in rust on these areas, which in turn , causes the wood to decay with a major loss of strength. Even though the hardware may look good, it should be replaced. It has probably been installed a long time and with the long life of today's modern fabrics it will be a long time before the plane is re-covered again. Pay particular attention to the area around the attach points. All of the old paint should be removed down to bare wood so a good check can be made for cracks and dry rot. Check all glue jOints and gussets for strength and/or separa­ tion . The old casein glues deteriorate with age. Check FAA Manual Part 43 which de­ scribes repairs to wood and metal struc­ tures. The old standby is to finish the wood. with two coats of spar varnish , as this product has stood the test of time. To make an internal inspection of tail pieces covered with plywood and con­ taining no inspection openings, it may be necessary to cut holes - but first check with your AI or FAA inspector. There are a lot of qualified people to answer questions concerning your re­ storation project - all you have to do is ask. Available through EAA Head­ quarters the year around are many "how to" manuals. These are also avail­ able at the EAA Sales Building during each annual Convention at Oshkosh, as are many educational forums and work­ shops covering every aspect of aircraft construction and restoration . Another good source of information is local EAA and Antique/Classic chapter fly-ins and fly-ins sponsored by the various type clubs.

As mentioned in previous "Restora­ tion Corner" articles, there are com­ panies who sell reprints of aircraft and engine manuals. These companies ad­ vertise in Trade-A-Plane and several aviation magazines and are well worth knowing about. Wings To remove fabric covering, first re­ move the rib stitching by cutting the cords. If the fabric is secured by metal clips, these must be removed carefully to prevent damage to the metal ribs. Whether constructed of wood or metal, most wings are delicate structures and can be damaged easily. Either save the old fabric or make patterns from which the location of inspection holes and control cable openings can be deter­ mined when the surfaces are re-co­ vered. After the covering is removed an evaluation of the condition of the wing is next on the agenda. Continuing with your worksheet, make a list of the fol­ lowing items along with pertinent re­ marks: Leading Edge - note wrinkles, cracks, previous repairs, corrosion or plywood separation. Wings are fre­ quently stored with their leading edges down creating a natural trap inside the leading edge covering for moisture re­ sulting in corrosion and/or wood rot. Ribs - note previous and/or unre­ paired damage, wood rot, loose glue joints and gussets, damage to capstrips caused by wire or PK screws, ribs mis­ shapen because of over-taut fabric or bowed due to over-tightening of drag and anti-drag wires. Butt ribs - same as above. Ribs at aileron space - same as above plus distortion resulting in too lit­ tle or too much clearance from the aile­ ron. Spars - note condition of finish, any cracks or elongated holes causing loose bolts at metal fittings. Are the spars straight and in alignment when sighting down them length-wise? Are all the ribs the same height from top of spar? Were previous repairs made in accordance with Part 43 and properly noted on a Form 337? Trailing Edge - note condition. Is it straight and in alignment with aileron trailing edge? Aileron Hinge Brackets - check bearings and bushings for wear. Do bearings rotate freely? Check security of attachments - are they bent or cracked? Drag wires and compression mem­ bers - are the wires rusty, broken or loose? Do they have a heavy build-up

of paint applied by brush? If compres­ sion members are wood, have they shrunk causing ribs to bow? Navigation and landing lights ­ check mounting brackets for cracks and security, unnecessary screw holes in the wood , nut plates or tinnerman nuts missing or worn out, and condition of wiring. If the landing light is retractable, does it operate properly? Ailerons - check general condition of structure. Depending on construction materials, is there rust, corrosion, wood rot, loose rivets or glue joints? Are hinge attach points secure? Is the trailing edge straight and aligned with wing trailing edge? Check leading edge for cracks and/or wrinkles - these are usu­ ally visible even through the finish paint. Some ailerons are counterbalanced with lead weights in either the leading edge or mounted on external arms. Check these for a good, solid attach­ ment. A decision must be made at this point whether to completely disassemble the wing panels or to restore portions of them . If you decide to totally restore the wings, be sure to do one panel at a time, leaving the other(s) assembled to guide you in re-assembly of the rebuilt unit. When possible, the route I like to take is to remove the leading edge covering, drag and anti-drag wires, and compres­ sion members, leaving the spars and ribs assembled. This procedure allows a good cleaning and checking of the structure. I then re-finish the wood with a minimum of two coats of spar varnish , and the metal parts with a good primer followed by a good covering with black enamel. Primer alone does not give long term protection. Reassemble the wing panel using all new hardware. Aluminum structures can experience electrolytic action between the aluminum and steel fittings (dissimilar metals) resulting in corrosion. The use of cadmium plated bolts will neutralize this action. An advantage in restoring a classic rather than an antique aircraft is that many new parts are available from sup­ ply houses. If this describes your pro­ ject, the next step is to sit down with catalogs from several supply houses and make a list of parts needing re­ placement and which are available. Get that order off right away as delivery may take some time. A good example of new replacement parts is a repair kit for the metal ribs and spars in Piper aircraft. In some cases, leading edges can be bought pre-formed or you can make them your­ self. When re-assembling a wing, to get the proper height and fit of the ribs on

the spar, make a pattern off the spar attach points and the top of the fuselage (high wing monoplanes or cabin bip­ lanes). Using a wing rib pattern sawed out of plywood, line up the leading and trailing edges of the ribs with nose ribs in place aligned with main ribs. The ai­ lerons should be in place to assure proper alignment and clearances. The trammeling process comes next. Don't be alarmed at the thought of doing this as it is simple if done according to the book. It's just a matter of tightening the drag and anti-drag wires in se­ quence, keeping each bay square and the spars straight. This must be done before the leading edge sheeting (if used) is installed. Wood leading edges are more dif­ ficult to repair or replace. The wood sheets have to be pre-bent over a form with a smaller radius than that of the rib curvature . Start by soaking the plywood in water overnight, then clamp it to the form with wide straps. Old seat belts work well for this. Do not try to fully bend the sheet at one time, but tighten the straps gradu­ ally. The use of an electric steam iron set on "full heat" and applied directly to the wood surface helps to bend the wood without cracking, thanks to steaming action. It's of utmost importance to trammel the wing before final installation of the leading edge sheeting. For holding the sheeting in place I made a set of clamps which work great for either wood or aluminum. I cut several pieces of 2 x 4 four inches longer than the height of the spar, then fastened one end of each strap (seat belt) to one end of each 2 x 4. I then welded flat steel plates to one end of 8" long pieces of 1'4" threaded rod and riveted them to the other end of each strap. Each clamp is completed by inserting each rod through holes drilled at the other end of each 2 x 4 and held in place by large washers and nuts. These clamps can be used to secure the lead­ ing edge material to either the form blocks or the wing panels. Care must be taken to not over-tighten the clamps and damage the leading edge material. Good clamping pressure can be at­ tained by positioning the clamps over ribs about 18-24" apart. During most restoration projects it is necessary to make some repairs. These should always be made in accor­ dance with the FAA manual, "Accept­ able Methods, Techniques and Prac­ tices - Aircraft Inspection and Repair," FAA AC No. 43.13-1A. This manual is generally referred to as "Part 43" and it should be a mandatory addition to every restorer's library . •


Wayne Smith and his beautiful green and yellow Cessna C-37 Airmaster.


by John A. Young Some people would have been con­ tent if they'd spent hundreds of hours, and many dollars, to restore an antique aircraft from a "pile of junk" state to award-winning condition. For D. Wayne Smith (EAA 133326, NC 7590) , of Maricopa, California, however, com­

pleting work on a World War II Stear­ man PT-17 trainer in early 1980 was only the beginning . Smith, a construction contractor, re­ cently put the finishing touches on his second restoration project, a 1937 Cessna C-37 Airmaster, NC18599, SIN 384. The aircraft didn't look like much

Hauling· home the new purchase. 12 AUGUST 1986

when Smith bought it in DeKalb, Illinois in November, 1980. The skeleton of the aircraft had no engine, since the owner needed it for another plane he was re­ building. The wing had been destroyed during restoration , and a lot of other hardware was also missing. Enroute back to his home southwest of Bakersfield with the remains of the

Wayne Smith used two tons of sand in sandblasting the fuselage and other metal fittings.

Cessna on a trailer, Smith said a ser­ vice station attendant misunderstood his request for directions and, looking at the trailer load, issued directions to the local dump! Building a new wing to Cessna specifications was a major undertaking, requiring about 1,700 hours of Smith's time. He estimates he put in five hours building each of the ribs in the tapered cantilevered wing . Smith used 500 board feet of aircraft­ grade Sitka spruce for spars and ribs of the wing . There are no struts connect­ ing the wing to the fuselage, and in an effort to convince doubters of the strength of the structure in the 1930s, Cessna officials took a picture of 23 men sitting on top of an Airmaster's wing . Smith learned that Airmasters had several different wings. "I did not know that the chord was changed until I had finished the wing . This required a change in the fuselage top deck. Ribs were built from a 1/16-inch plywood web with 2-3/16 inch spruce caps glued and nailed on each side." The 34-foot spars were most difficult to build, he said. "I spent about 10 days trying to figure a method for mass-pro­ ducing scarf jOints (about 40 were re­ quired). A jig on my 6-inch jointer pro­ duced a beautiful joint in about 15 min­ utes." Over eight gallons of resorcinol glue was used in the spars and ribs . A router and SkiI-Saw was used to shape the five tapers in each wing . The 1/16-inch plywood for the covering of the wing leading edge, center section and tips was scarfed, soaked and fitted . Truck tarp elastic tie-downs were used to hold the leading edge ply during shaping and gluing. The Warner engine, which came from the remains of a Fairchild 24 which Smith bought just for the engine "ap­ peared to be good", when purchased. Upon disassembly, however, it was found to be mostly junk. It was com-

The Airmaster fuselage ready for priming.

pletely overhauled with many parts being hand-chromed back to specifica­ tions. Most Warner engines did not have generators, and Cessna, since the Air­ master had no wing struts for securing a wind-driven generator, imbedded it in the leading edge of the right wing . "It makes an unusual noise when turning ," Smith notes. The aircraft engine mount is integral with the fuselage frame. There are no rubber shock mounts, so the engine vib­ rations are transferred to the fuselage and cause a slight vibration during flight. The Airmaster was built for speed and former owners include such nota­ bles as actor Robert Cummings. The cowl was badly cracked and bent when Smith bought the plane. Large pieces were cut out and new soft aluminum patches were Heli-arced in. Much filing and hammering with sandbags and blocks formed a good cowl. Small imperfections were filled

A new wing was made from scratch.

with epoxy thickened with flox. Of all the parts which went into the plane, the only one available new was the plexiglass windshield . The complete instrument panel was built exactly as the original and one of the most difficult parts to find for it was the 1936 Ford fuel gauge. Smith calls the "Johnson Bar" brake a "real widow maker." The brake was built from Cessna drawings. The brakes are mechanical and work through a lever having a thumb button to engage a ratchet. With the lever full forward, full rudder is available. With the lever part way back, differential wheel braking comes in on the rudder pedals with only partial rudder. Full back on the lever sets the parking brake. 'This system requires one more hand," he said. On rollout the stick must be held back between the knees while the pilot is still working the rudder ped­ als. The tail wheel is held straight by a 3/8

The wind-driven generator mounted in the right wing leading edge. VINTAGE AIRPLANE 13

A new instrument panel was made for the Airmaster. The instru­

ment at right is the " difficult to find " 1936 Ford fuel gauge.

inch bungee cord . When turning , the brakes must overcome the bungee cord in order to turn . Some other examples of the cost of rebuilding the plane include: • Smith used 14 4-by-8 foot sheets of mahogany plywood for wing skins and ribs ; • Two tons of sand was used for sandblasting the fuselage and parts ; • Over $450 was spent for all new bolts and fasteners ; • . The plane was painted original green and yellow colors, especially mixed ; • The plane was covered in original aircraft cotton with a butyrate finish on fabric and acrylic enamel on metal ; • All wood formers-stringers in the fu­ selage and all wood in the "tail feathers" was replaced ; Wheel pants were optional on new air­ craft. Smith 's are copies of originals made of fiberglass (the only part which are not original) The propeller is the original Fahlin of

The newly painted markings including the Cessna company logo.

laminated birch. Smith estimates he put about $25,000 into the project. Smith's airstrip is 1,800 feet long and 100 feet uphill. This did not allow any taxi test. The close cowl and baffling did not allow much engine run-up without overheating. "Once I was satisfied that the engine and airframe were satisfac­ tory - I flew it," he said. "There were no problems, except that it flew in a skid . The rudder had no cutout for a trim tab and I found out later that the tab was surface mounted . After instal­ ling a rudder trim tab, it became a good flying airplane." Airmasters have three different types of flaps - belly, spoiler and trailing edge. Smith 's plane has the trailing edge type , operated by an electric motor through worm gears. When de­ flected , they slow the plane about 10 mph. Smith put in a lot of seven-day weeks working on the project. "I love this kind of work, " he said. He looks forward to taking the plane to fly-ins where the

work he has put into the project will be appreciated. The Airmaster is a rare bird these days. Smith estimates there are only four of the craft flying on the West Coast, and only about 20 across the United States. The four-place plane could be confi­ gured as a seaplane and they were also popular when used in aerial photo­ graphy in the 1930s and '40s because of their versatility and affordable price tag. Mounted with a Fairchild Aerial Camera, Airmasters could fly to 18,000 feet. "This rebuild would have been impos­ sible without the help of many people, especially Bob Pickett, historian at Cessna Aircraft, who with Airmaster ex­ pert Bill Koellig of Great Bend, Kansas, provided original plans and many words of encouragement," he said. A flyer since 1939, Smith is a former Industrial Arts teacher at the Maricopa High School. .

The 1937 Cessna Airmaster was elegant in its day ... and still is! 14 AUGU ST 1986


~ ~ype


CompIled by Gene ('hast'

First CPA Fly-In

The first ever fly-in of the Cessna Pilots Association was held this past April 18-20 at Concord, California and it was an unqualified success. Over 300 members, spouses, friends and CPA staff gathered at the Sheraton Inn on the Concord Airport for a weekend of fun, fellowship, education and Cessnas. Members' planes totalled over 160. The seminar programs drew the biggest crowds with three seminar rooms running continuously during the day. Other activities included exhibitor displays, cocktail parties, banquets and tours, for example, to Fisherman's Wharf in San Francisco. One of the most enjoyable activities was the individual model forums. This allowed all the owners of one model of Cessna to gather together and share ideas, information and experiences among themselves. During the Saturday night banquet it was revealed that the Cessna Pilots As­ sociation is actively pursuing the estab­ lishment of an educational and techni­ cal center for the use of the member­ ship.

Oshkosh Attendees

Once again the Cessna Pilots Associ­ ation will have a hospitality tent for the exclusive use of CPA members, their families and guests. This provides each member with a base of operation during the Convention, including a place to sit down out of the sun, get something to drink without standing in line, store packages, leave messages for others

and seek CPA staff help with any prob­ lems. The tent is located in the outdoor exhibit area near the EM B-17 and across from the Cessna Factory exhibit. For information on the CPA, contact John M. Frank, Cessna Pilots Associa­ tion, Wichita Mid-Continent Airport, 2120 Airport Road , P. O. Box 12948, Wichita, KS 67277, phone 316/946­ 4777.

Recent Piper Service Bulletins

A recent newsletter of the Taylorcraft Owner's Club reports that one of their members, Dr. Chester Peek of 1813 Danfield Drive, Norman, Oklahoma 73069 is writing a biography of Mr. C. G. Taylor. Over the past year he made some progress with some fine help from Ken Tibbets who was with C.G. from the very beginning in Bradford, Pennsylvania. Dr. Peek is requesting that anyone with information about Mr. Taylor, the factory(ies) , experiences with the airplanes, pictures, articles, etc. which could be loaned to him for the book, please do so. He will copy and return anything you want back. Dr. Peek has owned a beautifully restored Taylor E-2 Cub for many years . For information on the Taylorcraft Owner's Club, contact Bruce "Barney" Bixler, 12809 Greenbower, N.E., Al­ liance, OH 44601 .

Most Piper owners of the subject air­ craft should have received Piper Ser­ vice Bulletins no. 819 (fuselage door frame tube corrosion - J-4, J-5, PA-12, PA-14) and no. 1570 (lift strut fork in­ spection/replacement-revised - J-2, J-3, J-4, J-5, PA-11 , PA-12, PA-14 PA-18, PA-19). Piper considers compliance mandatory. Cub Club members not re­ ceiving copies of these can receive same by sending $1 to the club. This information is particularly important for those in the process of rebuilding an aircraft or planning to do so. Clyde Smith, Jr. notes that the J-3, PA-11, PA-18 and short wing Pipers aren't even mentioned on Service Bulle­ tin no. 819, yet they are also guilty of the rust problem. The June/July 1986 issue of "Cub Clues", the newsletter of the Cub Club, includes an article by Clyde in which he describes a method of inspecting and identifying the prob­ lem. These two bulletins pertain to critical safety measures and owners of a/l Piper models mentioned above should be aware of them and take appropriate ac­ tion . For information on the Cub Club, con­ tact John Bergeson, Chairperson, Newsletter, 6438 W. Millbrook Road , Remus, MI 49340, phone 517/561­ 2393. •





by Joe Dickey (EAA 62186, AlC 4169) 511 Terrace Lake Road Columbus, IN 47201

several pages in length and are both entertaining and educational, as evi­ denced by this article. ... G.R.C.

"You can flex a paperclip back and forth for longer than your interest or your fingers will hold out if you don't flex it very far. Bend the clip through 90 de­ grees, though , and it will fail in a few cycles. File a small notch in the clip, or let it rust a bit, and it will break with little flexing . "What have paper clips to do with Aeroncas? Everything, and even more to do with your longevity! Every steel part in your Aeronca behaves just like

Editor's Note : This article appeared in Issue No. 8 of "The Aeronca Aviator", the quarterly newsletter of the Aeronca Aviators Club. It is reprinted here by permission of the author. Even though the subject aircraft is Aeronca, the infor­ mation is pertinent to metal parts in all aircraft. Joe is a professional mechani­ cal engineer, and he and his wife, Julie, are me sole proprietors of the Aeronca Aviators Club. Their newsletters are


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86000 PSI Ultimate,

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FIGURE 1 - S-N diagram for SAE 4130 steel, normalized and annealed.

16 AUGUST 1986



that paper clip. Do the paper clip tests and you will be determining the 'endur­ ance limit' and the 'notch sensitivity' to the number of flexes or 'stress rever­ sals' applied before failure and you can draw 'S-N diagrams' of the clip in its original condition, as bending a new clip once, then continuing to flex it slightly. You would find the overstressing to have greatly reduced the endurance limit. "Most of the stressed parts of post­ war Aeroncas are made of 4130 steel. The S-N Diagram (see Fig. 1) for this steel was established by test long ago, and you can be sure this diagram was used when your Aeronca was designed . Keep in mind, the numbers for the dia­ gram were generated under laboratory conditions, using new, perfectly machined test bars and represent the BEST the material can be expected to do. "Figure 1 shows how I can flex a 4130 steel paper clip (or wing strut or engine mount or main gear leg) millions of times if I load it to less than 43,000 pounds per square inch (psi) of cross section available. At this stress level an engineer would call the anticipated life 'infinite.' But if I increase the load only 16% to 50,000 psi, the diagram shows I can expect the part to fail in about 50,000 load cycles. Fatigue failures are sneaky. InCipient cracks are almost al­ ways invisible to normal inspection. The final failure occurs with disastrous sud­ denness. "Good designers, like those at Aeronca, work down on the flat part of the S-N diagram, putting in some cush­ ion as a safety factor. An airplane de­ signer can't get carried away with a lot of cushion, though. The airplane would quickly become too heavy to perform well. So he designs near the endurance limit for normal duty and counts on the sloped part of the S-N diagram to keep the wings on during the occasional overloads (read 'overstress') imposed by hard landings, severe turbulence , or operation over gross weight. "The Aeronca designers did such a superb job of producing optimum

Microscopic cracks at bottom of pit are not removed by cleaning and will grow with further stress.


~ad "flow lines" concentrated by pit in steel.

FIGURE 2 - Corrosion pit acting as a stress riser in a loaded structural section.

airplanes, combining strength and light weight to get machines that could be expected to last indefinitely if properly operated and maintained .. . and yes, there's the rub!

"Overstress and corrosion drastically lower the line on the S-N diagram. Look through the logs on your Aeronca (if you are lucky enough to have all of them) and imagine all the opportunities she has had for being overstressed while on duty as a trainer or an ag-plane. How about the time the pipeline pilot hooked a wing while trying to out-turn a coyote and cartwheeled her through the sageb­ rush? Sure, she was rebuilt 'good as new'. You betcha. The typical Aeronca has taken a tremendous beating. You may not really know how severe or fre­ quent the beating has been or how well repaired. "Everyone knows corrosion is bad, but most assume if the surface rust is removed or if an ice pick won 't go through a wing strut, the airplane is as 'good as new'. Sorry, but the assump­ tion is wrong . "Corrosion creates 'stress risers'. If you are not familiar with the concept of stress concentration at a stress riser, study Figure 2 a bit. Picture the stresses in a part as a flow of water through the section. You want the water to flow as smoothly as possible with no obstruc­ tions to cause turbulence or back the

water up. You can see how a corrosion pit is like a rock in the stream, concen­ trating and confining the flow. In effect, the part is working at higher stress level farther up on the S-N diagram where it takes fewer cycles to break it. "Removing rust can slow further dam­ age, but nothing can restore the ORIG­ INAL strength of the part. How much is the part weakened? It depends on how many pits and how deep they are. "Is the message getting across? Your Aeronca is NOT as strong as it was when new. There is no such thing as a 'just like new' Aeronca, unless EVERY piece of original material has been re­ placed. Am I saying old airplanes are not safe? Of course not, but only the best of maintenance and thorough fre­ quent inspection can keep them safe. Don't expect them to tolerate the loads they would take when new. Just be­ cause you survived snap-rolling a Champ in 1946 does NOT mean you will survive the same maneuver today. Both the Champ and YOU have spent a lot of time high on the S-N diagram and accumulated a lot of overstress since 'Give 'em Hell Harry' was in the White House!" •

(Airworthiness Directive) by Paul H. Poberezny

For those of us operating aircraft equipped with Hamilton Standard pro­ pellers in accordance with FAA Airwor­ thiness Directive AD81-13-0oR1 , it has, from the very beginning, become a very big expense. It has resulted in the loss of aircraft use and, in many cases, necessitated the removal of the propel­ ler and trucking it to one of the relatively few propeller shops (considering the size of the USA) for compliance. The AD, as we have heard, was the result of the Hamilton Standard Propeller Company's recommendation and our petition to FAA as the result of a propel­ ler blade failure . . . not much to go on considering the many, many thousands of fine Hamilton props in operation. It was stated that severe corrosion was the cause of the failure which we believe to be a very rare occasion. We assume that liability upon the manufac­ turer was the inducement to persuade FAA to act. The point could be argued that a one-time inspection was war­ ranted to gather factual data as to the integrity of the propeller, and to ac­

cumulate data to determine how realis­ tic the problem really is. However, it has been most difficult to obtain information from propeller overhaul or repair facilities regarding corrosion or other problems they find during inspection. About the only statement they will make is that the AD was complied with. Some propeller shops have been reported as saying they will not comply with the AD unless they overhaul the propeller. This results in a much greater expense and the length of time the aircraft is out of service. The inspection interval between AD compliances varies within the many FAA regions we deal with. Opinions by FAA personnel vary in giving time ex­ tensions, and many FAA folks are ex­ pected to become propeller experts with little or no background on the subject. I have approached FAA at the Washing­ ton level on this matter, but with few facts in hand other than the history on our own Museum aircraft, it is not enough to warrant sufficient interest or concern by FAA. If I had sufficient infor­ mation and findings as to the amount of

corrosion found, or not found, from you users, the FAA would be receptive to reviewing the situation. I feel that if you pay a certified propel­ ler repair facility for the inspection and compliance with the AD, then you are entitled to a written statement as to what airworthiness deficiency was found, if any, during inspection in com­ pliance with the AD. How else will we be able to gather data in order to evaluate this AD? Here at EAA Headquarters I will need propeller make and model, time of oper­ ation in hours, the number and dates of compliances of the AD, as well as a list of discrepancies (if any) found during these inspections. Without your cooper­ ation and this data, we will continue to add to the expense of operation, the loss of use of the aircraft, and possible damage incurred while trucking these large propellers hundreds of miles to and from repair stations. These are in­ conveniences that aircraft owners should not have to endure. Please write to me personally ~t EAA Headquarters.• VINTAGE AIRPLANE 17

- - - - _ - : :[he Model 52 with propeller'l. --


by Mark Savage

Two years ago, while visiting my father and step-mother in Florida, I met a man named Vern Biasell, an aeronau­ tical engineer who had worked on some of history's more enduring and interest­ ing aircraft. Last March I went back to Florida and spent the better part of an evening talking with Mr. Biasell about some of the famous airplanes he'd worked on. However, one airplane he worked on never got past the prototype stage. This attractive and innovative bird captured my attention : It was the Bendix Model 52. Mr. Biasell had begun aircraft design and engineering for the Stinson Aircraft Company in 1937, working for a Mr. Athanas (Jack) Fontaine. Mr. Fontaine was Chief Engineer at Stinson at the time and had been responsible for the Voyager series. Mr. Biasell was project engineer on the Reliant and later the L-5, and as we talked, Biasell took a moment to reminisce about the "Sen­ tinel." According to Mr. Biasell, in 1940 the Army was in the market for an observa­ tion plane. They had written specs and were starting tests on several pro­ totypes supplied by competing aircraft companies; Stinson's entry was the 0­ 49, later known as the L-1 . However, some engineers at Stinson believed the Army was asking for an airplane that was too large and expensive for its in­ tended purpose. As a result, a request was made to top management for ex­ penditure of company funds to demon­ 18 AUGUST 1986

strate their engineering concept. Au­ thorization was given and with Vern Biasell as project manager, a demon­ stration prototype was built and flown just 28 days later. It was highly success­ ful and shown to the Army during the 0-49 flight trials. Army interest was aroused in this "flying jeep" version of an observation plane, which became the famous L-5, and production began. Mr. Biasell was involved in other in­ teresting projects during the war, but as the conflict drew to an end, many com­ panies and aircraft designers looked forward to the post-war period. At the end of the World War II , market surveys indicated that a two-place, all-metal re­ tractable aircraft would sell briskly in the anticipated post-war aviation boom. The Bendix Corporation, like many other businesses, made plans to build and market general aviation aircraft to fill the proposed needs of the many mil­ itary pilots who were soon to return to civilian life. Mr. Jack Fontaine was hired from Consolidated-Vultee to head the new Bendix Aircraft venture along with Mr. Biasell, who was then at the Gen­ eral Motors Research Laboratories. Designed in July 1945, the Bendix Model 52 prototypes were engineered by Mr. Biasell and built in 1945-46 at the Bendix Experimental Engineering Department at 261 McDougal Street in DetrOit, Michigan. The Model 52 was a low-wing, all-metal airplane with side­ by-side seating and retractable tricycle landing gear. Wing span measured 33' 3"; length 22', with an empty weight of just 1043 pounds. Target price was

$3,900, and the means by which Bendix and Biasell intended to meet that price is intriguing. What should make the Model 52 in­ teresting both to home builders and those interested in vintage/antique airplanes is that Mr. Biasell designed the Model 52 to use automotive-style high production techniques. These techniques not only lent themselves to economic mass production, they also kept the weight low without sacrificing structural integrity. Figure 1 illustrates the difference in design between the Biasell/Bendix Model 52 (top) tail feathers and those of a conventional aircraft. Note that both horizontal stabilizers and the vertical fin are identical ; one piece can serve as either stabilizer or fin . And , not including the skin, each unit totaled just 12 parts! The fuselage was designed along the same lines (Figure 2) , and used rolled skin to form the stringers. But perhaps the most interesting part of the design was that of the wing . As shown in Figure 3, the wing consisted of two spars, 7 ribs set at 45 degree angles to each other, end cap, aileron and flap assembly and leading edge for a total of 19 parts per wing , not including the skin or landing gear/retracting mechanism. The wings used a modified Goettingen section, up-swept at the trailing edge to flatten the stall curve . According to Mr. Biasell, the airplane was virtually spin proof. Moreover, it had very gentle stall characterisitcs and maintained aileron control throughout the stall. The Model 52 could be flown


(j), @ ... 速 TOTAL




"' 19




0 , @-@ !!QI IDENTICAL. .

Figure One

Figure Three

If 3



, ETC.







Figure Two Figure Four


at very high angles of attack without dropping a wing or surprising its pilot with an abrupt stall. An article on the Bendix Model 52 in the September 1971 issue of "The Great Lakes Flyer" notes that the 52 had "full length ailer­ ons (that) could be 'drooped' to serve as landing flaps which reduced the stall speed ... from 53 mph to 47 mph.," a highly imaginative design feature for a general aviation production aircraft. Figure 4 illustrates the method of pro­ duction that had been proposed. The rear fuselage, wings, engine cover and cockpit areas were to be built as sepa­ rate units, then joined to the "keel" at the end of the assembly line. The cab was to be lowered onto the assembly just as automobile bodies were lowered onto frames in automobile assembly plants. The other picture shows the clean lines of the Model 52, long wing , and outward retracting gear. It was powered by a 100 horsepower Franklin, and, ac­ cording to Biasell, had a maximum speed of 154 mph . It cruised at 140 and climbed at 900 fpm . The original design called for a six-inch propeller hub exten­ sion shaft which gave the plane a more streamlined appearance. But later, to reduce manufacturing costs, the exten­ sion shaft was eliminated and the nose of the Model 52 took on a more conven­ tional appearance. The shorter nose also reduced the maximum airspeed to 148 mph, which was the maximum speed indicated by the "Great Lakes Flyer" article. The first Model 52, NX-34110, was flown by Bendix Chief Test Pilot AI Schram in December, 1945, just five months after the first design sketches were laid down. The prototype had

BENDIX EXPERIMENTAL AIRCRAFT DEPARTMENT (Left to right): Bob Horstman (Engineer), AI Schramm (Chief Test Pilot), Unidentified (Comptroller), Fred Ross (Chief Aerodynamicist), Carroll Caldwell (Weights Engineer), Bob Fredricks (Engineer), Bill Fredricks (Head Stress Analyst), O.G. Blocher (Engineer), A.P. "Jack" Fontaine (President & General Manager), Vern Biasell (Chief Engineer-Model 52), Charley Limouze (Engineer), Maurice Mills (Chief Engineer-Model 51), Earl Lowe (Head Tool Design), O.J. Lutz (Tool Designer), Charley Loomis (Shop Manager), Bill Lothrop (Engineer), Bill Mara (Vice President & Public Relations), Unidentified (Salesman). Photo taken on the morning the department was notified of its closing. 20 AUGUST 1986

Vern Biasell today.

been trucked across the Detroit River to Windsor Airport in Canada for the flight. Biasell noted that the Windsor Air­ port was chosen because it was close by and offered a degree of security against the press and competitors. By September, 1946, two other prototypes were built and the Model 52 had com­ pleted all but the final flight tests for an Approved Type Certificate. Several hundred tool makers were working on production tooling when a change of Bendix's top management abandoned the personal aircraft field . The new management worried that a successful Model 52 would make Ben­ dix Corporation a competitor of other airframe manufacturers who were cus­ tomers of Bendix's other divisions. Ac­ cordingly, management decided that situation might hurt sales in those other departments, and so in September the board of directors announced that the Aviation Department had to be dis­ banded. The prototypes were stored for six years and then donated to the Uni­ versity of Michigan, Wayne State Uni­ versity, and the Detroit Aero Mechanics High School.

The aviation community obviously lost out on an innovative and interesting airplane when Bendix's top manage­ ment decided to abandon the Model 52 ; it was an attractive machine and offered a high level of performance for its time . However, in light of the post-war gen­ eral aviation fizzle, abandoning light air­ craft manufacturing was probably a wise business decision. But just lookng at these pictures and talking with Mr. Biasell about the design features and production techniques of the Bendix Model 52 made me wonder if these ideas aren't worth a second look. It would be a shame to forget this interest­ ing machine .. . and the innovative and futuristic production techniques inher­ ent in the design. During the time the two Bendix Model 52's were undergoing flight tests, two­ four place aircraft were being designed and built. Known as the Model 51 and 51A, they were all-metal, twin boom pushers with retractable tricycle landing gear. Maurice Mills 12th from the left in the photo of the Bendix Aviation Depart­ ment, was Chief Engineer for these planes. Mr. Mills had worked with Stout, the designer of the Ford Tri-Motor. Later he worked at Stinson and after the war, of course went to Bendix. Construction of the pushers was simi­ lar to the Model 52: the wings were of diagonal rib design and employed the same modified Goettingen airfoil (Ben­ dix 416 airfoil) section. And like the Model 52, automobile-type assembly line techniques were to be used to build the planes. This would make it possible to economically build either a landplane or amphibian from the same basic air­ frame: the upper fuselage could be joined to either type of lower fuselage during assembly because except for the lower fuselage, wingtip floats and longer landing gear of the amphibian,

the major assemblies for the two aircraft were identical. Only one of each type was built. The landplane was flown for approximately 25 to 30 hours (Biasell's estimate) at the Willow Run Airport at Ypsilanti , Michigan. The amphibian was never flown ; only preliminary taxi tests were conducted. The hull was developed, and hydrodynamic characteristic tests conducted , with models at the Experi­ mental Towing Tank, Stevens Institute of Technology, in Michigan. Both the landplane and amphibian were powered by a 6 cylinder Franklin engine which developed 220 hp at 2,600 rpm. The design statistics are as follows : Landplane (Model 51) Design Max Speed . . . . . . . . . . . . 168 Design Cruise Speed . . . ....... 157 Design Stall Speed . . . . . .. . ... 53 Wing Span .. ....... . . . . .. .. 40 ft. Wing Area . . . .. ... . .. . . 218 sq. ft. Length ..... .. .. ..... . .... 28' 2" Empty weight . . .. ....... 1,550 Ibs. Gross weight . . .... . . . . . 2,550 Ibs. Seaplane (Model 51a) Design Max Speed . . . . . . . . . . . . 149 Design Cruise Speed . . . . . . . . . . 138 Design Stall Speed ....... . . . 54.5 Wing Span .. . . ... . .... . . . .. 40 ft. Wing Area . .... . . . . . ... 218 sq. ft. Length .. . . ..... . .. .. .. . .. 28' 2" Empty weight . .. . . .. . .. . 1,700 Ibs. Gross weight ... .. . .. ... 2,700 Ibs. As Mr. Biasell put it in his note to me "(this) is a little of the very meager infor­ mation available. Basic tests were so preliminary (when the decision was made to cancel the aircraft program) that no decisions on the future of these designs had ever been formulated ." Like the three Model 52's, after pro­ longed storage (6 years), both airplanes were given to universities for student in­ struction purposes .•

The Model 52 with the extension removed. VINTAGE AIRPLANE 21

The newly restored 1929 sailing glider. The machine was invented by a WW I French pilot.

The sailing glider as it appeared when found at Old Orchard Beach, Maine. 22 AUGUST 1986

By Steve Cartwright Assistant Director Owls head Transportation Museum Owlshead, ME 04854 For every invention that works , there must be many that have failed . Of course, the inventor doesn't brag about the flops, even if they did get off the ground. But one such magnificent mis­ take has been preserved. A zany, one­ of-a-kind flying machine with a Maine heritage is on exhibit at The Owls Head Transportation Museum. Restored to flying condition at a cost of $20,000 is a 1929 motor-less sailing glider. It was actually flown a number of times at Old Orchard Beach in 1930, but apparently with less than unqual­ ified success. The glider was disman­ tled and stored in a large box until a few years ago, when it was found and do­ nated to the Museum. The designer-pilot of the strange craft, apparently a John Domenjos, dropped from the public eye shortly after the trials at Old Orchard . Oddly, the sail ing glider - sort of a marriage of a sloop and a plane ­ achieved a certain fame when it ap­ peared as the cover illustration on the August 1930 issue of Popular Mechanics. But the magazine failed to say who built the plane. A brief film clip , although blurry, shows the sailing glider taking off from the sands at Old Or­ chard , and for a few minutes it is air­ borne, sails flapping. The glider pilot had to be a combina­ tion sailor-aviator, with a dash of the daredevil thrown in. The Museum is hopeful that someone may come for­ ward with more information concerning

The sailing glider in flight in 1930 at Old Orchard Beach, Maine. Photo is a film clip from an early movie called, "Oddities of Flight."

the glider and its builder. Meanwhile, the Smithsonian Institu­ tion in Washington , D.C., has recog­ nized the historical significance of the aircraft, and Museum staff and volun­ teers celebrated the completion of many hours' work on the project. The 42-foot wingspan glider was badly deteriorated when discovered in its southern Maine storage box. While the glider is authentic in dimensions and detail, many new parts were fabricated . A local sail loft provided new canvas

Front cover of the August, 1930 issue of Popular Mechanics magazine featured the sailing glider.

sails, for example. For a photo session, the glider was allowed to roll outside the Museum, pushed playfully along by the breeze, but volunteers seized the craft before it could travel very far along the aban­ doned airport runway ; too much was at stake. The Museum, located two miles south of Rockland on Route 73, invites the public to come view the glider exhibit any weekday, 10-5. For informa­ tion call 207/594-9219 . •

The sailing glider has a Bleriot-type fuselage and the cockpit is a maze of drums, wheels, cogs, chains and pulleys to hoist the sail, control the boom and operate the conventional controls. VINTAGE AIRPLANE 23



Another new addition to the EAA Video Aviation Series is "Legacy of Wings", the story of Harold Frederick Pitcairn, an American aviation pioneer, whose efforts and accomplishments are reflected in many facets of aviation today. As a young boy he was fasci­ nated with manned flight and in his teens was designing, building and flying model airplanes, including a delta wing . He took flight training at one of Glenn Curtiss's flying schools and later with the Signal Corps during World War I. His first airplane was a Farman Sport biplane which he flew from the family farm . The farm, near Bryn Athyn, Pennsylvania, became the original Pit­ cairn Field in 1924, and when it was dedicated, some 20,000 spectators showed up to witness the festivities. That same year, Harold Pitcairn in­ formed his wife that he had made the decision to make aviation his career. A quiet man, Pitcairn shunned the spotlight but he worked tirelessly to im­

prove both the scope and safety of avi­ ation. His series of Pitcairn Mailwings were great improvements over the machines being flown by airmail pilots. Pitcairn started his own airline which became one of today's major carriers, Eastern Airlines He was intrigued with rotary-wing craft and traveled to Europe to meet Juan de la Cierva who had made rotary-wing flight a reality. In time, Harold Pitcairn developed his own rotary-wing craft and his patents, which date back to 1926, were pur­ chased by Igor Sikorsky and incorpo­ rated in the XR-4, the world's first helicopter. This video includes rare, historic foot­ age from amateur home movies show­ ing flights of many Pitcairn aircraft in­ cluding autogiros landing and taking off.

Letters To Editor

Dear Gene, Enclosed are two photos, one of the Spartan C-3-225 biplane and the other, the Spartan C-4-301 which were used by Skelly Oil Company in Tulsa, Ok­ lahoma circa 1934 to promote a na­ tional radio program called "The Adven­ tures of Jimmie Allen." The man in the photo is the late How­ ard J. "Doc" DeCelles who was a pilot for Mr. W. G. Skelly of the Skelly Oil

Company. "Doc" flew the Jimmie Allen Aircraft. Also enclosed is a copy of a letter from James A. Williams of Lee's Sum­ mit, Missouri written to the Spartan School of Aeronautics in Tulsa on April 5, 1979. Williams also sent a copy of his Jimmie Allen Flying Club member­ ship card. I have been unsuccessful in attempting to locate Mr. Williams. Ac­ cording to his letter, he was called Alfred (his middle name) as a boy.

Among Harold Pitcairn's many firsts was the successful flight of a wingless autogiro. His ingenuity and inventive­ ness enabled the success of the mod­ ern helicopter. "Legacy of Wings" should be in the video collection of every aviation histo­ rian and all who are even remotely in­ terested in rotary-wing flight. It can be ordered in VHS or Beta from the EAA Aviation Foundation for $39.95. Please specify VHS or Beta format and include your name, address, phone number and EAA number and mail your check to : EAA Video, Wittman Airfield , Osh­ kosh, WI 54903-3065. Or, phone 1-800­ 843-3612 between 8:00 a.m. and 5:00 p.m. (Wisconsin reSidents, phone 4141 426-4800), and use your VISA or Mas­ terCard . ... Gene R. Chase. I have talked with several fellows who remember rushing 'home from school to listen to the Jimmie Allen radio pro­ gram. In checking with local radio sta­ tion KVOO, the public library, and Texaco, (now owner of Skelly), I have been unsuccessful in getting additional information. I would be pleased to hear from read­ ers who have information on this long ago, favorite radio program. Sincerely, George E. Goodhead, Jr. (EAA 3603, AlC 5176) Spartan Alumni Club 6326 E. 4th Street Tulsa, OK 74112

Spartan Aircraft Photo Photo by George E. Goodhead, Jr.

Spartan C3-225, NC3070 with a Wright J6, 225 hp. Owned by Skelly Oil Co. 24 AUGUST 1986

Spartan C5-301, NC11 006, SIN H-2, powered with a 300 hp Wasp Jr. R-985, owned by Skelly Oil Co. Man is "Doc" Decelles, Mr. Skelly's pilot.


Editor's Note: The photos and informa­ tion for this month's Vintage Seaplane column was furnished by Jorge J. Suarez (EAA 218712, AlC 8206), Cauce M-4, Alturas del Remanso, Rio Pierdras, P.R. 00926. Short Sunderland S.25, N158J flying boat was completed at Short & Harland, Ltd., Belfast, Northern Ireland in March 1944 as a Mk. III, SIN ML-814. It was fitted with four Bristol Pegasus X.C. en­ gines and saw service with RAF. 201 and 422 Squadrons during that year. In February, 1945 it was returned to Short for conversion to a Sunderland Mk. V fitted with P&W Twin Wasp R­ 1830-900 engines. From April 1945 to February 1946, it served with 330 Squadron. In November 1946 it was placed in long term storage, ending in May 1952 when it was again returned to Short for mod­ ification to New Zealand standards. In May 1953 it was delivered to the Royal New Zealand Air Force as SIN NZ-4108 and flew with NO. 5 Squadron (M.R.). In 1963 it was acquired by Ansett Fly­ ing Boat Services in Australia and con­ verted to passenger configuration. The front gun turret was removed and the resulting "nose job" left a more promi­ nent bulge than a Belfast-built Sandrin­ gham resulting in the converted aircraft being referred to as a Sunderingham! Up to this time the aircraft had only flown a total of 1085 hours. From De­ cember 1964 until the termination of An­ sett's flying boat services in September, 1974, it operated on the company's route from Rose Bay, Sydney to Lord Howe Island, a distance of about 400 miles, registered VH-BRF in Australia under the name of "Islander". Bought in September 1974 for Antil­ les Air Boats in the Virgin Islands by Capt. Charles Blair and re-named "Ex­ calibur VIII," it was flown to Puerto Rico via Pago Pago, Honolulu, Long Beach, Eagle Mountain Lake, Washington, New York, Boston and St. Croix (a total of about 9,900 miles). After its arrival in Puerto Rico the air­ craft was stored at Isla Grande Airport, San Juan until May 1979. After the death of Charles Blair the flying boat was saved from certain destruction by the millionaire, Edward Hulton. Hulton spent more than $1,000,000 in making the boat airworthy, and on November 12, 1980, Blair's widow, actress Mau­ reen O'Hara christened the aircraft "Juliet" and it was registered N158J. The Sunderland is now in England, arriving there on May 19, 1981 flying from Puerto Rico via St. Croix, Ber­

muda, Gander, Shannon and Calshot. Recently, "Juliet" has acquired British registry, G-BJHS. British Short Sunderlands were origi­ nally passenger-carrying flying boats, converted during WW II to reconnais­ sance service including maritime con­ voy escort and anti-submarine warfare. Sunderland production continued until 1945 reaching a total of 741 .

The accompanying photos are of the last two flyable Sunderlands. VP-L VE is in a Museum and N158J (now G­ BJHS) is flying in England. Short Sunderland specifications: wing span 112' 9", length 86' 3", height 32' 10-1 /2" , max. take off weight 59,000 Ibs. , cruising speed 140 knots, max. passenger seating 42 and crew 5. •

Photo by J . Suarez

Sandringham IV, VP-LVE "Southern Cross" operated by Antilles Air Boats at Christian­ sted, St. Croix, Virgin Islands on May 10, 1975.

Photo by J. Suarez

Short Sunderland Mk.V, N158J (now G-BJHS) moored at Isla Grande, San Juan, P.R. on November 15, 1980. VINTAGE AIRPLANE 25

Cavalcade ofWiV\9I--s_

The size of the unidentified aircraft can be judged by the men in the photo.

by Gene Chase (Photos courtesy Museum of New Mexico) The Cavalcade of Wings is a collec­ tion of scale models of the aircraft which have been of significance to the aviation history of Albuquerque, New Mexico. Over 500 models are currently on per­ manent display while the master list contains 790 names. This collection is in effect a miniature museum. Each model has the livery, numbers, etc. of an actual aircraft used in Albuquerque. The accompanying photos are three of seven donated to the Museum of New Mexico circa 1950 by someone in Albuquerque . The folks at the Caval­ cade of Wings are attempting to deter­ mine if the aircraft was actually built in that city. Inscribed on the back of two of the prints is "Albuquerque 1910­ 1912". To date no one has been able to identify the people or the buildings. A long time resident and historian once said that he remembered a strange aircraft being built by two black draymen. The people in the photo do not appear to be black. Mr. Harry M. Davidson of the Cavalcade of Wings 26 AUGUST 1986

feels that if the statement is true and this is the machine, it could be the first aircraft built by a black man. If any members can identify the air-

craft, people or location they are asked to contact Mr. Harry M. Davidson, Cavalcade of Wings, 1408 Jefferson, N.E. Albuquerque, NM 87110.

Three-quarter front view shows the forward elevator apparently positioned downward by moving the pilot's control wheel upward. The five cylinder radial (rotary?) engine is behind the pilot's seat. The aft rudder was possibly controlled by rotating the control wheel.

This rear view gives an idea of the planform of the machine.


AUGUST 8-15- BLAKESBURG, IOWA - Annual AAA National Fly-In for members only. Antique Airfield. Contact: AAA, Rt. 2, Box 172, Ot­ tumwa, IA 52501, phone 515/938-2n3. AUGUST 11-15 - FOND DU LAC, WISCONSIN - International Aerobatic Club Competition at Fond du Lac Skyport. Contact: Clisten Murray, 302 S. Railway, Mascoutah, IL 62258, phone 618/566-8601. AUGUST 17 - CLARENCE, NEW YORK - EAA Chapter 656 "Generic" Taildragger Fly-In at Clarence Aerodrome, located six miles south of Lockport, NY. Contact: Miss Sterling Das. chler, 142 Curtis Parkway, Buffalo, NY 14223. AUGUST 22-24 - SUSSEX, NEW JERSEY ­ 14th Annual Air Show at Sussex Airport, Inc. Contact: 201 /875-7337 or 201 /875-9919. AUGUST 23-24 - SCHENECTADY, NEW YORK - Flight '86 Airshow sponsored by the Amer­ ican Red Cross and Empire State Aero Sci­ ences Museum at Schenectady County Airport, featuring Blue Angels. Contact Steve Israel, Di­ rector, 19 Airport Road, Scotia, New York 12302, phone 518/399-5217. AUGUST 24 - BROOKFIELD, WISCONSIN ­ 3rd Annual Ice Cream Social and Fly-In at Capitol Airport. Sponsored by AlC CHapter 11 . Contact: George Meade, 414/962-2428. AUGUST 24 - MICHIGAN CITY, INDIANA ­ Michigan City Aviators Club annual fly-in/drive­ in pancake breakfast, serving 7 a.m. to noon, at Michigan City Municipal Airport. Contact: Tom Robbins, 219/924-0207 (days) or 2191 926-1921 (evenings).

AUGUST 29-SEPTEMBER 1 - STANLEY AIR­ PORT, NOVA SCOTIA - 16th Annual Fly-In sponsored by EAA Chapter 305 and the Stan­ ley Sport Aviation group. Special invitation to Cessna 18011 85 members. Breakfast, chicken barbeque, contests, etc. Contact: Brian Chap­ pell, Site 30, Box 23, R.R. 2, Windsor Jct., Nova Scotia, Canada BON 2VO. AUGUST 29-SEPT. 1 - ELMIRA, NEW YORK! TEHACHAPI, CALIFORNIA Sailplane Homebuilders Assn., Soaring Society of America Annual Homebuilders workshops, de­ sign competition. Contact: Lew Johnson, 10312 Rockville Pike, #402, Rockville, MD 20852 or Howie Burr, 1426 Hillcrest Ave., Glen­ dale, CA 91202. AUGUST 29-SEPT. 2 - ROME, GEORGIA - 5th Annual Ole South Fly-In sponsored by Tennes­ see Valley Sport Aviation ASSOCiation, Inc. Camping available. Nearby motels. Parade of flight featuring antiques, classics, warbirds, homebuilts, ultralights and rotorcraft. Contact: Jimmy Snyder, 5315 Ringgold Road, Chat­ tanooga, TN 37412, phone 615/894-7957. SEPTEMBER 6-7 - MARION, OHIO - 21st An­ nual "MERFI" EAA Fly-In. Camping on airport grounds. Contact: Lou Lindeman, 3840 Clover­ dale Road, Medway, OH, phone 513/849-9455 after 6:00 p.m. SEPTEMBER 20-21 - KERRVILLE, TEXAS ­ 22nd Annual Kerrville Fly-In. StatiC displays, daily aerobatic shows, forums, judging and awards. All aircraft types welcome. Contact: Kerrville Area Chamber of Commerce, Con­ vention and Visitor's Bureau, P. O. Box 790, Kerrville, TX 78028, phone 5121896-1 155.

SEPTEMBER 26-28 - BANDERA, TEXAS - 2nd Annual Continental Luscombe Association, Texas Chapter Fly-In at Flying "L" Ranch. Con­ tests, awards, family style meals. Contact: Ron Carson, 5121493-1031 . SEPTEMBER 27-28 - BINGHAM, MAINE - 17th Annual Gadabout Gaddis Fly-In at Gadabout Gaddis Airport. Contact: 207/672-4100 or 2071 672-5511 . OCTOBER 2-5 - PITTSBURGH, PENNSYL­ VANIA - 11th Annual International Cessna 120/140 Association Convention at Butler Farm Show Airport - Roe, 4 miles west of city on DetrOit sectional. Contact: Mike Quinlan, Con­ vention Chairman, 224 Lehr Avenue, Pittsburgh, PA 15223, phone 4121781 -4435. OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA ­ 29th Annual Tulsa Fly-In sponsored by AlC Chapter 10, lAC Chapter 10, AAA Chapter 2 and Green Country Ultralight Flyers, Inc. Con­ tact: Charles W. Harris, 119 East Fourth Street, Tulsa, OK 74103, phone 918/585-1591. OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA ­ National Bucker Club 6th Annual Fly-In, in con­ junction with the 29th Annual Tulsa Fly-In. Con­ tact: Frank G. Price, Rt. 1, Box 419, Moody, TX 76557, phone 8 17/853-2008. OCTOBER 11 -12 - SUSSEX, NEW JERSEY­ EAA Tri-Chapter Liberty Year Fly-in sponsored by Chapters 73 and 238 and AlC Chapter 7 at Sussex Airport. Static display only (this is not the annual air show). Awards for outstanding aircraft. Everyone welcome. Contact: Vearl Lack, 20 Gervic, Flanders, NJ 07836, phone 201/584-9553 (after 6 p.m.) MARCH 15-21 - LAKELAND, FLORIDA­ 13th Annual Sun 'n Fun EAA Fly-In. Contact: Bor.mie Higbie, P. O. Box 6750, Lakeland, FL VINTAGE AIRPLANE 27


by Gene R. Chase This Laird LCR-W450, SIN 162 (shown at right) is being restored to original configuration by a father and son team in Zanesville, Ohio. In the rear cockpit is the father, John Morozowsky (EAA 79439, AlC 2221). Son Anthony (EAA 246668) is in the front 'pit. Anthony says that E. M. "Matty" Laird made only two of this model. It is pow­ ered with a 450 hp P&W Wasp and was issued a Group 2 approval number 346 on 5-19-31 (see Joseph Juptner's U.S. Civil Aircraft, Volume 9, page 161). Matty claimed the plane could attain 200 mph with the front cockpit covered . The Morozowsky's are also restoring a 1928 Laird LC-1B-200, SIN 161 pow­ ered with a 9-cylinder Wright J-5. The only full-size example of a Bristol Scout in the world is this replica built by Leonard E. Opdycke (EAA 1076, AlC 6933), 15 Crescent Road, Poughkeep­ sie, NY 12601-4490. The accompany­ ing photo shows the plane at Cole Palen's Old Rhinebeck Aerodrome near Rhinebeck, New York. Leonard began cutting pieces of the Scout about 20 years ago, but the ac­ tual construction took about five years. The first flight of the 1914 Bristol Scout o took place in July 1984 and lasted about 25 minutes until the magneto failed. Leonard was unable to glide back to Old Rhinebeck and was forced to land in the trees. The Scout suffered

28 AUGUST 1986

some damage but fortunately the pilot was not injured. This past April Leonard received what probably is the highest amount of praise an airplane builder and enthusiast can receive. Representatives from Britain's Royal Air Force Museum took his disas­ sembled Scout to London. It has a place in their history because it was one of the first British armed airplanes. About 374 Bristol Scouts were built between 1914 and 1916. Many were used as sport planes, but the British Royal Flying Corps mounted guns and used them in combat during WW I.

Leonard built the Scout from draw­ ings he obtained from the Bristol Aero­ plane Company and powered it with a nine-cylinder LeRhone rotary engine of 80 hp. Because the museum in London has several examples of the engine, they took only the airframe. Although Leonard Opdycke no longer has his Bristol· Scout, he is still deeply involved in aviation as publisher and editor of World War I Aero, a magazine for early airplane enthusiasts. This ex­ cellent publication has a world-wide cir­ culation and each issue is truly a collec­ tor's item . •

Where The Sellers and Buyers Meet...

25c per word, 20 word minimum. Send your ad to The Vintage Trader, Wittman Airfield Oshkosh, WI 54903-2591.

AIRCRAFT: A Rare Opportunity to own a 1946 V-77 Gullwing Stinson. Truly an award-winning aircraft. Only 14 hours S.M.O.H. For further information call 519/ 633-4175, evenings (92) 1950 Bellanca Cruismaster 14-19- 1750 n , 690 SMOHE, NavCom, XPNDR, full panel, aux. tank, hangared, mostly original. Dick, 8121376­ 3238 or 8121377-7022. (71) J-3 Piper Cub Fuselage - Bare, repaired , re­ stored ready for sandblasting, paint. Included ­ uncovered A-1 tail feathers, landing gear vees, cabane, shock struts, wheels, floor boards, control torque, sticks, rudder pedals, etc. Some new mate­ rial for Birdcage Standoff Channels, Yoke, F.O.B. Pennsylvania. Best offer over $1,650.00. Bargain for someone who wants to build a J-3. 215/326­ 9592. (71)

PLANS: POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follOW plans includes nearly 100 isometrical draw­ ings, photos and exploded views . Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft BUilding ­ $10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. 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.

"GRAND CANYON", 2-hour spectacular helicopter exploration VIDEO. Breathtaking music. Critically acclaimed. Details FREE. Beerger Productions, 327-V12, Arville, Las Vegas, NV 89102 , 7021876­ 2328. (C-10/86) FUEL CELLS - TOP QUALITY - Custom made bladder-type fuel tanks and auxiliary cells, any shape or capacity for Warbirds, Experimental, Vin­ tage , Sport and Acrobatic aircraft. Lightweight, crashworthy, baffled and collapsible for installation. Typical delivery 2-3 weeks . Call or write for details: 1-800-526-5330, Aero Tec Labs, Inc. (ATL), Spear Road Industrial Park, Ramsey, NJ 07446. (C5/87) For Sale - Aeronca C-3 tailfeathers - also Aeronca E-113 engine , less crankshaft, carb and mag. 608/222-8489. (71) NEW MEMBERS! Complete set of THE VINTAG E AIRPLANE magazines for sale. $225.00 608/222­ 8489 - no collect calls. (71)

MISCELLANEOUS: BACK ISSUES ... Back issues of THE VINTAGE AIRPLANE (and other EM Division publications) are available at $1.25 per issue. Send your list of issues desired along with payment to : Back Issues, EM-Wittman Airfield, Oshkosh , WI 54903-2591. LITERATURE FOR RESTORERS/BUILDERS ­ Out-of-print, current. State specific needs. 700 + title list, $2.00. JOHN ROBY, 3703Y Nassau, San Diego, California 92115. (8/10)

WANTED: Wanted: Any parts regardless of condition for Con­ solidated PR-3/NY-2 Aircraft. Also any detail photos , drawings, etc. Bill Hodson, 1042 Hacienda Drive, Simi Valley, CA 93065, phone 805/522­ 5239. (92) Wanted: Heads-up display panel and CRT. Used & obsolete okay. Call with specs and prices. John

McCoy, 6041732-0909. (71)


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

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




The most authoritative journal on Those \\bnderful

flying Machines 1900-1919

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



15 Crescent Road. Poughkeepsie. NY 12601. USA



EAA Member - $18.00. Includes one year membership in EAA An­ AIRCRAFT OWNERS

tique-Classic Division, 12 monthly issues of The Vintage Airplane and SAVE MONEY ... FLY AUTOGAS

membership card. Applicant must be a Gurrent EAA member and must If you use 80 octane avgas now, you could be using less give EAA membership number. expensive autogas with an EAA-STC. Non·EAA Member - $28.00. In­ Get your STC from EAA - the organization that pioneered cludes one year membership in the the first FAA approval for an alternative to expensive avgas. EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air­ CALL TODAY FOR MORE INFORMATION­ IT'S TOLL-FREE 1-S00-322-42n plane, one year membership in the (in Wisconsin call 414-426-4S00) EAA and separate memberShip cards. Sport Aviation not included. Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065


For faster service, have your airplane's "N" number and serial number; your en­ your credit card number ready.

Membership in the International

gine's make, model and serial number; and Aerobatic Club, Inc. is $25.00 an­

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are required to be members of EAA.

WAR BIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird mem­ bers are required to be members of EAA.

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



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

It's Exciting! It's for Everyone!

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

Make checks payable to EAA or the division in which membership is desired. Address aI/ letters to EAA or the particular division at the fol­ lowing address:

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

EA~ -::::JIiJIl.!?' FOUNDATION I""~N


Wittman Airfield

Oshkosh. WI 54903-3065

8:30 to 5:00 p.m.

thru Saturday HOURS Monday 11:00 a.m. to 5:00 p.m. Sundays Closed Eastec Thanksgiving. Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).



The fAA Aviation Center is located on Wittman Field, Oshkosh, Wis. -just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follow signs. R:lr fly·ins-free bus from Basler Flight Service.

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