Issuu

STRAIGHT

AND

LEVEL

by Espie "Butch" Joyce

he hype before Oshkosh can be seen in a number of phone calls be tween different people within the Divi sion, letters exchanged and general talk. This type of communication is in valuable for the smooth operation of the Division. I would like to see us keep this communication alive be tween individuals . I would like to know the thoughts and feelings of any Division member, on any aspect of the Convention and what takes place within the Division during the year. My receiving this type of communica tion will better enable me to run the Division as the membership would want. Remember, this is your Division and the officers, directors and advisors are here to serve your best interest. This October, our Board will have a meeting at Oshkosh to de-brief the past Convention and to start plans for EAA Oshkosh ' 89. By this time , I am sure that everyone has heard a lot from the different can didates running for national and local political offices. I would encourage you at this time to use your power and vote for the candidate of your choice. You really do need to know how the candidate comes down on aviation is sues. Also, it is a good time to let these candidates know your feelings on avi ation issues. Let's get some friends in places that can make the right decisions for us . We now have a new Antique/Classic Chapter . . . No . 17 .. . located in Sunnyvale, California and the Presi dent is Edward C. Beers . I would like to welcome this Chapter aboard. 2 OCTOBER 988

Headquarters has new guidelines for Chapters that are fornled and also for existing ones . These guidelines have been well thought out and are good for the Chapters. The Chapter system works well. It gives a local area some identification and organization for people to get together. One Chapter that I have been associated with for a long time and have been past president of, is Antique/Classic Chapter 3 . This Chapter, located in the Carolinas-Vir ginia area goes back to a group of people before there was an A/C Chap ter. The members voted to become a part of EAA and were originally known as Chapter 395-3A to give it some identification before we had An tique/Classic Chapters . The Chapters give individuals a group to fellowship with, and also to set standards for activities . Through the fellowship of Chapters, people can share their ideas and advice. The Chap ters help guide people who are new to our type of activity in the right direc tion. This leadership in Chapters such as Chapter 3 has been produced by dif ferent individuals . For example, Mor ton Lester from A/C Chapter 3, a member of the EAA Foundation Board, has worked with the Founda tion in building the museum that we now have. Brad Thomas, who is past President of the Antique/Classic Divi sion, served in that position for five years. Individuals who have won awards are Colonel Clem Armstrong and his son Robert. Their OX5 pow ered Waco 10, a beautiful aircraft, has won a Reserve Grand Champion An

tique award . They later came back to win the Classic Grand Champion with an Aeronca 7AC. The Stoias , Bill , Tom and Jim, from Manning, SC are members of Chapter 3, and won Grand Champion Classic with a Luscombe 8A. Xen Motsinger, Columbia, SC and Susan Dusenbury, Greensboro, NC won awards this year for their Aeronca 7 AC Champ and Culver Cadet respectively . .And even Jack and Golda Cox were newsletter editors for Chapter 3 before they became as sociated with EAA. The Chapter system works and I will be glad to work with anyone we can to help form another Chapter. Fellowship and advice from different Chapter members are responsible in large part for these peoples' recognition . If there is not a Chapter in your area for you to join, you might want to consider forming one. Over the past several years, the FAA started a new policy of ramp checking the paperwork on aircraft and individu als. A word of advice in being ramp checked by a FAA official: Do not lose your cool. Be courteous. And it is a good idea to have a witness present during the check . Do you know an individual who has an interesting project, an interesting aviator or a story about an Antique/ Classic related activity? If so , please send me some information and we will use this in your magazine for all to enjoy . Let us all pull together in one direction for the good of aviation . Join us and have it all . •

PUBLICATION STAFF

Till:

PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

OCTOBER 1988. Vol. 16, No.1 0

EDITOR

Mark Phelps

ART DIRECTOR

Mike Drucks

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen

Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

EDITORIAL ASSISTANT

Carol Krone

STAFF PHOTOGRAPHERS

Jim Koepnick

Carl Schuppel

Jeff Isom

EAA ANTIQUE/CLASSIC

DIVISION, INC_

OFFICERS

President Espie " Butch" Joyce Box 468 Madison, NC 27025 919/427-0216 Secretary George S. York 181 Sloboda Ave. Mansfield , OH 44906 419/529-4378

Vice President

M.C. " Kelly" Viets

RI. 2, Box 128

Lyndon , KS 66451

913/828-3518

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

DIRECTORS Robert C. " Bob" Brauer 9345 S. Hoyne Chicago , IL 60620 312/779-2105

John S. Copeland 9 Joanne Drive Westborough , MA01581 508/366-7245

Philip Coulson 28415 Springbrook Dr. Lawton, MI49065 616/624-6490

William A. Eickhoff 41515th Ave. , N.E. SI. PeterSburg , FL 33704 813/823-2339

Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa, OK 74105 918/742-7311

Stan Gomoll 1042 90th Lane , NE Minneapolis, MN 55434 61 21784-1172

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

Robert D. "Bob" Lumley Nl04W20387 Willow Creek Rd . Colgate, WI53107 414/255-6832

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI53216 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

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

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS John A. Fogerty RR2, Box 70 Roberts, WI 54023 715/425-2455

Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1 674

Contents 2

Straight and Level/by Espie "Butch" Joyce

AlC News/by Mark Phelps

Vintage Seaplanes/by Norm Petersen

Members' Projects/by Norm Petersen

The View From The Red Barn 足 EAA Oshkosh '88/by Norm Petersen

Page 8

Acres and Acres of Cessnas/ by Mark Phelps

Kari-Keen Insight/by Mark Phelps

Pass It To Buck/by E.E. "Buck" Hilbert

Planes and People

Vintage Literature/by Dennis Parks

Calendar

Welcome New Members

Vintage Trader

Mystery Plane/by George Hardie, Jr.

Page 12

Page 18 FRONT COVER . .. You could walk on the wings from one end of the Cessna 120/140 parking area to the other. Project "88 in '88" turned into 163 in '88 and the world became witness to the utility of a classic (Photo by Jeff Isom) vintage airplane. See the story on page 12. REAR COVER . . . In late 1926, National Air Transport asked for bids on an airplane capable of carrying 1,000 pounds with a cargo space of at least 100 cubic feel. Within 38 days, Walter Beech had built, test-flown and delivered the first Travel Air 5000. A fleet of the famous six-place , cabin Travel Airs subsequently operated day and night be足 tween Dallas and Chicago. (Beech photo courtesy of Robert Beal, AlC 11121)

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC. , INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited . Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Editor, The VINTAGE AIRPLANE , Wittman Airfield, 300 Poberezny Rd ., Oshkosh, WI 54903-3086. Phone : 414/426-4800. The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division , Inc., of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield, 300 Poberezny Rd., Oshkosh , WI 54903-3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Member足 ship rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation . ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis足 ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective mmeasures can be taken . Postmaster: Send address changes to EAA Antique/Classic Division, Inc. , Wittman Airfield, 300 Poberezny Rd ., Wittman Airfield, Oshkosh , WI 54903-3086. VINTAGE AIRPLANE 3

fJews

Compiled by Mark Phelps ANNUAL MEETING The Antique Classic Division's an nual meeting at EAA Oshkosh' 88 hon ored outgoing president Robert Lickteig and welcomed incoming pres ident Espie "Butch" Joyce. There was also special recognition for other mem bers and some encouraging statistical information. Ron Fritz was awarded a special plaque in recognition of his ser vice to the division and this year's Vol unteer of the Year award went to Cheryl Harrison. In addition, volunteer Candi Daubner was presented with a "Purple Heart for heroic service to J-2 Cubs during a 55-mph thunderstorm" award . Candi suffered badly bruised ribs while wrestling with the wing tiedown of the runaway Cub during the infamous Thursday storm . She also claims about two minutes of J-2 time while she and the wing were airborne. All kidding aside , her actions together with others' no doubt saved the Cub from further damage and possibly damaging adja cent aircraft on the line . Also invol ved in the rescue effort were volunteers Dani Sandin , Bret Howard, Ken Kuick, Mike Doyle , Bob Dillingham and nine or 10 unidentified brave soul s from the porch of the Red Barn who charged out into the violent winds to help . Kelly Viets reported that member ship was up 10 percent for a total of 5 ,672 members, 132 of which signed up at this year' s Convention . Other ac complishments noted at the meeting in cluded the registration of 949 airplanes. Art Morgan and his parking crew parked between 1, 100 and 1,200 aircraft and 864 participant plaques were awarded. The forum s drew good crowds and the airline flight crew tent elicited 843 signatures. The business in red buttons was brisk with 5 ,324 sold, up from 5,200 last year. Souvenir buttons went well too , with 1,087 going out the door and constituting the division 's largest single money-maker. We had seven returning champs at the Fly-in this year and Kelly Viets con ducted eight interviews in the Inter 4 OCTOBER 1988

view Circle . Fifty-eight shutterbugs signed up for the 1989 photo contest. The picnic fed some 326 participants and the volunteer roll included 217 names: "Many hands make light work. " Other new accomplishments in cluded the institution of a Past Grand Champion Patch to honor trophy reci pients and the tram tour to provide a comfortable look at the Convention for those who prefer to let someone else provide the locomotion, a welcome re lief for worn-out feet. A big help was the addition of Antique/Classic criteria sign at the information booth . "What is an antique?" and "What is a classic ?" have always been the two most-asked questions, and the signs provided some relief for the people in the booth . PANCHO BARNES STORY Mark your calenders and set your VCRs. On October 25, CBS will broadcast a three-hour, made-for-TV movie on the life of Pancho Barnes. It seems that any area of interest in U .S . aviation history will include some mention of Pancho, from the first Inter continental Women's Air Race to the filming of Howard Hughes' "Hell's Angels," to the glory days of Edwards Air Force Base in the 1950s. The film covers from 1910 to about 1948, when Pancho lost her famous ranch outside of Edwards to the government. Fea tured in the.film are some 35 airplanes, many of them owned by EAA Antique/ Classic members from the Dallas area . The big star of the show is Jim Youn kin's replica of the Travel Air "Mys tery Ship" which Pancho raced . Char lie Hillard was chief pilot on the pro ject and flew the Mystery Ship replica from the EAA Air Adventure Museum where it had been on display, to Texas for the filming . In a bit of dramatic license, petite Valerie Bertinelli was chosen to play Pancho. It should be fun to watch. LUSCOMBE FACTORY REVISITED The following letter was found in the September/October issue of the LUSCOMBE COURANT and is re printed with permission: Dear Loren: I started with the Luscombe Airplane Co . in West Trenton , New Jersey in September 1939, by introduc tion by my cousin Marian Berger who then was secretary to Don Luscombe or Chuck Burgess (I forget, 100 long ago!) . My job was in the machine shop

where 1 made the oleo cylinders and bungee screws . Later I became asst. foreman and tool and die maker. I had completed one year at Drexel Tech and was continuing at Rutgers at night . Leopold found out and moved me to the engineering department . Th ere I workedfor Ray Edie doing board work etc . I designed the original battery box! At the outset of the war , we were stopped on producing the Model 8s, and became subcontractor to GM in West Trenton not far from us, making bomb bay doors and ammo chutes f or the Grumman TBF which GM assem bled in West Trenton. Th eir field is now the airport serving Trenton and area (Mercer County-ED.) . So if any of you own a Model 8 made in 1939 and early' 40s, I made the oleo and bungee! I sent Ron some pictures of Luscombes at the old airport and plant buildings . Some of the people I remember from the old days at Lus combe were, Jim Rising, Chuck Burgess, Tom Slingsby (I ran his machine shop in Connecticut after the war) , Ray Edie. Rolf Gregory. Jack English, Jim Wales and Charlie De cker. I left Luscombe to go up to Wh ite Aircraft in Massachusetts with Dale Hamilton , then on to the "big time" with Pratt & Whitney as a tech rep with P-47s and Martin B-26s in the ETO . After the war. I returned 10 New Jer sey and was asked to go with the Lus combe group to Texas. but I did not go. I stayed around Trenton and flew the Piper Cubs . I think I had on ly one ride in a Luscombe ...am now flying a Piper Warrior /I and 172s as long as the body can pass the tests! I have olle coming up in August. Am trying to be one of the oldest pilots in Cape May County . A little story I recall about Chu ck Burgess: He had a Colt 45 automatic pistol and during lunchtime it was his fun to go out back and shoot at tin callS on a box . Some he hit. some not. I got the bright idea to play tricks on his marksmanship . I brought in my Win chester 30-30 rifle and would sit in the second story overlooking the ta rget area . Watching Chuck get ready to shoot, I would time my shot with his or maybe a little before and kn ock off the can . He was elated thinking he had hit 100 percent. until someone fou nd that the holes in the can were different.' And then I was fo und out! . .. Best Regards. Jim Berger Stone Harbor, New Jersey.

VINTAGE SEAPLANES by Norm Petersen

Inverted Taylorcraft is carefully floated up to the dock.

This month we go into the archives of John Finiello (EAA 250290, NC 10530) of Albuquerque, NM and peruse five of his photos depicting the recovery of Taylorcraft BC-12D (N95649) from the waters of Philadel phia Skyport Seaplane Base in 1947. John says this situation was handled routinely and the hoist and dock was used to right the airplane and floats with very minor damage . Often the air craft would be in operation the follow ing day! The secret to success, according to John, was to flood the two front com partments of the 1320 floats and then begin the recovery pull, taking plenty of time for the water to run out of the airplane . Sometimes holes were poked in the wing fabric to aid the water drainage. Once the aircraft was on the dock in level position , the "clean-up" would begin, floats pumped out and repairs made. Then it was back to work, flying on floats . •

Hoisting cable is attached to aft fuselage with noses of floats against the dock.

Slowly, the tail of the T-Craft is raised, allowing the water to drain out.

Water drains from the wings as the hoisting cable is moved to the rudder post.

Final pull lowers T-Craft to the dock. Note compartment covers missing from forward float sections. VINTAGE AIRPLANE 5

EMBER'S PRO ECTS ... by Norm Petersen

This 1947 Piper PA-12 "Super Cruiser, " NC3088M, SIN 12-1777, was restored by Bob Hunt (EAA 165963, AlC 6123), 16 John St., Hackettstown, NJ 07840. Last flown in 1970, the " basket case " was purchased by Bob in 1986 and hauled home in a truck! A total rebuild of the wing hardware was required along with much fuselage work. Covering was done in Slits HS-90X with Diana Cream and Tennessee Red Poly-tone finish. The engine was majored from 100hp to 108hp and runs like a top! Total time on the aircraft is 1900 hours. Bob reports this is his first restoration and admits it was quite an educa足 tion! First flight was on June 17, 1988. Flew great!

An Australian visitor at Oshkosh '88 gave the above picture to Dick Hill as a result of the two pictures published in July '88 VINTAGE. The replica "Southern Cross" is now flying in Australia. This photo was probably taken at Mangalore '88 which was held at Easter time.

MEMBER'S PROJECTS...

Mike Gregg (EAA 154077, AlC 8239) of Staples, MN stands next to his latest project. A 1940 Luscombe 8A, SIN 1242, complete with a Continental AS5 on the trailer. Mike would like very much to contact other members who have Luscombe restoration experience to exchange information. Call Mike at 218-894-2092.

VINTAGE AIRPLANE 7

VIEW FROM THE RED BARN

EAA OSHKOSH '88

by Nor m P eter sen M emories can be very short . Just a few weeks ago , the openi ng cere monies at EAA Oshkosh ' 88 brought anticipation to a peak . The huge influx of airplanes from all over the coun try (and numerous foreign aircraft) had lit erally filled up the parking area . The heat was tenacious-never giving up for one second. In short , it was just plain hot! Yet only a few weeks later, the cool evenings of fall have almost erased the memory of the warm days and nights of EAA Oshkosh ' 88 . Only the beauti ful memories of the good people and fabulous airplanes remain . This is good . As usual , the heros of the A ntiquel Classic area were the volunteers , who literally gave of their blood, sweat and tears. Art Morgan 's crew of " Aircraft Parkers" succeeded in placing ·133 an tique aircraft , 818 classic aircraft and six replicas. And to really top off their performance , Art 's gang master minded the incredible job of parking 8 OCTOBER 1988

the mass flig ht of 163 Cessna 120/ 1401 140A airplanes in under 40 minutes' (Thi s record may stand for a while !)

Probably the toughest part of the huge Cessna 12011 40 fl y- in was reserving the camping/park ing space fo r the group ove r the sometimes loud com plaints from those who had parked in

With clear skies beckoning, Dave Merillat fires up the 1942 Grumman " Widgeon" and heads for Tecumseh, Michigan. With the large Indian Chief painted on the forward hull, this airplane is easy to identify!

Beautiful polished Cessna 140 NC72742 flown by Vince Jackovich and his brother from Eldridge, Iowa. This immaculate 140 has been in their family since new, having been owned by an uncle for over twenty years.

"' c

:li

Q; Qi

Gorgene and Don McDonough ready to return to Palos Hills, IL with their Best Beechcraft award. This 1950 "Bonanza" has won the award some eight out of the last ten years for this fine couple. Congratulations, again.

Winner of the Best Continuously Maintained Award, Grumman Mallard N2945 flown by Dennis Reid of Woodside, CA floats serenely on the calm waters of Lake Winnebago, just outside the Brennand Seaplane Base. On the right is Dennis Buehn's Grumman HU-16 Albatross and Connie Edwards' PBV-6 Catalina. . VINTAGE AIRPLANE 9

____________

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"' E ~

the reserve area in recent years . Again the diplomacy of the Aircraft Parking crew prevailed (and World War III was averted!) . Perhaps special recognition should be awarded those Antique/ Classic members who gave up a favor ite aircraft camping spot in deference to the mass arrival of the 1201140 bunch . Superb planning has to be given as the reason for the success of the 120/ 140 fly-in. What started out as an "88 in 88" possibility, grew by leaps and bounds under the capable direction of Jack Cronin to where the mass fly-in total was more than doubled in num bers! 163 classic aircraft of one type is a new record that will take some doing to beat. And let us not forget the outpouring of hospitality and friendliness of the community of Monticello, Iowa who gave it their best shot in helping the 1201140 group to form, practice for hours and then launch the entire 163 aircraft in 26 minutes! This incredible piece of work and organization com pletely endeared the 1201140 pilots to the people of Monticello. Every pilot in the 120/ 140 group had kind words to say about the 3500 residents of this Iowa town, located just southwest of Dubuque. Residents of Monticello, stand tall and proud! You have earned it! One of the more clever stunts used by Jack Cronin and the 1201140 bunch was a discreet transponder code for the first and last airplanes in the group . This way, Chicago is Air Traffic Control Center knew that between the first "blip" and the last "blip" (some 13 miles apart) were 161 airplanes and it would be hoove ATC not to vector other aircraft through this gap! The system worked perfectly and was especially welcome when patches of ground fog and haze made navigation a bit difficult and vis ibility was a bit tight at times . Angelo Fraboni , flying his award-winning Cessna 140A in the group, admitted he was "fingering his Rosary beads" dur ing the most difficult part of the flight! Despite the reduction in parking area on the north end of the Antique/Classic area due to the new "heavy airplane" taxiway with its attendant parking pads to the north and south (Concorde, B-1 Bomber, etc.), room was still available for the nearly 1000 aircraft qualified to park in the area. This year, the UltralighULight- Plane area, including their grass runway, was moved farther south. This exposed more area for Antique/Classic parking . Granted that some folks had to walk a

Two of a kind! Silver Age Champion Frank Bass, (Kari-Keen Coupe) on the chair, visits with Jim Stanton, Classic Grand Champion (Piper PA-16 Clipper). Subject: airplanes!

-l!: ::;:

Here is a pair to draw to! Marcia Sullivan on the left and Barbara Ann Fidler in front of Barbara's Grand Champion Winning 1940 J-3 "Cub". She sold the Cub the night before and had the money in her pocket as the bittersweet smile reflects!

Gordy La Combe of Kenosha, WI was doing his best to locate an airplane to fit this large aluminum wheelpant! Most "experts" thought it was from a Howard DGA-11! (Gordy found it on an estate sale.) Guesses anyone? 10 OCTOBER 1988

little farther than before, but at least there was room to park and camp. A small portion of the former ultralight area was used for Emergency Aircraft Repair and the set-up seemed to work very nicely. For the umpteenth time , members and volunteers from EAA Chapter 75 of Moline, Illinois (Quad Cities) manned this most important facility and performed yeoman service. Ask any pilot who has had his bent, broken or battered airplane returned to service by the Emergency Repair Crew and you will find an appreciation that knows no bounds. When you are a thousand miles from home and a valve hangs up, it is a tremendous relief to get all cylinders working again . Interview Circle in front of the Red Bam was very active this year with Master of Ceremonies Kelly Viets doing an admirable job of getting these sky pilots and restorers to reveal all their secrets to the gathered crowd. With the quality of restorations better than ever, Kelly had a nice bunch of candidates to talk with and no less than eight aircraft and their pilot-restorers were exposed to old "silver-tongue" Viets . While all this was going on, Bob Lumley was very busy with his video camera doing interviews with many of the "notables" of the Antique/Classic world. Bob is especially adept at get ting the old timers to appear on camera where we can all see them for years to come. Thank you, Bob, for doing an extremely valuable service in the pre servation of so many fine people on tape--each one, a unique part of avia tion history. The Type Club Tent, located just south of the Red Barn, was busy this year as more and more of the groups aligned with a certain type of aircraft , display their wares, meet new people interested in the "marque" and sign up new members. This in turn helps to support the restoration activity in the type, which benefits everybody. The exchange of information and tips on rebuilding and operating is quite amaz ing among type club membership. Fourteen different type clubs were registered this year. In like manner, the OX-5 tent im mediately west of the Red Barn was continually in use during the conven tion. This group of young "old timers" has more "get up and go" than many younger groups. It was most surprising to see this bunch handle the warm (hot) weather probably better than many of the young folks. (Age instills pa tience!)

Taxiing in after participating in the Parade of Flight is Bill Watson, Tulsa, OK, in his award-winning 1928 Kreider-Reisner KR-31 . The OX-5 engine is almost inaudible at idle!

The 1988 Antique/Classic Parade of Flight was most impressive this year with all entrants being able to make their appointed flights before the crowd in spite of a rather dark threaten ing cloud to the north of Wittman Field. The sights and sounds of the old time airplanes were a genuine treat to those who appreciate such "vibra tions." With the parade held on Tues day afternoon, the crowd was actually treated to a sneak preview of many of the award winners on the following Thursday evening. It was especially fun to see Gene Chase (retired EAA Senior Editor) participate in the Parade of Flight with his 1933 Davis 0-1- W with its black and yellow paint scheme. Up until this year, Gene was always buried in work during the Parade of Flight. Gene also volunteered as a judge for the Antique judging this year. The Annual Meeting of the Antique/ Classic Division produced a brand new president this year in the form of Espie "Butch" Joyce of Madison , North Carolina. He succeeds R.J. Lickteig, who has been at the helm for the past five years-and a most notable five years it has been! Thank you "Dob bie," for a job well done over the past 60 months. The division has grown a great deal in membership and stature during his tenure and as "Dobbie" says, "It's the help that did it!" But Dob , the help needs a leader! A dedicated antiquer, "Butch" Joyce

will do a fine job as president and all of us look forward to the coming years under his leadership. Congratulations, "Butch ." Included in the 818 Classic aircraft registered were 27 on floats at the Brennand Seaplane Base . This small, hidden sanctuary for weary people on the shore of Lake Winnebago had 103 registered seaplanes thi s year along with a person named John Knapp, who set some kind of record "selling" flying to the public. During the week, John flew 19.8 hours in his Avid Flyer on floats , giving over 50 rides in the pro cess, many of them first time rides and almost all were first time on floats! 1988 saw a gathering of antiques that put the judges mettle to a severe test. The scoring points were close and the quality of restoration work was bor dering on unbelievable. The Grand Champion Antique Award was gar nered by a Piper BC-65 "Cub" built in 1940 and restored by Barbara Fidler of Alva, Florida. The Reserve Grand Champion Award went to a Stearman PT -17 restored by Fred Nelson of Glen Ellyn, Illinois . For the first time in many years, a Kari-Keen Coupe was on display , courtesy of Frank Bass of Moore, Montana. The 'Coupe garnered the Silver Age Champion Award and Frank Bass widened his circle of friends from coast to coast. Runner-up in the Silver Age Class was Bill Wat

son's Kreider-Reisner KR-31 Biplane from Tulsa, Oklahoma. Many other Antique A wards were made in the various categories which will be expanded on in later issues of THE VINTAGE AIRPLANE. In the classic awards, the Grand Championship was garnered by a 1949 Piper PA-16 "Clipper" restored by the father and son team of Jim Stanton and Jim, Jr. of East Stroudsburg, Pennsyl vania . This aircraft arrived on the fourth day of the convention with some of the paint literally drying on the way to Oshkosh! The Reserve Grand Champion A ward was won by a Cessna 140A restored by Jack Shahan of Stone Mountain, Georgia. This air craft was restored in the optional paint scheme available from the factory in a creamy white with red trim . With the optional Cessna wheel pants , it was a very good looking restoration . Some 23 awards were given to classic aircraft in the Class, Custom and Best of Type Awards . This size varied from Tony Torrigno's small Mooney "Mite" in Custom Class A to a huge Grumman Mallard amphibian that earned the Best Continuously Maintained Award for its owner, Reid Dennis of Woodside, California. All in all, the judges did an outstand ing job in the intense heat of the con vention and made many a journey to the rows of beautiful airplanes to make their observations and "calls. " We sa lute this dedicated bunch of hard work ing individuals for a job well done . The heat of the entire week was bro ken on the final Thursday evening when a cold front with its attendant black "roll cloud" and 50 mph winds ripped through Oshkosh. A J-2 "Cub" was ripped from its tie downs and headed for the Red Bam! Needless to say, many brave souls answered the call to go forth in the pelting rain and hang on to the " flying" Cub with all their might. Several volunteers were lifted many feet in the air in the pro cess-stubbornly hanging on to a wing tip. Eventually, the violent winds gave enough respite for the mass of human ity to corral the flippant "Cub" and tie it down. Damage to the Cub was sub stantial in that it bounced off a tele phone pole in the process of "flying ." In one of the luckier instances, it was discovered that the J-2 "Cub" had sailed right across the spot where Frank Bass' Kari-Keen Coupe had been parked, just before the storm. Frank had decided to move his airplane into a hangar at the last moment. Some guys live right! • VINTAGE AIRPLANE 11

In Flights of Five They Descended on Wittman Field Like Rluminum Locusts.

teHt and photos

by Marie Phelps

12 OCTOBER 1988

T he airplane was a second-hand Cessna 140 and Frank was a non-pilot "There she sat, all by herself, back in the far corner of the hangar, forlorn and sad. The little silver airplane re minded me of an orphan waiting to be adopted from a drab asylum. I had an immediate flush of affection for the plane; it was love at first sight as they say in the pulp magazines." Frank Kingston Smith, from Week-End Pilot - circa 1957.

when he first cast eyes upon her more than 35 years ago. Like so many others before and since, he thought, "I can fly this airplane," and equally impor tant, "I can afford this airplane". He bought it, learned to fly in it and changed his life forever. Last July, 163 like-minded Cessna 120 and 140 owners descended, en masse, on Wittman Field for the first day of the 1988 EAA Convention. It was the largest single-type arrival in the history of the Convention and it took 34 minutes for all of them to land. Starting from its marshalling point in Monticello, Iowa, the huge flight came off without incident. The unqualified success of the oper ation is both an inspiration and a signif icant lesson. This was a celebration of grass roots flying and, at the same time, a powerful testimony to its feasa bility in today's airspace. At a time VINTAGE AIRPLANE 13

The landing swarm was hard to believe.

when the general public seems con vinced that ever more sophisticated electronics are necessary to fly safely, the gathering of so many of these sim ple airplanes at Oshkosh tells the world that you can still get from here to there with not much more than a good engine bolted to a good wing. No airplane then or now exemplifies the principle of grass roots flying better than the Cessna 140. Clyde Cessna' s nephew, Dwane Wallace designed it in 1946 to meet the anticipated demand for light airplanes after the war . At that time, dozens of airplanes competed for first rights to the trainer/personal airplane market. Designs ranged from radically new, such as the Stearman Hammond to the old stand-bys, such as Cubs and Champs . Judging by its success, the new two-place Cessna must have looked "just right" with its modem all-metal fuselage but familiar high-wing, taildragger configuration . Wallace is an anomoly in aviation history- a man who seemed to have a realistic vision of the future of the in dustry. His first design after reviving the Cessna factory in 1934 was the C 34 . The essence of the design effort centered around efficiency and speed. Clyde Cessna had tutored his nephew well in the ways of aircraft design and Wallace stuck with Cessna's basic principles , such as a cantilever wing, but heaped improvements upon his new airplane in the form of modem 14 OCTOBER 1988

aerodynamic refinements. The result was the winner of the 1934 Detroit News Air Transport Trophy for effi ciency. With the improved C-37 in 1937 (yes, there is a connection between the year and the model number) Cessna was established among aircraft makers as, not the biggest factory, but a builder of remarkably efficient machines for personal and business transportation, not unlike Mooney after it introduced the Lopresti-mod ified 200 series in 1976. The largest manufacturer of airplanes in the 1930s was still Waco, with Stinson not far behind. The large strutted cabin ships were the airplanes of choice for execu tives of the time. Cessnas were for sporting pilots with speed on their minds . The introduction of the T-50 Bobcat in 1939 was a surprise move by Wal lace and again his crystal ball came through clearly . The first light twin, powered with seven-cylinder Jacobs or nine-cylinder Lycoming radials, won favor as a military trainer and utility airplane. The so-called "Bamboo Bomber" was Cessna's contribution to the war effort and some 5,000 were produced. Thousands of bomber and transport pilots got their introduction to multi-engine flying in it. After the war, actor/pilot Kirby Grant bought a surplus T-50 and managed to talk studio executives into creating a televi sion series about a flying rancher

named Sky King . Although later re placed with a Cessna 310, the original Songbird planted the seed of aviation in the fe rtile minds of a new genera tion. With the war coming to a close, Wallace designed the Model 140 and its more spartan cousin, the Model 120 (both are certified under Approved Type Certificate number 76S) to offer to returning servicemen . Like everyone else, he anticipated a post war boom in Iightplanes. Unlike al most everyone else, however, he came up with a new airplane that won the hearts and contracts of private flyers and flight schools across the country. Even after the boom went bust, the GI Bill continued to finance flight training for veterans into the 1970s and in most cases, the airplanes flown were Cessnas . In the early years, flight schools couldn't buy the 120s and 140s fast enough. Vast fleets of the taildraggers filled the sky by day. By night the planes were stacked nose-down, tail high in the hangars to save space. Some people have said that the Cessna 140 was merely a copy of the Luscombe Model SA. Although it shares the same basic configuration and both were all-metal airplanes (metal spars and ribs with fabric cover were still considered "all-metal"), there are enough differences to poke some holes in the allegations. The Cessna had control wheels rather than

An enthusiastic "thumbs-up" from R. Lee Harmon of Arlington, Washington N number that fits just right.

and an

The view from the rear. Charles Wolter of Niles, Michigan looks up the line of airplanes waiting their turn to park. He was number 163.

sticks, a quieter, roomier cabin, better visibility, larger 85-hp engine, toe brakes, an electrical system including a starter (on the 140 only) and Steve Wittman's ingenious spring-steel land ing gear. The Wittman gear was artistic in its simplicity. A single thin plate of steel on each side took the place of the tubes, struts, rubber donuts and/or bungees of previous lightplane landing gear. The Wittman gear was lighter, more streamlined , more forgiving and less expensive to manufacture than any other kind. Moreover , it was totally maintenance-free. The first of three prototype Cessna 140s flew on June 28, 1945. It was powered by a Continental C-85-12 en gine of 85 hp . The Model 120, without an electrical system, flaps or rear cabin windows was announced in early 1946. The type certificate was issued on March 21, 1946. By August of that year, 22 airplanes a day were rolling out of the Wichita factory and 1,800 people called Wallace their boss. Even though the 140 was $500 more expen sive, it outsold the 120 three to one, proof that Wallace had zeroed in on just how much sophistication Amer ican flyers wanted in an airplane for training or sport.

Except for a redesigned cowling , the first production 140s were nearl y iden tical to the three prototypes. The price was $3,245 . In 1947 , a mixture control was added and engine prices forced the ticket up by $100 in September of that year. By 1948-49, the 120 had faded from the picture and the price of the 140 had jumped to $3,845. A 90-hp Continental C-90-12 was available for an extra $200. The Model 140A with its tapered , metal-covered wing and single , streamlined strut was granted Type Certificate number 5A2 in 1949. Buyers of 1950 model s enjoyed stiffer doors with improved seals, rubber en gine mounts for the C-85 that were pre viously available only on the C-90 and anti-s losh baffles in the two 12-and-a half-gallon , wing-mounted fuel tanks . Options in 1950 included 21-gallon tanks and Plexiglas door panels on the "Patroller" version, wheel pants, crosswind gear that pivoted for crab bed landings , gyro instruments, fac tory avionics (a VOR receiver!), a con trollable pitch Beech-Roby propeller and an overall paint scheme in one of eight colors . Oh yes, all three variants were also approved for operation on Edo 88-1650 floats.

The last Cessna 140A rolled out in 1951 . It would be eight years before another two-place airplane came from Cessna-the ubiquitous C-150 which was a 140A with a square tail and a nosewheel. In all, 4,904 Model 140s, 2,171 Model 120s and 525 Model 140As were produced for a grand total of 7,600 airplanes . Of that total, 3,512 remain on the FAA register today 2,282 Model 140s , 950 Model 120s and 280 Model 140As. Perhaps many more exist in the backs of hangars waiting to be discovered and restored . After reviewing the airplane's vital statistics, a pilot could do a lot worse. Jack Cronin, Colorado state repre sentative of the International Cessna 1201140 Club asks, "What else can you buy for less than the price of a used Volkswagen, that bums less fuel than a VW Beetle and can carry two people at 110 mph ?" Together with Jim Barker of the West Coast Cessna 120/ 140 Club, Jack decided to mobilize the pilots and owners of Cessna 120s and 140s to highlight the virtues of their airplane by making an impact on EAA Oshkosh '88. Jack says, "The idea began when 76 Cessna 170s arrived at Oshkosh in 1974. That laid down the gauntlet." The concept of "88 in ' 88" VINTAGE AIRPLANE 15

They used the whole airport to land on main runway.

was born in 1986 and serious work began at EAA Oshkosh '87. Jack says , " I got together with Art Morgan, chair man of the Antique/Classic parking committee and Oshkosh Tower Chief, Zonnie Fritshe to discuss the arrival procedures. Convention Chairman Tom Poberezny said, 'If you get it together, we'll handle this end of it.' " Jack and Jim started rallying the troops through the newsletters of the two clubs and by direct mail to 1,800 "unaffiliated owners" whom they tracked down by means of the FAA register. The plan was to collect return regis tration forms from as many owners as possible, muster in Monticello, Iowa and arrive at Oshkosh, in trail, on the opening day of the Convention . Pre registering with the committee would guarantee a parking reservation in a prominent section of the Antiquel Classic parking area. With luck, the organizers hoped to rally as many as 88 airplanes to complete the "88 in ' 88" theme . What followed exceeded their wildest expectations. By the July 15 cutoff date, 213 re servations had been received. Two thirds of those who responded had never been to Oshkosh before . The re curring story among them was that they had always wanted to go but were in timidated by the horror stories of all the traffic. Jack, who has been coming to Oshkosh for 10 years says , "We knew by the way that Oshkosh Tower handles traffic so well that they'd kick themselves and wish they'd come sooner. " Although not everyone made the flight, all 50 states were represented among those who registered, including one man who flew 36 hours from An chorage, Alaska. Dorchen Forman, a Texas-based ]40 owner, grandmother 16 OCTOBER 1988

sometimes even the

When it's yours, it doesn't have to look perfect to be beautiful. Being there is what counts.

and editor of the International Cessna 1201140 Club ' s newsletter, says that 44 states were represented in the Friday morning flight. Among those who congregated in Monticello were 16-year-olds, several grandmothers, airline pilots, World War II veteran pilots, current military pilots, cropdusters and at least one sur geon. The participants ranged across the board in age, flight experience and socio-economic levels. Jack tells the story of two registration cards that ar rived stapled together, "They came from two 76-year-old buddies. One had over 10,000 hours and the other still had wet ink on his license. They wanted to park side-by-side so they could camp together." Some of the re sponses included offers to help in the organization of the effort. Jack said, "We got a card from a toolmaker who offered to help out but admitted, 'I'm lazy. I hate to work but I love to boss people around . ' The whole operation was a fascinating study in human social

skills ." Social skills aside, getting 163 airplanes to Oshkosh in one big bunch was no simple task . Practice sessions on Wednesday (75 airplanes) and Thursday (93 airplanes) before the Fri day flight were mandatory. Jack says, "The first day everybody was all over the sky. Still, they all realized what they should be doing . The second day was a 500 percent improvement." The plan was for the Cessnas to fly "in trail" in groups of five, with the aircraft about 300 feet apart. Jack continues, "Every fifth one was an experienced pilot, either high-time, former mili tary, current airline, CFI or something like that. They were the 'Steady Ed dies ' . The four 'chicks' behind would flutter around and fly on their unit leader. In measure, I think it came out that way ." Among all the airplanes that gathered at Monticello, one ground looped resulting in landing-gear damage. It happened during the stiff,

Art Morgan on the move.

gusty crosswinds that predominated during the practice sessions . Jack con siders the weather conditions that the group encountered to be "challeng ing," with tricky winds and poor visi bility. In contrast, the people of Monticello could not have been more hospitable. Jim Barker made sure that the pilots gave rides to anyone in town who wanted one and the people responded by opening their homes, loaning their cars and generally treating the pilots like visiting royalty. Dorchen Forman points out that when the group departed on Friday morning, most of Mon ticello's 3,400 residents were sitting on the hoods of their cars waving good bye as though a close relative was de parting after a visit. That Friday, the pilots were up at 3:30 to make the 4:30 briefing. There was some doubt expressed that everyone would make reveille, but Jack says , "People felt like this was the mission going on D-Day and they were up , braced and ready from the night be fore." Airplanes were taxiing at 6: 15 and the departures began at 7: 15 . It took 26 minutes to launch all planes . "The flight to Oshkosh was the peak of the learning curve," said Jack , "There was a low haze that extended above our cruising altitude of 3 ,500 feet and we had the sun right in our eyes . The pilots had their altimeters and the airplane in front of them to fly by." Arrangements had been made with

Chicago Center controllers for the passage of such a large swarm of airplanes on the way north to Oshkosh. The first and the last Cessna squawked a discrete transponder code and anyone in between with a transponder shut it off. Controllers then knew that be tween the two coded airplanes was a gaggle of slow moving aircraft headed to OSH. All told, 163 Cessnas took off from Monticello and 163 landed at Wittman Field, though it wasn't the same 163 . Two airplanes dropped out but two more took their place on the way. Mike Shaver from Saint Louis, win ner of the award for the best Cessna 140, said that the flight taxed his flying abilities to the limit. With the inevitable ebb and flow of in-trail flying in such a large group, he sometimes found himself slow-flying in someone else's propwash and other times bending the throttle to keep up . From his position in Flight 12, Position five, Mike said, "I really didn ' t have a chance to look at anything all the way up here except for the airplane in front of me and the one on the right." Approaching from the south, the planes formed a wide left pattern for Runway 18 Left, Right, Middle and both sides-landing long and short on the main runway, the taxiway and the grass to either side. In 34 minutes all 163 airplanes were down safely and taxiing to the south end of the airport to wait for directions to their parking area . Bob Brauer directed traffic with

Co-organizer of "SS in 'SS" Jack Cronin -

a man and his blisters.

the elan of a toreador, lining up the idling Cessnas for the long trundle to ward their designated acreage next to the Antique/Classic Red Bam. Mean while, Art Morgan was performing his George Patton imitation, riding herd on the entire campaign from the seat of his blue, sawed-off Volkswagen , occasionally stopping to unstick a log jam or leap in to prevent one before it occurred. Up and down the line, volun teers helped see that these best laid plans came off without a wrinkle. Part of the saga was written even before the airplanes arrived . For sev eral days before the start of the Con vention, arriving pilots of other types eyed the reserved prime parking space with envy . Some owners had parked their antiques and classics in that area for years and couldn't understand why it had been roped off like a police mur der site. Once Art explained the situa tion, everyone understood and cooper ated . The Cessnas inching toward the parking area told the story of the whole operation without even talking to the pilots . Some were polished show pieces, shouting to the world how good a little 140 can look. Others were com mon everyday airplanes flown by pilots of ordinary means. There were even some real ugly ducklings--cos metically the worse for wear but just as proud to be there as the most pristine trophy-winner. People in aviation at all levels owe a debt of gratitude to Jim Barker, Jack Cronin and the West Coast and Interna tional Cessna 120/ 140 Clubs. When they completed their "mission to Osh kosh" smoothly and safely, they showed the world that a simple airplane can give the gift of wings to just about anyone. All they need is a strong enough desire to fly and people of average means can tum every sunny week-end into an adventure. The long range success of aviation depends on that capability remaining within the grasp of average Americans There are sages in aviation who be lieve that a newly-designed, primary airplane would rescue a foundering in dustry. Primary flying, though, seems to have as many definitions as there are flyers, and sometimes in the bustle of trying to predict the future, it's com forting to look back at the successes of the past. If Dwane Wallace were called upon to design such a revolutionary airplane today, echoing the spirit of his uncle, Clyde Cessna, he just might have to come up with the 140 all over again .• VINTAGE AIRPLANE 17

Frank Bass and his Lambert-powered antique arrived at

EAA Oshkosh '88 -

after 14 hours in the air.

by Mark Phelps

hen Frank Bass introduced him self in Kelly Viets's Interview Circle at EAA Oshkosh '88-he gave hi s airplane and his home town equal bil ling. ''I'm Frank Bass from Moore , Montana about 14 miles out of Lewis town-most people have never heard of Moore. It's about 1,240 miles from Oshkosh. That's 14 hours in a Kari Keen ." Those who stopped to listen and inspect Frank's little two-place, orange and green beauty were treated to an entertaining experience. An au ctioneer by trade , Frank has cultivated his talent for meeting people and turn ing them into friends. If you need any thing sold, it doesn ' t matter what it is, just call Frank . He also does a fair job of rebuilding old airplanes and his 18 OCTOBER 1988

award-winning, one-of-a-kind Kari Keen Coupe attracted its share of atten tion around the Antique/Classic area this year. A lot of antique fans didn't know exactly what they were looking at-{mly that it looked good. In the 1920s, Kari-Keen was a man ufacturer of accessory automobile trunks, the kind that bolted onto the rear bumper. The factory was located on Plymouth A venue in Sioux City, Iowa. Their product would "kari" your luggage "keenly." Get it? Frank has one of the trunks back home and says they worked just fine. It had room for a couple of lO-gallon milk cans so the fanners loved them. This was at a time when cars didn't have built-in trunks, just running boards. Kari-Keen's owners believed in the power of advertising and the company was prosperous enough to hire the comedy team "Laurel and Hardy" for its campaign, but in 1927 automakers began to make their own trunks , incor porated into the body of the car, no less! In a move to diversify, Kari- Keen

turned to making airplanes. With the whole country gone crazy with Lindbergh fever, why not? At the time, the airplane-design ser vices of one Swen Swanson were "at liberty" . Swanson designed his first airplane in 1915 while still a teenager. His next effort, the two-cylinder Law rance-powered "Sport" was built while he was an aeronautical engineering stu dent at the University of South Dakota, Vermillion, in 1922. After designing the Anzani-powered "Lincoln Sport" for the Lincoln-Standard Airplane Co . , Swen helped to recover the interior braced, cantilever wing of a Fokker D VII in the company ' s repair shop and became fascinated with the posibilities afforded by smooth, unstrutted wings. His "Arrow Sport" biplane, designed in 1927 had cantilever wings and in 1928 he accepted a job offer from Kari Keen, rented a cold-water flat in Sioux City and began work on the first Kari Keen 60 Coupe at the company's rent ed hangar and factory on Leeds Air port.

The little two-place monoplane that Swen designed was uncommon look ing at a time when most such aircraft looked so much alike. Its high, unstrut ted wing afforded clean lines and downward visibility rivaled only by Cessna ' s cantilever wing. The fuselage structure was standard, with steel tub ing, wooden formers and fabric cover. The engine was a five-cylinder Velie M-5 of 60 hp but the wing was what really made the airplane unique. The main spar was constructed of spruce trusswork with tapered spruce capstrips covered on both sides with plywood. The resulting single-piece , main box spar was tremendously strong and the rear spar was a smaller version in the same configuration. The wing tapered both in thickness and planform. Being a tapered wing , of course each rib was different. The leading edge was covered with aluminum and the whole assembly covered with fabric. The wing was stressed to six and a half Gs positive and nearly six Gs negative. Ole Fahlin was in charge of propel lers and his talents no doubt helped the success of the design. Well known as the "I ittle 01' prop maker ," Ole not only designed and carved the first props for the Kari-Keen, he also flew test flights, demonstration flights and helped out in sales promotions. Between 1927 and late 1929 , Kari Keen turned out 24 "60 Coupes" and they became quite popular around the Midwest. At the time, an Approved Type Certificate was not required to build and sell airplanes. The stock mar ket crash of 1929 put the company out of business. Refinancing, a conversion to the 90-hp Lambert engine and an Approved Type Certificate breathed new life into the company early in 1930. Its executives still believed in the power of marketing, and a giant new campaign, without Laurel and Hardy this time, was launched to pro mote the Coupe, including a display at the 1930 Detroit Air Show . Six of the Lambert-powered machines were built. As it was for so many other businesses of the day, however, the Depression was too powerful. There was one last gasp when a group of in vestors reorganized under the name Sioux Aircraft Corporation and built three different prototypes of the "Sioux Coupe" , which were slightly rede ~ signed versions of the Kari-Keen ~ Coupe with a 90-hp Brownback Tiger, L-.......-.:....LiIII::!:::::!!~~-.:._............:...;~....L...o..lo......L::.:........;;~__.::;:!:..::....-...;;;~_ _.!IIE:!::...Ii""""~~ a 90-hp Warner and a IIO-hp Warner up front. 'Forrest Lovley of South Frank Bass taxiing behind an original Ole Fahlin propeller. Gas cap is original, from a Richfield, Minnesota rebuilt the 110 Ford Model T. VINTAGE AIRPLANE 19

Warner-powered Sioux Coupe and won Grand Champion honors at EAA Oshkosh '77. The company went down for the third time in 1932, never to resurface. Meanwhile, Swen Swanson had split with Kari-Keen when the doors of the factory closed the first time and went on to design the Swanson Coupe and the auto-engine-powered Plymo coupe, both refinements of the Kari Keen concept. Unfortunately, no ex amples of these types survive. Swan son, who had a shy, retiring person ality, died of pneumonia while still a young man, but his developments in aircraft design, specifically in can tilever wings, were significant in the early history of light aircraft develop ment in this country. Frank did a great deal of research before and after buying his Kari-Keen and consequently has complete documentation of its history . It was built in 1929 and originally equipped with a Velie engine . It was flown as a factory demonstration and instruction airplane for 197 hours before it was sold to William Eichhorn and his son Louis of Hornick, Iowa. William felt that he was too old to learn to fly so young Louis went to Leeds Airport in Sioux City to take his first flying les sons. The Coupe was supposed to sell for $3 ,450 according to Frank, but the Eichhorns paid $1,700 for their airplane and Frank has the original in voice . He got it from the Eichhorns themselves, whom he tracked down and visited after buying the airplane in 1970.

Frank Bass, the pride of Moore, Montana. 20 OCTOBER 1988

The Kari·Keen's excellent downward visibility is evident in this photo.

Times got hard after The Crash and the Eichhorns sold the Kari-Keen in April 1934 to Earl Watson of Galt, Il linois for $350. Earl paid $ 100 down and the balance in three notes. Frank has the notes! A year later, Galt sold it to Ed Skotch of Minot, South Dakota who, in tum, sold it to Lloyd Owens another year later on April 15, 1935. About this time a young Frank Bass was tak ing flying lessons from Lloyd's brother and became interested in the plane. When Lloyd died in 1951, his widow put the airplane up for sale for $100 but Frank couldn't come up with the cash and Clyde Wilson, also of Minot, got the airplane . He flew it for 10 years until it was damaged in a windstorm and stored until November 1970 when, finally, Frank bought it for $1 ,250 and trailered the pieces home. And pieces they were. Frank says his wife thought he was crazy when he told her how much he paid for that "airplane" out on the flatbed trailer down by his auction bam. Besides the wind damage, years of storage had taken their toll. But all the pieces were there, right down to the Ford Model T radiator neck and cap that Kari-Keen used on the gas tank. They used another Ford radiator neck on the oil tank, but with a flat cap. Frank says, "I was real fortunate to have all the pieces. I had everything. The only thing I had to guess on was this metal

in here," he points to the perfectly shaped boot-cowl panels, "It was all bent up." The wing was a major undertaking of course and Frank had a carpenter build a completely new one, using the old one as a pattern . He says the orig inal wing wasn't too bad, but he de cided to start fresh anyway . Frank sold the wing and some other parts to a man in Eugene, Oregon who hopes to get another Kari-Keen together if he can get the registration paperwork to gether. "He's going to have a problem with papers," Frank says, "but if he can do it, we'll have a mate to this one." Frank made some changes in the in terest of flying the airplane more safely. The original tailskid was re placed with a steerable tail wheel and the 1929 wheels and brakes were re placed with Cleveland units. In one of Frank's Leeds Airport photos of the airplane, it has high pressure bicycle wheels. Frank says, "It never did have these on for long. By '34 they'd al ready put the airwheels on. But they never did hook the brakes up . The brakes were there but they never hooked them up. I found out why when I started working on them. You couldn't make the dam things work. They didn't have enough surface to do any braking with. I tried to make them work, and I couldn't get tires for them so I finally ended up putting these

The Kari-Keen's panel. Frank added the airspeed indicator to be legal.

Clevelands on it. I put an airspeed in it too . It didn't have an airspeed, can you believe that? FAA wouldn ' t let me certify it without an airspeed. " The propeller is an Ole Fahlin orig inal and Frank has a great "Ole story" to go along with it; "I grew up in Scandinavian terri tory- North Dakota-and even though I wasn't of Scandinavian descent, I spoke the language a little bit. So Ole called me up last year and said, ' Frank, how's that leetle Kari-Keen running?'

Cleveland wheels and brakes work well. The original brakes didn't work at all.

And I said , ' Real good, Ole but I need another prop.' He said 'Yumpin, Yim miny! I better get it made before I croak!' So he built me a prop. He's eighty-some years old now. I haven't put it on yet but he makes awfully good propellers and they always perform good on the engines he builds." For those who may be interested, Jim Kimball of Zellwood, Florida has bought the Falcon Manufacturing Cor poration which holds all the type cer tificates for Fahlin propellers . He has also received a production certificate from the FAA . Fahlin propellers are back in production and interested par ties can contact Jim at 407/889-3451. Several engines have powered the Kari-Keen starting with the original 60-hp Velie, patterned after the Ric kenbacker Air-Cat but refined by W .L. Velie , an automobile magnate who bought Central States Aero from Don Luscombe and redesigned the Ricken backer engine so it wouldn't shed quite so many parts or quit so often . The Velie version was a good engine but the Lambert R-266 engine was better with an increase of 30 hp. Over the years, Kari-Keen NC244K was con verted from the Lambert to a 75 -hp Continental and, under the ownership of Lloyd Owens, back to the Lambert. Frank says, "I've gotten kind of used to it and I know the inside of it pretty near as well as I know the outside of it now . There were days I would have used it for a boat anchor, but it ' s never failed me, let's put it that way . In the early days of the restoration , I'd park the airplane and oil actually dripped

off the longerons all the way back, so I don't think it's bad now when it's just got a little bit on the bottom . You can get them too dry too . I dried it all the way up once with automobile rings to the point that it melted the aluminum plugs on the end of the wrist pins . There 's just no happy medium. It 's not what you 'd call a tight engine . The old girl's got to use a little bit of oil." Frank regreases the fittings about every eight or 10 hours . He made a change in the exhaust collector, too. The original design called for a flex tube ring that seemed to burn out reg ularly. He still keeps a flex-ring collec tor for photo sessions but built another ring from regular automotive exhaust pipe for everyday operation . "When you get it to rpm it runs real smooth ," he says. It sounds great, too . Frank loves flying the airplane in the early morning or evening , but if you ask him to describe the stability of the airplane in rough air he'll tell you he knows how Lindbergh stayed awake . "It' s like digging post holes all day long," he says. Frank has logged about 14 ,000 hours over 41 years and has flown a lot of airplanes . He says, "When the air gets rough and it gets hot the airplane wants to sink and hang . And it's heavy for its power. It ' s not a bad-flying little airplarie for its age but it flys like an old airplane ." The trim system works like an old Cub's but it's just a lever, without a screwjack. Frank's experience with trim on the Kari- Keen has been limited to , "Shove it clear ahead and leave it. I used to monkey with it once in a while, but like any old airplane it 's al ways got a heavy tail ." Frank's favorite part of flying the airplane is landing it. However, after 14 hours and 20 minutes flying from Montana to Oshkosh ("The last 20 minutes was right here over the lake ."), Frank confesses, "I made the lousiest landing I've ever made in it yesterday in front of everybody here at Oshkosh . I guess it wasn't that terribly bad, but it was to me because this thing just lands itself, on the rocks, sage brush or anything ." Anyone who flies knows that the only time you make a bad landing is when everyone is watching . Right ? Frank will be back at Oshkosh for the 1989EAA Convention . In fact, he had such a ball this year that he ' s going to serve as a volunteer next year and spend some more time around the Red Barn . Hanging around Oshkosh mak ing new friends has that effect on people . Once just isn't enough . • VINTAGE AIRPLANE 21

An information exchange column with input from readers.

by E. E. "Buck" Hilbert (EAA 21, Ale 5) P.O. Box 145 Union, IL 60180 815/923-4591 E. E. "Buck" Hilbert

Hey! Guess what? Somebody reads our column, Mark! Charles Hosteader from Harrisburg, Pennsylvania called to tell me about restoring his dad's Aeronca "K." He wanted to know if I knew where there were some of those Lamb Wheel adapters I'd written about. I wasn't able to help him, but if there is anyone out there who has a spare set or two, maybe we could get the word to him. Got any? No! I didn't think so, so I asked him if he maybe knew where there might be a Tripacer he could salvage the wheels from and hang them on the "K." That's the best I could do. I feel that conversion makes economic sense. A new pair of 7 .00 x 6 tires and tubes costs about half what one 8.00 x 4 tire and tube would cost. And he'll have a better ground-handl ing airplane when he's through . I'm back to being a CFI again. I haven't done much with basic students in the past 10 years or so, and it's kind of refreshing to get back to the funda mentals. It all started with the EAA Air Academy students. I was priveleged to give 18 of them orienta tion rides and I gave a few dozen more rides to their ground instructors and some of the volunteers as well. I wasn't alone doing this . Gene Chase and Norm Petersen were in on it too. All three of us can truthfully say it was a joy to help out. To begin with, I had all kinds of experiences there in the back seat.

22 OCTOBER 1988

Some of the kids flew the airplane all the while I just coached them a little about its flying characteristics . Some had had hours of "Sandbag" time with their dads and relatives and were well versed in what they were supposed to do, but just lacking practice. But the ones who really were fun to work with were those first riders who had never had a stick in hand. They didn't get much time, only half an hour, but that's enough time to demonstrate and give a little hands-on practice on the four fundamentals . Straight & level, the climb, turns and the glide . The frosting on the cake came with letters I received from some of the kids and one of the instructors, thanking me for the rides and the instruction . I have to confess it was MY pleasure and that if Chuck Larsen will hold a slot for me I'll happily do it again next year. How about it Chuck? "VFR Direct" Does anyone fly that way anymore? You know, draw a line on a sectional , measure it off in 30 mile segments, then mark prominent landmarks, hazardous towers and big towns! I do! I do it all the time, even when I do have an airplane with radios and navigation equipment. Flying down around 1,200 to 1,500 feet above ground level is anything but boring. The time seems to flit by as you see and learn more about this great country we live in.

Interstates, railroads, rivers , coastlines, hey!, they're all great NA V AIDS. It's fascinating to watch golfers drive, fishermen and water skiers , sailboats and cruisers, girls sun bathe, semis on the freeway and the state cops lurking in most unusual places trying to trap the motorists . The scenery is ever-changing and much more fun than looking at your needles on the instrument panel. Com pare what you see on that five-dollar sectional with what is on the ground. Wow! Look at all the new megabuck homes being built down there! Look for suitable emergency landing fields like the open cockpit guys used to do when engine reliability was al ways a question . How would I make my approach to that one down there if my engine went out to lunch? Look for animals, not just horses and cows, but deer and fox, and maybe badgers. Don't forget to look for people too . They're there and this is the only time in your life when you can look down on people, and not offend them one bit. Hey! ITS FUN!!! Don't cage the gyros and shut down the VORs and the loran. Use them for insurance, but look out the window and ENJOY!

Over to you "Buck"

.--------Planes & People

Lynn Barber and Her Ryan PT-22 The Ryan PT-22 with it ' s Kinner R56 engine is an attention getter everywhere. A variety of unusual fea tures make this vintage World War II trainer unusual. The "birdcage" land ing gear is a ball to watch when the PT-22 is taxiing, and who can resist the swept back chrome yellow wings? We bet that a lot of people could iden tify the sound of that Kinner with their eyes shut, too. Don't forget the lovely round silver fuselage that you plop into. And try running your hand over the smoothly varnished laminated prop. One notable West Coast PT-22 owner is Lynn Barber of Santa Bar bara, California. Her father took a pic ture of her as a child sitting on a Ryan, so it was natural for Lynn to seek one

By volunteers of the Antique/Classic Press Committee Larry D' Attilio and Pamela Foard, Co-Chairmen (EAA 150262, A/C 8265) 1820 N. 166th 5t. Brokfield, WI 53005

out when she wanted an antique. Lynn owned a Cessna 150 before, in which she gave instruction as a commercially ticketed CFII. She had learned to do her own maintenance with the help of her father, who had been a mechanic during World War II. Lynn bought the Ryan in 1985 but she is so thoroughly knowledgeable about them you would assume she had owned one for 20 years . In fact this Ryan came from Jack

Roberts who had done quite a bit of restoration work on it. The aircraft is mostly original with minimal in strumentation and no corrosion. Lynn definitely is a taildragger idealist be cause, like so many EAAers, she em phasizes that the Ryan must be con trolled by the feet and she makes sure her students know how to use theirs also. Lynn is quite active in her EAA chapter as an officer and is devoted to the Ryan club , which has some fly-ins on the Coast each year. An airplane needs care and feeding so all of us have a job, right? After a stint as a teacher Lynn went to work for Raytheon , (they owned Beechcraft), and writes documentation for software used for radar jamming. • VINTAGE AIRPLANE 23

A viation Bibliographies It has been four years since the first appearance of the "Vintage Literature" series . For those who have enjoyed the series and have become interested in building your own collections or in doing research I thought it would be I:Iseful to examine some of the promi nent'bibliographies of aviation publish ing. Except for aeronautical engineering, aviation has had a very spotted history of bibliographic control. Today very few general sources index articles or books dealing with aviation history and general or sport aviation . Over the years very few specialized references to aviation have been published . We will take a look at some of the more useful ones in chronological order.

by ()enni§ Vaf"k§ Lib.-aO'/ An:hive§ ()i.-ec::t().

the publications issued in the years listed. One of its weaknesses is its lack of coverage of some journals of special use to those interested in sport aviation and personal flight such as POPULAR A VIA TION and SPORTSMAN PILOT. However it does cover some non-aviation magazines that are useful such as POPULAR MECHANICS and POPULAR SCIENCE.

GAMBLE, William. aeronautics .

History

New York Public Library, 1938. 325 pages. This is a selected list of references to materials in the New York Public Library Collection. It is classified by subjects and contains over 5,500 en tries to books and periodical articles . It has indexes to authors and subjects and is useful because of NYPL's large collection. It is not useful for finding articles about makes and models of airplanes though names of specific fa mous aircraft such as "Woolaroc" can be found in the subject index.

U.S. WORKS PROGRESS ADMIN ISTRA TION. Bibliography of Aeronautics. New York. Institute of the Aeronauti cal Sciences , pts . I-50. and supple ments . 1936-1941.

BROCKETT, Paul. Bibliography of Aeronautics . Washington, Smithsonian Institution, 1910. 940p. (Smithsonian miscellane ous collections , v.55) . U.S . NACA , 1921-36. v.I-14 v.l 1909-1916. 1493p.; v.2 1917-19. 494p.; v.3 1920 21. 448p; vA-14 (annual volumes) . 1922-32. (19\0 Volume reprinted by Gale , 1966. $85.00). This work began for the Smithso nian and continued by NACA is the most stunning achievement in aviation bibliography. The first volume alone, covering works up to July 1909, con tained nearly 13,500 references . It is arranged alphabetically by au thor or title with subject cross-refer ences and includes books, articles and technical reports from around the world . The NACA volumes add over 3,000 pages to the set and each covers

24 OCTOBER 1988

No doubt the most massive of the published bibliographies, this series was produced for the WP A under the direction of the Institute of the Aero nautical Sciences . Each of the 50 parts is devoted to a separate subject such as Air Transportation; Medicine; En gines; and Airparts. The listings cover books, articles and technical reports from around the world from the tum of the century to the publishing date of each part as the different parts were published in differ ent years. Airplanes are not covered except for flying boats and amphi bians . There are parts for autogiros, helicopters and gyroplanes. One of the useful features of the set is the reverse chronological order for the entries which allow one to easily date the advent of coverage of a subject in the literature. For example the oldest entry for metal propellers is dated 1904.

THE ROYAL AERONAUTICAL SO CIETY. A list of books, periodicals and pamphlets. Royal Aeronautical Society, 1941 . (Reprinted by Ayre, 1979. $24.50) This book covers the holdings of the Royal Aeronautical Society which dates back to 1866. This bibliography is divided into two sections: one of his torical interest; and the second contem porary works. It is useful for its Euro pean coverage.

HANNIBAL, August. Aircraft, En gines and Airmen. Metuchen, N.J . Scarecrow 1972. 825 pages . $30.00

Press,

Covering the years from 1930 to 1969 this is one of the most useful of the modern bibliographies for finding articles on airplanes. Nearly 600 pages of this book consist of listings about 3,000 different makes and models of aircraft from around the world. The sources are mainly U .S. period icals but some foreign ones such as FLIGHT and THE AEROPLANE are indexed . The heavy emphasis is on military aircraft but there is some coverage of general aviation and light aircraft. Included are AIR PROGRESS, AIR CLASSICS and POPULAR A VI ATION. Note: The indexing is very selective . It was designed mainly for model builders so if an article did not have good pictures or drawings it was not indexed. It includes indexes of aircraft names and military designations (ie . XP-Sl).

MILLER, Samuel. An Aerospace Bib liography . Washington Office of Air Force His tory, 1978. 341 pages .

This bibliography is a classified list ing of books and periodical articles dealing with Air Force subjects. Most of the entries are annotated . There is also an author and a subject index. NATIONAL AIR AND SPACE MU SEUM. Aerospace Periodical Index. G.K . Hall, 1983. $100.00 . Covering periodicals from 1973 to 1982, this publication is the most am bitious recent bibliography. This book is the print version of a database in the NASM Library of articles indexed from their collection .

Mostly US publications are covered but some foreign ones such as FLIGHT INTERNATIONAL are indexed . En tries are by subject and most of the coverage deals with individual types of aircraft. The above represent the most useful of the general bibliographies covering aviation. Check with your local li braries to see if they have copies. For those building collections and doing research, it would be useful to have them for your own use . The out-of-print bibliographies, such as Brockett's or the WPA's, might be located at large public or uni versity libraries that have government depository collections. The EAA Avi ation Foundation Library will be glad to do searches for you in the biblio graphies for particular subjects or to verify the existence and editions of books. •

CALENDAR OF EVENTS SEPTEMBER 30-0CTOBER 1 CAMDEN, SOUTH CAROLINA Annual EAA AlC Chapter 3 Fall Fly in for antique and classic aerop lanes. Trophies, major speaker, vin tage airplane films. At Woodward Field. HQ Holiday Inn, Lugoff, SC. Contact: R. Bottom, Jr., 103 Powha tan Pkwy., Hampton, VA 23661. OCTOBER 1 NEWARK, NEW JER SEY 60th Anniversary of Newark Airport. Open House. OCTOBER 1 NEW BEDFORD, MASSACHUSETIS -Air Fair '88 Airshow and Aviation Career Expo. 617/867-8186. OCTOBER 1-2-SUSSEX, NEW JER SEY -Northern New Jersey EM Fly-in, Sussex Airport. Sponsored by AlC Chapter 7 and EAA Chapters 73, 238, and 891 . Contact Walt Ahlers, 201 /584-7983. OCTOBER 1-2 PINEVILLE, LOUISIANA 3rd Annual Louisiana

EAA Convention, sponsored by EAA Chapters 614 and 836. Trophies, banquet, camping. Final Louisiana Championship Series Event. Con tact: Jim Alexander, 2950 Highway 28W, Boyce, LA 71409, 318/793 4245.

OCTOBER 2 - MANSFIELD , MAS SACHUSETIS -EAA Chapter 701 Fall Fly-in. Rain date, October 10. 508/339-7500. OCTOBER 6-8 - DAYTON, OHIO 20th Annual Air Force Reunion. 407/ 784-0342. OCTOBER 6-9 - CELINA, OHIO 13th Annual International Cessna 120/140 Association Convention Fly-In at Lakefield Airport. Contact: Terry Zimmerman , 419/268-2565. OCTOBER 7-9 THOMASVILLE, GEORGIA Florida Sport Aviation Antique and Classic Association, EAA AlC Chapter 1 Fly-In at Thomasville Municipal Airport. Con

tact: Rod Spanier, 502 Jamestown Avenue, Lakeland , FL 33801, 813/ 665-5572.

OCTOBER 7-9 - TAHLEQUAH, OK LAHOMA 31st Annual Tulsa Fly In. Contact: Charlie Harris, 3933 S. Peoria, Tulsa, OK 74105, 918/742 7311. OCTOBER 7-9 - TAHLEQUAH, OK LAHOMA - 8th Annual National Bucker Fly-In . Contact: Frank Price, Route 1, Box 419, Moody, TX 76557, 817/853-2008 .

OCTOBER 8-9 LOMPOC, CALIFORNIA - EAA Chapter 275 Octoberfest Fly-in . 805/736-3579 . OCTOBER 8-16 - JACKSON, MIS SISSIPPI Annual Jackson County Airshow. 601 /762-2156 . NOVEMBER 5-6 -TOLEDO, OHIO EAA Chapter 149 18th Annual Mini Chili Fly-in . Newbury Airfield . 3131 941-2000.

VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS

The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through August 18, 1988).

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.

Lusic, Jerry S. Wauwatosa, Wisconsin

Nelson, Lynn Pine, Colorado

Rudbeck, Nick R.

Brainerd, Minnesota

Stroebel, Arthur J. Wisconsin Dells, Wisconsin

Martin, Del Houston, Texas

O'Leary, Craig M. Sacramento, California

Rutland, Jim M.

Lincolnville, Maine

Sutherland, Harold Wayne Mackinaw, Illinois

Martin, John A. Butler, Pennsylvania

Oswald, Lynn S. Park City, Utah

Ryan, Joseph

Schaumburg, Illinois

Martin, Robert M. Pueblo, Colorado

Palombo, Fred Alameda, California

Sauer, David R.

Evansville, Indiana

Mason, Fred Mays Landing, New Jersey

Paszli, Louis J. Phoeniz, Arizona

Sawdon, Edwin G.

Marysville, Michigan

Pergamit, Lauri Fremont, California

Schaetter, Michael J.

Comfort, Texas

Petersohn, Jeff A. Lutz, Florida

Schwartz, Michael J.

York, Pennsylvania

Phillippi, J. F. Buchanan, Michigan

Scott, Noel R.

Laddonia, Missouri

Mast, Robert L. Lakeville, Ohio Matson, Gerald R. Sterling, Virginia Mattingly, Gobel Lubbock, Texas McGregor, Malcolm EI Paso, Texas McKnight, Bob Phoeniz, Arizona Merritt, Daniel D. Stielacoom, Washington

Potter, Phillip Dale Coral Gables, Florida Prussner, David Davenport, Iowa Pyles Jr., Charles T. Ogden, Utah

Michna, Fred M. Midland, Texas

Redman, G. Brisbane, Queensland, Australia

Miele, Raphael Springfield, New Jersey

Reich, David Berlin, Wisconsin

Monday, Don Camarillo, California

Rhoads, David W. Ponchatoula, Louisiana

Seip, James, McLean

Oconomowoc, Wisconsin

Shawback, Lyon R.

King Salmon, Alaska

Shepard, Lawrence

Berkeley Heights,

New Jersey

Smith Jr., Calvin C.

Orange Park, Florida

Sutton, Herbert W. Central Point, Oregon Swaney, Earl W. Santa Clara, California Taylor, William C. Bradenton, Florida Thomas, David C. Clinton, Ontario, Canada Thomas, Scott S. Woodbridge, Virginia Thomas, William A. Huntertown, Indiana Tortorello, Joseph J. Costa Mesa, California Webber, John M. Cicero, Indiana Wenum, Palmer Spring Valley, Wisconsin Weskamp, Lynn McCook, Nebraska

Smith, Kenneth S.

Burnaby, British Columbia,

Canada

Wilburn, Joe Marietta, Georgia

Smoot, Roger

Manchester, Ohio

Will, Eugene A. Minster, Ohio

Snure, David G.

Rives Junction, Michigan

Wills, A. A. Pietermaritzburg, Natal, South Africa

Moose, Arthur N. Zanesville, Ohio

Ricciardi, Antonino L. Stoughton, Wisconsin

Morris, Richard C. Rockford, Illinois

Roberts, Donald R. Minnetonka, Minnesota

Muhr, Wayne Hinsdale, Illinois

Robison, Geoff L. New Haven, Indiana

Murray, John J. Rockey River, Ohio

Roehrick, Donald J. Kent, Washington

Steere, Howard

Manchester Center,

Vermont

Wright, James Litchfield, Illinois

Nelson, John Audubon, Iowa

Rosen, William A. Highland Park, Illinois

Stratton, Don

Poland, Ohio

Zylstra, Gerald R. Lynnwood,Washington.

26 OCTOBE R 1988

Sollart, George H.

Barnegat, New Jersey

Wolfe, Don Kenosha, Wisconsin

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W.W.1 AERO (190().1919), and SKYWAYS (192()'1940):

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INC.

(9 14 ) 473·3679

ANTIQUE/CLASSICS EAA .,."",., - $18.00. Includes one year membership in EM An tique-Classic Division, 12 monthly issues of The Vintage Alrp/sne and membership card. Applicant must be a current EM member and must give EM membership number. Non-EAA .,."",., - $28.00. In cludes one year membership in the EM Antique-Classic Division, 12 monthly issues of The Vintage AIr plane, one year membership in the EM and separate membership cards. Sport Aviation not included.

Where The Sellers and Buyers Meet. ..

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

The Vintage Trader. Wittman Airfield

Oshkosh, WI 54903-2591 .

lAC

Membership in the International

Aerobatic Club, Inc. is $25.00 an

nually which includes 12 issues of

AIRCRAFT: Sport Aerobatics. Ail lAC members

1948 PA-17 Vagabond - Conlinenlal are required to be members of EM.

180 SMOH , 40 SPOH . Recovered '84

A·65·8, 1935 n , in Ceconile. New Exhausl and lires. Clean, will deliver. $8,500 or Irade plus cash for good PA·12. 5171773·3852, Michigan . (9·2)

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

Stinson 10A Project - Complele but rough. Slinson 10, less engine, in good shape, for parts. included. No parting oul. $4,000. Chris al 518/329·2395. (9·2) 1949 Percival Prentice Air Force Trainer - 5 seals, full radio. V.P. prop, Gipsy Queen 30·2 engine spares deliv· ered. Exchange Cessna 206. Hilton. 26 Dartford Road, Dartford, Kent DAI 3DZ England. (10·1)

Chester's GOON, GEE BEE' s, " BULLDOG," MONOCOUPE " 110", Culver " Cadet", etc. Plans catalog REFUNDABLE : Vern Clemenls, AlC 5989, 308 Palo $3.00. EXPERI Alto Drive. Caldwell, 10 82605. (11·2)

EAA EXPERIMENTER

EM membership and EAA MENTER magazine is available for $28.00 per year (Sport Avilltlon not included). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year.

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable In United States dollars.

PLANS: POBER PIXIE - VW powered parasol - unlimited in low· cost pleasure flying . Big, roomy cockpit for Ihe over six loot pilol. VW power insures hard 10 beal 3 ';' gph al cruise sel· ting . 15 large instruction sheels. 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 unlimiled aerobatics. 23 sheels of clear, easy to follow plans includes nearly 100 isometrical drawings, pholos and exploded views. Complete parts and malerials lisl. 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 Aircratt Building - $10.00 plus $2.00 postage. Send check or money order 10: ACRO SPORT, INC., Box 462. Hales Corners. WI 53130. 414/529·

Make checks payable to EM or the division in which membership is desired. Address all letters to EM or the particular division at the fol 2609. lowing address:

WITTMAN AIRFIELD

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

OFFICE HOURS:

8:15-5:00 MON.-FRI.

MISCELLANEOUS: Have We Got A Part lor You ! 20 years accumulallon of parts for all Iypes of aircratt - anliques, classics, home· builts, warbirds. Everything from Ihe spinner 10 Ihe tail wheel. Air Salvage of Arkansas, RI. I, Box 8020, Mena, AR 71953, phone 501 /394·1022 or 5011394·2342 . (3·2/579111) CUSTOM EMBROIDERED PATCHES. Made 10 suil your design, any size. shape. colors. Five patch minimum. Free random sample and brochure. Hein Specialties, 4202P North Drake. Chicago. IL 60618·1113. (c·2189) AN OPEN COCKPIT VOX INTERCOM THAT WORKS! A tWO-SQuelch electronic system guaranteed to eliminate open mics and STILL be voice aclivaled' Interfaces wilh handheld com radios . Record and self·muling music inpuls. ATC override. All kits include assembled PC board. Up 10 50 hrs. wilh 9VDC bahery or power wilh 8 • 32VDC . FIVE YEAR WARRANTY. Two place kit $75.00. AAMWELL TECHNOLOGY, 2744 E. Glenrosa, Phoenix , AZ 85016, 6021955·8857 evenings. (11·89 /3) 1910-1950 Aviation Items lor sale - helmets. goggles. inslruments, manuals, everything original and old. 44·page catalog available. $5.00. Airmailed. Jon Aldrich , POB·706, Airport, Groveland, CA 95321 . (1·89/5) LAST OF N. O. S. 1930's Antique - Famous Conlinenlal A-40-4-S engine parts; Piston rings in original sealed car tons ; valve springs; gaskel sels; propeller hubs; cylinder banks; also rebuilt carburetors, magnelors. LISTS· $2.00. Money back guaranlee. Opalack , 1138 Industrial. Pohstown, PA 19464·5820. (10·89/2)

WANTED: Waco S3HD-A Cuban Fighter data - particularly faclory drawing number of fuselage side view (inboard profile) lor S3HD·A or WHO, JHD so Smilhsonian can check their un· indexed Waco drawings. Or will buy yours or a copy. Need photos 01 Ihe S3HD·A in Cuban markings, particularly any showing the squadron or unit insignia on the fuselage side and aircratt number "23·'. Will pay research lee and ex· penses of photo reproduction . All lehers answered. Claude McCullough. RI. I , Box 487, Montezuma, lA 50171. (10·1)

TOOLS: ENGINES & ACCESSORIES:

Bendix DR4N-2021 Dual magnato - New with Dura·Blue harnesses, Save weighl and a drive. Make offer (no collecl). 214/248·4104 . (11-2)

Tools, hand & power lor all aircraft work. Rivelers· DrillS • Fasleners . Accessories· Tool Kits. Everything for Ihe kil builder· 96·page calalog available. $2.00 (refundable with firsl order) . U. S. Induslrial Tool & Supply Company, 15159 Cleat Sireet, Plymouth, MI 48170. Call toll· free t ·800·52t· 4800 . (4/89·6) VI NTAGE AIRPLANE 29

STITS POLY-FIBER

COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS

Fly high with a

quality Classic interior

Complete interior assemblies for do·it·yourself installation .

Custom quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete produ ct li ne. Fabric Selection Guide showing actual sample colors and styles of materials : $3.00.

Qir'~RODUCTS.INC.

HERE'S WHY! Prolien Durablllly on Thousands of Aircraft FAA-STC For Oller 630 Aircraft Models Superior Quallly Coatings Delle/oped and Manufactured Under an FAA-PMA especially for Polyester Fabric on Aircraft, Not Modified Aufomotille Finishes, Water Borne House Paint, or Tinted and Relabled Cellulose Dope Will Not Supporf Combustion Lightest COllerlng Approlled Under FAA-STC and PMA Mo.t Economical COllerlng Materials Con.,derlng Years of Trouble Free Service No Fa/.e or Misleading Adllerfls/ng Claims

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RA Y STITS Sponsored by EAA Aviation Foundation. Before Making Expensive Mistakes, See This Tape and Learn How to Do If Right the First Time. $49.95. Also Direct from EAA (1 -800-843-3612), and from Slits Distributors. ~

WRITE OR PHONE FOR FREE

* Sample of High Strength, Very

Smooth 1.7 oz Patented Polyester Fabric Developed Especially for Aircraft Covering Manual #1 with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List.

STITS POLY-FIBER AIRCRAFT COATINGS ~ P.O. Box 3084-V, Riverside, CA 92519

Phone (714\ 684-428Q

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

AVIATION CIGAREnE, FOOD & BEVERAGE CARDS

HARRY A. VICTOR 140811lh Avenue

San Franclaco, CA 14122 Ph : (415) M4-4286 All cards are original, VG or bettel (most EX-NM). Minimum ordel $5.00. All prices postpaid. CA residents 6% sales tax please. cards are shown actual size. Sets are shipped In special plastic album pages for display. All prices include 1st class 1 "FAMOUS AIRMEN AND AIRWOMEN" . A set of 50 colorful cards, 1-3/8" X 2-5/8", issued in 1936 by Carr eras Cigarettes . Wright. Bleriot, Amundsen. Admiral Byrd , Jimmy

Doolittle, Chas . Lindbergh . Amelia Earhart (shown here) and 43 other

air pioneers are featured $120.00 2. "INTERNATIONAL AIRLINERS" A card set in full color issued in 1936 by Players Cigaret te s. Approx 1-3/8" X 2-5/8" . Airliners from Great Britian, USA, Belgium, Czechoslovakia. France. Germany, (Deutsche Luft HaIJ,sa Heinkel HE

III. shown here). Holland. Hungary, Italy, Sweden, Swi tzerland, Yugo slavia and Australia are shown. $37 .

3 "HISTORY OF AVIAITION" A 50 card set, approx 1- 3/8" X 2-5/8",

30 OCTOBER 1988

i ssued in full color in 1972 by Brooke Bond Tea. Progress in aviation from an early balloon fli gh t in 1783 through the Lockheed TriStar and North rup HL-IO are sho wn The Wright Flyer, Maurice Farman Biplane (shown here), Bleriot Monoplane. Sikorsky Bol sho i Ai rl iner, Hindenbu rg Ai rsh ip, Messerschmitt 262. and Mig 15 as well as 40 others are featured . $17 50

4. "WORLD OF SPEED" A 1981 set of 36 cards issued by Wills Cigarettes. Ten of the cards fea t ure airplanes including the De Havilland Comet, North Amer i can X-15A-2, Concorde , Lockheed SR-7l, and De Havilland Mosquit o. Other Cards show racing cars. tanks, train s and ships . Approximately 1-3/4" X 2-3/4" $15 .00 5 "AIR RAID PRECAUTIONS" . A 48 card, full color se t, approx 2" X 2-5/8", issued in 1938 by Churchman's Cigarettes . Several of the cards feature details of gas masks and other anti-gas attack equipment Fire fighting equipment and procedures are also featured. $40 . 00 6 . uFLYING" , An exceptional set of 48 real photo cards issued in 1938 by Senior Service Cigarettes . Approximately 1/2 of the cards are photographs of planes of the period including among others the De Havilland 86, Miles Trainer, Westland Lysander, Whi tworth Whi tley, Hawker Henley, Hawker Fury, Haw ker Hurricane and Kirby Kite A fine value at $50 . 00

7 . "THER.A . F . AT WORK" A 1937 full co l or set of 48 cards. approx 2" X 2-5/8" issued by Churchma n' s Cigaret tes . Detai l ed cards show vari ous tasks per formed by men 0 f the Royal Ai r Force in the mid-1930' s. F'light mechaniCS are fea tured on several cards. F' l i gh t riggers, cooks, instrument makers, metal worker s and a sergean t blacksmi th are also incl uded. $75 . 00 8 . "AIRCRAFT OF THE WORLD" . A set o f48 cards. approx . 1-5/8" by 3", issued in full color by She ll Oil of New Zealand in 1970. Planes from the USA, England, France, Italy. Germany and Russia are featured . $17 . 50

SEND FOR CATAL OG. SEND $2 , 50 (DEDUCTIBLE FROM 1ST PUR CHASE ) FOR I LLUSTRATED CAT AL OG OF MORE THAN 25 DIFFERENT AVIATION SETS AND ODDS ( I NDIVIDUAL CARDS) .

by George A. Hardie, Jr This neat taper wing monoplane has stumped the experts here at Headquar ters . The principal clue is the license number NR13657. Why NR? Was it a racer? The date and location of the photo are unknown. The photo is from the EAA library collection . Answers will be published in the January , 1989 issue of THE VINTAGE AIRPLANE. Deadline for that issue is November 10, 1988. The July Mystery Plane is a Viking Kitty Hawk B-8 . Max Freeman of Wil kesboro, North Carolina who sent in the photo, writes: "A few friends and I rebuilt the ship

a few years ago. It is still flying and is based at or near Concord, North Carolina. This particular ship was orig inally owned by the president of Lock heed, who at that time was also an of ficial of the Viking Flying Boat Co. The airplane came to eastern North Carolina originally as a seaplane." Joel Fairfax of Madison, Connec ticut writes: "The Mystery Plane is a Kitty Hawk, designed by John E. Summers and built by the Bourden Aircraft Cor poration of Hillsgrove, Rhode Island. The first model, the B-2, was intro duced in 1928 . Due to problems caused by the Depression Allen P. Bourden, president, merged his firm with the Viking Flying Boat Company of New

Haven and the last model, the B-8, was manufactured there . The firm discon tinued production of the Kitty Hawk in 1933. The aircraft went through sev eral engine changes, the first being the 97 hp Ryan-Siemens and the last the Kinner B-5 of 125 hp. "I first became acquainted with the Kitty Hawk as a student pilot flying out of the West Haven airport (now a housing development) operated by John Hall who is now a retired Eastern Airlines captain . AI Turbeville was my instructor. The plane was a B-8 model, NC 13250. It is now owned by Bill Champlin of Rochester, New Hamp shire. The June, 1984 issue of THE VINTAGE AIRPLANE had a picture of Bill and his Bird biplane. I also flew

996M and 16826, the last one built. "To my knowledge 13250 and 7533 Y, the latter owned and flown by Ed Waters of Westborough, Mas sachusetts, and 995M belonging to Bill Harmon of Exeter, New Hampshire, are the only ones in New England . "Note that the plane had no center section-the two top wing sections were joined at the triangular center section struts. The Kitty Hawk was a pleasure to fly - no bad characteristics. It lived up to its advertising - 'Flys Like a Hawk, Lands Like a Kitten '. " Answers were also received from Cedric Galoway, Hesperia, California; H. Glenn Buffington, EI Dorado, Ar kansas; Charley Hayes, Park Forest, Il linois; Frank Pavliga, Cuyahoga Falls, Ohio and Harold Scheck, Hasbrook Heights, New Jersey. References: From Juptner's U.S. Civil Aircraft, Model B-2, ATC No . 134; Model B-4, ATC No.166, and Model B-8, ATC No. 392 . •

Viking Kitty Hawk VINTAGE AIRPLANE 31