by Bob Lickteig Here's a reminder of the week's ac tivities coming up at Oshkosh '88 for An tique/Classic Division members. The date of each event is listed as well as its chair man so call for reservations or if you have any questions. See you there .
Antique/Classic Fly-out The fifth annual Antique/Classic Con vention Fly-Out for members and guests is scheduled for Tuesday, August 2. We will be flying to Shawano, Wisconsin, 55 miles north of Oshkosh. Shawano Flying Service will be our host. Two sod and one hard surface runway will be open, plus a sea plane base - so we're extending an invita tion for all float planes to join us . Briefing 7:00 a.m . at Antique/Classic Headquarters, departure 8-8:30 a.m.; re turn I :30-2:00 p.m. in time for the air show. Chairman - Bob Lumley, 414/255 6832.
Antique/Classic Picnic The Antique/Classic Picnic will be held at the EAA Nature Center Sunday evening, July 31, starting at 6:00 p. m. The commit tee has arranged for refreshments and the serving of a pig roast with all the trim mings . Tickets are $7.00 - a real bargain, and will be on sale at the Antique/Classic Headquarters and must be purchased by 6:00 p.m. Saturday, July 30, as we must advise the cook of the number of people we will have 24 hours in advance. Chairman - Steve Nesse, 507/373 1674.
Antique/Classic Workshop The Antique/Classic Workshop located next to the Antique/Classic Headquarters will again be in operation throughout the Convention week. Please come by and help with the completion of our project and gain the hands-on experience of actually work ing on a restoration. Chairman - George Meade, 414/228 7701. 2 JULY 988
Antique/Classic Parade of Flight
Antique/Classic Information Booth
The Antique/Classic annual Parade of Flight will be staged on Monday, August I, as the main part of the air show when the field is closed . Briefing for the event will be at 1:00 p.m. at the Antique/Classic Headquarters. Chairman - Phil Coulson, 616/624 6490 .
The membership and information booth will be located outside the Antique/Classic Headquarters . Complete information on membership and Convention activities can be obtained here. Chairman Kelly Viets, 913/828 3518.
Antique/Classic Participant Plaque
Antique judging, all categories, Chair man - Dale Gustafson, 317/293-4430. Classic Judging, all categories, Chair man - George York, 419/429-4378 .
The Antique/Classic Division will pre sent to the owner of each registered aircraft a recognition plaque with a colored photo of the aircraft parked at Oshkosh. Please register your aircraft as soon as possible after you are parked, as this will speed up the procedure to present you with your plaque. Chairman - Jack Copeland, 617/366 7245.
Antique/Classic Riverboat Cruise The Antique/Classic Riverboat Dinner Cruise will be held Saturday evening, July 30, sailing at 8:00 p.m . from the Pioneer Inn dock . Due to the limited number of passengers, the tickets are offered for sale in advance through the mail. If there are any remaining tickets, they will be on sale at the Antique/Classic Headquarters up to the time of sailing. Chairman - Jeannie Hill, 815/943 7205 .
Antique/Classic Parking Arrangements have been made for the Type Clubs, and any individuals who wish, to park their type aircraft together. The parking committee has developed a simple type parking plan . Information and parking instructions will be mailed to you . Contact the chairman . Chairman Art Morgan, 414/442 3631 .
Antique/Classic Interview Circle The Antique/Classic Interview Circle will be expanded this year and will schedule two interviews per day . If you have an interesting aircraft and would like to be included in this program for an inter view, please contact the Chairman so you can arrange to be included in his schedule at your convenience. Chairman Kelly Viets, 913/828 3518.
Antique/Classic Type Club Headquarters All type clubs are invited to set up their headquarters in the type club tent. We have again set up a larger tent so there will be enough room . Chairman - Butch Joyce, 919/427 0216.
Antique/Classic Aircraft Awards
Antique/Classic Forums A complete schedule of forums covering all makes and models of Antique/Classic aircraft will be presented throughout Con vention week . These forums will be con ducted by the most qualified individuals available. Check Convention program for complete details. Chairman - John Berendt, 507/263 2414.
Antique/Classic Photo Contest The fifth annual Antique/Classic Amateur Photo Contest will be held during Oshkosh '88 ~ All contestants must register at the Antique/Classic headquarters and re ceive up-to-date contest rules, please. Re member, photos taken enroute, during the Convention or on the return home are all eligible for the contest. Chairman - Jack McCarthy, 3171371 1290.
Antique/Classic Hall of Fame Reunion The Annual Hall of Fame Reunion for previous Grand and Reserve Grand Cham pion aircraft will again be held at Oshkosh '88. A special display area, special awards, and a special fly-by recognition are planned. All previous winners are encour aged to bring their aircraft back to Oshkosh for the members and guests to enjoy. Chairman - Dan Neuman, 612/571 0893 .
OX-5 Aviation Pioneers The OX-5 Aviation Pioneers headquar ters tent is located in the Antique/Classic area. Chairman - Bob Wallace, 301/686 3279. Please check your Oshkosh '88 Conven tion program and EAA Antique/Classic headquarters for complete details of all events. It's going to be a great Convention, make the Antique/Classic area your head quarters for Oshkosh '88. Please remember, we're better together. Welcome aboard - join us and you have it all . •
MARKETING & COMMUNICATIONS
JULY 1988 • Vol. 16, No.7
Copyright "'1988 by the EAA AntiquelClassic Division, Inc. All rights reserved.
George A. Hardie, Jr.
President R. J. Lickteig 1718 Lakewood Albert Lea, MN 56007 507/373-2922
Vice President M.C. "Kelly" Viets R1.2, Box 128 Lyndon, KS 66451 913/828-3518
Secretary George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378
Treasurer E.E. "Buck" Hilbert P.O. Box 145 Union,IL60180 815/923-4591
DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245
Philip Coulson 28415 Springbrook Dr. Law1on, MI49065 616/624-6490
William A. Eickhoff 41515thAve., N.E. SI. Petersburg, FL33704 813/823-2339
Stan Gomoll 1042 90th Lane, NE
Minneapolis, MN 55434
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293·4430
Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216
Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631
Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 8171491-9110
Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893
Nokomis, FL 34275
S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 4141771-1545
Straight and Level/by Bob Lickteig
AlC News/by Mark Phelps
Letters to the Editor
Vintage Literature/by Dennis Parks
Book Review/by Gene Chase
Welcome New Members
Volunteers: a Book of Heroes/ by Art Morgan and Bob Brauer
The Private Flying Boom/ reprinted from Fortune Magazine, 1937
Antique/Classic Photo Contest
Sweet Fleet/by Mark Phelps
Planes and People/by Pamela Foard
Members Projects/by Norm Petersen
Mystery Plane/by George Hardie
Page 24 FRONT COVER • . . How many low-time 1930 Fleets do you see around? Dick Parr found this one in the hangar it occupied since it was brand new. Most of what you see, including the engine and prop is original equipment from the factory airplane. (Photo by Sandi Lowich) BACK COVER ... Judges' choice in the Antique Classic Photo Con test is this dynamic shot of an Aeronca Champ at Pioneer Airport by Myron Heimer. For more of the same, see the photo spread on page 16.
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.
7200 S.E. 85th Lane
Ocala, FL 32672
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, Oshkosh , WI 54903-3086. Phone: 414/426-4800.
ADVISORS Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105
John A. Fogerty RR2, Box 70 Roberts, WI 54023 715/425-2455
Robert D. "Bob" Lumley N104 W20387 Willow Creek Road Colgate, WI 53017 414/255-6832
Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division. Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield. Oshkosh , WI 54903· 3086. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices . Membership rates for EAA AntiquelClassic 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 - AntiquelClassic Division does not guarantee or endorse any product offered through our advertis· ing. We invite conslructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. Postmaster: Send address changes to EAA AntiquelClassic Division, Inc. , Wittman Airfield , Oshkosh, WI 54903-3086. VINTAGE AIRPLANE 3
Compiled by Mark Phelps
88-2 cut down to size The final rule has been written on Mode C requirements. Since NPRM 88-2 was is sued on February 13, an avalanche of over 60,000 letters, set in motion by the efforts of EAA, AOPA and a host of other user groups, large and small, has buried the original proposal. Here's what's left: Effec tive July I, 1989 Mode C will be required above 10,000 feet msl over the entire U.S. and within 30 nautical miles of a TCA-pro tected airport. There are currently 27 such airports within 23 TCAs. All airspace from the ceiling of a TCA to 10,000 feet is also included . Effective December 30, 1990 Mode C will be required within all 109 ARSAs and within five nm of "other designated" air ports. (There are currently two of these Billings, Montana and Fargo, North Dakota. Expect more .) In addition , a circu lar layer ten miles in diameter, down to 1,200 feet agl and up to 10,000 feet msl is included in the restricted airspace. Bal loons, gliders and aircraft without the ca pacity to support an electrical system are prohibited from entering TCAs and ARSAs but are exempt from the 30-nm TCA rule . The exemption of non-electrically equip ped airplanes was prompted by a study that showed that such aircraft, homebuilts, an tiques and classics, have never been a threat to airline traffic .
Bill Besler remembered The story on George and William Besler's steam-powered Travel Air in the May issue of The Vintage Airplane was not complete . Credit for the photographs goes to Antique/Classic Director Buck Hilbert's sister-in-law, Betty Brigel of Rancho Ber nardo, California who has a collection of her father , Russell Cross' photos from the early days of California aviation. Cross was originally from Michigan but moved to the West Coast early in life. He served in the U.S. Army in World War J, the Navy be tween the wars and with the Army Air Corps during World War II. He was as sociated with United Airlines beginning in the 1930s and his career saw the airline's
4 JULY 1988
evolution from open cockpits to jet trans ports . He retired in 1964 from United's maintenance base in San Francisco where he had come in contact with the Besler brothers . Bill Besler was an active EAAer for many years, a close friend of EAA Foun der, Paul Poberezny and a prolific inventor. At the time of his death in 1986, he held 97 patents. Besides his work on the steam powered Travel Air, his projects included a flat-engine Cessna 195 and the flat engine Beech 18 that now sits in the EAA Kermit Weeks Research Center.
Riveting news The Luscombe Association Newsletter for June/July printed an important warning from Richard Bogart, 1903A Terminal Drive, Richland, Washington 99352, about intergranular corrosion: "I just wanted to let you know that I just had an experience with corrosion in a '46 8A. I own Bogart Aviation in Richland. During an annual inspection I just finished a few weeks ago I found a piece of extruded .750 by .750 aluminum angle material in the left wing's inboard rib. It was suffering from intergranular corrosion. I removed the wing, drilled off the piece of angle and riveted another piece down to replace it. No big deal, I thought. "After we had the wing back on the plane we noticed that four of the forward spar attach point rivets were missing the rivet heads . They were there before we removed the wing! The vibration from the rivet gun caused the rivet heads to come off! "The rivets failed due to intergranular corrosion of the rivet itself. No outward rivet corrosion was visible nor was there any outward sign at the wing attach point fittings. Yet, the corrosion was there! "We removed both wings and removed the inboard nose rib to gain access to the forward attach point rivets. I tapped the heads of the rivets with a punch and ham mer to see if any more rivets would fail. They did! Some of the rivets were just like brand new and others would come out in chunks. We found some bad rivets in every spar attach point. This airplane has spent most of its life in a dry climate and only has 1,800 hours' total time! "I drilled out all the rivets in the four wing attach point fittings so I could inspect the spar attach fittings for corrosion be tween the plates . There was a little corro sion on the parts but it was very minor. 'The spar rivets were replaced with AN 3 bolts washers and self-locking nuts as per 43 . 13 IA. I have turned in an FAA 337 form and a M & D report on the rivets."
88 in '88 For those Cessna 1201140 owners who want to get in on the Monticello, Iowa to Oshkosh in-trail flight, move now or you will regret it forever . The West Coast Cessna 1201140 Club reports that they have already sponsored a state-by-state practice session last June, and plans are in full swing for the big event. The Cessnas will muster at the Monticello, Iowa airport (MXO) on Thursday, July 28 and remain overnight for a 07:00 departure on Friday, July 29 .There will be a mandatory dress rehearsal briefing and in-trail flight on Thursday morning at Monticello. All prop erly registered pilots will be briefed and receive a copy of the Special 88 in '88 Oshkosh Arrival Procedure as well as a color-coded, N numbered parking pass. This pass is important because Oshkosh '87 was closed to incoming traffic at II :30 a.m on the opening Friday of the Convention . For further info, call co-chairmen Jack Cro nin 303/333-3000 or Jim Barker 415/581 7083 .
More Bax Seat Readers have been enjoying the adven tures and confessions of Gordon Baxter in Flying magazine since 1970. Many enjoyed his book, Bax Seat: Log ofa Pasture Pilot . Now there's more . More Bax Seat: New Logs of a Pasture Pilot has just been re leased by Tab Books in Blue Ridge Sum mit, Pennsylvania and features Bax 's latest adventures. Look for Bax himself at the EAA Oshkosh Convention. He can be iden tified by his steely eyes, sprightly step- and an armload of books.
Pioneer Airport Activity has increased his year at EAA ' s Pioneer Airport, adjacent to the Air Adven ture Museum . Several week-ends of flying have been scheduled to demonstrate the Museum's collection of airworthy aircraft including the Lincoln-Page PT-K, Stinson SM8-A, Cuby, Great Lakes, Meyers OTW and Ford Trimotor. It's quite a thrill to see these airplanes flying on a regular basis as well as the week-end static displays. Museum goers certainly enjoy the life that it gives the airport. In addition, the Horse less Carriage Club of America and the Early Ford V-8 club recently displayed their classic automobiles alongside the Museum's equally classic airplanes in an inspiring exhibition. In other Pioneer Airport news, Bauken Noack and Lloyd Toll are moving along on the Spirit of St. Louis replica and Gil Bo
deen has begun putting the wings together at Pioneer. Work on the airplane will con tinue as a workshop project through the Convention.
New Volunteer Winning the distance prize for volunteers is Brett Clowes, who has come to help out from Australia. Brett is an aircraft mechanic with Australian Airlines and wants to become more involved with his toric and sport aircraft. He will be in Osh kosh for about six months . We welcome Brett and look forward to his participation in Antique/Classic Division activities dur ing and after the Convention.
Historical video interviews Anyone with leads on pioneer aviators who may be interviewed at Oshkosh during this year's Convention should notify the Pioneer Aviation Video Committee . The goal is to capture aviation's historical people on tape for future generations . Inter view sessions during the Convention can be scheduled at the interviewee's conveni ence . If you know of someone whose avi ation legacy should be preserved, contact Bob Lumley, Willow Creek Road, Col gate, Wisconsin 53017, 414/255-68~2 .
Earlybird Bobcats Contrary to the notice in June ' s issue, The 50th Anniversary celebration of the Cessna T-50 "Bamboo Bomber" will be in 1989 rather than 1988. Contact John Lar son, founder of the Flying Bobcats, 3821 53rd Street SE, Auburn, Washington 98002, telephone 206/833-1068 for details .
Bartlesville Biplanes Charlie Harris, president of Antique/ Classic Chapter lOin Tulsa, Oklahoma re ports on the National Biplane Fly-in in Bartlesville. Charlie bubbled over with en thusiasm about the event and with good reason. The perfect weather coaxed 385 airplanes to the fly-in, including 124 bip lanes . Among the distinguished visitors was president and Chief Operating Officer of Phillips Petroleum , Glenn Cox . Cox is a veteran military pilot who hadn't been in a Stearman in 35 years when he came to last years fly-in . After a ride in a visiting Stear man, Cox fell right back into step. He re turned this year with a houseguest, an ex RAF Spitfire pilot who reported that he had the time of his life .
Retired Braniff pilot, Lee Abbott, 81 years young, trucked his 2/3 scale Curtiss Pusher replica up from Dallas . No wallflower, Lee flew the replica both days of the fly-in and was in the air when Phil lips's corporate Dassault FaJconjet touched down at the airport, making for an impres sive contrast in aeronautical technology. The annual "Dawn Patrol" took off at first light Saturday and the first of 48 bi planes, a Stearman, arrived in Coffeyville, Kansas at 6:30 a.m. The event was featured on the front page of the Independence , Kansas newspapers in a brilliant photo . Biplanes came to Bartlesville from Nevada, Montana, Texas, Louisiana, Florida, Georgia, Wisconsin, Minnesota and California as well as many closer states . Sounds like it was a humdinger. Congratulations to Charlie and everyone in volved in the planning and execution of the fly-in.
Welcome Home , Old Friend Cool, sunny weather greeted the large crowd assembled at the Rockford Museum Center and Midway Village in Rockford, Illinois to dedicate the new Hassel Aviation Gallery . On June 26 , we paid fitting tribute to one of aviation's true pioneers, Col. B.R.J . "Fish" Hassel, one of the first pilots to realize the northern route to Europe was the way of the future . In 1928 , Fish Hassel and his copilot , Shorty Cramer took off from Rockford , bound for Stockholm , Sweden . Their air craft, The Greater Rockford was a Stinson SM-I Detroiter powered by a Wright J-5 Whirlwind engine and modified with extra
fuel tanks . The aviators were forced to land on the Greenland Ice Cap after running out of fuel in poor weather. They survived a two-week ordeal in arctic conditions while walking close to 100 miles to the coast where they were rescued. Only an incredi ble will to survive sustained them . The Greater Rockford remained on the frozen ice cap for more than 40 years before being retrieved and returned to the United States in 1969. Through the generosity of Fish's wife, Mrs. Bert Hassel, the aircraft was deeded to the Rockford Museum Center and Midway Village in 1986. With a substantial commitment from the Sundstrand Foundation, the airplane was restored to its original 1928 form by noted aircraft rebuilder, Gar Williams (EAA 1416) of Naperville, Illinois and his assis tant, Michael Werner (EAA 258437) of Switzerland. The entire airplane was brought into the display room in pieces and carefully assembled to its original stature brightly painted in the yellow and blue col ors of the Swedish flag. To say the least, the Detroiter looks magnificant in its color ful surroundings that depict the details of its last flight. The entire education wing of the museum was donated by Harold and Gerda Carlson of Rockford, who are to be con gratulated for providing a fitting home to Rockford's most famous airplane. Perhaps the smiles and appreciative looks on the faces of the many members of the Hassel family, including four genera tions of Swedish lineage, told the entire story of this beautiful day. We all knew one thing for certain-Fish Hassel was with uS.-Norm Petersen .
Dear Mr. Petersen,
Dear Mr. Phelps,
I wish to write and thank you for the copy of THE VINTAGE AIRPLANE magazine. I appreciate the coverage you gave the Continental Luscombe Association . Feel free to use anything you feel would be newsworthy for your members, from "The Luscombe Courant. " In the future, I will be sending the "Courant" to you, since Gene Chase is or has retired. I have recently sent Gene the last "Courant," however, in case it has not been forwarded to your desk, I am en closing a copy for you . I hope you may find something interesting for reprint in THE VINTAGE AIRPLANE. After our 1988 "get together," I will do a story on it along with some photos, in hopes that you may find it newsworthy enough to print. Hoping you and yours have a won derful year in 1988.
Hey, you're playing a bit loose and easy with the facts in your article about the Besler steam-powered Travel Air in May's The Vintage Airplane. Con trary to your statement, Samuel P. Langley was not the founder of the Smithsonian Institution. That distinction must go to James Smithson whose idea it was and who provided the seed money by bequest. Dr. Langley was not even the first Secretary (C.E.O.) of the Smithsonian, for that chair was initially held by Joseph Henry. Better tighten up on your accuracy if THE VINTAGE AIRPLANE is to command the respect it deserves. This might seem a trivial thing. The pity is that a lot of younger fellows (and many of us oldsters too) believe every thing they read in your magazine. Now some will go around the rest of their life believing that Langley founded the Smithsonian. Part of the EAA mission is to educa tion, so let's do it right rather than dis seminate demonstrably false informa tion. No personal offense intended just keeping you honest!
Sincerely, Loren Bump President, Continental Luscombe As sociation 5736 Esmar Road Ceres, CA 95307
Cordially, Edward Peck Miles Airfield Route 2, Box 225-A Waddy, Kentucky 40076
Dear Norm , You are ever so kind to say those wonderful things about my work regard ing the Ryan cover, May 1988, on THE VINTAGE AIRPLANE. It was great to be remembered and dit could only come from a great human being like yourself. I will always re member your comments. Your story on your "Float Plane Odys sey" in May's Sport Aviation was magni ficent ; I'll be looking forward to more of that type of reporting accompanied by your excellent photography in the fu ture . Looking forward to seeing more of you fine work in EAA publications. Warmest regards, Ted Koston (EAA 44514, AlC 11215) 38 LeMoyne Parkway Oak Park, IL 60302
6 JULY 1988
Edward is correct. The Smithsonian In stitution ws founded by an act of Con gress in 1846. Smithson, who died in 1826, was an English chemist and minerologist who willed a substantial sum to found such an institution. Langley was its secretary from 1887 to 1906. ... ed.
Dear Mr. Phelps, I would like to make a correction in the May issue of THE VINTAGE AIRPLANE. The Classic award, Lake land Sun 'n Fun '88, Best Custom - 101 to 165 hp was Piper PA22-20 N2818P. I am no longer the owner of this aircraft. The new owner, Carol Ciavardone, 441 Lone Palm Drive, Lakeland, Florida
33801, purchased my plane at the end of the 1987 Sun 'n Fun Fly-In. The Piper J-3, N32957 is mine and I did receive the Reserve Grand Cham pion and Best Monoplane awards in the Antique Category. Sincerely, Barbara Ann Fidler 22401 North River Road Alva, FL 33920
Dear Mr. Phelps, In the June issue of The Vintage Air plane is the continuation of 'The Time Capsule". I hope this becomes a regular feature . It would be nice to know some thing about the original photographer if possible, especially Schrade Radtke . The little bit that I can add starts with the Abrams "Explorer". All pushers are noisy, but the Abrams was the king in this department. As a token of thanks for a few chores and errands that I did for Dr. Abrams, he allowed me to sit in the greenhouse for a few minutes; be lieve me, a few minutes were more than enough. I've never been in such a pres sure cooker in my life. The view was exceptional, but it was 80 degrees F. outside and it felt like 150 inside. The Chet Loose racer appears much larger than it was. In fact, it was just over waist high. The last sentence in the caption is not entirely correct. Just as a rule of thumb, all race planes of that era were unstable, and the smaller they got, the more unstable they be came . Nonetheless, they did fly them . Mr. Loose and George Dirkson brought this tiny speedster back to Cleveland in 1937 with the only visible changes being wheel pants and a new paint scheme. The little ones always seemed to develop gremlins at Cleveland and the Loose never could keep the engine cool enough to take off while I was at the airport so I never saw it in the air. Take care of yourself and best of every thing to all the good folks at HQ. Cordially, Ted Businger (EAA 9383, AlC 2333) Rte 2, Box 280 Willow Springs, Missouri.
CALENDAR OF EVENTS
JULY 8-10 -16th Annual Taylorcraft Fly-In/Reun ion at Barber Airport, three miles north of Al liance. Food, fellowship and flying. Chat with the people who built your Taylorcraft. Contact: Bruce Bixler, 2161823-9748 . JULY 9-10 - CELINA, OHIO - 4th Annual North west Ohio Stearman FLy-In, Lakefield Airport. Contact: Jim or Allison Zimmerman, 419/268 2902. JULY 9-10 - NORTH BEND, OREGON - 1988 North Bend Air Show at North Bend Municipal Airport. Major air show performers, civilian and military displays and fly-bys. Contact: North Bend Air Show, 1321-D Airport Way, North Bend, OR 97459, 5031756-1723. JULY 10 - WILLIAMS, ARIZONA - 3rd Annual Fly-In Breakfast at Williams Municipal Airport. Sponsored by EM Chapter 856. Awards and displays. Contact: Larry Ely, 602/635-2978 or 2151. JULY 16-17 - DELAWARE, OHIO - EM Chap ter 9 Fly-In at Delaware Municipal Airport. Exhibitors welcome. Live music Saturday night. Breakfast Saturday and Sunday. Contact: 614/ 895-7133 or 885-6502. JULY 16-17 - LOMPAC, CALIFORNIA - Annual Cub Club Fly-In and Dance. Contact: 8051736 3579. JULY 16-17 - SCHENECTADY, NEW YORK Northeast Flight '88 Air show at Schenectady County Airport, sponsored by American Red Cross and Empire State Aerosciences Museum. Contact: Steve Israel, 518/382-0041 , Northeast Flight '88, 419 Mohawk Mall, Schenectady, NY 12304. JULY 17-22 - FAIRBANKS, ALASKA - Interna tional Cessna 170 Association Convention at Fairbanks International Airport. Convention site: Sophie Station Motel. Contact: Convention Chairmen, Rick and Cheryl Schikora, 1919 Lat hrop, Drawer 17, Fairbanks, AK 99701, 907/ 456-1566 (work), or 907/488-1724 (home) . Re member the time difference. JULY 21-22- DAYTON, OHIO- Daylon Air and Trade Show at Daylon International Airport. Contact: Rajean Campbell, 513/898-5901. JULY 22-24 - COFFEYVILLE, KANSAS - Funk Aircraft Owners Reunion. Contact: Ray Pahls, 12724 E. Ashbury Circle, Apt. U-l04, Aurora, CO 80014, 303/695-4983. JULY 23 - HENNING, MINNESOTA - Henning Northwestern Aero Club Fly-In and Regional
Cub Club Convention at Steuart Field, Henning Municipal Airport. Warbirds, antiques, classics, ultralights. Contact: Bill Goepferd, 218/583 2933 or 583-4187. JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual International EM Convention and Sport Aviation Exhibition at Wittman Field. Contact: John Burton, EM Headquarters, Wittman Airfield , Oshkosh, WI 54903-3086. AUGUST 7 - BELOIT, WISCONSIN - Fly-In breakfast at Beloit Airport, sponsored by Stateline Flying Club and the Beloit Airport. Ca tered by International House of Pancakes. AUGUST 20 - WINTER HAVEN, FLORIDA Florida Sport Aviation Antique and Classic As sociation, EM AlC Chapter 1 Fly-In at Gilbert Field Municipal. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801 , 813/ 665-5572. AUGUST 21 - BROOKFIELD, WISCONSIN EM AlC Chapter 11 Ice Cream Social and Air craft Display at Capitol Airport, noon to 5:00 p.m. Contact: George Meade, 414/962-2428. MANKATO, MINNESOTA AUGUST 21 Chapter 642 Fly-In Breakfast and Swap Meet at Mankato Municipal Airort. Contact: Ken, 507/ 387-2582. AUGUST 26-28 - SUSSEX, NEW JERSEY Sussex Air Show '88. Contact: Paul G. Styger, Airport Manager, P.O. Box 311, Sussex, New Jersey 07461, 201 /875-9919. AUGUST 27-28 - WATKINS, COLORADO BalioonfestiEM Chapter 660 Air Show. Con tact: 3031751-1981 . SEPTEMBER 3-4 - GEORGETOWN, CALIFOR NIA Gathering of Taildraggers at Georgetown Municipal Airport. Contact: P. O. Box 1438, Georgetown, California, call (days) 916/677-9009, (eves) 916/333-1343. SEPTEMBER 9-11 - DENVER, COLORADO Twin Beech Association 1st Annual fly-in meet ing at Centennial Airport. Contact: Twin Beech Association, P. O. Box 8186, Fountain Valley, CA 92728-8186. SEPTEMBER 10 - JENNINGS, LOUISIANA Southwest Louisiana Fly-In, Sponsored by EM Chatpers 529 and 541 . Trophies. Louisiana Championship Fly-in Series Event NO.3. Contact: Bill Anderson, 211 Bruce Street, Lafayette, LA 70533,318/984-9746. SEPTEMBER 10-11 - MARION, OHIO - 23rd Annual MERFI EM Fly-In. Camping on airport
grounds. Contact: Lou Lindeman, 3840 CLov erdal Road, Medway, OH 45341. , 513/849 9455. SEPTEMBER 10-11 - GREELEY, COLORADO - Rocky Mountain Regional Fly-In. Sponsored by Colorado State EM Chapter. Contact: 303/ 798-6086 or 3031751-1981 . SEPTEMBER 16-18 JACKSONVILLE, IL LINOIS - 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Air port. Seminars, fly-outs, contests. Camping at field. Contact: Loran Nordgren, 815/469-9100, 4 West Nebraska, Frankfort, IL 60423. SEPTEMBER 17-18 - MERCEDES, BUENOS AIRES, ARGENTINA - EM AlC Chapter 12 aerial spring picnic. Contact: Abel Debock, C.C. 275, 2930 San Pedro, Argentina, phone 0329-24307. SEPTEMBER 30-0CTOBER 1 CAMDEN, SOUTH CAROLINA - Annual EM AlC Chap ter 3 Fall Fly-in for antique and classic aerop lanes. Trophies, major speaker, vintage airplane films. At Woodward Field. HQ Holiday Inn, Lugoff, SC. Contact: R. Bottom, Jr., 103 Powhatan Pkwy., Hampton, VA 23661. OCTOBER 1-2 - PINEVILLE, LOUISIANA - 3rd Annual Louisiana EM Convention, sponsored by EM Chapters 614 and 836. Trophies, ban quet, camping. Final Louisiana Championship Series Event. Contact: Jim Alexander, 2950 Highway 28W, Boyce, LA 71409, 3181793 4245. 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 As sociation, EM AlC Chapter 1 Fly-In at Thomasville Municipal Airport. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801,813/665-5572. OCTOBER 7-9 - TAHLEQUAH , OKLAHOMA 31st Annual Tulsa Fly-In. Contact: Charlie Har ris, 3933 S. Peoria, Tulsa, OK 74105, 9181742 7311. OCTOBER 7-9 - TAHLEQUAH, OKLAHOMA 8th Annual National Bucker Fly-In. Contact: Frank Price, Route I , Box 419, Moody, TX 76557,817/853-2008 . •
VINTAGE AIRPLANE 7
by Dennis Parks Library/Archives Director
CLAUDE GRAHAM-WHITE Claude Grahame-White probably did more than anyone else in England to stimulate interest in flying during its early years . Through his books and vis its to the United States he also helped to promote it here. In 1909 turning from his interest in motoring, he learned to fly as one of Bleriot's first students. He then pur chased a two-seat Bleriot and opened a flying school at Pau in France . Many English students learned to fly there. In the autumn of 1910 he came to the United States and participated in many races and demonstrations using a Bleriot and a Farman. In September of the year at the Harvard Aeronautical Society meet he won the race around the Boston Light in a Bleriot monop lane. He made the overwater trip of 33 miles in 34 minutes, for which he won a prize of $10,000. In October at Belmont Park on Long Island he won the race from the park to the Statue of Liberty and back, again winning $10,000. Later during the Gordon Bennett contest he won over a 62-mile course flying a 14 cylin der, 100 hp Bleriot. Grahame-White also made the head line of papers when he landed a Farman biplane on the street alongside the White House where he visited with President Taft. Upon hi s return to England he inau gurated a flying school at Hendon and also returned to the manufacture of air craft which he had started in 1910. He continued to set records in Eng land including the first night flight with lights and in 1913 one of his planes set a world's record , carrying nine passen gers aloft. In 1911 Grahame-White started to produce a series of aviation books . His first , written with Harry Harper, was
THE AEROPLANE; PAST, PRE SENT AND FUTURE published in London by T. Werner Laurie .
8 JULY 1988
This 319-page book gave a survey of aviation as it stood in 1911. Its 14 chapters included contributions from others in the field and contained early history, a list of over 700 airman, an analysis of fatalities (in 1911 he de clared that airplanes were as safe as the motorcar), a section on human fac tors, engines and a chapter on the fu ture of flight. The first section of the book, written by a member of the Aero Club of Fr ance, recounts his experiences watch ing early aviators including Wilbur Wright, Santos Dumont, Bleriot and Henry Farman . His recollections pro vide insight not available in history books. Among his tales is that of Wilbur Wright on December 16,1908 not being able to attempt to set a record because someone had poured alcohol
in his tank instead of gasoline . Seeing that some spectators had come to see him fly , that afternoon after having drained and refilled the tank , Wilbur flew some demonstration flights. The author was able to examine the flyer after the demonstrations and re marked on its condition: "What struck me most was the appa rently simple mechanism, the crude ness of the materials employed in its construction, and the rough and ready way in which they had been put to gether. "1 h'ad alway taken it as a sine qua non that the surfaces of the plane should be absolutely airproof to ensure resistance, but that this idea was fal lacy was proved by a rent in the under plane, large enough to put your hand through.'" In the chapter on aeroplane flights
and records Grahame-White stated: "Nothing has illustrated the progress of the aeroplane more than the growth in the number and the importance of cross-country flights. In the early days of aeroplaning, before they were confi dent in their motors, their machines , and in their own skill, airmen were content to fly around the aerodromes, close to the ground. "But, as soon as motors were im proved, machines were made more practical, and pilots gained confidence by flying at heights of 1,000 feet and more , a regular series of cross-country flights were instituted, culminating in aerial journeys across country of many hours' duration, carried out at heights of 2 ,000 and 3,000 feet, and at speeds in excess to those of express trains." Progress in distance flown had grown from Santos Dumont's 235 yards in 1906 to a flight by Tabuteau in 1910 of 365 miles. Duration of flights increased from Orville Wright's 38 minutes in 1905 to the eight-hour, 35-minute flight by Tabuteau in 1910. A listing and description of notable cross country flights showed that flights of 100 miles were becoming a
Claude Grahame-White visiting with President Taft.
regular occurrence in 1910. The third chapter of the book deals with the world's airmen provides short biographies of over 700 pilots. Amer ican pilots listed included the Wrights , Glenn Curtiss, Walter Brookings and Charles Willard . The largest number of pilots at this time (March 1911) were from France with 387 listed . The next largest group was British , 128 in number. The United States had 31 listed. The pilots listed flew 729 aircraft, 361 biplanes and 302 monoplanes. The
most popular airplane flown at the time was the Bleriot monoplane with 158 listed. Next was the H . Farman biplane with 135 being operated .There were 13 Curtiss machines on the list. In Section VII Louis Bleriot, world famous pilot and constructor, dis cussed the airplane both as a pleasure craft and also as a regular passenger carrying craft. Bleriot saw that aerial travel had a most promising future : "Cheapness, safety, great speed! Does mankind want more, particularly seeing that there is no more exhilarat ing way of getting from place to place than a journey through the air? "One cannot, indeed, lay too much emphasis upon the delights of aerial travel. The man who drives the finest motor-car obtainable along the roads of today does not enjoy a tithe of the pleasures of a man who steers an aeroplane in a swift flight across coun try . "There is in flying, indeed , a sense of power and conquest very hard to describe . But of this I am confident, when a suitable machine can be put before him, the motorist , however ar dent , will forsake the road for the joys of the air.".
---------BOOKREWEW--------~ - - - - - - by Gene R. C h a s e - - - - -
THE LUSCOMBE STORY by John C. Swick. Published by the Sun Shine House, 1987. 216 pages, 190 photographs plus 62 full-page de tailed and three-view drawings. Most of us who love vintage airplanes enjoy seeing, touching and watching them fly . The most fortunate among us even own and fly them . One other trait common to each of us, how ever, is that we like to read about them. The Luscombe Story is well researched and equally well written by author Swick . It reads easi ly describing the successes and failures of Don A. Lus combe as he developed the plane of his dreams . This would be an all-metal air craft that would set the standard for light aircraft for years to come. Don Luscombe developed the
Monocoupe in 1927 and stayed with that company for six years before leav ing to start his own company. The first plane to bear his name was the Model 1 "Phantom. " This beautiful, high per formance aircraft made its first flight in August, 1934 and was followed by other designs including the Models 4, 50 and 8. The author compares Lus combe production figures following World War II with those of other light planes of the period and the numbers are mind boggling when compared with the meager output of today. This book contains many factory photos showing the various models under construction and in completed form . Also included are several pages of beautiful three-view drawings of production models plus some which reached only the concept stage. You'll
be surprised at some of the latter, for example the Luscombe "Ghost," "Spectre," "Harpie," Sprite," etc. Of added interest are excerpts from fac tory brochures, magazines and news papers ads and magazine articles of the day. Also shown are production and shipment figures from 1934 to 1960. Anyone involved inthe authentic re storation of a Luscombe or contemplat ing doing so should have this book as it contains much detail regarding paint ' designs and colors as related to serial numbers. The Luscombe Story is a highly recommended addition to any aviation buff's library and one you will thoroughly enjoy reading. Order from the SunShine House, P. O. Box 2065, Terre Haute, IN 47802 for $29 .95 plus $2.50 postage and handling .• VINTAGE AIRPLANE 9
WELCOME NEW MEMBERS
The following is a listing of new. members who have joined the EAA Antique/Classic Division (through December 15, 1987).
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. Lee, Kevin P.
Beulah, North Dakota
Park, Seung Flushing, New York
Layner, Robert E.
Lines, Adrian C.
Livingston, Robert W.
Reed, Leonard H.
Pleasant Hill, California
Ruedlg, Philip J.
De Pere, Wisconsin
Sargent, D. W.
Haines City, Florida
Andersen, Knud Hartvlg
Anderson Jr., John C.
Bay City, Michigan
Baxter, Ralph A.
Rolling Hills Estates, California
Belk, Roy D.
Matthews, North Carolina
Benis, Leslie J.
Playa Del Rey, California
Blaney, Richard M.
Brautigam, John G.
Coram, New York
Flood, Brian J.
Fuller Jr., Henry
Gibson, Billy L.
Farmingdale, New Jersey
Green, Thomas L.
Lake Minchumina, Alaska
Haerer, James W.
Lehigh Acres, Florida
Halpin, James E.
Hopewell Junction, New York
Brimmer, Joseph P.
Martin, Owen J.
Schultz, John W.
Espanola, New Mexico
Brown, James E.
Harding, Jonathan B.
Rochester, New York
McCall, Fred M.
Schulz, Gary E.
Burkett, Frank G.
Hlnterber~, John C.
West Ben , Wisconsin
McClain, Gene A.
Burney, Andrew G.
Charleston, South Carolina
Holcomb, W. E.
Fort Lauderdale, Florida
McGrath Jr., William F.
Smith, John Douglas
Vienna, West Virginia
Carroll Jr., John A.
Smith, T. Gunter
Chamberlain, Floyd F.
Bowling Green, Ohio
Chandler, Charles R.
Clmarolli, David Peter
Vero Beach, Florida
Hutchinson, Philip L.
Clarke, Wallace R.
Little Rock, Arkansas
Corcoran, Leo J.
Scotts Valley, California
Santa Paula, California
Cotten, C. A.
Durham, North Carolina
Mountain View, California
Crabtree, Glenn E.
Jury, Bud E.
Crites, Kenneth R.
Kendall, George A.
Crites, Rodney L.
APO San Francisco
Klaser, Kenton E.
Elk Grove, California
Dahl, Robert M.
Walnut Creek, California
Klmmerly, John W.
Mt. Clemens, Michigan
Plesant Hill, Oregon
Kimzey, Charles W.
Demoruelle, L. P.
Ville Platte, Louisiana
Lama, Luciano L.
Ithaca, New York
Nelson, Paul C.
Wolcott, Kent E.
Devney III, Clarence W.
Woodworth, Dexter B.
Santa Cruz, California
Dougherty, Robert E.
Larson, Timothy Wayne
Olenik, Gerald J.
East Orwell, Ohio
Wright, John R.
Doyle, James M.
Wurst, H. R.
Cary, North Carolina
Le Maire, Peter
10 JULY 1988
Winnipeg, anitoba, Canada
Means, Richard Kevin
Me'6er, V. C.
AP New York
Miller, James W.
Waxhaw, North Carolina
Mineo, Jacqueline F.
North Bellmore, New York
Moore, Chester M.
Moynahan, Philip D. Redwood Valley, California Mullens, Jim R.
. Murray, Harry E. Plaquemine, Louisiana Murray, Kevin
Schrock, Clifford B.
Sweet, Warner R.
Charlestown, Rhode Island
Tappan, Jerry R.
San Diego, California
Thomas Jr., Gordon L.
Turner, Howard V.
Watkins, John A.
Kill Devil Hills, North Carolina
Watts, Steven L.
Mt. Vernon, Illinois
Wilkinson, George J.
WIlliams, Paul A.
A Book Of Heroes
By Art Morgan and Bob Brauer Candi and George Daubner came to us at the 1987 Convention and asked, "You guys don't need any help, do you?" Well after Gloria Beecroft and Ray Olcon stopped laughing, Candi and George were put to work. They told me later that they thought they had experienced all of Oshkosh. They found that the true feeling can only be gained by working as a volunteer. And so they did. The enthusiasm that these two have felt did not stop with the end of the Convention. I see them every week and they are always talking up their experience from last year. Read their story. It's about falling in love. ... An Morgan It all staned in the summer of 1981 when a good friend (now my husband) offered me my fIrst airplane ride in his company 's plane, a Cessna 340. There was hardly a cloud in the sky except for a few of the real thin kind that look like steam from a boiling pot. Soon we were just above them around 2,500 feet. How beautiful , how peaceful and free it is up here, 1 thought. One week later we went flying again - in a different airplane. This one had two sets of wings, a wheel on the tail and we sat one behind the other. But even more interesting, it had no top, no roof. My friend strapped me in, gave me a funny little hat and explained the "stick." 1 listened carefully to everything he said but was still concerned. It just didn' t seem right with no steering wheel. Soon we were airborne. What an incredible feeling! Wind in your face, sun shining on your shoulders, sights to put even a king in awe. We must have been flying for an hour be fore we landed. 1 even had the chance to take the stick. As we climbed out of the plane, 1 couldn't believe it was over. As I turned to ask what type of plane this magnifIcent machine was, 1 noticed it's huge engine. To tally exposed. 1 was proudly informed, "That's a Stearman!" My only reply, "I want to do this myself." So 1 was ready to stan my flying lessons and more important, my love of aviation. That same year I received my fIrst exposure to the largest event of the summer, EAA Osh kosh . (I haven't missed a year since .) My husband had been attending this event for sev eral years and he knew exactly what to show me. Our fIrst stop, the Classics area. Then on to the homebuilts, the warbirds and the Fly Market. The best was saved for last, the An tique area. Of course, 1 wanted to see every Stearman there and did. More than once. Now, every year since then, that's our sum mer vacation and just like hundreds and thousands of others, we move in our camping
equipment to stay as long as we can . Well, 1987 was more than a celebration of a fIve-year anniversary camping with the same three families - it was our fIrst year as volunteers . I'm not sure why we had never volunteered before, except I guess we always thought they had plenty of people willing to volunteer. How wrong we were. On Thursday before opening day of the 1987 Oshkosh EAA Convention, the grounds were hustling with thousands of people. My husband and I made up our beds , did the lunch dishes and journeyed off with smiles on our faces, a song in our heans and a skip in our step to sign up for our fIrst day as "volun teers. " Front and center at the Antique volunteer booth, we promptly introduced ourselves and said, "Bob Lumley and Art Morga'l said you could put us to work." You should have seen Gloria Beecroft's and Ray Olcott' s faces as they both began to laugh At this moment 1 wondered what we were getting ourselves into! They were both terrifIc! As Gloria made out our name tags (quickly, as if completion of them meant there was no turning back) Ray asked when we wanted to work and explained what was required to eam a patch . Before we even knew what was happening, we were fIt ted with our vests and name tags. From here we were sent to Antique Point for our training and assignments. 1 was proud and frightened all at the same time. 1 had never done anything like this before and honestly, wasn't sure ifI was in over my head. Well , it didn 't take long for these feelings to disappear. The training we received before being put in our desig nated areas was thorough and complete. The fIrst day was relatively easy. We hand led crowd security as planes moved across the roadway to perform in the air show . I must admit it Wa! hardly like work. However, 1 think they assign that job to fIrst-timers, so they'll come back the next day. Friday, even more enthusiastic than Thursday, we ventured out earlier. It was barely 10:30 a.m. and we'd been up for several hours (awakened by the music of the arrival and depanure of various planes), when we arrived at the booth only to fInd out that they were a bit shorthanded . We were immediately put to work. By 12:30, it was 90 degrees and climbing, which is okay because I'm a bit insane and love the heat anyway , and 1 couldn' t heIp but feel a little sorry for the others who had been on duty since the early hours of the morning . By 3:00, even 1 was glad to see "Operation Thirst." To all the fIeld volunteers, this is the Red Cross, offering food and beverages to a hungry, tired mob. At 6:00 I went off duty and yes, 1 was tired. The thought of returning to my campsite to relax, meet our fellow campers and await dinner was the only thing that kept me going
It's a good thing that we camp with other aviation "nuts" because I was so excited about everything 1 had leamed and done, I think I talked their ears off. Saturday brought a whole new day of en counters . My husband couldn't work due to some problems with the camping equipment, so 1 showed up at 9:00 a.m. and planned to meet him later at 1:00 for lunch at the campsite. Needless to say, 1 didn't make lunch. You really think I would pass up a chance to park a DC-3? All the time, 1 had been keeping a close eye on the other volunteers and what they were doing so I could leam from them. Then my chance arrived. They had no one to work Point and we were being bombarded with arri v31s. Though I had not yet received my certifI cation to work there, they sent me anyway. 1 was surprised at how comfortable I felt and how much 1 had learned by watching the others. Sunday was the big day. Lots of show planes were going out to perform, crowds at the max and volunteers were at a high volume. This was the day that all the volunteers really shined, vets as well as new comers. It's no wonder with watching all the spectators snapping pictures, grinning from ear to ear an hearing all the oohs and aahhs. Two more days of the long, hot hours and it was time for me to return to reality. At that time, I thought, "not a moment too soon ." As we said our farewells to our camping panners , we made our plans for Oshkosh '88 . On Friday, the fInal day of the show, I flew back up with a friend to help disassemble our campsite. As we made our approach, 1 saw where all the planes had been parked, many of which I had handled on Point. A tear came to my eye. This was the fIrst time 1 realized it was over. We landed and taxied to his campsite, which was as bare as the parking area. Now it was fInal! I had to wait a whole 51 weeks for this incredible feeling again . 1 wasn't sure 1 could make it until then and another tear came to my eye. Now, I'm count ing the days to Oshkosh ' 88! We have decided that one week a year isn't enough and have gotten involved with the An tique/Classic Division year 'round, looking forward to hard work, enjoyment and involve ment as well as our continued plans to stay and become more involved with EAA Osh kosh. This year we have committed ourselves. That is to say, we committed to Oshkosh '88 for two full weeks of hard work and FUN! Sure hope to see all of you there. And if any of you are interested in volunteering, be sure to check in with us. We promise you an ex perience you will never forget. •
VINTAGE AIRPLANE 11
The Private Flying Boom
(Excerpts from Fortune Magazine, With more than a million passengers expect 1937's figures to run anywhere August, 1937.) using the airlines last year, it was in from 25 to 50 percent over those for evitable that private flying should begin to develop in its own right; that the confidence thus ingrained in people who flew unquestioningly behind another man should tempt some of them to try to learn to fly planes of their own. For this, after all, is the ideal and proper expression of private flying, as the rest of the aviation indus try sees it. Evidently this is what is already be ginning to happen . Over the last year or so private flying has taken a big jump forward. Some 34,000 persons already hold student pennits, which is 12JULY 1988
the first step toward learning to fly, a gain of 26 percent over this time last year. And far more people are buying planes . Approximately 1,400 airplanes costing nearly $9,700,000 (including an estimated $3,000,000 for engines) went into non-scheduled flying during 1936, an increase of about 52 percent in unit and about $4,400,000 in worth over the previous year. This year, with production booming and unfilled or ders piling up faster than they can tum out ships, the manufacturers specializ ing in this end of the aircraft business
1936; or, using the first estimate as conservative, approximately 1,800 airplanes worth $12,000,000. And in light of this the airplane builders are reassuring themselves that private fly ing has perhaps recaptured a future after all. In what is generally spoken of as the $1,500 range, you have a choice of about a dozen types of airplanes, the most popular of which are Taylor Cub, Aeronca, Taylorcraft, Arrow Sport, and Porterfield Zephyr, which seat two, have a top speed approaching 90 miles per hour, and a cruising range in
the neighborhood of 200 miles. They are so easy to handle that a duffer can solo them after five hours' instruction . These are the fastest-selling planes in the U.S . Last year they accounted for two-thirds of the aircraft industry's unit production for domestic civil use. The Taylor Cub is tumbling off the production line at the rate of 25 a week, the Aeronca at the rate of 22, and the Taylorcraft at the rate of 12. Mr. William T . Piper, the affable ex oil man who owns and runs Taylor Air craft Co. , which makes the Cub, is talking of selling 1,000 planes this year, in spite of a fire that ruined his plant in the spring. If he does, he will be the first manufacturer in the world to approach that volume. The light plane is, in a manner of speaking, the poor man's airplane . Those who want more in the way of speed and capacity than the light planes offer, and are able to pay for these things, will shop among the Fairchilds, Wacos, and Stinsons, which cost from about $5,300 to $16,300 . Beechcraft packages a private ship that cruise at 235 miles per hour, faster even than the transports. Then there are the flying yachts. Colonel Robert R. McCor mick, E. R. Harriman and Marshall Field have recently ordered $47,000 twin-engine Grumman amphibians which seat six, fly at over 170 miles per hour and have a range of 1,000 miles.
LEARNING TO FLY At the airport 5 or 15 or 25 miles outside of your city, you may have ob served little airplanes taking off, circl ing the field, landing - taking off, landing with a bump - taking off to try again. The purpose is to learn highly skilled reactions which our an cestors would have thought beyond the reach of flesh and blood. Indeed, to our ancestors, the driving of an au tomobile at 60 or 70 miles an hour along the ground might have seemed a more highly skilled act than flying through the air like birds, the latter possibility having tantalized their imaginations for ages. And theoreti cally they would have been right. Guiding an airplane through the air is so much simpler than guiding an au tomobile over the road that even you and I can handle the controls, it would seem, by instinct. The airplane is one of man's simplest mechanical inven tions; it becomes complicated only when you seek to do something practi cal with it - take off, land, or find your way across the country.
Whether you eventually become a flyer or not, the experiences of your early lessons will not easily be forgot ten , and will moreover teach you a lot about yourself that you never knew. Your progress will be accented by cer tain highlights . Your instructor's first act is to fish into a drawer full of swe aty helmets, produce one your size, to gether with a pair of goggles, and bun dle you into a jacket. Very self-con scious, and hoping that no one will mistake you for some great flier simi larly helmeted and goggled, you fol low him out to "the line ." There will be that first explanation given on the ground beside your Fleet biplane with the instructor using ges tures that are somehow extremely de scriptive of the action of a plane through the air. There are, you gather, three primary controls and you now climb into the rear cockpit to learn their functions. This stick between your knees, with its fore and aft as well as lateral action , controls the elevators that make the plane go up and down and the ailerons that cause it to bank to one side or the other. These pedals on the floor control the rudder - push the right pedal and the plane will turn to the right. But you can't turn an airplane with the rudder alone. You must bank at the same time, just as a racing car must be banked on a turn, for otherwise the plane will skid side ways , lose flying speed , and begin to fall out of control . Finally, there is this hand throttle at your left. That's about all. No brakes, no clutch, no gears. Utter and irreducible simplicity . If it happens to be your first ride in an open-cockpit ship, you won't have a very clear impression of what is going on the first time around the field. The tightly-fitting helmet and goggles, the roar of the engine, the screaming of the wires, the invisible unsteadiness of the medium through which you are riding, all distract your attention . You have stepped into another world, a world of noises and strange forces, in which your arms and legs and eyes and ears have vague and uncertain reac tions. The only part of your anatomy by which you can become familiar with this world - as you will learn - is the seat of your pants . All true fliers fly by it. Nevertheless, you do as you are told as conscientiously as possible. Your instructor is in the front cockpit with controls duplicating yours and has told you to keep your hand on the stick to see what he is doing. One of his favor ite tricks is to let go of the controls
without your knowledge, to see if you are making the proper corrections in stinctively . Many do so on their first ride, particularly youngsters. In the early days of flying one used to hear of students' "freezing" to the controls from fright, clutching them with such rigidity that the instructor could not move them; and on these occasions the student had to be knocked out with a fire extinguisher, or whatever else was handy. This form of hysteria is seldom encountered today because a new gen eration has lost much of its fear of the air, and because great pains are taken not to frighten the student - to lead him into the art imperceptibly. Even so, your first efforts are apt to be jerky and nervous; you will "over control," moving the stick too far and too suddenly . The wing will con sequently tip from side to side in an alarming way, and when you want to put the nose down a little you will in advertently push it into what seems like a sickening dive . The controls of a small modern airplane are more sensi tive than you could have imagined be fore laying your fingers upon them. But as you come to understand this, your motions become smoother, you lean into your banks instead of fighting them, you even begin to look intelli gently at the ground below. Since con versation is impossible, your instructor corrects you by signaling with his hand. Occasionally, he may use a Gos port helmet, which provides a one-way speaking tube - from him to you. There is no way for you to communi cate with him . Those first early flights in the new medium are not apt to be forgotten, but you have ahead of you two experi ences that will overshadow them for ever. You have learned how to take off and hold her nose in a straight line. And by dint of taking trip after trip around the field you have learned something about landing. You have made some headway in solving the great, intangible problem of the approach, that is, of judging your altitude, your distance from the edge of the field, the velocity of the wind, and the buoyancy of the air (which varies from day to day with the barometer) in such a way as to en able you to shut off the engine at some spot in the air and glide accurately to a landing near some predetermined spot on the ground. If you are not quite sure of your judgment in the approach, you are comforted by the presence of the instructor. If you should be over shooting the field, and fail to recognize the fact, he would quickly give you the VINTAGE AIRPLANE 13
signal to sideslip; and if you should be inadvertently undershooting, he would tell you to put on the power. But one day , at the end of your conventional half hour, and always when you are least expecting it, since he has been nagging you more than usual, your in structor climbs out of the ship and says simply, "Take it away. I'll be wait ing." After having suppressed your im mediate inclination to refuse, there isn't any time to be scared. Not, at any rate, until the business of the take off is finished, and your wheels have left the ground . Then as you climb over the edge of the field, amazed at the buoyancy of the ship with only one person in it, you have time to realize where you are, and like as not will ex perience a peculiar desire to retract this rash thing that you have done . But it is of course altogether too late. You have taken part in an irreversible pro cess and will never again feel the firm earth beneath your feet until you have climbed up, and toured the field, and swung into the wind, and judged your approach, and landed. All of which you will do successfully. You will not again experience the equivalent of your first solo until a much later stage in your aerial educa tion. After you have learned to make a spot landing and do various maneuv ers such as steep turns and figure eights, and take the ship in and out of tail spins - indeed, maybe after you have won your private license - you will take your first solo cross-country flight. You will deliberately leave the field behind you and all the familiar landmarks that have come to mean home, and you will set forth to find a spot somewhere over the horizon. If you don't find it you will be lost; and if you are lost, you will run out of gas and have to come down on what you can find. To save you from this perhaps fatal eventuality, you have only a compass, a map and your head; and when you have accomplished the feat successfully you are really begin ning to fly. But between successful fly ing around an airport and successful solo flying overland there may be a gap of 50 or a 100 hours, many of them dual (since you need further in struction in cross-country flying).How much time and money you want to put into this higher education is entirely up to you , but the more you put in the better flier you will be . You will prac tice forced landings. You will learn to navigate shrewdly by dead reckoning. You will learn advanced meteorology . 14 JULY 1988
You will learn night flying. And if you are a real aviation enthusiast, you will learn the rudiments of instrument and radio flight. There is a whole hierarchy of licenses - amateur, private, limited commercial, transport - to designate your ability at these things . But even if you should become a pilot on an air line and fly a million miles you would never really master them all. Learning to fly has not only become simpler, but also cheaper, at some schools, running as low as $7 an hour. As to landing fields, these have in creased from around 1,500 to over 2,300 since 1929, the U.S. Govern ment alone spending or allocating nearly $120 million for the building of new fields and the improvement of old ones. This has greatly widened the use fulness of the private plane. And on the score of safety no buyer need worry about the structural integrity of his
"Your instructor climbs out of the ship and says, simply, 'Take it away. I'll be waiting.' "
airplane . The Department of Com merce watches out for that. Every type of plane produced for sale comes up before the Department engineers who check blueprints , test structural parts with sandbag weights, and flight test the plane for flying characteristics . The ATC (Approved Type Certificate) sig nified by the NC prefix to the license number on the wing is your guarantee against shoddy materials, poor aerodynamic design, or structural frail ties . To be sure, the foolproof plane, one that will prove superior to pilot error (which accounts for most private flying crashes, as in scheduled airline opera tions), does not exist, nor will it ever exist, any more than the foolproof au tomobile. Some believe that the Stear man-Hammond holds a brilliant prom ise . Its tricycle landing gear, with a single wheel under the nose instead of
the conventional tail skid makes for easier take off since the tail is kept cocked in flying position and, in the event of an ill-judged landing, tends to fend off the bounce that might throw the airplane out of control. But whether this arrangement is widely adopted or not the fact remains that private ships have had excellent accident records. Because statistics re lating to this kind of flying are grouped by the Department of Commerce under "Miscellaneous Flying," it is difficult to quote exact figures; but it appears that during the years 1935 and 1936 well under 200 persons were killed in what the government calls "pleasure flying" and less than 150 in instruction flying . Considering the lack of uniform training (only 20 of the hundreds of flying schools are approved by the gov ernment) the number of old planes still in use, and the fact that private pilots have no dispatchers to hold them on the ground when weather is unfavora ble, the record is surprisingly good. But all this notwithstanding, and de spite the growing clatter in the sky and the gusto of private fliers more fanati cal than fly fisherman, private flying still remains a small proposition. At the end of last year, the total number of planes in miscellaneous flying was about 8,800. Miles flown, one of avi ation's own yardsticks, testify to pri vate flying's small-fry dimension. Al lowing it a conservative 30 percent of the 93,320,000 miles logged in the miscellany of taxi, exhibition, charter and test flying, aerial advertising , crop-dusting, and other nonscheduled air travel in which the government groups it, the total figure comes to about 28 million miles for 1936. To weigh that figure against the mileage amassed in scheduled commecial fly ing is manifestly unfair, the two forms being so utterly different; but there are no other like criteria. Last year U.S. airliners (exclusive of foreign exten sions) flew 63,780,000 miles. A thoughtful student, heeding the great increase in air travel, might well ponder what has kept people from passing from the passive role of pass enger to the active role of pilot owner. A common explanation is to blame the airplane manufacturers for not making more of a to-do over private flying . Few people, it is argued, have more than a faint idea of what a private plane looks like, or what one will do. There is no showroom in town where a pros pect might look over a plane as he looks over an automobile, no plane drawn up before a neighbor's door to
rouse his curiosity. And the sight of one flying 2,000 feet overhead, which is as close as many people ever get, is hardly a seductive sales argument. As far as it goes that is a cogent argument. But it definitely does not go far enough. Buried in the Department of Commerce's columns of statistics relating to private pilots is still another clue. From the beginning of 1934 to the end of 1936 the government issued student permits to approximately 44,000 men and women. During the same period the number in the higher grades of amateur and private pilots in creased by only 3,300 to a total of 7,800, although the smallness of the gain can be partly attributed to the fact that many pilots in the latter categories had meanwhile graduated to transport pilot. What happened to the beginners who represent the crux of the matter, is this; of the 44,000 who actually started to learn to fly, approximately 17 ,000 dropped out altogether; about 21,000 had to renew their student licenses because they lacked either the time, money, or skill to qualify beyond the solo; and only about 6,000 or 14 percent progressed far enough to qual ify for pilot license of one kind or another. Fresh difficulties confront the flier when he tackles cross country flying. Cross country flying, if it is to be done well, requires more than a smattering of navigation and a vague knowledge of weather maps. Sooner or later the inexperienced run into bad weather; and the sudden and lonely responsibil ity of having to deal with a spinning compass and landmarks, turning indis tinguishable in fog and rain , throws a lot of them .When you consider that 38,500 deaths on the highways in a year fails to keep the same people from driving automobiles, and that a man like 69-year-old Bernarr Macfadden , who took up flying about five years ago, can make a solo hop from New Jersey to Miami, it is hard to believe that either of these momentary risks should cause people to give up flying; yet the Department of Commerce in spectors say that this is so . While the high cost of the private airplane is in part due to lack of vol ume, the mere application of the au tomotive ideology of mass production is not - indeed cannot be - the way to a cheaper airplane. Those who argue that the airplane manufacturers should pattern themselves after the car build ers will find enlightenment by compar ing the resources of the two industries.
General Motors' total assets are over $1,500 million . Chrysler's over $200 million . Contrastingly, Waco's total assets are only $700,000, Beech Air craft's are under $240,000, and Taylor-Young's barely $120,000. As Mr. Piper of Taylor Cub says, "We are small potatoes indeed." The idea of trying to whip the airplane together from the au tomobile's residual jigs and presses breaks down before the simple truth that one vehicle cannot be cut to another's measure. In the harmonious nature of things the airplane can develop only within its uniqueness as an airplane. Under Eugene Vidal, the Department of Commerce a few years ago was tempted to believe that a safe airplane could be built for around $700 and thus be competitive with the Chev rolet , Ford and Plymouth . Accordingly various manufacturers undertook to carry out the idea , but the ultimate re
"Few people, it is argued, have more than a faint idea of what a private plane looks like."
Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is sues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $18.00 an nuallY. Family Membership is avail able for an additional $10.00 annually.
EAA Member - $18.00. Includes one year membership in EAA An tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.
Non-EAA Member - $28.00. In cludes one year membership in the EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.
Membership in the International
Aerobatic Club, Inc. is $25.00 an nually which includes 12 issues of
Sport Aerobatics. All lAC members
are required to be members of EAA.
Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird mem bers are required to be members of EAA.
ULTRALIGHT suit was far different from what Mr. Vidal had ever contemplated. For the Stearman-Hammond, which the De partment of Commerce adopted, ceased to be a cheap plane at all; it was, in fact , finally priced at $6,500. But with it there meanwhile developed on the safety side, the tricycle landing gear which Douglas is now building into its four-engine passenger trans ports. The point is that only through many such independent developments will the private airplane be able to complete its evolution. That it should carry a price tag comparable to the au tomobile 's is meanwhile of incidental importance . Such a tool is not to be judged entirely on speed, gasoline con sumption, seats-per-mile cost, for the reason that flying has its own special satisfactions. Manifestly those who fly now weigh them against the cost of th'e airplane. •
Membership in the EAA Ultralight Assn. is $25.00 per year which in cludes the Light Plane World pub lication ($20.00 additional for Sport Aviation magazine). For current EAA members only, $15.00, which includes Light Plane World publication.
Please submit your remittance with
a check or draft drawn on a United States bank payable in United States dol/ars or an international postal money order similarly drawn.
Make checks payable to EAA or the division in which membership is desired. Address aI/ letters to EAA or the particular division at the fol lowinq address:
WITTMAN AIRFIELD OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 OFFICE HOURS: 8:30-5:00 MON.-FRI. VINTAGE AIRPLANE 15
The judging for the 1987 EAA Antique/ Classic photo contest is complete. Forty足 eight members registered and 15 submitted photographs to be judged. The judging was conducted at the Old Prague restaurant in Berwyn , Illinois by the following Antique/ Classic Members: Moderator, Ted Koston, EAA photographer; Eric Lundahl, U.S. Army photographer; Buck Hilbert, EAA Board Member; Dan Hans, amateur photographer; Lee Fray, EAA photographer; Roger Bunche, Staggerwing photographer; and Mike Lombardi , graphics expert.
Right: First Place - Ground to Ground 足 Dan Majka, 1998 Jamestown Drive, Palatine, Illinois 60074.
Left: Second Place - Ground to Ground Jack Denison, 265 Rochester Hill Road, Rochester, New Hampshire 03867.
Right: Third Place - Ground to Ground - Ruth Coulson, 2847 Spring Brook Drive, Lawton, Michigan 49065.
Left: First Place Majka.
16 JULY 1988
Ground to Air -
Second Place - Ground to Air - Myron Helmer, RR 1, Box 72, Rose Creek, MIn足 nesota 55970.
Third Place - Ground to Air - Don Dole, 9436 Shennandoah Drive, IndianapOlis, Indiana 46229.
Honorable Mention - Guy Snyder, 310 Weiman, Bartonville, Illinois 61607.
First Place - Air to Air - (only entry in this category) Kenneth Hughes, 2172 Ann Drive, St. Joseph, Michigan 48085.
The judges. Seated left to right - Rodger Bunche, Lee Fray, Buck Hilbert and Eric Lundahl. Standing left to right - Mike Lombardi, Dan Hans and Ted Koston.
VINTAGE AIRPLANE 17
Crystal Hunter 18 JULY 1988
Dick Parr's 1930 Model 1
came as a complete original.
20 JULY 1988
you were shopping for a used airplane and found just the model you wanted, always hangared with 1,250 hours total time A&E and 350 hours since a major engine overhaul , you ' d be impressed, right? What if that airplane was a 1930 Fleet Model I? Dick Parr of Gainesville, Georgia was lucky enough to find just such a deal and flew his new/old airplane to Sun ' n Fun ' 88 for the first time . Of all antiques on the circuit, Dick ' s isn't the prettiest, but that's because most of what you see on the airplane was bolted or welded to it in 1930 and it ' s been flown regularly ever since . Dick is only the fourth owner of the Fleet. It was completed at the Buffalo, New York factory on April 26, 1930 and the first owner bought it in January
or February of 1931 . He then sold it to a close friend in January 1935 and the second owner kept it until 1978 - 43 years . At the age of 84, owner number two sold it to the third owner who reco vered the airplane in 1979. It was dur ing last summer that Dick spotted an ad for the Fleet and flew his Cessna Cardinal up to Bishop Field in Flint, Michigan to see the airplane . When he saw the original condition , the com plete maintenance logs and even the original tool kit included in the deal, Dick bought the airplane quickly , be fore someone else got the chance. Most antiques have been heavily re stored - some several times. Dick ' s Fleet, though , has undergone only what amounts to routine maintenance throughout its 58-year lifetime. It still
has its original engine and the airframe is unchanged since 1930. Even the prop is the original factory item and Dick got the factory manuals, logs and a host of spare parts to go with it. The Fleet is doubly rare since it spent its entire life in familiar sur roundings prior to its move south when Dick bought it. It was even parked in the same hangar at Bishop Field since 1930. "It was an old Butler hangar," says Dick, "with the external braces . I think some of the people on the airport wanted to run the airplane off because the owner wanted to use the grass and was tearing it up with his skid . I think they saw the hangar as an eyesore after a while too. They wanted to tear it down and put up something more modern." Dick says that although the prop is VINTAGE AIRPLANE 21
original it's not the only one ever used on the airplane. A new prop was pur chased at one point and run for some time . When it was damaged in the late 1930s or early 1940s, however, the old one was remounted and has been there ever since . The "bicycle" wheels came off in 1935 and Fleet 7.50-by lO-inch "Air Balloon" wheels replaced them. The balloons are still on the airplane and Dick has the original bicycle wheels at home along with an unused original cowling and an enclosure for the front cockpit. In the 1950s, the tailskid that wor ried officials at Bishop Field was re moved in favor of a Maule tail wheel. The last owner warned Dick to stay off hard surfaces due to a tail shimmy that had damaged the trailing edge of the rudder. When Dick repaired the rudder he also took apart the tailwheel and found worn bearings and non-existent bushings! He installed a Scott 2000 tailwheel and reports that the Fleet han dles hard surfaces just fine now. It 's easy to see why Dick likes his 22 JULY 1988
airplane so much . The Fleet Model I was essentially a follow-on to the Con solidated "Husky Junior" . In fact, Fleet Aircraft Inc. was a Buffalo-based division of Consolidated, named after Major Reuben Fleet, the guiding force behind Consolidated since its begin nings in 1923. The sturdy biplane be nefitted from all of Consolidated's de velopment work on its PT and NY trainer series . The Fleet is a tough airplane. The company's advertising of the period claimed that the wings were capable of holding the weight of two full-grown elephants - or 13,125 pounds of sandbags , whichever was easier to coax onto the wings for testing pur poses. Dick's airplane is a Model I with a llO-hp Warner Scarab engine . The airplane received its type certificate in May, 1929. Later, the Model 2 with its 100-hp Kinner engine was intro duced . The airframes are essentially the same . The Model I was two mph slower at top speed (III mph vs . 113
mph) but could carry an additional 30 pounds of payload . Otherwise, the two aircraft's performance figures were comparable . Cruise speed was listed as 90 mph. The Fleet used a Clark Y-15 airfoil and the Model I weighed 1,022 pounds empty. Maximum gross weight was listed as 1,580 pounds. Landing speed was 45 mph. The fuselage was built up from welded chrome-moly tubing. The wing spars are solid spruce with stamped aluminum ribs . Fabric is screwed to the ribs rather than stitched, then co vered with patch strips over the screws , much like the new Super Cub kits from Piper. A 24-gallon fuel tank rides in the upper wing center section . An amended type certificate was issued for a modified Fleet Model I with a belly tank that held an additional 31 gallons of fuel. The maximum gross weight was also increased with no additional changes to the fuselage , proving how strong the basic airframe was . Natur ally , rate of climb, service ceiling , stall speed and payload were adversely af
Before flying to Sun 'n Fun, Dick repaired the rudder and replaced the tailwheel.
fected by the additional fuel load but range increased to 750 miles from 360 miles. The Modell's performance figures were none too shabby. At cruising rpm, about 1,650, it consumed six gal lons per hour while flying at 90 mph. Duration was four hours . Initial rate of climb was 730 fpm and service ceiling was listed as 12,200 feet. It was 21 feet long, seven feet 10 inches high and had a wingspan of 28 feet for a total wing area of 196 square feet. The landing gear uses a cross-axle design with an oleo at the bottom of each vee section. The horizontal stabilizer is an airfoil-shaped, trim
mabie lifting surface while the vertical fin has a ground-adjustable offset. The ailerons, which are mounted on the lower wings only, are Freise types and are activated by a series of torque tubes giving the Fleet a quick , light feel in roll control. Combined with the airplane's overbuilt strength, the smooth controls give it safe, pleasant aerobatic capability. All of this is why Dick decided more than two years ago that he wanted a Fleet. He began flying at Angola Air port in Indiana in 1959, "when it was still grass," he says. He flew 1-3 Cubs, Champs and Chiefs so he is no stranger to slow-landing taildraggers, although
7.50 x 10 "Air Balloon" wheels replaced the bicycle wheels in 1935. Dick has the originals at home.
the Fleet is the first biplane he has flown. Over the years he was involved in several partnerships and owned a Stinson 108-3 and a Cessna Cardinal on his own. His interest in Antique/ Classic aircraft really began with the Fleet, however. "I bought the Stinson as strictly a flying machine," he says, "then I got my instrument rating and sold it for a more capable IFR aircraft - the Cardinal . I got interested in an tiques then and was looking around for an Aeronca or a Fleet for about two years when I found this one." He first made contact with the Fleet owner in September 1987 and after he bought it, he left the airplane in Michi gan for the winter because he didn ' t yet have a hangar for it back home in Georgia. Last April, the Fleet left its home hangar of 57 years. Dick flew it, with a safety pilot, down to Gaines ville. "The second day we flew eight hours - we had headwinds - and that's a bit too much," he says with a pained smile. After the minor repair work to the rudder and tailwheel, Dick brought the Fleet straight to Sun 'n Fun '88. He says that for him, the transition from modem aircraft to the antique was not difficult, "I just had to remember how slow these old airplanes go." Even though he was trained on older airplanes, Dick wisely chose to bring along a qualified safety pilot for his return trip - a precaution that more new owners of old-time airplanes should heed. Good for you, Dick! His own hangar in Gainesville isn't finished yet so Dick still keeps the Fleet sheltered at a private strip near home. "I just love flying locally ," he says, -"on warm evenings, about 45 minutes at a time. " When asked if he intends to do a more complete restoration of the Fleet, Dick points out that neither the airplane nor the owner is in a hurry for that. "The fabric still tests fine and the en gine only has 350 hours on its one and only major," he says, "and I've got one child just leaving high school and one just coming in . So it'll be a few . years before I'll have that kind of time - what with going to ball games and all. That's' why I wanted one in flying condition. " Dick does intend to remove the en gine this winter and clean it up a bit, maybe do a top overhaul. He can't wait to polish up the brass covers on the Warner's rockers . Still, Dick points out, "Ldidn't buy it to show it. I bought it strictly for pleasure - and to keep it for a long time ." . VINTAGE AIRPLANE 23
Planes & People
James Merillat by Pamela Foard (EAA 160262) 1820 N. 166th Street Brookfield, WI 53005
Jim Merillat's beautiful Grumman Widgeon rolled out of the factory the day after Pearl Harbor - December 8, 1941 - the last of 25 built. He ac quired it in 1969 and began what be came an 18-year "flying restoration." Jim has been coming to the EAA Con vention for the 18 years he has owned the Widgeon and for only one of those years was he unaccompanied by his airplane! (For those of you familiar with the EAA grounds, the Widgeon is parked each year next to the Quonset 24 JULY 1988
hut in the Antique/Classic camping area.) Jim had some expert help in this re storation. His father, in his 80's and still flying, is a mechanic and one of the original builders of the Meyers OTW. His brother, a pilot and mechanic, also put in many hours of work and expertise on the Widgeon. His wife was not active in the restora tion, but was very supportive, which certainly helps! Jim himself is a mechanic and flight instructor at the Merillat International Airport in Tecumseh, Michigan, which he also owns and operates . There is nothing on the airplane that hasn't been taken off and at least in spected. Two fresh 260-hp geared
Lycomings replace the original set. Jim completely reworked the wings, tail section and landing gear, and put new skin on the belly. The Widgeon is not meant to be an authentic restora tion, but the paint color is original. After much telephoning, Jim was fi nally put in touch with the Department of Records in Washington, D.C. and the original color of the aircraft was punched up on a computer! Inciden tally, when he had the tail section off, he found it contained the signatures of the crew that flew it, complete with dates. The Grumman Historical Soci ety found this to be of interest, as they are researching the plane's background before 1951, when the Canadian gov ernment bought it from the U.S.
by Norm Petersen
Interesting photos of a replica Fokker Trimotor being constructed in Australia were sent by Dick Hill (EAA 56626, AlC 629). The project was done to replicate the famous " Southern Cross" used by Sir Kingsford Smith. These pictures were taken in 1984 with the aircraft since being finished and flown. The engines are 245 hp Jacobs which were readily available for the project. Note the huge wooden wing which is mated with a steel tube fuselage. Dick reports the workmanship was very good throughout the airplane and looks forward to the day he can actually see the Fokker in the air.
John W. McDonald of 3800 Q Street, Apt. 23, Bakersfield, CA 93301 , sent in this photo of his 1946 Taylorcraft BC12-D1 Scotsman, which was built in October, 1946. The reg足 istration number is NC44493 and SIN 10293. John restored the T-Craft in 1975, complet足 ing the job on July 22, 1975. The covering is Grade A with 25 hand-rubbed coats of butyrate dope. To date, the airplane has won 27 awards, including the Best of Type at Oshkosh 1980. John has flown the pretty red and black two-placer some 1325 hours since rebuild and enjoyed every minute! The photo was taken at Oshkosh '87. VINTAGE AIRPLANE 25
by George A. Hardie, Jr.
Biplanes seem to have a special ap peal to pilots. This one appeared in the "glory days" of the early 1930's. The photo was submitted by Max Freeman of Wilkesboro , North Carolina, date and location not given . Answers will be published in the October, 1988 issue of THE VINTAGE AIRPLANE. Deadline for that issue is August 10, 1988 . The April Mystery Plane was easily identified by a number of readers. It's an Aeromarine-Klemm AKL-26B, ac cording to John Underwood of Glen dale, California who writes: "This could be the sole survivor of the species . Can't make out the N number but if it is N 320N, then it currently reposes at Old Rhinebeck in Cole Palen's collection. "My good friend Jurgen Klemm, whose father created the design, is looking for blueprints, in case anyone has a set stashed away somewhere. You may be interested to know that the Klemm operation very nearly be came an American entity in 1938-39. Hans Klemm hated Hitler and the Nas ties, and he had opened negotiations for the company's purchase by Amer 26 JULY 1988
ican oil interests - very involved and contingent upon military contracts. Klemm had a secret formula for adhe sives used in plywood/plastic bending which was superior to anything then available ." Larsde Jounge of Corona del Mar, California, with his partner Monty Groves is restoring a Klemm 35 and is interested in contacting others with in terest in these designs. Charley Hayes of Park Forest, Il linois writes: "The Klemm was of all wood con struction and almost a thousand were produced in Germany in the 1920s and 1930s, also some in Britain under the Swallow name . The British Swallow had a name for safety and good flying qualities surpassed by few if any con temporaries. Its progenitor powered gliders shortly after World War I set distance and efficiency marks in Europe ." An interesting footnote to the Klemm story is the off-shoot copy of the design by Horace Keane called the Keane Ace. Powered with a Ford V-8 automobile engine, it had a cruising speed of 94 mph, a climb rate of 600
feet per minute, and a range of 300 miles, according to Eric Ruark of Bal timore, Maryland . References: Juptner Vol. 2, P. 59, Vol. 3, p. 15 and 18, Vol. 4, p. 120: Sport Aviation, May 1979, p.22 . Other answers were sent in by: Gor don Binnz, Cape Coral, Florida; Robert Krockel, Torrance, California; H. Glenn Buffington, El Dorado, Arizona; J. R . Nielander, Fort Lauder dale, Florida; Oliver Borlaug, Washburn, North Dakota; William H. Hadley, Royal Oak, Michigan; Frank M. Pavliga, Cuyahoga Falls, Ohio; Frank H. Abar, Jr., Livonia, Michi gan; Douglas T. Rounds, Zebulon, Georgia. •
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Frank J. Rezich
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Oil by CHARLES H. HUBBELL; Doolittle's '31 Bendix· winning Laird SUPER SOLUTION commemorating OSHKOSH '87 and the replica displayed in the museum. A beaumul piece of history for your den for $10. AERONAUTICA GIFT SHOP or direct from:
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CALL TODAY FOR MORE INFORMATION 414·426·4800 Or write: EAA·STC, Wittman Airfield, Oshkosh, WI 54903·3065 For faster service, have your airplane's liN" number and serial number; your engine's make, model and serial number; and your credit card number ready.
25e per word, 20 word minimum. Send your ad to
The Vintage Trader, Wittman Airfield
Oshkosh, WI 54903-2591 .
AIRCRAFT: 1929 Golden Eagle Monoplane - 7G Ken Royce 120 hp, 665 TTAF, 305 SMOH. Restored 1976. Dacron cover. March annual. 206/284-7035. (7-2) FIRESTONE WACO CJC - 1934 as pictured in Juptner's ATC 538, Volume 6. Plus parts from one other CJC basketcase. Rare and restorable with TITLES. Saturday and Sunday only, 9 a.m. - 9 p.m., 414/248-2581 for particulars. (7-1) LAIRD 1930 - One of a kind mini basketcase with TITLE . Saturday and Sunday only, 9 a.m. - 9 p.m., for particulars. 414/248-2581. (7-1) TAYLOR CHUMMY - 1930, TITLE and informa tion - Aeronca C-3 DATA PLATE. Saturday and Sunday only, 9 a.m. to 9 p.m., for particulars. 414/ 248-2581 . (7-1 ) PIPER PA-12 - Boot cowl J-3 horizontal and elevators. 9 cylinder Scintilla. Mag AGD-9 OX-5 small parts. No OX-5 mags, Jenny elevator, etc. Saturday and Sunday only, 9 a.m. to 9 p.m. , for particulars. 414/248-2581 . (7-1) 1941 PIPER CUB - J-4E, NC38153, completely restored in 1984, 75 hp Continental, 75 hours since major overhaul. $10,500.00. 803/432-4975 , after 5 - 803/438-9603. (8-2) Collectors - Antique/Classic 1940 Stinson Model 10, TTAF 2202.05, TSOH 1327.55. Fabric Aviatex Endura. Estate sale. Very good condition. $12,000, Canadian aBO. Slim Sherk 604/392-2186. (6-2)
PLANS: POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying . Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609. ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to
follow plans includes nearly 100 isometrical draw ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or money order to : ACRO SPORT, INC., Box 462 , Hales Corners, WI 53130. 414/529-2609.
ENGINES & ACCESSORIES: CONTINENTAL A-40 732-8916. (7-1)
Zero wear. $600.00315/
MISCELLANEOUS: Have We Got A Part for You! 20 years accumula tion of parts for all types of aircraft - antiques, classics , homebuilts, warbirds. Everything from the spinner to the tail wheel. Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, AR 71953, phone 501 /394 1022 or 501 /394-2342. (3-2/579111) CUSTOM EMBROIDERED PATCHES. Made to suit your design, any size, shape, colors. Five patch minimum. Free random sample and brochure. Hein Specialties, 4202P North Drake , Chicago, IL 60618-1113. (c-2/89) PINS/PATCHES REPLICAS: Own a Hat-in-the Ring pin, $4.95. The reknown Blue Max; blue cloisonne maltese cross, gold-plated eagles, 2 inch pendant with free chain, $12.95. Shipping $2.00 ; over $25.00, $3.00. Catalog, $1.00, refundable. Company of Eagles, 875A Island Drive, Suite 322V, Alameda, CA 94501 -0425. (9-3) SKY TRAILS - THE LIFE OF CLYDE W. ICE This exciting book chronicling this pioneer aviator's experiences in more than 60 years as a pilot is just off the press. First man to barnstorm with a Ford Tri-Motor, Claude has done almost everything with an airplane. Send a check for $12.50 plus $1.00 shipping for each book. Quarter Circle A Enter prises, 1159 State Highway 450, Newcastle, Wyoming 82701 . (8-2)
WANTED: Wanted: Back issues of THE VINTAGE AIRPLANE. $2.00 each. Write for list. Robert V. Beal, 825 W. Broadway, Madisonville, Kentucky 42431. (7-1)
VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader· EAA. Wittman Airfield . Oshkosh. WI 54903·3086.
Total Words - , " u mber of Issues to Ru n _ _ _ _ __ _ _ _ _ _ _ _ _ __
Total $ _ _ _ Signature _ _ _ _ _ _ _ _ _ _ __ __ _ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
VINTAGE AIRPLANE 27
THE UPCOMING DOCUMENTARY . .. NOW AVAILABLE IN HOME VIDEO! Capture the breathtaking beauty of the fifteenth annual national gathering of Stearman biplanes featuring the U.S. military's famous World War II primary trainer. STEARMAN FLY-IN is packed with specially-shot flight scenes that vividly convey the enchanted spirit of flying in an open cockpit biplane. In full color, with engine sounds recorded in stereo, this 29 minute television documentary powerfully projects the thunderous tlANotE ....!!..!.l l .. WO'U(S excitement of the many flying events Stearm.ff.1!, 'Rtf-In at the Fly-In. An historical perspective of the -==~ venerable Stearman trainer augments the visual feast. Included are interviews with many knowledgeable Fly-In participants whose topics range from competition aerobatics to pilot comradeship. Narrated by Col. Walter J. Boyne (USAF-Ret.), former Director of the Smithsonian Institution's National Air and Space Museum. Col. Boyne is a pilot with over 5,000 flight hours in various aircraft including the B-47 and B-52 .
HANDLEMAN FILMWORKS-P.o. Box 166, Birmingham, MI 48012 Send me _ _ cassette(s) of STEARMAN FLY-IN @ $29.95 per cassette, plus $3.00 shipping and handling for each cassette ordered . Available in VHS only. Enclosed is my check for $ _ _ _ _ _ _ _ _ _ _ __ Please charge my: VISA 0 MasterCard
CLASSIC LIMITED EDITION ART PRINTS AERONCA's popular post-war classics, beautifully detailed full color lithographs, numbered and signed. 20" x 24" overall, ideal for den, office or hangar.
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• CLEAN • SHINE • PROTECT ~"'&'CEI
For the discriminating Pilot and F.B.O. who demand excellence in performance products. RACE GLAZE® Polish and Sealant is EAA's choice. • • • • • • • •
The EAA Aviation Center's staff uses RACE GLAZE to preserve and protect the museum's price less collection of aircraft.
Easy To Use Reduces Drag Removes Exhaust Stains Protect Leading Edge Removes Oxidation Resists UV Fading Cannot Yellow Unbelievable " Gloss"
List: $12.00 per bottle EAA Price: $9_95 per bottle EM Case Price (12): $72.00 Above prices include shipping for Continental U.S.A. Only. Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00 for each case of 12 - 16 oz. bottles to:
EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5% Sales Tax
28 JULY 1988
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WRITE OR PHONE FOR FREE Sample of High Strength, Very Smooth 1.7 oz Patented Polyester Fabric Developed Especially lor Aircraft Covering Manual #1 with Detailed Instructions lor Fabric Covering and Painting Aircraft for Corrosion Control Latest Catalog and Distributor List.
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The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Vol. I (no. 21-14452) and Vol. II (no. 21 -14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EM Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612.
SEE THE WORLD'S LARGEST AND MOST SIGNIFICANT AVIATION EVENT EAA OSHKOSH LIKE YOU'VE NEVER SEEN IT BEFORE! *MORE AIRPLANES
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From the cockpit, from the ground, cameras mounted on the wing of an air show per former, antiques, classics, homebuilts, war birds, light planes, ultralights, rotorcraft, the list is endless. Behind-the-scenes looks at the airplanes you've asked to see! Professional video crews from around the country will be covering EAA OSHKOSH '88 for you!
For the first time ever, EAA is going to a 90-minute production! You'll see it all in this dynamic video - from the arrival of British Airways' supersonic "Concorde" jet to the historic appearance of the U.S. Air Force's B-1 bomber! Why miss out? Order early and re ceive more than 10% OFF the regular price if you order before or during EAA OSHKOSH '88, this powerful video is just
*MORE AIR SHOW When you think of air shows, EAA OSHKOSH has it all. Airplanes of every size, make and description participate every day! The skills of these pilots and the beauty of their routines mesmerize even the veteran observer. Spe cial feature on the two performances by the heavy iron - the EAA WARBIRDS OF AMERICA!
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Published on May 2, 2013