Page 1


by Espie "Butch" Joyce Here I stand , newly elected president of EAA ' s Antique/Classic Division . I would like to thank those who supported me so that I may now serve the membership of the division . My thanks also goes out to Bob Lickteig for the great job he has done over the past several years as president. Under his leadership our membership has increased substantially. Further, he has united the members by means of the vision that is required of a great leader. Looking at his huge footprints on the historical trail of the division, I wonder how I can ever fill those shoes. My thanks again Bob. The 1988 Convention is now history. The weather was not kind to us this year with temperatures in the 100s, dry condi­ tions and dust. I saw a lot of people wearing shorts this year whose legs I've never seen before. Still they were out in the heat searching for that special airplane they wanted to see. Despite weather conditions, records were set at the Convention this year. There were 2,053 show aircraft registered, which is up from 1,961 last year. We had 132 antiques and 818 classics-again a record­ breaking figure. Another milestone is the membership of the Antique/Classic Divi­ sion which now stands at 5,672 members . As many people have noticed, part of our past parking area to the north of the Red Barn has a new concrete taxiway built where Concorde, the B-1 and several other military aircraft were displayed . Some felt that this area had been taken away from us but as time goes on everyone will realize the wisdom behind the addition of this taxi­ way. It was actually a positive step for the Antique area as we have gained more park­ ing than we ever had. Once the new grass will accommodate aircraft, we will re-ad­ just. 1988 will be known as the adjusting year for this new parking. I extend my com­ pliments to Convention Chairman, Tom Poberezny for the improvements to the site . 2 SEPTEMBER 1988


Here's a rundown on this year's ac­ tivities. The Riverboat Cruise on Saturday night was a sold out affair and was well received by everyone. Chairman Jeanie Hill did an excellent job. This event will take place on Monday night at the 1989 Convention . The picnic on Sunday night included 326 people, good food and good fellowship . Chairman Steve Nesse's hard work really increased our attendance at this event. We had 53 aircraft on the Tuesday fly-out. Bob Lumley was the chairman for this activity and all the people whom I spoke with had a great time. The Parade of Flight on Monday after­ noon was typical of the spirit of the An­ tique/Classic Division . This event is how we show our wares to everyone at the Con­ vention and this year we launched 76 air­ craft into threatening weather. Everyone who was there will remember the nasty green thunderstorm that skirted to the north of the airport. There was some question as to whether the airshow would continue, but each of the pilots gave us the thumbs-up and away we went. This was really a good show and my compliments go to Chairman Phil Coulson. Art Morgan is the Antique/Classic park­ ing chairman. His group of experts per­ sonify the volunteer movement at the Con­ vention . They move aircraft in and out of the parking area with precision and safety that boggles the mind. If you don't think these people work hard, day and night, jump in Art's topless Volkswagen for a 30­ minute show . My hat is off to these dedi­ cated individuals . During the day we interview people with interesting aircraft in the Interview Circle. The chairman of this event is Kelly Viets who has been with the division for a number of years and has seen a great deal of change. Kelly's interviews are well-re­ ceived, very entertaining and educational for those who take the time to stop and listen. I am sure Kelly learns a little bit as well while he is doing the interviews. Very well done Kelly! Kelly is also chairman of the Information Booth where he and his crew answer those hundreds of questions and sign up new members. Thanks again Kelly. You really get around . I was chairman of the Type Club Head­ quarters but the work was really done by Joe and Julia Dickey, my co-chairpersons. With my new responsibility as president, Joe and Julia will be the chairmen for next year. We had 14 clubs participate and a special thanks goes out to the Cessnal20/ 140 Club for stealing the show with 163


arriving in trail on Friday morning. Aircraft judging is done on a strict point system. Although there are those who dis­ approve of judging airplanes at an event such as this, the numbers of owners re­ questing judging has increased over the last 10 to 15 years . To win a trophy at Oshkosh is considered the ultimate award and the quality of the airplanes is beyond belief. Antique chief judge is Dale Gustafson and Classic chief judge is George York. There were 76 antiques and 214 classics judged this year. I would like to congratulate all of this year's winners. Katie Morgan is chairman of the Head­ quarters which serves as a merchandise center, lost and found, information booth, first aid station and whatever else slips through the cracks. Thanks Katie . Our divi­ sion also mans a forum tent and this year' s chairman, serving for the first time, was John Berendt. All the forums were infor­ mative and well-received. I am sure that John will continue to improve this area in the future. Each year, Jack McCarthy's photo con­ test generates a great deal of interest. The contest gives those interested in photo­ graphy a chance to participate in the divi­ sion's activities. Jack continues to do a wonderful job. The Antique/Classic hall of Fame Reunion chairman is Dan Neuman. This area, to the east of the Red Barn is where we park past Grand and Reserve Grand Champion aircraft so people who have not seen them in the past can do so . It also honors those who have put forth the effort to win the Grand Champion honor at Oshkosh. I encourage all the past Grand and Reserve Grand Champions to be with us for 1989 if possible . Chairman of the OX5 Pioneers for 1988 was Bob Wallace. You really need to check these people out if you haven't already. Their knowledge of aviation history is un­ believable. I encourage everyone to take the rare opportunity to visit this tent and to talk with these people. We really enjoy having them in our area and will continue to as long as they would like to participate. All the activities are important but as I stand on the porch of the Red Barn and look at the many people on their busy ways, I realize that it is the fellowship among the membership, the love of the old airplanes and the love of the fraternity of aviation that brings us together each year. I may be new at this but it's easy to agree with Bob when he says what I firmly believe to be true, "Please remember, we are better to­ gether. Welcome aboard! Join us and you have it all!" •




Tom Poberezny



Dick Matt

SEPTEMBER 1988. Vol. 16, No.9


Mark Phelps

Copyright -t>1988 by the EAA Antique/Classic Division, Inc. All rights reserved.


Mike Drucks


Mary Jones


Norman Petersen

Dick Cavin

Contents 2

Straight and Level/by Espie "Butch" Joyce


George A. Hardie, Jr.

Dennis Parks


AlC News/by Mark Phelps


Letters to the Editor


Carol Krone


Members' Projects/by Norm Petersen


Jim Koepnick

Carl Schuppel

Jeff 150m


Type Club List/compiled by Carol Krone




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

Vice President

M.C. "Kelly" Viets

Rt.2, Box 128

Lyndon , KS 66451


Treasurer E.E. " Buck" Hilbert P.O. Box 145 Union, IL60180 815/923-4591



Time Capsule/by Norm Petersen


Flat-engine Monocoupe/by Mark Phelps

16 Airlines: Then and Now/ by Richard Stevens


The Best You Can/by Jerry Martin


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


A Messenger In the Family/by C.A. Parker


People and Planes


Oshkosh '88 Preview


Welcome New Members


Vintage Literature/by Dennis Parks

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

John S. Copeland 9 Joanne Drive Westborough , MA 01581 508/366-7245




Mystery Plane/by George Hardie, Jr.

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

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


The Vintage Trader

Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa, OK 74105

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-1172


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

Robert D. "Bob" Lumley N104 W20387 Willow Creek Rd . Colgate, WI 53107 414/255-6832

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI53216 414/442-3631

Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262

Daniel Neuman 1521 BerneCircieW. Minneapolis, MN 55421 6121571-0893

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




7200 S.E. 85th Lane

Ocala, FL 32672


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

Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

Page 12

Page 19

FRONT COVER ... Ron Testerman flies his deep-finished Lycoming­ powered Monocoupe over Lake Winnebago. Story on page 12. (Photo by Carl Schuppel) BACK COVER ... Concorde departs Oshkosh '88 - as seen from the Antique/Classic area. (Photo by Mark Phelps)

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

Compiled by Mark Phelps OSHKOSH '88 WINNERS Oshkosh '88 is now a closed book.

Some participants, however, went

home with attractive mantel-ornaments

to commemorate the long hours of ef­

fort that went into restoring their



Grand Champion: 1940 Piper BC­ 65 Cub-Barbara Ann Fidler, Alva, Florida Reserve Grand Champion: 1943 Stearman PT-17-Fred Nelson, Glen Ellyn, Illinois. Silver Age (1928-1932) Champion: 1929 Kari-Keen-Frank Bass, Moore, Montana. Runner up: 1928 Kreider-Reisner KR-31-Bill Watson, Tulsa, Ok­ lahoma. Outstanding: 1932 Waco UEC­ Dick Grigsby, Pacific Palisades, California. Contemporary Age (1933-1945) Champion: 1934 Luscombe Phan­ tom-Linda Gamble/Doug Combs, In­ cline Village, Nevada. Runner up: 1938 Taylorcraft­ Rollin A. Hatfield, Meridian, Idaho. Outstan~ing closed cockpit mono­ plane: 1940 Culver Cadet-Susan Dusenbury, Greensboro , North Caro­ lina. Outstanding open cockpit mono­ plane: 1937 Ryan STM-W.R . "Bill" Rose, Barrington, Illinois . Outstanding closed cockpit biplane: 1943 Beech Dl7 Staggerwing-Bill Spriggs, Santa Paula, California. Outstanding open cockpit biplane: 1943 Boeing Stearman N25-3-Ken Volk, Fort Worth, Texas . Customized Aircraft: Champion: 1943 Boeing Stearman E-75-M. W. Aviation , Jefferson, Ohio. Runner up: 1936 Ryan ST A (Spec­ ial)-W .R. "Bill" Rose, Barrington, Illinois. Outstanding: 1939 Piper J-3 Cub­ Bob LeMieux, Green Bay, Wisconsin.


World War II military trainer/liaison aircraft: Champion: 1941 Stearman PT-17­ Richard Darnell , Oklahoma City, Ok­ lahoma. Runner up: 1943 Boeing Stearman N25-3-William Johnson, Oakbrook, Illinois . Outstanding: 1940 Boeing Stearman N25-I-Bob LeMieux, Green Bay, Wisconsin . Oldest Antique-Oshkosh '88-Special Award: 1927 Waco-Dale Crites, Waukesha, Wisconsin CLASSIC AIRCRAFf: Grand Champion: Piper Clipper PA­ 16--Jim Stanton/Jim Stanton, Jr., E. Stroudsburg, Pennsylvania. Reserve Grand Champion: Cessna 140A-Jack Shahan, Stone Mountain, Georgia. Class I (0-80 hp): Aeronca 7AC­ Xen Motsinger, Cayce, South Carolina. Class II (81-150 hp): Cessna 140A Patroller-Rick Trimble, Daisy, Ten­ nessee. Class III (151 hp and up): Republic RC-3 Seabee-Bob Redner, West Bloomfield, Michigan. Custom Class A (0-80 hp): Mooney M 18L Mite-Anthony Turrigno, Buena Park, California. Custom Class B (81 to 150 hp): Cessna 140A-Angelo Fraboni, Monona, Wisconsin. Custom Class C (151 hp and up): Luscombe Sedan-William Wright, El Canon, California. Outstanding in type: Aeronca Champ: Fred Price/Richard Lyon, Onarga, Illinois. Aeronca Chief: Tom Ficklin, Fair­ bury, Illinois Beech Bonanza: Georgene and Don McDonough, Palos Hills, Ilinois. Cessna 120/140: Michael Shaver, Bridgeton, Missouri. Cessna 170/180: Lannie and Jamie Hanson, Glasgow, Montana. Cessna 1901195: James Rollison, Montara, California Ercoupe: Vern Brown, Saint Paul, Minnesota Luscombe: (8A) Randy Hudson, Cedar Rapids, Iowa. Navion: Don Cowdrey, Owasso, Oklahoma. Piper J-3: David Feutz, Rubicon, Wisconsin . Piper PA-22-20: Dwayne Trovill­ ion, Mount Morris, Michigan.

Stinson: (108-2) Dan Merritt, Stielaloom, Washington. Swift: (GC-IB) Dick McNeil, North Wilksboro, North Carolina. Taylorcraft: John McDonald, Win­ dom, Kansas . Limited Production-Funk: Harold Vroman, Midland, Texas . Best continuously maintained­ Grumman Mallard: Reid Dennis, Woodside, California. Congratulations to the winners. Winning at Oshkosh is about as good as it gets!

CREDIT WHERE CREDIT IS DUE The photograph of Steve Pitcairn's Ryan ST A that appeared on the cover of last month's issue was taken by W. C. Baker of Doylestown, Pennsyl­ vania. He also took the photo of Steve charging down the runway in the Ryan . We all agree how striking polished aluminum looks against the vestal green of a central New Jersey land­ scape.

ANNUAL MEETING The matter of highest import at the annual Antique/Classic Division meet­ ing was the announcement of the new President, Espie "Butch" Joyce. His opening address to the membership is found in his first Straight and Level column in this issue. Best wishes to Butch on his new responsibilities. Also elected were Secretary George York and Directors, Bob Brauer, Bill Eickoff, Charles Harris, Bob Lumley, Art Morgan and Gene Morris . Con­ gratulations to all office holders, new and old. In recognition of his many years of service to the division, outgoing presi­ dent Bob Lickteig was awarded a plaque incorporating a gavel. Buck Hilbert presented the remembrance to Bob and we all share in thanking him for his dedication and hard work over the years. The responsibilities of pres­ ident came to Bob unexpectedly and he delivered with a record to make any­ one proud. Best wishes Dobbie . The best evidence of the success of this year's Convention is that there was enough good news to compose an en­ tire column without once mentioning the heat! •

Letters TO The Editor<.fJ] .-~-------. '.



Dear Mr. Phelps , Bowman Field in Louisville , Ken­ tucky was established in 1919 and is still going stronger than ever. It is be­ lieved that this might be the oldest non­ government airport in continuous oper­ ation, but such statistics are hard to come by. There are a few older airports which began as U.S . Air Mail Service fields, and of course some military facilities date back to World War I. But is there any field as old which began as a strictly private-flying air­ port? For some eight years I have been at work on a definitive history of Bow­ man Field and I hope to take thi s into publication sometime in 1989. If any EAA member cares to challenge this airport's claim to being the oldest founded as a private, non-government field , I would welcome their contact­ ing me . Sincerely, Edward Peck Miles Airfield Rt. 2, Box 225-A Waddy, Kentucky 40076

Editor 's note ... The following letter was received at the offices of THE EXPERIMENTER but it was too good not to share with the rest of you taildragger pilots out there.

that Mr. Lee has created with this fine article. Seriously, it is a great article. Keep up the good work. Sincerely,

Allen Rossen (EAA 22541)

Glendale, Arizona

To the Editor,

We enjoyed Across Europe by S.56 by Norm Petersen in the August issue. The Savoia Marchetti S.56 has been a favorite of ours and we have enjoyed seeing it at Oshkosh. We question the aircraft identification in the photo on page 12. The third plane in line is iden­ tified as a Tiger Moth. It appears to be a rare Moth Major, possibly HB-UPE, a Moth Major registered in Switzer­ land. Sincerely,

James W . Fowler (EAA70114,


and Robert E Fowler (EAA 208265)


,, /

"That Tiger doesn 't have much sweep to the wings!" That should have clued me in. The airplane is indeed HB-UPE, still based in Lausanne where it was delivered new in 1934. Thanks again for the keen eyesight! Dear Mr. Phelps, Re: Grahame-White type 10 Char-a­ Banc on the back cover of August's issue. Why the hom on the side of the aircraft? Crowded sky? Dr. J.H. Lyon Sterling, Illinois

Your guess is as good as our best one-Ed. Dear Sir, The enclosed picture was taken by me of a friend at the Lorain Airport, Lorain , Ohio in 1948. I know who my friend is, but what is the year and make of the airplane? Please feel free to use the photo in your fine publication. Keep up the good work.

Norm replies: As often noted, it is becoming increas­ Very truly yours, ingly difficult to sneak something by Edward R. Reicheck (EAA 207428) the readership! Your identification of Cleveland, Ohio the Moth Major in formation with the The airplane is a 1936 or '37 Aeronca S.56 is absolutely correct! At the time Lie with a 90-hp Warner engine. of receiving the picture, (under heavy About 25 were manufactured of which preasure from his editor-Ed.) Buzz one is on display in the EAA Air Ad­ Kaplan told me that the plane was a venture Museum. We can't read the Tiger Moth . [ remember thinking, tail number in the photograph, but who knows, it may be the same airplane . •

Dear Mr. Cox,

I am writing in response to Mr.

Graham Lee's article Touch and

Go ... or, the Taildragger Shuffle in the

August 1988 issue of the EAA EXPER­


I must complain. In two very well written pages, Mr. Lee has succeeded in totally destroying my credibility as a superman, capable of flying a tail­ dragger. We who fly Aeronca, Taylor­ craft, Cub, etc. types of aircraft, not to mention the "totally impossible" taildragger homebuilt have spent years developing and nurturing the myth of the tail dragger. Now that our former admirers have all seen this article, we former pilots of superhuman skill and daring (read that as "taildragger pilots") must now start over to develop a new set of un­ educated and unknowing admirers . It may take years to correct the situation VINTAGE AIRPLANE 5


by Norm Petersen

Raymond Sherk (EAA 311790) of Willowdale, Ontario, Canada sent in the pictures and story of his 1946 Piper PA-12 on Edo 2000 floats. Ray has been flying since 1940 and has owned the PA-12 since 1968 . With Canadian registration C-FIXD (just a coincidence) the PA-12 was to­ tally rebuilt after wind damage in 1984. New features include a left-hand seaplane door, STCd auxiliary fins above the stabilizer, PA-18 elevators, flaps, extended and drooped wingtips, long-range fuel tanks holding 55 Impe­ rial gallons (66 U.S.) and a Lycoming 0-290-D2 engine of 135 hp swinging a Sensenich 74 x 50 propeller. On floats, the PA-12 cruises at 95 mph using five and a half Imp. gallons TOP: With the right hand door slightly ajar, Ray Sherk taxies his PA-12 "Super Cruiser" past the photographer. Note dual water rudders in the down position, leading edge landing light and bow cable across the floats. RIGHT: Pretty photo by the dock reveals cabin skylight, flaps, "booster" wingtips and four fuel tanks in wings (66 U.S. gal). Avionics include ADF, Comm IIA, Trans­ ponder and ELT. An engine-driven vac­ uum pump runs the instruments. BOTTOM: Nestled against the sandy shore, the PA-12 has the left hand sea­ plane door in the "up" position. Very nice workmanship is evident. Note the PA-18 balanced elevators along with the dual auxiliary fins. Seated on the dock are "Lady", the poodle and "Heather".

(6.6 U.S .) per hour and has nearly a IO-hour endurance. Ray has flown to the sub-Arctic and Arctic several times for the fishing trips of a lifetime! (Matching Piper owners should write him if interested in such a trip.-14 Laurie Shepway, Willowdale, Ontario, Canada M2J I X6) Ray brought the pretty yellow Super Cruiser to Oshkosh '88 along with Nate Kaplan for their first visit to the Brennand Seaplane Base. Both admit­ ted having a great time at the fly-in and look forward to many more hours of enjoyment. By occupation, Ray is a professor of business management at the Ryerson Poly technical Institute in Toronto . • 6 SEPTEMBER 1988


~ ~ype


Compiled by Carol Krone.

1988 TYPE CLUB ANNUAL LISTING AERONCA Aeronca Aviator's ClubA Division of Pea Patch Airlines Julie & Joe Dickey 511 Terrace Lake Road Columbus, IN 47201 812/342-6878 Newsletter: 4 times as year Dues: No dues - $12 subscription

National Aeronca Association Jim Thompson , President 266 Lamp & Lantern Village Chesterfield, MO 63017 Newsletter: 6 per year Dues: $20.00 US, $30 Canada, $45 Foreign. $40 Charter US, $50 Charter Canada, $65 Charter Foreign

Aeronca Lover's Club Buzz Wagner Box 3, 401 1st SI. East Clark, SO 57225 605/532-3862 Newsletter: Quarterly Dues: $15 per year

Aeronca Sedan Club Mr. Richard Welsh 2311 East Lake Sammamish Place SE Issaquah, WA 98027 Newsletter: 3 per year Dues: $3.50 per year


American Air Racing Society Mr. Rudy Profant, President 4060 W. 158th Street Cleveland, OH 44135 216/941 -0089 Newsletter: Quarterly Dues: $10.00 per year

American Aviation Historical Society Mr. Harry Gann, President 2333 Otis SI. Santa Ana, CA 92704 714/549-4818, Tuesday nights, 7 :00-9 :00 p.m. local Newsletter: Quarterly Dues: $25, includes Journal and Newsletter

Bird Airplane Club

International Cessna 120/140 Association

Jeannie Hill P. O . Box 328 Harvard, IL 60033 815/943-7205 Newsletter: 2-3 annually Dues: Postage Donation

Dorchen Forman, Editor Box 830092 Richardson, TX 75083-0092 817/497-4757 (D. Forman) Newsletter: Monthly Dues : $15 U.S. year

BEECH CRAFT American Bonanza Society Cliff R. Sones, Administrator P.O. Box 12888 Wichita, KS 67277 316/945-6913 Newsletter: Monthly Dues: $35.00 per year

Staggerwing Club Jim Gorman, President 1885 Millsboro Road Mansfield, OH 44906 419/529-3822 (home), 419/755-1011 (office) Newsletter: Quarterly Dues: $15 per year

Twin Bonanza Association Richard I. Ward, Director 19684 Lakeshore Drive Three Rivers, MI 49093 616/279-2540 Newsletter: Quarterly Dues: $25 per year (U .S. & Canada) $35 per year (Foreign)

Bucker Club John Bergeson, SecretarylTreasurer 6438 W . Millbrook Road Remus, MI 49340 517/561-2393 Newsletter: 6 per year Dues: $10 per year (U .S. & Canada) $15 per year (Foreign)

Bucker Club, National Frank Price, President RI. 1, Box 419 Moody, Texas 76557 817/853-2008 Newsletter: 12 per year Dues: $25.00 per year


West Coast Cessna 120/140 Club Donna Christopherson, Membership 451 Bellwood Drive Santa Clara, CA 95054 408/988-8906 or 554/0474 Newsletter: Bi-monthly Dues : $10 per year

Cessna 150/152 Club Skip Carden, Executive Director P.O. Box 15388 Durham, NC 27704 919/471-9492 Newsletter: Monthly Dues: $20.00 per year

International Cessna 170 Association,


Velvet Fackeldey, Executive Secretary

P.O . Box 1667 Lebanon, MO 65536 Newsletter: Fly Paper (11 per year) The 170 News (Quarterly) Dues; $15.00 per year

International Cessna 180/185 Club (Cessna 180-185 ownership required) Charles Bombardier, President 4539 N. 49th Avenue Phoenix, AZ 85031 Newsletter: 9 or 10 per year Dues : $15 per year

Eastern 190/195 Association Cliff Crabs 25575 Butternut North Olmsted, OH 44070 216/777-4025, after 6 p.m . Eastern Newsletter: Irregular - Manual on Mainte足 nance for Members Dues : $10 initiation & as required each year.

International 195 Club Dwight M. Ewing , President P. O. Box 737 Merced, CA 95344 209/722-6283 Newsletter: Quarterly Dues : $20.00 U.S. annually


International Bird Dog Association American Tiger Club Mr. Frank Price, President RI. 1, Box 419 Moody, Texas 76557 817/853-2008 Newsletter: Monthly Dues: $25.00 per year

Phil Phillips, President 3939 C-8 San Pedro, NE Albuquerque, NM 87110 505/881-7555 Newsletter: Quarterly "Observer" Dues : $25.00 per year

Corben Club Robert L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletters : Quarterly Dues: $8.00 for four issues

Cessna Pilots Association Bellanca Champion Club Ms. Pam Foard and Mr. Larry D'Attilio 1820 N. 166th Street Brookfield, WI 53005 414/784-0318 Newsletter: Quarterly - "Bellanca Contact!" Dues: $25.00 per year

John Frank, Executive Director Mid-Conti足 nent Airport P. O. Box 12948 Wichita, KS 67277 316/946-4777 Newsletter: Monthly Dues: $30 annually

Culver Club Larry Low, Chairman 60 Skywood Way Woodside, CA 94062 415/851-0204 Newsletter: None Dues: None VINTAGE AIRPLANE 7

Culver PQ-14 Assoc. Ted Heineman , Editor 29621 Kensington Drive Laguna Niguel, CA 92677 714/831 -01 73 Newsletter: Annually Dues : Donation Dart Club Lloyd Washburn 3958 Washburn Drive Pt. Clinton, OH 43452 Newsletter: Now and Then Dues : None deHaviliand Moth Club Gerry Schwam , Chairman 1021 Serpentine Lane Wyncote, PA 19095 215/635-7000 or 215/886-8283 Newsletter: Quarterly Dues : $12 U.S. & Canada $15 Overseas deHaviliand Moth Club of Canada R. deHaviliand Ted Leonard, Founder-Direc足 tor 305 Old Homestead Road Keswick, Ontario, Canada L4P 1E6 416/476-4225 Newsletter: Periodically Dues : $20 annually Ercoupe Owners Club Skip Carden, Executive Director Box 15058 Durham, NC 27704 919/471-9492 Newsletters: Monthly, with special editions Dues: $20 per year Fairchild Club John W. Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009 507/263-2414 Newsletter: Quarterly Dues: $5 Fairchild Fan Club Robert L. Taylor, Editor P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly Dues : $8.00 per year Flying Farmers, International Kyle Ann Stream, Executive Director P.O. Box 9124 2120 Airport Road Wichita, KS 67277 316/943-4234 Newsletter: 10 issues per year Dues : $35 per year U.S. funds , plus chapter dues

Great Lakes Club Robert L. Taylor, Editor P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly Dues : $10 per year Hatz Club Robert L. Taylor, Editor P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly Dues: $8 per year Heath Parasol Club William Schlapman 6431 Paulson Road Winneconne, WI 54968 414/582-4454 Newsletter: Annually Dues : Postage donation The Interstate Cub Robert L. Taylor, Editor P. O. Box 127 Blakesburg , IA 52536 515/938-2773 Newsletter: Interstate Intercom Dues : $8 for four issues Little Round Engine Flyer Ken Williams, Chairman 331 E. Franklin Street Portage, WI 53901 Contact Williams for further information


Newsletter: Professional Air Racing (10/


Dues: $10/year, domestic

National Biplane Association

Charles W. Harris, Board Chairman

Mary R. Jones, Executive Director

Hangar 5, 4-J Aviation

Jones-Riverside Airport

Tulsa, OK 74132


Dues : $15.00 per year

National Championship Air Races

Susan Audrain, Marketing Director

P.O. Box 1429 Reno, NV 89505 702/826-7500 American Navion Society Raleigh Morrow, Chairman of Board Gerry Bright, Executive Secretary Box 1175, Municipal Airport Banning, CA 92220 714/849-2213 Newsletter: Monthly Dues: $35 per year The Ninety Nines, Inc., International Women Pilots Loretta Jean Gragg , Executive Director P.O. Box 59965, Will Rogers Airport Oklahoma City, OK 73159 405/685-7969 Newsletter: The Ninety-Nine News - monthly Dues : $40.00 annually

LUSCOMBE Continental Luscombe Association Loren Bump, Fearless Leader 5736 Esmar Road Ceres, CA 95307 209/537-9934 Newsletter: Bi-monthly (6 per year) Dues: $10 (U.S.), $12.50 (Canada or $10 U.S. funds) $15 (Foreign) Luscombe Association John Bergeson, Chairman 6438 W. Millbrook Road Remus, MI 49340 517/561-2393 Newsletter: 6 per year Dues: $15 per year (U .S.) $20 per year (Canada) $25 per year (Foreign)

Fleet Club George G. Gregory, President 4880 Duguid Road Manlius, NY 13104 315/682-6380 Newsletter: Approx. two per year Dues: Contributions

Meyers Aircraft Owners Association Wm. E. Gaffney, Secretary 26 Rt. 17K Newburgh, NY 12550 914/565-8005 Newsletter: 5-6 per year Dues: Postage Fund Donation

Funk Aircraft Owners Association G. Dale Beach, Editor - Treasurer 1621 Dreher Street Sacramento, CA 95814 916/443-7604 Newsletter: 10 per year Dues: $12.00

Minnesota Seaplane Pilots Association Jack E. Mathisen Box 385 Squaw Lake, MN 56681 218/659-4431 Newsletter: 3-4 per year Dues : $15 per year

8 SEPTEM BE R 1988

National Air Racing Group Frank Ronco, President 1313 Los Arboles Sunnyvale, CA 94087

Norseman Club David E. Neumeister 5630 S. Washington Lansing, MI 48911 -4999 517/882-8433 Newsletter: Quarterly - Norseman Newslet足 ter Dues: $10 per year North American Trainer Association (T6, T-28, NA64, NASO) Stoney and Kathy Stonich 2285 Oakvale Drive Shingle Springs, CA 95682 916/677-2456 Newsletter: Quarterly - Texans and Trojans Dues: $25 U.S. , $35 Canada, Foreign, U.S. Funds - Int'l Money OX-S Aviation Pioneers Oliver V. Phillips, National Secretary 10405 W. 32 Avenue Wheat Ridge, CO 80033 303/233-5905 Newsletter: 6 per year Dues : $10 per year PIETENPOL Buckeye Pietenpol Association Frank S. Pavliga, Newsletter Editor 2800 S. Turner Road Canfield, OH 44406 2161792-6973, days 2161792-6269 (even足 ings) Newsletter: Buckeye Pietenpol Assn. News足 letter - Quarterly Dues: $7.50 per year

International Pietenpol Association Robert L. Taylor, Editor P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly or Semi-annually Dues : $8 per year PIPER Cub Club John Bergeson, Chairman P. O. Box 2002 Mt. Pleasant, MI 48804-2002 5171561-2393 Newsletter: 6 per year

Dues: $15 per year (U.S.) , $20 (Canada)

$25 (Foreign)

L-4 Grasshopper Wing

Publisher: John Bergeson, Cub Club

P. O. Box 2002

Mt. Pleasant, MI 48804-2002


Newsletter: 6 per year

Dues: $10 per year (U.S.), $15 (Canada ­ U.S. Funds)

$20 (Foreign)

Note: Must be a Cub Club member, also

Short Wing Piper Club, Inc. Lonnie McLaughlin, Membership Chairman 32 East End Avenue Brentwood, NY 11717 516/273-5072 Newsletter: Bi-monthly Dues: $25 per year Super Cub Pilots Association Jim Richmond, Founder/Director P.O. Box 9823 Yakima, WA 98909 509/248-9491 Newsletter: Monthly Dues: $25 per year U.S. $35 per year (Canada) $40 per year (Foreign) Tomahawk Pilots Association Skip Carden, Editor P. O. Box 15388 Durham, NC 27704 Newsletter: Bi-monthly (6 per year) Dues: $20.00 per year

Replica Fighters Association Frank G. Weatherly, President 22451 David Taylor, MI 48180 313/295-0590 Newsletters: Bi-monthly Dues: $15 per year

Southwest Stinson Club Dick Goerges, President 3619 Nortree Street San Jose, CA 95148 408/274-9179 Newsletter: SWSC Newsletter, 10 per year Dues: $10 per year

Seabee Club International Captain Richard W. Sanders, President 6761 NW 32 Avenue Ft. Lauderdale, FL 33309 305/979-5470 Newsletter: Quarterly (plus phone consulta­ tion) & directory Dues: $15 (U.S. & Canada) $20 (Foreign)

Swift Association, International Charlie Nelson P. O. Box 644 Athens, TN 37307 615n45-9547 Newsletter: Monthly Dues; $25 per year

Seaplane Pilots Association Robert A. Richardson, Executive Director 421 Aviation Way Frederick, MD 21701 301 /695-2083 Newsletter: Water Flying (Quarterly) Water Flying (Annual) '88 SPA Seaplane Landing Directory - $12 - Members/$25 non-members Dues: $28 per year Silver Wings Fraternity Russ Brinkley, President P.O. Box 11970 Harrisburg, PA 17108 717/232-9525 Newsletter: Slipstream Tabloid - Monthly Dues: Initiation - $10, $5 per year Spartan School of Aeronautics Alumni Association Vern Foltz, Alumni Relations 8820 E. Pine Street Tulsa, OK 74115 918/836-6886 Newsletter: Quarterly Dues: $10 annually Stearman Restorers Association Tom Lowe, President 823 Kingston Lane Crystal Lake, IL 60014 815/459-6873 Newsletter: 4 per year Dues: $15 per year STINSON

•** Porterfield Airplane Club Chuck Lebrecht 1019 Hickory Road Ocala, FL 32672 904/687-4859 Newsletter: Quarterly Dues: $5 per year RearwinClub Robert L. Taylor, Editor P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Quarterly Dues: $8 per year Ryan Club, National Bill J. Hodges, Chairman 811 Lydia Stephenville, TX 76401 817/968-4818 Newsletter: Quarterly Dues: $10 per year

National Stinson Club Jonsey Paul 14418 Skinner Road Cypress, TX 77429 Newsletter: Quarterly Dues : $7.50 National Stinson Club (108 Section) George H. Leamy, President, 108 Club 110 South Port Road, No. 18 Spartanburg , SC 29301 803/576-9698 Newsletters: 4 per year - March, June, Sept. & Dec. Dues: $15 per year Northeast Stinson Flying Club Dick Bourque, Founder 8 Grimes Brook Road Simsbury, CT 06070 203/658-1566 Newsletter: Bi-monthly Dues: $10 per year Note: Membership limited to 100 members

Taylorcraft Owners Club Bruce M. Bixler II, President 12809 Greenbower Road Alliance, OH 44601 216/823-9748 Newsletter: Quarterly Dues: $10 per year Travel Air Club Robert L. Taylor, Editor P.O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletter: Travel Air Tales - Quarterly Dues: $8 per year Vintage Sailplane Association Jan Scott, Secretary Rt. 1, Box 239 Lovettsville, VA 22080 703/822-5504 Newsletter: Quarterly Dues: $10 per year Waco Club, National Ray Brandly, President 700 Hill Avenue Hamilton, OH 45015 513/868-0084 Newsletter: Bi-monthly Dues: $8.00 per year Waco Historical Society R. E. Hoefflin, Treasurer 1013 Westgate Road Troy, OH 45373 513/335-2621 Newsletter: 4 per year Dues: $4 per year, Sept. 1 - Aug . 31 . Warbirds Worldwide, Ltd. Paul A. Coggan, Director 19 Highcliffe Avenue Shirebrook Mansfield Notts. NG20 8NB England Inl'l + 44 623 744476 Newsletter: Quarterly publication with full colour Dues: Membership fee (includes 4 copies of publication) - $28 U.S. World War I Aeroplanes, Inc. Leonard E. Opdycke, Director/Publisher 15 Crescent Road Poughkeepsie, NY 12601 914/473-3679 Journals: WW I Aero (1900-1919); Skyways (1920-1940) Dues: Minimum - $20 each for one year $25 foreign for WW I Aero • VINTAGE AIRPLANE 9

The Time Cap_s_u_'_e______B_y_No_rm_Pe_te_rs_en_ PILGRIM MODEL 100-A The Pilgrim Model 100-A was a high­ winged cabin monoplane of large and buxom proportions that had seating for nine passengers and a pilot plus bag­ gage, mail and express cargo. Built for American Airlines by the American Airplane & Engine Corp., Farmingdale, L.I., NY, the 100-A was powered by a 575 hp PraH & Whitney "Hornet" engine and cruised at 118 mph. The large 459 square foot wing em­ ployed a GoeHingen 398 airfoil to lift the 7750 lb. gross weight from small airports and even grass fields. Following their re­ placement in airline service in 1934, many Pilgrims went on to lengthy, active lives as "bush" airplanes in the far north country. Features included a steel tube fuselage and a steel tube and aluminum wing, all covered with fabric. Fuel tanks were mounted in each wing root and the wide landing gear used 35 x 16-6 Goodyear Air­ wheels with brakes. The Pilgrim pictured here (NC737N) began life as a 100-B with a 575 hp Wright "Cyclone" engine and was later con­ verted to a 100-A as pictured with a 575 hp PraH & Whitney engine. Just recently, a considerable effort has been mounted to raise funds to keep the remaining flyable example of a Pilgrim in Alaska where it would eventually be placed in a museum.

REARWIN "KEN-ROYCE" 2000-C Designed for Salina, Kansas busi­ nessman, R.A. Rearwin, by Fred Land­ graf (formerly with Travel Air) with assistance from J. J. Clark and William Guselman, the Rearwin "Ken-Royce" 2000-C was a well-proportioned three­ place biplane powered by the 170 hp six­ cylinder Curtiss Challenger engine. The Ken-Royce name was derived from the two sons of R. A. Rearwin, Ken and Royce Rearwin. With an upper span of 35 ft. and a lower span of 31' 6", the total wing area was 300 square feet using an airfoil called "Rhode-St. Genese". The fuselage was welded steel tubing with wooden fairings and the wings were of all-wood construc­ tion. The performance of this biplane was quite exciting for its day with a cruise of up to 124 mph! Only three examples were built in the 1928-29 time frame. 10 SEPTEMBER 1988

RASMUSSEN "SKIPPY" Photographed at the 1934 Cleveland National Air Races, this small, low-wing racer was designed and constructed by Hans Lohman Rasmussen, a native of Denmark and a machinist by trade. Not only did he build the airframe for "Skippy", but he also designed and built the five-cylinder radial engine named "Clipper" which featured four valves per cylinder and developed 65 hp at 2,600 rpm. During the 1934 races, pilot Bill Kysor won a second and a third place in the 200 cu. in. events while flying "Skippy" against the winner, Steve Wittman in his Pobjoy Special. When things were going right, "Skippy" could cruise at 150 mph. With only a few hours of solo time in his logbook, Hans Rasmussen added a top wing to Skippy and proceeded to fly the little biplane without difficulty. The extra wing lowered the landing speeds and considerably tamed the racing version! Hans Lohman Rasmussen is still living in Odense, Denmark and is happily re足 tired at age 85!

, ------------~~-------------BACH TRIMOTOR "AIR YACHT" 3-CT-8 An all-wood contemporary of the Ford Trimotor, the Bach "Air Yacht" was de足 signed for smaller airline use with cabin room for eight passengers plus pilot & co-pilot. Power was supplied by a 525 hp Pratt & Whitney "Hornet" engine in the nose and two Wright J-5 engines of 165 hp in wing nacelles. Manufactured by the Bach Aircraft Co., Inc. of L.A. Metropolitan Airport, Van Nuys, CA, the "Air Yacht" was engineered by Morton Bach and flown by company test-pilot, Waldo Waterman. With a cruis足 ing speed of 133 mph, the rather sprightly performing Bach Trimotor made a name for the company at the 1929 Cleveland National Air Races. However, like so many other companies, the Depression of 1930-31 caused the demise of the Bach Aircraft Co., Inc.




Ron Testerman flies a rare, polished beauty with a distinguished family name.


the fall of 1977, Ron Testerman and his partner decided that they'd just wash their Cessna 150 rather than re­ paint it that winter. While they were soaping it down, a stranger walked by and asked, "how much?" Without looking up from his sponge , Ron barked out a handsome price and the stranger, a non-pilot, disappeared into the FBO's office . A few minutes later he came out and said he 'd take it. "So my partner and I started looking for another airplane ," said Ron. Ron is a commercial real estate broker from Roanoke, Virginia who didn't even have his private license yet when the Cessna sold itself. He and his partner asked an airline pilot friend to help them find a suitable replace­ ment that would be a good airplane to learn to fly in and , "could do a little aerobatics". Under the heading "Monocoupe" in Trade-A-Plane they found N369H at Santa Paula Airport in California and bought it over the tele­ phone .

''{' d been to Oshkosh and admired Monocoupes ," said Ron, "although I didn't know what I was looking at at the time . My partner and I flipped to decide who would accompany our air­ line pilot friend to California to pick up the airplane and I lost. When they got it back to Roanoke I realized that our new airplane was one of the type that I'd been admiring at Oshkosh without ever thinking that I'd own one." The Cinderella story gets a little tar­ nished here. Ron says, "It looked real good but it didn't punch as good as it looked." After flying the airplane for only eight hours, Ron arranged for its annual inspection only to find that it wouldn't pass the punch test. Down it came for a rebuild and Ron and his partner bought a Cessna 170 in which Ron got his license. Ultimately, Ron split with his partner who kept the Cessna and Ron took on full ownership of the Monocoupe. Flat engine Monocoupes started

when Franklin engines became avail­ able for less money than the radial Lamberts that were in use on Monocoupe Model 90s. The Franklin powered Model 90 AF was engineered by Robert Nesebar in 1941 . Forty-four were produced in Orlando , Florida by the Monocoupe Aeroplane and Engine corporation, a division of Universal Molded Products. The U.S. Army Air Force ordered 19 of the airplanes for lend-lease to France as liaison aircraft. The French didn't take delivery of the airplanes until 1946, however. After the war, the Monocoupe name, which had bounced around quite a bit, came to rest in Melbourne, Florida. Robert Sessler built 10 Model 90 AL-115 Monocoupes there. The Model 90 AL-115 is a Lycoming 0-235 powered, 115-hp version of the Model 90 AF and the 10 examples were built in 1947 and 1948. The post-war bust took its toll on the company, however, and the last airplane to bear the Monocoupe name was the Meteor I, a

Ron Testerman in flight over Lake Winnebago at Oshkosh '88. VINTAGE AIRPLANE 13

light twin that was tested but never cer­ tified. Ron has photographs that lead him to believe his airplane was the pro­ totype used to certify the conversion from Franklin to Lycoming power. Sales records show that the airplane was purchased by a man in Appomat­ tox, Virginia (about 100 miles from Ron's home) . The man died before tak­ ing delivery, however, and the airplane sat in Lynchburg, Virginia for several months before the widow sold it to a man from North Carolina. "I met him at a fly-in there two years ago and he recognized the airplane, 38 years after he bought it," said Ron . The numbers were changed in the I 960s and Ron was unable to get back the originals during the rebuild. The entire project was quite an undertaking for someone who had never worked on an airplane before and Ron admits that he was , "very ignorant about what was involved," in restoring a Monocoupe . He wisely sought help from an excel­ lent source. "A friend gave me a magazine article about Bud Dake re­ storing his yellow 'Coupe and it said that a man named Harmon Dickerson had built him a set of wheelpants for it. I needed wheel pants so I wrote to Bud . Well, the article was wrong about the wheel pants but Bud told me that I should contact Harmon anyway for as­ sistance . When he told me where Har­ mon had just moved to, it came as quite a surprise-about 12 'miles from my house , on the same road even, in Blacksburg Virginia" . Ron had sandblasted and primed the fuselage and was looking for some­ place to work on the 32-foot, one-piece wing so he moved the whole project over to Harmon's place. He says he spent many a night there as he, "got Harmon to do about the whole thing and I assisted him" . There was nothing seriously wrong with the airplane, according to Ron, although he did rebuild one aileron from scratch. All the wood was found to be in questionable condition and was replaced, as well as one piece of tubing near the tail post and the tailwheel mount. Basswood had been used for the noseribs and three or four had bro­ ken and were floating free. All were replaced with aircraft plywood. The leather for the seats came from a furni­ ture center in Hickory, North Carolina and the instrument panel was built from antiqued aluminum by, "an ex­ California drag racer holed up in a little rural town in North Carolina" . Changes to the airplane include 14 SEPTEMBER 1988

Custom-designed instrument panel is set up to fly.

"It took 26 coats on the fuselage and 22 on the wings."

Cleveland brakes and wheels and the l50-hp, 0-320 engine and metal prop. The engine had been converted from the l15-hp 0-235 to an 0-290-E2 of l35-hp with an Aeromatic prop when Ron got the airplane . The l50-hp mod­ ification was made from a field ap­ proval on Bud Dake' s yellow Coupe many years before . The change is on a form 337 and is not an STC but a one-time approval. The stainless steel exhaust system is from a Decathlon. Ron says the Monocoupe represents

Water off the Monocoupe ducks' back. Anyone know the origin of the logo?

Ron Testerman at the controls of his rare Monocoupe.

about 3,000 hours' labor. He says, "They're very labor-intensive air~ planes, especially with a deep finish." Ron's airplane is covered with cotton from a mill in South Carolina that he says is the only mill producing it. He used a butyrate dope in International Harvestor truck yellow . Ron says he, "did it 'til it looked right , which took 26 coats on the fuselage and 22 on the wings ." Toward the end of the project, Har­ mon's wife, who was a professor at Virginia Polytechnic Institute and State

"Ron has put more than 400 hours on the airplane. "

The profile looks a lot different without a round engine.

University, took a pOSItIOn with the University of Missouri. They trucked the fuselage and wing to Bud Dake's home airport in Creve Coeur and as­ sembled it there. Creve Coeur is an antique and classic hotbed with no less than six Monocoupes listed among the airplanes based there . Ron's Monocoupe was assembled in the last half of July 1981 and wasn ' t quite ready for Oshkosh that year al­ though he did fly it to the Fly-In at Blakesburg, Iowa. "It still had a few raw edges," he admits. Since then he has flown it to Oshkosh several times and as far as Oklahoma. Since 1981, Ron has put more than 400 hours on the airplane so it's no hangar queen. He says he flies it almost weekly from April through November or December but then there's always a few month's of bad weather , "Just when something needs fixing is when it usually gets cold," he says. The Monocoupe indicates 130 mph at 2,400 rpm and has very good short­ field performance. It holds 28 gallons of fuel in two wing tanks and has gas gauges from an old Ford, as do many airplanes of that vintage. Automotive parts were readily used on airplanes be­ cause of their availability . The Monocoupe does have flaps but Ron says that the lever is hard to reach so he seldom uses them, preferring to simply slip it in . Ron discounts horror stories about the ground handling and says that anyone with Luscombe time would have no problem. Ron himself is a 500-hour private pilot. Would he do anything differently if he had it to do over? Ron says, "I was under pressure to finish so I'd have something to fly. That's not the best way to build." To support his point , Ron mentions that he has had plans for a Skyote since 1977, the same year he bought the Monocoupe. In 1985, he made a materials list and in January 1986 he began collecting what he needed. He took a machine-shop course last October and has started cut­ ting steel for the airplane. With poig­ nant understatement he says, "I knew that if I never started it, it was for certain it would never get done." Ron has set aside Wednesday evenings to work on the airplane but sometimes gets up a little early, "to work for a half hour or so before I have to get out in the real world." That's an excellent endorsement for the pure joy of build­ ing. Coupled with the satisfaction of flying his rare and beautiful Mono­ coupe, Ron's aviation experiences couldn't get much better. • VINTAGE AIRPLANE 15

AIRLINES: Then and Now

Reflections on the good old days, as seen from a

passenger seat of a jumbo jet.

by Richard Stevens


am sitting in a McDonnell Douglas wide body DC-lO at Chicago O'Hare Airport. Temperature, 28 degrees F. and it's snowing . I can't see outside too well because they are spraying the aircraft with steam-heated glycol. We are about an hour and a half behind schedule. Sitting here like this gives me time to reflect on th airline business as it was when I started with Northeast Airlines in 1940.... . The wing of the Lockheed lOA Electra was easy to reach from the ground. We brushed off the snow with gloved hands, sawed a rope back and forth or used a barn broom. The DC-3 wing was higher off the ground but otherwise pretty much the same. It was harder to get to the inner portion around the engine nacelles and occa­ sionally someone would attempt to stand in that area, slipslide off the wing and land on the frozen ground with a bone-jarring thud. This DC-IO has huge engine air in­ lets with bleed heat pumped into them from the engine. The propellers of the DC-3s and Electras had "slinger rings" that dispensed alcohol through a tube onto each blade. Just in case the al­ cohol tube would clog, we sometimes wiped down the propeller blade with snowplow wax. When ice started to form and alcohol was applied, chunks of ice would be flung off and come banging against the sides of the fuse­ lage. To prevent damage to this area, "ice plates" were attached so that it would not puncture the skin of the air­ craft. The tail feathers of both airplanes were fabric covered so the ice and snow didn't stick-it vibrated off. I watched the multitude of ground personnel load baggage aboard this DC-lO. Huge specially made trucks with hydraulic lifts pushed large bins on rollers into the cargo spaces under­ neath the passenger cabin. The Lock­ heed had a nose baggage compartment that would hold four good-sized bags and a set of golf clubs, usually the cap­ tain's. There were also bins in each wing. These would hold wing covers in the winter and chocks. Mail usually went in the wing locker just forward 16 SEPTEMBER 1988

of the passenger door. A late-arriving passenger usually had his baggage thrown in after him on the floor. There were very few "hers"who flew in those days. The DC-3s had a large baggage hold just aft of the cockpit, reached by either climbing up the sloping cabin floor (after all, these were "tail sitter" aircraft) or a small door outside, aft of the captain's window . Another large baggage compartment was located just behind the passenger cabin entrance. This was nearly large enough to stand in. All manner of equipment was car­ ried there along with passengers' bags, engine covers, chocks, mail and com at (company material). When airplanes came in from Presque Isle, Maine or Moncton, New Bruns­ wick we ignored an occasional sack of potatoes or a lobster that we knew must belong to one of the crew . I don't know how many cabin atten­ dants this DC-lO has. There are at least 10. The Lockheed had none and the DC-3 had one for all 21 passengers. As for in-flight movies, the captain of the lOA would invite you to sit up in the copilot's seat for a while. The DC­ 3 captain would let you kneel down between the cockpit seats or sit in the jump seat. The in-flight reading mate­ rial consisted of the airline's schedule or the official Airline Guide which wasn't very large at the time. No more are we issued cotton for our ears to quiet engine noise or chew­ ing gum to relieve air pressure. This widebody is pressurized and has sev­ eral video screens to assault the eyes and ears. When the Lockheed arrived at the terminal (usually a Quonset hut, or less) a step stool was brought out by the station agent, who was also the mail handler, baggage handler, weight and balance expert and weather obser­ vation specialist. His primary job was radio operator/travel and ticket agent. In short, he was all alone at the station. When the DC-3 came along we hired additional people at some terminals to haul baggage, push the four-step ramp to the passenger cabin door and other­

wise service the aircraft. However the passengers still stepped out onto a wind-swept ramp, blown about further by other aircrafts' engines. Today pas­ sengers would consider it primitive to have to walk across a ramp. It would be very interesting today to find out how many people are em­ ployed to service how many passen­ gers. It's hard to believe that we could only carry 10 passengers-the equiva­ lent of only one row of seats in this widebody aircraft of today-in the Lockheed lOA . Yet it required two pilots, just as this one does. However the only support personnel for the in­ frequent trips were the occasional weather man on duty for the CAA at Bangor, Portland, Boston and other stations; the chief radio operator in Boston; the dispatcher; and the many duty station agents. Since the airlines were virtually the only ones making instrument flights, the tower or the communications people advised who was on an ap­ proach at the time. I remember seeing my first experi­ mental radar system at Boston. Now it has developed into a system that will track an aircraft going in any direction, at any altitude and identified on the radarscope according to type, speed and altitude. From no weather-radar screens in the early airliners, we now have color ones that even identify the strength of a storm. As the DC-to came in to land at Boston, a video camera was turned on and the passengers watched the actual approach and landing, followed by taxi­ ing and docking at the terminal. The view was over the captain's right shoulder. In the old days, the captain of a Lockheed lOA or DC-3 would leave the cockpit door open on a good day and you could watch the approach if you leaned far enough into the aisle . Once the captain flaired to land, every­ thing but the sky disappeared as the nose came up and the tail began to drag . Up to that point, however, the old days were definitely better. I'd still much rather watch a show in person than see it on television . •

THE BEST YOU CAN His old instructor's words would echo in his mind before the day was out.

by Jerry R. Martin


had made no specific plans for my vacation, other than to spend as much time at the airport as I could . This Saturday was about 95 degrees and ter­ ribly humid-normal for central Ar­ kansas in July. A good friend of mine had spent the preceding 15 months rebuilding a PA­ II Cub Special so I made my first stop at his hangar. I was hoping to get my first ride in his pride and joy . Unfortu­ nately, he was still tinkering with it , which is his nature , so I was just about to find some air conditioning and a good magazine when Michael showed up. He was a new pilot who had re­ cently started flying one of the Aeronca Chiefs on the field to master the skills necessary to fly his father' s Chief. The Cessna 150 was no longer much af a challenge and we all know that only taildragger pilots are real pilots, don't we? It was real hot and I wasn't really crazy about flying low and slow, but what the heck, I spoke up and volun­ teered to give him the benefit of my experience in the Chief. I flew seven years for Uncle Sam in helicopters and have been flying for 18 years in every­ thing from Cessna 140s to Bonanzas, but I probably have less than 100 hours in taildraggers . To Michael, though , that 100 hours must have sounded like 1,000. He was convinced that I could handle the situation. The little airplane sounded like a well-oiled sewing machine as he pushed the throttle to the firewall. I

reminded him to push the nose on over until the airplane was level prior to take-off. He nodded his head in under­ standing. It was peaceful, even if it was hotter than blazes, but I was flying and that's all that mattered. All at once, a thought came to my mind as we were about 300 feet in the air. It was insignificant at the time but I felt I should give him the benefit of experi­ ence . "Michael ," I warned , "If you ever lose the engine at 500 feet or less , don't even consider a tum . Just plan the event straight ahead." When I was first learning to fly a taildragger, an older pilot told me, "Just do the best you can with what you ' ve got , where you are ." Those words would echo loudly before the day ended . Michael suggested a little practice at the local grass strip used by the crop dusters about 15 miles south of the air­ port . It sounded great to me . I always did a little bit better on grass anyway. Well , the little airplane was winning my heart as we got ready to leave the strip after a few landings and take-offs . Michael poured the coal to it and we began to roll. Everything was normal and I was sure Michael was capable of handling the docile little Aeronca. As he rotated and the airplane lifted off the grass, my mind was relaxed and I felt great. Then the engine quit. I mean it got real quiet all of a sud­ den. Michael yelled something un­ printable as I hollered , "I've got it!" There we were , 20 feet in the air with less than 100 feet of sod left before a

cotton field . The words I had so wisely shared with him just 30 minutes earlier began to echo in my head . Straight ahead was our only option . Believe me , there was no time to think. I just pulled the throttle back , set up a good three-point attitude and waited for the ground to rise up and smite me ... "the best you can ... with what you've got. . . where you are." The plane hit the end of the strip with about 20 feet to spare . With the wheels planted firml y it was just a matter of picking cotton until we stopped moving . As I climbed out , I remember thank­ ing the Lord neither of us was hurt , and praying the airplane wasn' t bent. It wasn't, by the grace of the big pilot in the sky . After extricating the plane from the cotton field, Michael assured me he wasn't going home in it, even if we did get it started again . I under­ stood! After a 30 minute walk to the nearest telephone, I contacted the owner and asked for his assistance. He arrived with the best minds on the airport . The consensus was that we had a vapor lock . Of course , by now the engine was cool and started easily. The sun was beginning to set and it was the best time of day to fly. I was volun­ teered to get the plane back home . I was proud, first because of the trust they had placed in my capabilities and second because I loved to fly--espe­ cially at sunset in a sweet little Aeronca . • VINTAGE AIRPLANE 17


--1] An information exchange column with input from readers.

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

Oshkosh '88! We survived and saw one of the greatest yet! It was a safe one and the organization, the volunteers and the people were great. Despite the many changes we had in parking and crowd-con­ trol, and the more-than-expected increase in attendance all went smoothly. My only regret is that I didn't get too much time to stand around and yak as much as I'd like. Every time I went rushing past the Antique/Classic Barn I'd hardly have time to say hello to a few people before I was off on another photo mission . I did get down there right after the big storm and therein lies my reason for writing this . Along about Thursday when the Conven­ tion was starting to swing I noticed a Taylor J-2 Cub all painted yellow with a for sale sign on it. I'm always looking and this time I took a good look. I didn't get the guy's name but it was a real pretty Cub at a good price . I made a note that I'd get in touch with him later in the week when things slowed down. Well, as things happen at Oshkosh , I was too busy to follow through. Then after the storm I saw this neat little machine setting catty-whompus down by the Red Bam. Seems the tiedowns the man put in the sod were only little tent stakes' Talk about doing something dumb' Here a guy spends all kinds of money on a pristine little airplane and then doesn't take the time and effort to protect it. What a tough way to learn. There have been reams of articles , FAA circulars and military tech orders written on the proper methods of securing airplanes. They even tied down DC-3s and B-17s and some of those were taxpayers airplanes that the average guy thinks don ' t cost anything. And they're made of iron so how can they blow away? Well they do. I just saw some pictures of Condor's DC-3 that blew away in Sherman, Texas so what


chance did this little , high-lift Cub have in 55-mph winds? The point is, for Gosh sakes, take the time , effort and the little bit of money necessary to assure yourself that you'll have an airplane to come back to if the wind blows a little. Also, if you're tied down in a row, as at Oshkosh or any other airport in the world, notice that there are other airplanes close by. Yours could very well wind up crashing into the airplane next to you or on top of the ones behind. C'mon guys and gals. Make sure your airplane is secure. And please , with tandem-seat, stick airplanes don ' t tie the stick back. Tie the rear stick forward against the front seat with the seat belt . If you've got an airplane with control wheels, get a bungee and lash the two wheels together to secure the ailer­ ons and somehow jam the wheels forward so the wind doesn't get under the tail. While I'm here I've got another point I can touch on. You taildraggers with years of experience cover your eyes on this cause I'll just be singing to the choir. It 's you neophytes I'm aiming at. I looked at a brand new Christen Eagle at Oshkosh. The guy had just flown it in. I walked around it and it was beautiful. There was no doubt that this was a labor of love. We talked a bit and as I was looking at the tailwheel I saw the tire was loose on the rim. It was a Scott six-incher and it must have been a real "old-new" stock tire that had been lying around quite a while. It was hard as bak-O-lite (you know, the stuff they used to use to make old telephones). Anyway, the tire was so loose on the rim that I was afraid it was going to roll off and jam be­ tween the arm and the wheel and cause a loss of control. I called his attention to it and expressed my fears but the guy just shrugged it off and went on his way. All I could think of was how foolish this all seemed. Here is a guy who has a tre-

mendous investment in just the kits without mentioning all of his labor and he wouldn't take the time and the few bucks to maintain control of the situation. That little six-in­ cher constitutes one third of his landing gear and almost ALL of his control on the ground. Goof that little wheel up and you chance losing the whole ball game. A word to the wise. Heck , as long as I've got the typewriter warmed up here , I have one more caution for you. This one is about those neat blue poly tarps that are such a bargain from some of the local supply houses. This is one we learned the hard way . Number one­ and-a-half son had a Luscombe and blew the engine. He parked it here at the Funny Farm , took the engine off and then decided to cover the whole airplane cabin with one of these nice new poly tarps. I thought it was a good idea. Several months later we uncovered it and guess what? All the Plexiglas had turned brown and was fuzzier than a foggy morn­ ing . I couldn't believe it but it happened . I called a friend of mine in the plastics business and got the word . The polymers they put in the tarps to keep them flexible are the culprit. They keep the plastic pliable but they gradually evaporate over the years. Meanwhile they ' re hell on Plexiglas. Les­ son: don ' t cover your airplane with one of those plastic tarps . It'll destroy the Plexi­ glas. Mark and I are still waiting for com­ ments and questions from you out there . Some of you must be tongue-tied, but you can write can't you? Or maybe you can get someone else to tell you his story and write it down . Just get it to us and we'll get it in print. Over to you "Buck"


Miles' four-place sportplane of the 1940s still serves as a British family's favorite touring ship. To trace the Messenger's ancestry, it is best to pick up the Miles story at the beginning of the 1930s at the start of the "Hawk Era" . The true origins of the Miles enterprise actually stretch back another decade to the Shoreham days of barnstorming Avro 504s and the Southern Aircraft Company-but that's another story in itself. In 1933, most light aeroplanes in successful use in Britain were bi­ planes, and the majority of these a single type, the DH60 Moth. The Moth series is deservedly famous for its simplicity, dependability and economy and many true pioneering flights had been made on it. However, the biplane formula was already becoming technically out­ dated and Fred G. Miles ("FG") had the vision to see that the time was right for a significant move forward. FG's design for an open-cockpit, tandem­ seat, all-wood, low-wing monoplane attracted businessman Charles Powis who at that time ran the Phillips and Powis concern at the Reading Aerod­ rome, Woodley, whose activities in-

by CA Parker c1uded the Reading Aero Club and the Phillips and Powis School of Flying. Miles and Powis collaborated to build the prototype Hawk, G-ACGL at Woodley and it made its first flight early in 1933. The aeroplane was an immediate success and attracted almost universal acclaim both technically from the avi­ ation press and from the pilots who flew it (regardless of their previous fly­ ing experience). Certainly the decade of the 1930s had seen significant developments for private aircraft in cabin comfort, in­ strumentation, cruise speed and range. Two benefits that had been lost, how­ ever, were the light biplane'S ability to land and take off from small fields and safe handling characteristics at slow speeds. In 1939, George Miles began design of a new concept for a light aeroplane-one that would combine the advantages of the gain in comfort

and convenience of the cabin monop­ lane, but regain the short-field and slow-speed performance advantages of the light biplane. A tall order then, some 50 years ago (and seemingly a taller order today!). The resulting George Miles concept, developed in 1939, was not im­ mediately proceeded with because of the outbreak of the war. During the early war years, the Miles company's activities were concentrated on produc­ tion of the Magister and Master trainers for the RAF. Ever an innovative or­ ganisation, however, numerous design studies were developed against a back­ ground of the many and varied opera­ tional requirements thrown up by the war effort. One such was an Army Air Observation Post (AOP) need for a robust, easy to fly aircraft for battlefield duty with the maximum rough/short field capability. George Miles' 1939 concept had already been realised to an extent in the form of the M28 trainer but for the new require­ ment further refinements were made VINTAGE AIRPLANE 19

resulting in the M38 Messenger. The development of an AOP aeroplane in private without the blessing of an offi­ cial specification upset the authorities and the M38 was not proceeded with in the AOP role. It's excellence at the job for which it was designed, the short-field capability in particular, did not go unnoticed however, and a small quantity of Messengers were built as battlefield transport and communica­ tions aircraft, the most famous user being General Montgomery. Jim Buckingham's Messenger, G-AIEK is painted to represent Monty's RG333 and appears today on the air display circuit. George Miles' design aims were surely more than realized through the Messenger's performance, with out­ standing short-field capability and slow-speed handling. There exists some Miles film footage, taken during the war, that depicts two particular tests of proposed uses for the Messenger as a shipborne anti-submarine aircraft. The first part of the proposal was that the Messenger's take-off performance allow it to operate off a very short deck or platform upon which it could land into a net that was split in the middle to allow the propeller to pass through. The film shows a Messenger being flown slowly into the net a couple of feet from the ground and, of course, being instantly arrested-landing roll, zero feet! The second part of the test was to demonstrate the load-carrying capability . The film shows six passen­ gers (representing the weight of a depth charge or two) squeezing themselves into the Messenger, followed by a nor­ mally sprightly take-off. All that on a 130-hp Gipsy Major. The return of peacetime left Miles with an ideal contender for the hoped­ for boom in private flying. A comfort­ able, safe, four-seat touring aircraft with all the short-field and slow-speed capability that could be desired. Most of the Messengers that came onto the post-war market were the 2A version with the 155-hp Blackburn Cirrus Major 3 engine. These aeroplanes gave their owners dependable service for , in most cases, some 15 years or more until the large numbers of American aircraft appeared following the relaxa­ tion of import restrictions. Miles itself was a victim of the in­ evitably rapid contraction of the air­ craft industry in the late 1940s and went into liquidation in 1949. Part of the Woodley operation was acquired by Handley Page and operated as 20 SEPTEMBER 1988

Handley Page Reading Ltd. One Miles project was taken to production status by HPR , the four-engines (Gipsy­ queens) Marathon feeder liner. HPR also used Woodley for some of its own developments in the 1950s including the Herald. Production of the Messenger and sister twin-engine Gemini aircraft ceased with the onset of Miles financial difficulties. During its relatively short production run, some 65 Messengers had been produced for the civilian mar­ ket. During the 1950s, Messengers and Geminis, together with Proctors and Austers were the mainstay of the recre­ ational flying and touring activities in the U.K. The Messengers were par­ ticularly popular with farmers who could operate easily out of small strips and fields . By the early 1960s, the lift­ ing of the import restrictions that had prevailed since the end of the war had seen a large number of American light aircraft coming into the U.K. Mostly of nosewheel configuration, these of­ fered easier handling, better perfor­ mance and more comfort than their el­ derly British equivalents. The value of the older aircraft was thus depressed. Additionally, the glued wooden struc­ tures of the Miles aircraft (including Messengers, Geminis and Hawk train­ ers) had become suspect giving their owners a difficult problem in that the costs of dismantling for the detailed in­ spection insisted upon by the ARB were greater than the value of the air­ craft. Hence many of these fine old machines were unceremoniously scrapped . The survival of G-AKIN is a tribute to the high regard for their aeroplane displayed by the Spiller family . 'IN, as it is known affectionately, passed into the ownership of the family early in 1948 after being manufactured in November 1947. She was based from the start at Sywell where she remains to this day . Norman Spiller and his late brother, John used 'IN as a comfortable means of keeping a professional eye on their family interests in Cambridgeshire and Huntingdonshire . John Spiller was also a keen sporting pilot owning and racing in succession; Leopard Moth G­ ACMA; Proctor G-AHFK; and Cessna 180 G-ASIT. 'IN was occasionally pressed into the racing role in the early 1950s and enjoyed a number of succes­ ses including a win in the Kemsley Trophy. For operations out of his farm

airstrip, sorties over various areas of agricultural interest and attendance at fly-ins and rallies, 'IN still suits Nor­ man Spiller's purposes admirably . She is truly irreplaceable. 'IN has never been rebuilt in the current sense of the word. Apart from the normal cycle of inspections over the years, including the periodic dismantling required by the airworthiness authorities, 'IN has never been out of service and she is entirely original. She has been "smar­ tened up" twice, first by application of a red and cream colour scheme to re­ place the almost-invisible, original Miles standard factory all-over blue; then again a year or two ago when the red/cream paintwork was refreshed and the horizontal stripes repainted on the fins and rudders. This design was orig­ inally applied to ensure maximum vis­ ibility for racing . The Messenger is a fairly straightforward aircraft to fly, with no real vices. The large flaps together with the drooping ailerons do produce quite large trim changes and these need careful anticipation, although the very long stick with its leverage enables pitch loads to be held fairly easy whilst the low geared elevator trim tab is ad­ justed. To utilize the Messenger's take-off and landing performance properly, quite slow airspeeds are the norm. For example, an initial climb after rotation is made at 40 to 50 mph and a powered full flap landing ap­ proach is made at 40 mph for the short­ est ground run. The full-flap stall oc­ curs at well under 30 mph indicated airspeed! 'IN will cruise at llO mph at 2,200 rpm and used to tum in racing results in the neighborhood of 130 mph, presumably flown at full throttle with the rpm being comfortably limited by the coarse-pitch Fairey Reed metal propellor. The Achilles heel of the Messsenger's handling, if there is one, is in directional control in crosswinds. Only the central fin and rudder are in the propellor slipstream and their small size causes them to be blanked out eas­ ily by the fuselage. The outboard fins and rudders are also blanked out by the thick wing in the tail-down attitude and are outside of the propellor slipstream . Hence careful use of differential brak­ ing is needed during crosswind take­ offs and, less frequently, during the latter part of landing runs. These are minor inconveniences, however, against a background of a pleasant fly­ ing not to mention the historical sig­ nificance of this smart little aeroplane .•

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

By volunteers of the Antique/Classic Press Committee Larry D' Attilio and Pamela Foard, Co-Chairmen (EAA 150262, AlC 8265) 1820 N. 166th St. Brookfield, WI 53005

John T. McCulloch is no stranger to the Monocoupe strain of aircraft, hav­ ing owned two clip-wing models and another D 145 besides his present one . In 1981 he donated one of the clip-

wing Monocoupes to the National Air and Space Museum. NI1733 is a 1934 D-145 re-engined with a Warner 185 . It had been badly damaged shortly be­ fore John got it in 1982. He had been familiar with the airplane prior to its mishap and was in the process of buy­ ing it when the accident happened. The engine broke an oil line and self-de­ structed. The ensuing forced landing took out the gear, belly and one wing panel. There are two stories to the rebuild­ ing of the airplane. The airframe makes up one and the engine the other. The gear had been repaired when John took delivery of the airplane, however upon examination, the job was a long way from the perfection he demanded. This led to a complete rebuild of the rebuild . This model Monocoupe is unusual in that the wing is a two-piece structure rather than the usual one-piece spar de­ sign. Since only one wing panel had been damaged , it was first thought that only one panel would require restora­ tion. Things didn't work out that way. So much rot and deterioration was found in the damaged panel that John

ordered the covering stripped off the second wing and 10 and behold it was just as bad as the first. Two new wing panels were constructed. The Warner 185 radial engine that now powers the D 145 has an un­ usual history. McCulloch sold a Warner 185 to a friend who was restor­ ing a Great Lakes . When the rebuild of the Monocoupe required a replace­ ment engine, he found that good War­ ners were scarce. John's friend re­ moved the engine from the Great Lakes and sold it back to John for the same price he had paid for it. Jon Lowe did the major part of the custom restoration of this beautiful airplane. All of the covering fabric is Stits except for the tail feathers which are covered with Irish linen. The red with white stripe finish is Amerflint. John McCulloch started his flying career in 1948. He did a stint in the Air Force flying F-84s. After his ser­ vice days he joined Eastern Airlines, retiring as a captain. John lives in Naples, Florida and is active in the Carolina/Virginia Chapter of the EAA.





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

We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues

of THE VINTAGE AIRPLANE will contain additional listings of new members. Adams, John J.

Bourque, Richard

Elbel, George M.

Huckleberry, Carl B.

Grafton, Massachusetts

Simsbury, Connecticut

Cincinnati, Ohio

Edinburg, Texas

Adkins, William S.

Bradshaw, Jerry Râ&#x20AC;˘ .

Engler Jr., Martin R.

Humphreys, Scott M.

Montgomery, Alabama

Clinton, North Carolina

EI Paso, Texas

Berkeley, California

Aho, Wayne R.

Briggs, Doris J.

Farnsworth, Carl E.

Hunt, Wesley G.

Peoria, Arizona

Venice, Florida

Yakima, Washington

Fargo, North Dakota

Allison, Robert B.

Brinegar, Perry J.

Fischer, Ron

Jankowski, Dennis W.

Evergreen Park, Illinois

Duncan, Oklahoma

Lakeside, Arizona

Roselle, Illinois

Ames, James K.

Bultman, Richard P.

Fisk, Peter J.

Johnson, Richard

Cloquet, Minnesota

Newton, New Jersey

London, England

Palatine, Illinois

Ames, John P.


Flood Jr., Joseph

Jungwirth, Richard

Rialto, California

Burxelles, Belgium

Lindenwold, New Jersey

Oshkosh, Wisconsin

Anderson, Gordon W.

Bynum, Michael

Gallagher, James H.

Kellogg, Jim L.

Chippewa Falls, Wisconsin

Louisville, Kentucky

Bonners Ferry, Idaho

Arnegard, North Dakota

Anderson, Robert V.

Cagle, Elbert

Girouard, Edward E.

Klopfenstein, Donald

Hampton, Virginia

Memphis, Tennessee

Somersworth, New Hampshire Portland, Oregon

Andrae, David R.

Cheslaek, Patricia A.

Gomez, Patty M.

Koch, Daryl D.

Delafield, Wisconsin

Aurora, Colorado

Fremont, California

Alma, Michigan

Antell, Bruce L.

Claxon, David W.

Gossweiler, Markus

Kraus, Philip

Salt Lake City, Utah

Rantoul, Illinois

Oberneunforn, Switzerland

New York, New York

Baker, John

Clement, Mark J.

Grenfell, Henry J.

Lander, Raymond

Memphis, Tennessee

Montreal, Quebec, Canada

Swedesboro, New Jersey

Rexdale, Ontario, Canada

Barber, Forrest A.

Clough, Kevin

Haley, Robert J.

Langkammer, Edward

Alliance, Ohio

Davenport, Iowa

Union City, California

West Allis, Wisconsin

Barkas, Dan

Cochrane, James D.

Hall, Michael A.

Larsh, Phil

Valparaiso, Indiana

Crystal Lake, Illinois

Baltimore, Maryland

Colfax, Indiana

Beaubien, Kenneth C.

Coleson, Eric A.

Harbour, Keith

Waterloo, Wisconsin

Denver, Colorado

Columbus, Nebraska

Latta, John T. Gustine, California

Beck, James P.

Collins, Jerry

Harrison, Robert N.

laurin, Mark A.

Kyle, Texas

Deatsville, Alabama

Ocean Grove, New Jersey

Kirkville, New York

Beckey, Robert D.

Coon, Richard G.

Heath Jr., Norman E.

Lawrence, Nelson

Towson, Maryland

Mt. Jackson, Virginia

San Diego, California

North Brunswick, New Jersey

Beecroft, Paul D.

Digregorio, Ben

Heinz, Tom

Leach, Norman H.

Long Beach, California

Sussex, New Jersey

Munich, West Germany

Campbellville, Ontario, Canada

Bellinger, Bruce

Donald, G. M.

Hill, Richard H.

Letch, Alan W.

Cornwallville, New York

Bakersfield, California

Seattle, Washington

Andover, Maryland

Blombach, Michael O.

Dragoo, James

Hogan,Thomas A.

Logan, Curtis G.

Fort Wayne, Indiana

McMurray, Pennsylvania

Fairfield, Ohio

Fern Park, Florida

Blunier, Andre

Durr, Wendell

Holloway, David S.

Lord, Wayne D.

Bettlach, Switzerland

Glen Carbon, Illinois

Beach City, Texas

Rhinebeck, New York.



by [)ennis Vark.s

Lib.-anr/ An:hives [)i.-ed().­

EARLY CONTROL SYSTEMS Even though three-axis control has been with us since the Wright brothers, the methods of actuating the control surfaces took a long time to standardize to the current system. In December 1913 the magazine THE AERO from Great Britain had a two-part article on control systems as seen on aircraft at the Paris Airplane show of that year. Of the seven sys­ tems discussed, five used control wheels, and two control sticks neither of which was very close to what we today call a joy stick (after inventor Joyce's name). The author began his survey: "If there be one part of an aeroplane which of all others each designer makes a thoroughly distinctive and in­ dividual manner, it is the arrangement of the controls. This state of affairs is, of course, exactly the reverse of what it should be, for controls should be standardized . "Control gears may practically be divided into three characteristic sec­ tions; those which are simple and in­ stinctive; those which are clever, and those which are both. "In order to avoid any invidious comment I will leave readers to settle in their own minds which are which, but there is one notable case which ap­ pears to avoid both instinctiveness and cleverness exceedingly completely. "This is the control gear of the An­ toinette (Figure I), which is, in the writer's estimation at all events one of the two blots on an otherwise nearly perfect machine . Its fault lies in the fact that the warping of the wings is effected by a hand wheel whose axis lies across the machine instead of along it. "One rotates the wheel forward to tum to one side and backwards to tum to the other, and as there is no reason at all why these arbitrary causes and effects should be interchanged a cer­ tain effort of memory must be required to recollect exactly what does what until long hours of practice have turned into second nature a thoroughly un­ natural habit. "

f'\ l.OTS SEAi

Antoinette Control.

Henry Farman Control.

In the descriptions of the other sys­ tems the author passes no judgements. In the Henry Farman system (Figure 2), a universally-joined lever is used in which a side-to-side movement is used for lateral control and forward and aft for longitudinal control. The rudder was controlled by a foot-operated lever. The Maurice Farman system (Figure

3) is much different than his brothers,

in that it uses a control wheel mounted

Maurice Farman Control.

on a square shaft which slides on rollers in the panel. Fore and aft move­ ment on the wheel column controls the elevator, while rotating the wheel con­ trols the rudder while in contradiction to Henry Farman's system the foot pedals control the ailerons . The R. E. P. (Robert Esnault-Pel­ terie) control (Figure 4) has some of the basic features of the modem joy stick. The elevator was controlled by a fore and aft movement on the stick VINTAGE AIRPLANE 25

and the wing warping by a side-to-side motion. Unusual for its time the con­ trols were connected to the control level by means of tube instead of wires. The Breguet control (Figure 5) is an all-in-one control that puts all three axis in a single hand control. The con­ trol column i s joined to the fuselage near the lower end with a universal joint. At the top end is a hand wheel through which the rudder and front skid are controlled via a chain and sprocket gear . Thus the rudder is ac­ tuated by rotating the wheel around its axis. A side-to-side movement of the column controlled the wing warping and the elevator by movement fore and aft. At this time it was open to question which control was the most important for turning the machine, the rudder or the ailerons. This brought about some confusion as to which control s should

:0 \ ",M .....

...... ,,-.",.,


r. r .......

R.E.P. Control.

be primary to the pilot' s natural sense of turning. The author agreed that: " Whichever it be, that organ (i . e. control) ought to be controlled by an action which in vol ves the instincti ve movement of the aviator towards the side on which the tum is to take pl ace."

'-0 ........ ;

Breguet Control.

CALENDAR OF EVENTS SEPTEMBER 9-11 - DENVER, COL­ ORADO ­ Twin Beech Association 1st Annual fly-in meeting at Centen­ nial Airport. Contact: Twin Beech As­ sociation, P. O. Box 8186, Fountain Valley, CA 92728-8186. SEPTEMBER 10 JENNINGS, LOUISIANA ­ Southwest Louisiana Fly-In, Sponsored by EAA 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 EAA 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 Col­ orado State EAA Chapter. Contact: 303/798-6086 or 303/751-1981 . SEPTEMBER 16-18 JACKSON­ VILLE, ILLINOIS 4th Annual Byron Smith Memorial Stinson Fly-In and Reunion at Jacksonville Airport. Seminars, fly-outs , contests. Camp­ ing at field . Contact: Loran Nordgren,

26 SEPTEMB ER 1988

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 22-25 HANNIBAL, MISSOURI - Cessna 195 Interna­ tional Fly-In. Contact: C. John and Kitten Blickhan, P.O. Box 530, Quincy, Illinois 62306, 217/222­ 4870. SEPTEMBER 30-0CTOBER 1 CAMDEN, SOUTH CAROLINA Annual EM AlC Chapter 3 Fall Fly­ in for antique and classic aero­ planes. Trophies, major speaker, vintage airplane films. At Woodward Field . HQ Holiday Inn, Lugoff, SC. Contact: R. Bottom, Jr., 103 Pow­ hatan Pkwy., Hampton, VA 23661 . OCTOBER 1-2 PINEVILLE, LOUISIANA ­ 3rd Annual Louisiana EAA Convention, sponsored by EAA Chapters 614 and 836. Trophies , banquet, camping . Final Louisiana Championship Series Event. Con­ tact: Jim Alexander, 2950 Highway 28W, Boyce, LA 71409, 318/793­

4245. OCTOBER 6-9 - CELINA, OHIO 13th Annual International Cessna 120/140 Association Convention Fly-In at Lakefield Airport. Contact: Terry Zimmerman, 419/268-2565. OCTOBER 7-9 THOMASVILLE, GEORGIA ­ Florida Sport Aviation Antique and Classic ASSOCiation , EM AlC Chapter 1 Fly-In at Thomasville Municipal Airport. Con­ tact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801 , 813/ 665-5572. OCTOBER 7-9 - TAHLEQUAH , OK­ LAHOMA ­ 31st Annual Tulsa Fly­ In. Contact: Charlie Harris, 3933 S. Peoria, Tulsa, OK 74105, 918/742­ 7311 . OCTOBER 7-9 - TAHLEQUAH , OK­ LAHOMA - 8th Annual National Bucker Fly-In . Contact: Frank Price, Route 1, Box 419, Moody, TX 76557, 817/853-2008. OCTOBER 8 - DAYTON , OHIO EM Chaper 610 Annual Air Force Museum Tour, including Restoration Shop and newly expanded museum. Contact: Jim Hammond, 3073 U.S. Route 68 N., Yellow Springs, Ohio 45387, 513/767-8751 .

by George A. Hardie, Jr Pioneers. Joe knew what the airplane was. The airplane was known as the Ong 'Continental' and was built in Earl C. Reed's hangar located on the Kan­ sas City, Missouri airport. Several people were involved in the design and construction of this plane. In 1938 it was modified slightly by adding more area to the fin and changing the cowl­ ing. "Oh , yes, my friend Joe? Joe Jupt­ ner." Doug Rounds, Zebulon, Georgia sent information from the 1941 Aero­ sphere: Wing span 33 ft. 6 inches; empty weight 1,375 lbs.; gross weight 2,300 lbs; maximum speed 152 mph; cruising speed, 135 mph; landing speed with flaps, 52 mph; rate of climb 750 Wmin . • Here's a homebuilt with the lines of a basic, practical design. Old timers will recognize the location where the photo was taken. The photo is from the EAA Library collection. Answers will be published in the December, 1988 issue of THE VINTAGE AIRPLANE. Deadline for that issue is October 10, 1988. The June Mystery Plane is the Ong M-32W "Continental ," a four-stroke cabin monoplane powered with a 145

hp Warner engine . H. Glenn Buf­ fington, EI Dorado, California writes: "Bill Ong test hopped it on May II , 1938. They had hoped to get it ATC' d. It flew beautifully, but the company was broke." Cedric Galloway, Hesperia, Califor­ nia writes: "I showed the picture to my friend Joe as we drove down to Ontario to enjoy an outing of the Southern California Wing of the OX-5 Aviation

The Ong "Continental"

The wrong photo ran with last month's Mystery Plane answers. The Collier Ambassador really looks like this.




EAA Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $18.00 annually. Family Member­ ship is available for an additional $10.00 annually.

ANTIQUE/CLASSICS EAA Member - $18.00. Includes one year membership in EM An­ tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership carel. 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 Division, 12 monthly issues of The Vintage Air­ plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.


lAC Membership in the International Aerobatic Club, Inc. is $25.00 an­ nually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EM.


EAA YOUTH MEMBERSHIP Full EAA Member benefits for only $18 annually.


EAA PROJECT SCHOOLFLIGHT Building real airplanes in schools and youth groups.


EAA SCHOLARSHIP PROGRAM Providing support for those seeking aviation related educations.


EAA AIR ACADEMY An intensive hands-on summer aviation experience at the'EAA Aviation Center in Oshkosh.


EAA AIR ACADEMY SUPER SATURDAYS A one-day, hands-on aviation workshop for young people presented at sites across the nation by EAA Chapters and clubs of the Academy of Model Aeronautics.

WARBIRDS Membership in the Warbirds of America, Inc. is $25 .00 per year. which includes a subscription to Warblrds. Warbird members are required to be members of EAA.

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

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the fol­ lowing address:

WITTMAN AIRFIELD OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 OFFICE HOURS: 8:15-5:00 MON.-FRI. 28 SE PTEM BER 1988

EAA Air Academy programs are supported by the AVEMCO Insurance Co. FOR INFORMATION CONTACT: Chuck Larsen, Education Director EAA Aviation Foundation Wittman Airfield Oshkosh, WI 54903-3065 Telephone (414) 426-4800

EA~ •


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Ralph Royce, Executive Director, CAF.

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PINSIPATCHES 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)

Where The Sellers and Buyers Meet...


per word, 20 word minimum. Send your ad to

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Oshkosh, WI 54903-2591.

AIRCRAFT: 1948 PA-17 Vagabond - Continental A-65-8, 1935 n , 180 SMOH, 40 SPOH. Recovered '84 in Ceconite. New Exhaust and tires. Clean, will de­ liver. $8,500 or trade plus cash for good PA-12. 5171773-3852, Michigan. (9-2)

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.

Stinson 10A Project - Complete but rough. Stin­ son 10, less engine, in good shape, for parts, in­ cluded. No parting out. $4,000. Chris at 518/329­ 2395. (9-2)

AN OPEN COCKPIT VOX INTERCOM THAT WORKS! - A two-squelch electronic system guaranteed to eliminate open mics and STILL be voice activated! Interfaces with handheld com radios. Record and self-muting music inputs. ATC override. All kits include assembled PC board. Up to 50 hrs. with 9VDC battery or power with 8 ­ 32VDC. FIVE YEAR WARRANTY. Two place kit $75.00. AAMWELL TECHNOLOGY, 2744 E. Glen­ rosa, Phoenix, AZ. 85016, 602/955-8857 evenings. (11-89/3) 1910-1950 Aviation items for sale - helmets, goggles, instruments, manuals, everything original and old. 44-page catalog available, $5.00. Air­ mailed. Jon Aldrich . POB-706. Airport, Groveland, CA 95321 . (1-89/5) LAST OF N. O. S. 1930's Antique - Famous Continental A-40-4-5 engine parts; Piston rings in original sealed cartons; valve springs ; gasket sets ; propeller hubs; cylinder banks; also rebuilt car­ buretors, magnetors. LISTS - $2.00. Money back guarantee. Opalack, 1138 Industrial, Pottstown, PA 19464-5820. (10-89/2)


Have We Got A Part for Youl 20 years accumula­ tion of parts for all types of aircraft - antiques, classics, homebuilts, warbirds. Everything from the Needed - Information, service tools and factory spinner to the tail wheel. Air Salvage of Arkansas, shop service manuals on Romec (wobble) hand Rt. 1, Box 8020, Mena, AR 71953, phone 501 /394­ operated fuel pump. Model RD-1563 , Type D-2. 1022 or 501 /394-2342. (3-21579111) Gerry Barg, 141 Howard Street, So. Easton, MA CUSTOM EMBROIDERED PATCHES. Made to 02375 , 508/238-1111 . No collect. (9-2) suit your design, any size, shape, colors. Five patch minimum. Free random sample and Wanted : Heath Parasol with or without Henderson, any condition ; engine, plane or plans. Dennis, 614/ brochure. Hein Specialties, 4202P North Drake, 451-7587. (9-2) Chicago, IL 60618-1113. (c-2I89)


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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, roto rc raft, 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 than10% 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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