Page 1


by Espie "Butch" Joyce

My lead time for this column is 60 days so while you read this in April, it is actually February when it is written. We have just attended our February Board Meeting and a lot happened that I would like to relate so you have a feeling of what goes on at these meet­ ings . First was the resignation of Kelly Viets as vice president of the Antiquel Classic Division. This was not really a surprise as Kelly had indicated for some time that he would be resigning. Before his retirement, Kelly made his living as a civil engineer in Kansas and was very successful. He has been active in all aspects of aviation-related activities in Kansas and is one of the hard-core leaders of the EAA and AIC Division for as many years as I can remember. He helped organize the AIC Division some 16 years ago and has served the division in some capacity since its inception . At Oshkosh, he was chairman of the mini-museum for the EAA Aviation Foundation for many years and has worked as Parking Chair­ man in the AIC area . He has been Chairman of the Mem­ bership and Chapter Booth in the A/C area for several years and also con­ ducted the interview circle in front of our Headquarters. Kelly has put forth a lot of effort with his engineering knowledge toward the construction of the EAA Air Adventure Museum at Oshkosh. His leadership and back­ ground knowledge of the EAA is going to be missed , especially by me as I serve my term as president. All the of­ ficers, directors, advisors and mem­ bers will also miss his hard work, ex­ perience, advice and fellowship. We all wish you well, Kelly. During the board meeting, it was necessary to appoint someone to re­ place Kelly as vice president. With some discussion, Art Morgan, who has served as a director for over to years and is also Parking Chairman at Osh­ kosh , was nominated. Art has been ac­ tive with the EAA since the days of the 2 APRIL 1989

Rockford Conventions . His experience will be of great benefit to the A/C Di­ vision as he serves as vice president. Art had declined this position in the past but felt that now was the time in his life when he cou ld fulfill the obliga­ tions of a vice president. I am glad to have Art on board . With Art moving up to the office of vice president, there was a vacancy on the board of directors. Steve Nesse, who has served as an advisor and has been a willing worker in all aspects of our division was appointed by the board to serve out Art Morgan's unex­ pired term. Steve will make an excel­ lent director and I congratu late him. One of the items we discussed at our February meeting was our publication, VINTAGE AIRPLANE, which we feel is improving with every issue. We are now up to 36 pages. Buck Hilbert 's column, "Pass It To Buck," is starting to have a great deal more activity than in the past. At the meeting, Buck held up a fistfull of letters from readers and he is starti ng to really enjoy writing the column . It is easy to have fun with this type of activity when you have input and feedback from members and have something to write about, so keep passing those cards and letters to Buck. As I mentioned in the past, classified advertising in "Vintage Trader" is in­ creasing. I think this is a good service for members and the more people use it the better it gets. Take a look through the ads this month and see if you see anything you need. If you have some­ thing to sell, you should consider plac­ ing an ad yourself. The lead time is currently 60 days but we are looking into ways to cut this time down. Hope­ fully, by our next meeting we will be able to report on what we have done along this line. We are having good input from members with articles and pictures. A good example is the piece this month on the famous aviatrix, Louise Thaden. I think you will thoroughly enjoy this . I have also looked at new merchan­ dise such as ball caps, T shirts and sweatshirts for our '89 Convention. This merchandise is also available throughout the year and we will soon have an ad for it in VINTAGE AIRPLANE. Bob Brauer has been appointed An­ tique/Classic Chapter liaison and he has since contacted all 17 NC chap­

ters. We had a new inquiry from a group in Colorado which Bob will con­ tact about forming a new chapter. As chapter liaison person , Bob will be able to devote a 100 percent effort to keeping communications open with the chapters. I would ask at this time for all chapter newsletter editors to put Bob on your mailing list so he can keep up with your activities . His address is on the opposite page under "Direc­ tors ." He will also be the chairman of the membership and chapter booth in the A/C area at EAA Oshkosh '89 and will be there for you to meet and talk with. As to communications, I am receiv­ ing quite a bit of information from members expressing concern and ad­ vice and I really do appreciate these letters . Writing "Straight and Level" is much easier for me with this input. It gives me some insight as to what the membership would like to know about. If you have any concerns for the divi­ sion whatsoever, or any other aviation matter, please drop me a note. Also, I would like to mention that I will be at Sun 'n Fun '89 April 9 to 15. I plan to hold an informal question, answer and discussion session with the member­ ship on Tuesday morning at the An­ tique/Classic Headquarters . If you haven't already made your plans, it's now-or-never as far as EAA Oshkosh '89 is concerned. There have been a lot of adjustments to our parking area for this year and I think you will fmd it to your liking. It will be an in­ teresting Convention. It is our hope that we can make each day as interest­ ing as the day before and have good activities all through the week. This year, the Convention will close on Thursday when we will be honoring all the award winners during the day and at night. It is our feeling that these people have put forth the effort and. money to receive an award at Oshkosh and are deserving of that recognition before the public. Next month, I will have more news pertaining to the Convention. Also, we will have the list of chairmen and their activities, along with telephone num­ bers to call in order to offer your assist­ ance to these people. Let's keep up the good communication within our divi­ sion. Let's all pull in the same direc­ tion for the good of all aviation. Join us and have it all! •





Dick Matt

VI~TA(3~ ~1l2VLA~~


Mark Phelps

APRIL 1989 • Vol. 17, No.4


Mike Drucks

Copyright " 1989 by the EAA Antique/Classic Division , Inc. All rights reserved.


Mary Jones


Norman Petersen

Dick Cavin


George A Hardie, Jr.

Dennis Parks


Isabelle Wlske


Jim Koepnlck

Carl Schuppel

Jeff lsam




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

Vice President Arthur R Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631 Treasurer

Contents 2

Straight and Level/by Espie "Butch" Joyce


AlC News/compiled by Mark Phelps




Letters to the Editor


Vintage Literaturelby Dennis Parks


Members' Projectslby Norm Petersen


Vintage Seaplaneslby Norm Petersen


C-2 Restoration: A Journal- Part 3/ by George Quast

E.E. "Buck" Hilbert

P.0. Box 424

Union, IL 60180




Louise Thadenlby Bill Thaden and Pat Thaden Webb


Planes and PeoplelPublicity Committee


Welcome New Members


Pass It To Bucklby E.E. "Buck" Hilbert


Vintage Trader Mystery Planelby George Hardie Jr.

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

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

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

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

Charles Harris 3933 South Peoria P.o.. Box 904038 Tulsa, o.K 74105 9181742-7311

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


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

Robert D. "Bob" Lumley N104W20387 Willow Creek Rd. Colgate, WI 53107 414/255-6832

FRo.NT COVER .. . Louise Thaden went from selling coal to Travel Airs and became a premier race pilot and record setter. Her story is told by her children starting on poge 20.

Gene Morris 115C Steve Court R.R. 2 Roonoke, 1)( 76262 817/491-9110

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

Daniel Neuman 1521 Berne Circle W. Minneopolis, MN 55421 612/571-0893

s.H. "Wes" Schmid

2359 Lefeber Avenue

Wauwatosa, WI 53213



7200 S.E. 85th Lane

Ocala, FL 32672


ADVISORS John A Fogerty RR 2, Box 70 Roberts, WI 54023 715/425-2455

Peter Hawks Sky Way BId., Suite 204 655 SkyWay Son CalosAirport Son Carlos, CA 94070 415/591-7191

Page 12

Page 20

BACK COVER ... This photo of a Fleet 9 and a Warner 165-powered Great Lakes might lead an unknowing observer to wonder who the heck was flying that blue biplane. (Photo by Wayne Edsall)

The words EM, ULTRAliGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUEICLASSIC 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 trademar1<s of the above associations and their use by any person other than lhe above associations is strict~ pfOhibned. E<itoriaf Policy: Readers are encouraged to submn stories and pOOtographs. P<Jicy opinions expressed in artides are sole~ those of the authors. Respon~bi lny for acaJracy in reporting rests entirely wnh the contributor. Material should be sent to: Editor, The VINTAGE AIRPLANE, Wittman Airfield, 3000 Poberelny Rd., Ost«osh, WI 54903·3086. Phone: 414/426-4800. The VINTAGE AIRPLANE (ISSN 009t -6943) is pui>ished and owned exclusive~ by EAA Antique/Classic Division, inc., of the Experimental Aircraft Assodation, Inc. and is published month~ at Willman Airfield, 3000 Poberelny Rd., Oshkosh, WI 54903-3086. Second Class Postage paid at Oshkosh, WI 5490t and add~onal mailing offices. Membership rates for EM Antique/Classic Divi~ , Inc. are $18.00 for current EAA members for 12 month period of wt;ch $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 adv~ng. We invne constructive critcism and welcome arrt report of inferior merchandise obtained through our advertising so that corrective measures can be taken. POSTMASTER: Send address changes to EAA Antique/Classic Divi~on , Inc., Willman Airfield, 3000 Poberelny Rd., Willman Airfield, Oshkosh, WI 54903·~~..




Compiled by Mark Phelps

WELCOME TO SUN 'N FUN It ' s time for the Sun ' n Fun EAA Fly-in at Lakeland , Florida once again. We hope that many of you are planning to attend . While you are there, please come visit all of your friends at the Antique/Classic Headquarters. Check out our posted schedule for all of our special events and activities. On Tuesday morning, April II, at 10:30, our division pres­ ident, Mr. Espie "Butch" Joyce will hold a "Question and Answer" forum at the Antique/Classic Headquarters. Each evening we will be having popcorn while we view old flying films. There will be special Pioneer Aircraft Participation Plaques for owners and/or pilots of aircraft manufactured in 1936 and earlier. Our Past Grand Champions who attend will receive a special hat to identify them. We ' re looking forward to seeing all of you and your wonderful airplanes there. - Sandy McKenzie-President, EAA AlC Chapter # I

SIR THOMAS SOPWITH One of the great personages of the world of aviation has been laid to rest in his native England. Sir Thomas Sopwith died on Friday, January 27 just a week following his 10 I st birthday. Thomas Octave Murdoch Sopwith was born on January 18 , 1888 to a wealthy family long established in the en­ gineering business. He was already a well known yachtsman, balloonist and race car driver when he taught himself to fly in 1910 and earned the 31st pilot's license issued in Great Britain. Soon active on the air show/demon­ stration circuit in both Europe and the U. S . , he set a number of records and is remembered for dropping a mail pouch onto the deck of the liner Olympic as it steamed out of New York Harbor . With aviation prizes won in the U . S . , Sopwith set up his own aircraft manufacturing company in 1912 and went on to everlasting fame as the creator of the legendary Sopwith Pup, Snipe and, of course , the Camel. The Camel was the most successful fighter of World War I in terms of number of victories scored by its pilots, but in any case its fame was ensured when Canadian pilot Roy Brown used one to down Germany ' s Manfred von Richtofen, the infam­ ous Red Baron .

4 APRIL 1989

After the voluntary liquidation of Sopwith Aircraft fol­ lowing the war, Sopwith organized a new company in 1920 in the name of his Australian test pilot, Harry Hawker. Hawker Aircraft went on to produce the immortal Hurricane of Battle of Britain and World War II fame . . .and in the 1960s the lineal descendant of Sopwith' s company produced the VTOL Harrier, which was used with devastating success in the 1982 Falklands war. Sopwith was a world class yachtsman and competed, unsuccessfully, for the America's Cup in 1934 and 1937 in his Endeavor and Endeavor /I. He was knighted in 1953 for his long service to his nation and the world. Sixty-five years old at the time, he would get to enjoy being Sir Thomas for the next 36 years! - Jack Cox

Fly-in ~ijlt to . ~ FlightFestl ANTIQUES & CLASSICS Gather in KENOSHA, WISCONSIN the weekend before the EM Convention in Oshkosh. Come JULY 21-JULY 23. • Fabulous Airshow • Great On-Ground Displays • Plus ... Terrific Friends! LAST YEAR'S FLlGHTFEST


For more information. contact: Bob Carlson 414-656-1 B46

or Dennis Eiler

Kenosha Municipal Airport

9900 - 52nd Street

Kenosha, WI 53140

(414J 656-B158


April 30 - Slidell, Louisiana. Slidell Mosquito Picnic, Slidell Municipal Airport. Sponsored by EAA Chapter 697 . Contact Doug Lait, 1365 St. Paul PI., Slidell , Louisiana 70460 Tel. 504/ 641-5046.

june 3-4 - Coldwater, Michigan . Fifth Annual Fairchild Reunion. Con­ tact Mike Kelly, 22 Cardinal Drive, Coldwater, Michigan 49036. Tel 517/ 278-7654.

May 5 - 7 Burlington , North Carolina. Annual Spring EAA Fly-in for Classic and Antique Aeroplanes. Sponsored by EAA Antique/Classic Chapter #3 . Contact Ray Bottom Jr., 103 Powhatan Parkway, Hampton, Virginia 23661 .

june 10 - Newport News, Virginia . Seventeenth Annual Colonial Fly-in . Patrick Henry Airport . Sponsored by EAA Chapter 156. Contact Chet Sprague, 8 Sinclair Rd. , Hampton , Virginia 23669. Tel 8041723-3904.

May 6-7 Winchester, Virginia. EAA Chapter 186 Spring Fly-in at air­ port. Trophies for winning show plan­ es. Pancake breakfast Sunday. Conces­ sions . Apple Blossom Festival down­ town. All welcome. Contact George Lutz at 703/256-7873.

May 7 - Rockford, Illinois. EAA Chapter 22 Annual Fly-in Breakfast. Greater Rockford Airport - Mark Clark's Courtesy Aircraft, 7:00 am until noon . ATIS 126.7. Contact Wal­ lace Hunt, Tel 818/332-4708.

May 19 - Alsip, Illinois. EAA Chap­ ter 260 23rd annual anniversary din­ ner. Condesa del Mar, 12220 So. Cic­ ero. Contact Frank Rosner, Tel 312/ 339-6323.

May 20-21 - Ferriday , Louisiana. Ferriday Fly-in. Concordia Parish Air­ port . Sponsored by EAA Chapter 912. Contact Jerry Stallings, Route I, Box 19D, Ferriday, Louisiana 71334, Tel 3181757-2103 .

May 21- Benton Harbor, Michigan. Third annual Ply-in breakfast, war­ birds, boat show, classic car show and trophies for aircraft. Sponsored by EAA Chapter 585, AVSAT Aviation and Twin Cities Airport. Contact Al Todd, PO Box 61 , Stevensville, Michigan, 49127 Telephone 616/429­ 2929.

May 26 - 28 - Afton, Oklahoma. The Third annual Twin Bonanza Associa­ tion convention at the Shangri La Re­ sort. Contact Richard Ward, Twin Bonanza Association, 19684 Lakeshore Drive, Three Rivers, Michi­ gan 49093 Telephone 616/279-2540.

May 20-21 - Alexandria, Minnesota. Bellanca - Champion National Fly-in . Alexandria Airport. Contact Rob or AI , Tel 6121762-2111.

May 20-21- Hampton, New Hamp­ shire. 13th Annual Aviation Flea Mar­ ket. Contact Mike Hart, Tel 603/964­ 6749.

june 2-3 - Bartlesville, Oklahoma. Biplane Expo '89, National Biplane Convention and Exposition. Frank Phillips Field. Sponsored by National Biplane Association. Contact Charles W. Harris, 9181742-7311 or Mary Jones, 9181299-2532 .

june 23 - 25 - Pauls Valley, Ok­ lahoma. Greater OKC Chapter of AAA Fly-in. Great facility for Fly-in and camping. Close to motels. Contact Harry Hanna at 405/946-4026, or Bud Sutton at 405/392-5608 .

june 22 - 25 - Mount Vernon, Ohio. 30th Annual Waco Reunion. Wynkoop Airport. Make your reservations at the Curtis Motor Hotel, just one mile from the airport, 1-800-828-7847, or (in Ohio) 1-800-634-6835. There will be no Waco fly-in at Hamilton this year. For more information, contact Na­ tional Waco Club, 700 Hill Avenue, Hamilton, Ohio 45015.

june 24 - 25 Orange Mas­ sachusetts. EAA Chapter 726 New En­ gland Fly-in and antique engine show. Two runways, 5,000- by ISO-feet, trophies, flea market and food. War­ birds welcome. Contact Joe Smolen, 413/498-2266.

October 5-8 - Pauls Valley, Ok­ lahoma. International Cessna 120-140 Association Fly-in Convention. Fifty miles south of Oklahoma City on 1-35 . Fly-outs, games and fun for all. Close to motels and shopping mall. Excellent camping facilities on field. Contact Bud Sutton at 405/392-5608 . •


Letters TO The Editor -<:Q] ' ..... ~~~ DC-WHAT? Dear Editor, On page 6 of the February issue you show two pictures on an aeroplane David Scott thought might be a "some­ what rare DC-2." Although the pic­ tures are pretty small, I think the aerop­ lane is more likely to be a DC-3. Here are my reasons: - The fuselage looks too round . In the passenger window area, the sides of a DC-2 fuselage are flat. In addition, the "hamburger door" (front left) looks too curved. - The cowlings have cowl flaps and look too deep and streamlined. DC-2s did not have cowl flaps. Early DC-3s didn't either. - The diagonal landing gear member of a DC-2 attaches right behind the axle. On a DC-3 there is an extra ar­ ticulating link (the pork chop) in be­ tween. In the picture, it looks as though the diagonal does not point di­ rectly to the axle, leaving room for the pork chop.

6 APRIL 1989

- There is no pitot tube sticking down

under the nose just behind where the

nose opens .

- The landing lights are in the wings ,

normal for a DC-3 but abnormal for a

DC-2 . The DC-2 had them in the nose.

- The picture shows a fairing running

along the fuselage to the vertical

stabilizer. DC-2s did not have thi s

originally. DC-3s did.

- One cannot see enough of the tail

to say whether it looks like a DC-2

vertical stabilizer and rudder or more

like the larger DC-3 tail.

Dear Mr. Phelps, That aircraft is, in reality, a DC-3. Of the 156 commercial and military DC-2 aircraft built , there are two left in the U.S., Colgate Darden and the Douglas Historical Foundation each have one . The Dutch Dakota Associa­ tion in Holland has one that they just imported from Australia . There are four or five additional DC-2 aircraft in Australia, all in varying conditions and one aircraft in Finland which has been configured into a restaurant.

Taken individually , none of these arguments is decisive . People do have a way of modernizing aeroplanes , but if this is a modernized DC-2, someone did a mighty convincing job of it.

Yours truly, Harry Gann Douglas Historian Long Beach, California Mr . Gann included a photocopy of page 96 ofArthur Pearcy's book, Fifty Glorious Years. It shows a photo of the same DC-3 in David Scott' s pic­ tures and a capsule history of the par­ ticular airplane . - Ed.


C. Darden Cayce-West Columbia, South Carolina Mr. Darden ought to know. See the next letter. - Ed.

JURRIES STILL OUT Dear Editor, The letter you published by Don Jur­ ries (Vintage Seaplanes, February) brought back some old memories. Don moved his mobile home next to the one that I had on the lake back in 1962. Yeah, that was 26 years ago. Don and I had a lot of fun that summer water skiing and just goofing off. He left that fall and the last I heard from him was that he was in Oregon. I lost contact but I heard that he was flying for some airline. Well there are..not too many Don Jurries around so I looked up his phone number. You guessed it. He is the same one. We spent a long time on the phone and we will get together this summer. Don keeps his Cubs at a strip at Stanton, Minnesota. The PA-II is at Duluth. So it is a small world. In talking to Don he said that it has not been too many years that he has been interested in old airplanes. I asked him if he had shown any other signs of bad judgment. Thought you might like to know. Sincerely,

John Berendt

Cannon Falls, Minnesota.

FROSTBITTEN FRIEND Dear Mr. Phelps, This is the first time for me to write in since your arrival on EAA staff .. . let me take this opportunity to welcome you aboard, and may you be able to keep up your fine work. Being interested in aviation history, I especially enjoyed Col. Reed's story of the Fokker trimotor & Rockne crash (January) ... I think he gave us a very good overall picture for a short story such as this ... please pass on to him my good wishes. Also, I think the VINTAGE AIRPLANE cover and back cover pic­ tures are always the best in the busi­ ness. And of course I always look for­ ward to Geo. A. Hardie's columns, Buck Hilbert's informative parts and , you know, I always enjoy "Letters to the Editor" too. Please keep up the good work, and may I extend my best wishes to you. Roy G. Cagle Juneau, Alaska

SAD NEWS Dear Mark, First of all, congratulate Boardman Reed for his excellent article on the Knute Rockne crash. It is well thought

out and reminds all of us where we came from. Next is the sad news of the passing of Lillian Boyer Werner on February 1, 1989. My big regret was being un­ able to have her meet most of our members. She was a lady with an air of electricity and fondness for all that is good. It is doubtful if she ever met a person she didn't like or who didn 't like her. She was the most outstanding lady I've ever met and I will certainly miss her as will her niece and nephew. See the September 1986 issue of VIN­ TAGE AIRPLANE for her story. Last of all, allow me to congratulate you for the good work editing our magazine. I do appreciate your effort. Take care of yourself and God Bless. Regards, Ted Businger Willow Springs, Missouri

TRANS WHO? Dear Mr. Phelps, Nice article by Boardman Reed about the Knute Rockne Fokker crash. I found only one error (we all make 'em). TWA did not change its name to Trans World Airlines in 1945 as stated, rather in 1950. For a few years prior to that it had used the service mark "Trans World Airline" (singular form) only to reflect its newly-acquired over­ seas routes . In fact, myoid paycheck stubs from 1951 still carried the name Transcontinental & Western Air, Inc. while leftover stocks were used up. Those make me feel like a real old timer! Cordially, Edward Peck Waddy, Kentucky

FASTEN-ATING Dear Mr. Joyce, I've just finished reading "The Fun Flying Foursome" (December) by Norm Petersen. A reference was made to a point being deducted for having "phillips head screws" installed on the Aeronca Champ. I am in the aircraft fastener wholesale>distribution busi­ ness. I get numerous calls for old, out~ of-production hardware that is in­ tended for restoration of "point" air­ craft. Many of these calls are from pro­ fessional restorers asking advice as to what to substitute for the out-of-pro­

duct ion hardware. Since the EAA

judges apparently are wise to this and

to keep my customers happy (EAA in­

cluded), can you direct me toward a

"bottom line" document or judging

guide that might prevent my giving bad

advice on fasteners ?

Very truly yours,

Earl H. Myers Airframe Systems Inc .

4760 Portage St. NW ,

North Canton , Ohio 44720


Butch sent Mr. Myers an EAA Judging Guide.- Ed.

THREADBARE THANK-YOU Dear Butch, lowe you a thank-you . Since first seeing my Luscombe Phantom, prior to purchase, I've had difficulty with hardware choice. Much of this was corrected by EAA Oshkosh '88. I thought nothing remained to be found - How wrong I was. In an effort to preserve originality (at the behest of your judges), I acquiesced to replace the elastic stop nuts on the tail and jury struts . Imagine my surprise at finding two drilled stabilizer (flying wire at­ tach fitting) bolts with nuts torqued above the drill hole! Both bolts (AN3) were deformed, one at a 30-degree angle. Either could have failed in a simple loop - not good on a "flying" stabilizer. These may have never been discovered until too late except for the attempt to correct "originality" flaws. Just maybe, this saved my life .. . Thanks, Doug Combs Incline Village, Nevada

CUB-FLYING CONFESSIONS Dear Norm, Just a personal,note refering to your article, "A Midwinter Fly-in Festival" (January, 1989). I thoroughly enjoyed your diary of that day. I have never flown off of skis but by your ability ,to put your feelings down on paper I feel I have logged some time. Oh, and that true confession of getting (lost) off course! I loved it! What! You, don't have a loran in that Cub?· Really ap­ preciate your writing about a type of flying that is soon to be forgotten . Sincerely, Ray Johnson Marion, Indiana Around here, we won' t ever let Norm forget that type offlying. - Ed. • VINTAGE AIRPLANE 7

VI~TAf3~ LIT~12Aru12~

AIR TRANSPORTATION 1929 Transcontinental Air Transport (TAT) was formed in May 1928 with financial support of the Wright and Curtiss avi­ ation companies and the Pennsylvania Railroad . Clement Keys, head of the Curtiss group , was president and Charles A. Lindbergh head of the Technical Committee which had the task of mapping out and organizing the coast-to-coast route. On July 7 , 1929 TAT inaugurated its 48-hour transcontinental service which combined air and rail transporta­ tion with Lindbergh flying the first plane over the route. Thanks to Mr. Edmund W. Schiemer of Baltimore, Maryland who just donated a copy of the September 1929 issue of TAT PLANE TALK we can get a glimpse of this new era of air transportation as reported by the com­ pany newsletter. THE FIRST 60 DAYS The first story in the newsletter co­ vered the early months of the new coast-to-coast operation . "In July and August, the first two months of operation, 1,787 persons made use of the service of Transconti­ nental Air Transport . "Travel was both over the coast-to­ coast route of the line and between in­ termediate cities on the route . Travel on the Eastern Division was almost double that of the Western Division be­ cause of the heavy traffic between in­ termediate points, indicating the ac­ ceptance of TAT as a means of general business transportation between the East and Middle West. "In July, its first month, TAT oper­ ated at 37 percent capacity load while in August the figures increased to 47 .5 percent with the last week of August showing a record of 52 .5 percent." NEW PLANES Traffic was doing so well on the Eastern Division that additional planes were put into service. ''To care for the heavier travel on the Eastern Division between Columbus and Waynoka, two Curtiss Condor biplanes, each with a capacity of 18 persons have been placed in regular service in addi­ tion to the fleet of Ford planes with which service was inaugurated . 8 APRIL 1989

by I)ennl§ Vark§ "The Condors are powered by two Conqueror motors each of 600 horse­ power and will crui se at 115 miles an hour. Like the Fords, they are manned by a crew of three: two pilots and a courier."

MEALS ALOFT The TAT aircraft were also supplied with portable tables on which meal s could be served . "One of the delightful features of T AT travel is the luncheon served aloft each day , between Kansas City and Saint Louis on the Eastern Division and between Winslow and Kingman on the Western Division . "The courier places portable tables before the chair of each passenger, then sets each table with a diri-gold service that harmonizes softly with the lavender table cloth and napkin . " A typical luncheon is cold chicken , tongue and ham , a salad , dainty sandwiches and coffee, tea or milk. For dessert there is a fruit salad or a cocktail . The luncheons are all pre­ pared by the Fred Harvey Company which operates the dining car service of the Santa Fe railroad ." AIRSICKNESS Mr. Parker B. Sturgis, Chief of Transportation of the airline, presented some interesting facts on airsickness . His compilation from the first two months of operation revealed that only

7 .3 percent of the passengers suffered in any degree from airsickness and 65 percent of those who were affected re­ covered before the end of the journey . He found that only 40 percent of the sickness was caused by rough air; 20 percent was caused by nervousness . Overeating and the lack of eating were also listed as causes.

GRAF ZEPPELIN CREW Among the more interesting passen­ gers reported to be fl ying TAT were some members of the Graf Zeppelin crew. While the dirigible was making its around-the-world cruise it became necessary to lighten the huge ship for the crossing over the Rocky Mountains. Seven members of the crew were transported from Los Angeles to Tren­ ton , New Jersey via the airline. PLANE TALK presented a testimonial from the crew of the Graf Zeppelin: "We can ride in the Graf Zeppelin every time she flies, but we will prob­ ably never again have an opportunity to make such a marvelous airplane trip. " THE END In spite of the rosy picture painted by the airline's newsletter, things did not go well. The airline lasted only 18 months during which it lost over $2,500,000. On February 13, 1931 T AT merged with Western Air Express to form Transcontinental And Western Air (TWA) . •




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• 01 ET ILv.... . .. Ne. York City . . .. ... Ar 860 ET DiADer anll breakrut DiDner and breakrut OD P.R .R. dininll car 011 P.R.R. dininl car 7 55 ET IAr .. .. . .... .Port CoIumbu..... .. Lv 7 ... ET "Thl Amerlc.n" (A De••tation ,top leven (7) milc. Eul of Columbu•• 01110).

TRANSCONTINENTAL AIR TRANSPORT. INC. Lv .... . ...I'ort Columbu.... .... . Ar 7 13 ET

Ar .. ... .. . .. Indianapolia .. ... ... .. Lv 4 37 CT

828 CT Lv ....... .. .Indianapoli. ......... . Ar 422 CT

Ar . .... . ... ..St. Louia .. . .. ..... .Lv 211 CT

1203 CT 12 ,. CT Lv ...... .....St. Louia .. ... . .... . Ar 200 CT

J'red Harvey IUllcbeon Fred Harvey IUlichlOn 011 plane. on plane. 2 4"1 CT Ar .. .... ...Kanau City ......... Lv II 68 CT 02 CT I.v ....... .. Kang, Cily ......... Ar II 43 CT 418 CT Ar .. ....... ...Wichil....... .... .. Lv 10 0 8T 11 aT , .Wlohl" ............ /01 8 • l' t40T Ar ... . . . . .A rport . Okla.... . .... "v I as T

/Terminal field .top four .nd one-hAir (Hi) mile••cat of W.ynok •• Okl•. )

T. A. T. aero car aervice to Harvey Houae for dinner. T. A. T. aero car aervice to Airport Okl• • • 16 ET 8 13 CT




r.v .... ......

ATCHISON, TOPEKA .. SANTA FE RAILWAY Sel-out PuliDIAn read I ' : "Tho Mi"ionarv" Br.aklllst in Harvey HOUle 11 00 CT II,v..... • •Waynok•. Okl........ . Arl • 10 CT

820 CT Ar . .. ...... Jllovi•• N. M..... ..... Lv 11 36 CT Breaklutlil-Harvey Houae - ----- -- &I-oull'uillll&ll ready:-"Tiie &out" TRANSCONTINENTAL AIR TRANSPORT. INC. T.A.T. aero oar eervi.. to Porlair. N. M. T.A.'r. aero ClAr aervice to Clovle. N. M. (Terminal ~.Id ~\'. (5) mile. lOrol 01 Clovi•• N. M .)

••0 MT ILv . . • . . . . .I'ortair. N. M. . . •: . ~. . 64 MT

10 17 MT Ar . . " ..\Ibuquerque. N. M...... I.v I 10 t.lT Fred Harvey diDner .t Albuquerque .irport b .. ... Albuquerque. N. M. . .... Ar 440 MT

1032 )'IT 112MT Ar . ...... .Winalow.Ari....... ... Lv 22.MT

1 27 MT Lv ........Winslow. Aril........ . Ar 214 MT

J'red Harvey IliDoboon Frod lIarvey Ilinoheon

on pl.n.. on pl.n • .

231 PT Ar ........Killlman. Arle.... . .... Lv II 33 PT

I ... PT b ........ Kinllm.n. Aril ......... Ar II 18 PT

I 12 PT Ar ...... . . .lo/llI ARllel.. . . .... .. . J.v • 45 PT

UPOD arrival.l·Orand Cenlral Air Terminal, Glendale. Loa .~llIelea. Cal.. JIU&IllIerI cleetiDed for Sail Franciseo • ill the option of aelectinll .n overDiiht or of proceediDIL tho foUowilll IIIOlninll via Maddllx Air Line•• without additional­ portation charlie. T. A. T. paue...~n . .tbouad will havo tb. optioll of pr~din, from Baa Fruclaco ria M.ddull Air Lillh 011 tbo previous afternoon or m.y by traiD tbe previous Dlabl. Thle tranaport.tion ia illcluded in lbo prevaUlnll T. A. T. rail from San Fr.nciaco.

Arl' --,' O. Holch.d ... Secretary J. A. B. Smith. Treuurer

KANSA8 CITY W. WIIII.m•• Div. Traffio AlleDt. Municipal Airport KINGMAN R.'ph Dunlap. Fielll M,r. I.OS ANOJ~/.RS H. W. Beck. We.tern 'rraffio Mllr. C. P. Dorland. Traffic Agent E. O. Cocke. PaweDier Aient NEW YORK H. W. Conner. Eutor. Trallio M,r. C. E. Dolan, Traffic A~ent A. J. Donahu•• Trllffio AileDt J . C. W.. nkooP. Trallio Alieni ST. LOUIS J. W. Brennan. Central Traffic M,r. J. C. Grawe.. Traffio AJ!~nl J. J. Sulherln. Traffic Abent C. E. McCollum. PlWCnller AlleDt WAYNOKA

W. H. Hollel. PusellIer Allont WICHITA Paul McKinney, Field M.nager WI NilLOW O. M. 'radl.)'. Field M,••

T. B. CLEMENT. Oener.1 TrAOic M.IUIL!er. aeDerll1 Ollice., 8vndicato Trull Bldll.• ST. LOUIS, MO. H. W. CONNER. Eutern 'I'raRio Monollcr. 27 We.t 67111 8lreot. Ncw York. N. Y• J. W. BRENNAN. CeDtr.1 T,.Oic Manuger. 1100 Syndicalo 'fruBt Buildin" St. LOllia. Mu. H.W.BECK. Woolcrn Traffio Man••er. 620 Pacifio MUlual Buildinl. Loa Angeles, Vlllil. AI.BUQUEIIQUF. Arthur Horton. Field Mllr. CLOVIS J. H. Cl8IIIaan. 1'lISSCn,er Alcnt COLUMBUS

C. W. D.nnl•• Div. Traffic Alcnt. MunicipAl Airport INDIANAPOT.lS O.•• P,w" ••·I~ld Mer.

TOTAL CHARGES fOR EACH PERSON USING COMBINATION Of ONE-WAY fARES fROM HEW YORK. N. Y. TO LOS ANGELES. CAL .• OR SAN fRANCISCO. CAL. Eloluaivo Occupancy of Com(lartmellt on Santa .'e Rv. • 22 .46 nail New York to PorI Volumbus .. ... .. . .. . . Ellra faro on "The Airway Limited" . .. ...... . . . .. 3.60 Lower bertb.lncludinll.urcharllc Ne. York &0 Port Columbu . . ........ .. ..... . . .. .. .. ........ .. . ' .38 11 .17 Rail faro. W.YDOka to Clom . .. . ......... . . .... . One·balf fare .dditional for elelusive oeeupanoy of 6.611 Compartment 011 Santa Fe Ry . ........ . ..... .. 12 .76 Compartnlent rate. Waynoka 10 Clovl. . ..... .. ... . 290 .00 Tr.naconlinenlal Air Tran.port. Inc .• fare .•.....••

Tlfo Peflona in Compart­ mcn I on Santa Fe Ry. • 22 .45

3 .60 ' .38 11 .17


290 .00

1351 .84

Total........ .. ........ .. ........ . .. ..

"1311 .118

low.r Berlll . •. (New York 10 Port Collimbu• .}Whell oecupied by 0110 perlOli . .1338.10 W.Ylloka to Clov... .. ... . . . secllon........{N... York 10 Port Columbus.}Whell oocupled by ODe perIOD . atO.80

WaYDoka to Clovl. . . .. ... .. Whenoocupiedbytwoperaona. 337.01 Section........{New York 10 Port Columbus.}Whon occupied by one perlOn .. 367.1» Comp.rtllllllt .. W.Ylloka to Clovu .• . •. •.• . Wben occupied by two perlOna 3311.U ..(Ne .. York to Pori Columbus.}When occupied by one perIOD . 3811.61 Waynoka 10 Clovia . . .. ..... When occupied hy two perlODI 342.60 Drawl", fIooIII .{New York to Pori Columbus .}When oecupied by ODe perIOD .. 403.• ' W.ynoka 10 Clovis . •• ••.•. . Wbeoocoupied by t.operlODI . 340.73 When occupied by 3 perlODI . •. 340.22


'I'ho. fatH IDcI"de air portion of Journey only. P....nll... proceedin, bel.een WaYDok••nd Cloyia mu.t be ID poueaaion of tbe noCClal)' rail ud PUUDI&D tlcketa ff.r IUcb rail portion 01 the trip. T. A. T .• bein, a private carrier. rellerv.. the riaht to challle these fare. without notice .nd 10 accept buaineu.t .ny fare It may dealte. The folio.... nile tberdor. not a taril but rather. memorandum of the prevailinll far...


TO FROM Columbus .. ........ .. ....... IlIdiallapolia .• • ••.•••.••••.•. St. Lou\l . . .. .. .. . .. . .. . ..... K..... City . . .. .. ..... . . .. . . Wichita . ...... : ......... . .. . WayDoka .. .. ............. ... Clovl................... . ... . Albuquerque ........... .. ... . WinaIo. . ..... .. . .. .. . ...... . KiDJDIIII .. . .. ............ . . .. LotAnlel.... ............. ... Baa Francleco ...... ... . . . . .. .


... .. ... .. 130 15 II» 131 147 147 181 217 2.. 290 290

Indi.n• pol..

SI. Louie

Kanau City






,'1» 71

18 86 85 120 158 180 230 230


.. ·.. 20·..

,,47 121 fa 47 20

, ..7 121

71 103 121 121 lIS 191 220 262 282

1131 .03 68


38 · .... 38.. · ..........



47 83

122 UI



.. .. ·20.. · ........ .. 20 I' 85 121 1811 101


37 71 108 153 188




.......... u II

76 108 153 188

Albu· querque ,181 155 120 83 65



· .... 40· .. 71 1111 154

Winalo• 1217 1111 150 122 86 7. 71 .0

.... ...... u 80 115

Klnlllll&ll 1244 220 181 161 126 108 108 71 &I .

.... ·iO· ..

&I-8ymbol de.D01ol polDta bet._ .hlob tickota are not &old. botb c1t1ea belD,located Ilitht &ami .t.ta. 11-8)'111bol deliOtea pointa bet.een .hlcb travel ill by Sui. 1'0 train. 10% reduction on air ticketa win be puted on round-tri:r fare. bet._ aU point&. Not.1 The above fare. fncluclo luncheon aeryed aloft an Aceidenl IDlUfUOl Policy In the amoUlit of 111,000.00. Bagpg. AlIow.nol: Tbir~ JlC?unde _ried fr... IJmit 01 60 pounda per pauenller.

Equlpmlllt: 10 pulelliler Tn-Motor Ford ....nee. Wup'D&inea.


Loa AQllelea

San Franeiaco

1290 263 230 1116 1611 153

1290 262 230 1110 100 188


1111 80 60

.. ., ... ... ~!


154 116 86 &I - -,-",-,-,-,-,-,-,-,


by Norm Petersen

Mike Keedy's WACO ZPF-6 Built at the WACO factory in Troy, Ohio in 1936, this sport model ZPF-6 was one of five constructed and is one of three remaining on the FAA register. Originally delivered to The Texas Company as Texaco #25, the ZPF-6 was used for high speed company transportation and was quite well known throughout the U.S.

Mike Keedy (EAA 98957, AlC 6972) of Orange Springs, Florida, acquired the remains of the aircraft from Tony Blackstone about 12 years ago. It was then restored by Arnold Nieman of Ocala, Florida and has been flying for

the past seven years. Mike reports he has logged some 270 hours since the rebuild which included a new Curtiss Reed prop, dual controls, full IFR , 62足 gallon fuel tanks and heat in the rear cockpit. A new 275-hp Jacobs engine

was installed just 40 hours ago. Note how all antennas are hidden. Mike reports the WACO is a real joy to fly and admits it gathers a crowd at every stop. (That's the price of flying a historical aircraft!)

These two interesting photos were sent in by Bruce & Joe Koch (EM 309585 & 309804) of Goodrich, Michigan. This father & son team plan on restoring their 1943 Consolidated Vultee BT-13A to original condition over the next five years. All wooden parts will be replaced with metal. The BT-13 was last flown In 1971. If any reader knows of parts for a BT-13 or P&W R-985 or knowledge of SUCh, please contact Bruce at 5390 S. State Rd., Goodrich, MI 48438.

Direct side view shows classic J-2 lines. Note large aileron horns and unbolanced rudder. Polished cowl Is neat. Smooth tires were stili on when photo was taken.

Head-on view shows Sensenlch prop, polished nose bowl and straight exhaust system. Note wire fuel gauge behind prop.

Three-quarter rear view reveals large 30­ Inch numbers on top of right wing along with skylight In cabin. Notice how grass and Cubs go together.


"Enclosed are some photos of my 1936 Piper J-2 Cub, NC16651, sin 666, which was born (hatched) on June 22, 1936 at Bradford, Pennsylvania. It left the factory with a Continental A40­ 2, sin 736, which is still on the air­ plane! In addition, it had a Sensenich prop and Bradford yellow paint job (a Berry Bros. color). The trim was three black stripes on the side of the fuse­ lage, 30-inch numbers on the wings and four-inch stenciled numbers on the rudder. "NC16651 was put in storage in 1946 and remained there until 1985.

With 562 hours total time , airframe and engine, the owners commenced a restoration. Some tubing was replaced and dents were removed from the lead­ ing edges . The engine was majored and the entire aircraft was covered in Ceconite. The finish is silver with black trim. "I purchased NC16651 in August 1988 with a total time of 700 hours. Since then I have finished detail work on the aircraft and was awarded Grand Champion Antique at the 1988 North Central EAA Fly-In. "I have removed the smooth tires (Royal Airplane) and installed a set of

Goodyears (the Royals are far too val­ uable!). The tail skid has been replaced with a tailwheel. Otherwise NC 16651 remains original. Total time to date is 743 hours and I plan on doing some ski flying with the Cub and attend as many airshows as possible next sum­ mer. We are based at Mt. Morris, Il­ linois on a 2600-foot grass strip, open to the public." Marty and Kris Nelson (EAA 260454, AlC 10880) 4071 Potter Lane Mt. Morris, IL 61054


by Norm Petersen

A genuine Alaskan resident for many years, this Stinson Junior SR is In remarkable shape for 55 years of servlcel Note extra cargo loading door In aft fuselage and small pilot door just behind windshield. Large wing of 235 sq. ft. employs a Clark Y airfoil.

ThiS month's column features a quite rare Stinson Junior SR, NC 13459, sin 8712, mounted on a set of EOO 38­ 3430 floats. Built in 1933, the Stinson has been in Alaska nearly all its life, having been flown up from the "lower 48" by Babe Alsworth, an early pilot from Sherburn, Minnesota. Used for bush flying for many years, the Stinson was acquired from Babe and his family in 1972 by Fred W. Walatka (EAA 120324, AlC 13047) of Anchorage, Alaska. In a related note, it just so happens that Fred Walatka's father, John, taught Babe Alsworth and his brother, Lloyd, a pioneer Minnesota FBO and FAA examiner, how to fly! In 1975, a windstorm upset the Stin­ son and Fred had to cut holes in the 12 APRIL 1989

wing fabric to let the water drain out. The wings were recovered with Ceco­ nite and the Stinson was returned to service. In the early 1980s, the fuse­ lage was recovered with Stits and the Stinson once again looked quite re­ spectable. The 225-hp Lycoming R­ 680 has given yeoman service over the years and Fred once lifted a 1,300­ pound load on floats! Babe reportedly hauled the Stinson off the ground one time with nearly 1,500 pounds of freight on board! The 55-year-old Stinson (the SR was the originator of the Stinson Reliant series) still earns its keep hauling Fred around Alaska in the survey business . In later years, the floats have been left on year 'round rather than convert to

skis. Fred uses a Piper Cub on skis when necessary . In 1977, Fred bought from Babe a second Stinson Junior SR, NC 13822, sin 8774 which is maintained on wheels. Fred's two Stinsons comprise 20 percent of the total FAA registered SRs - 10 in number! Our thanks go out to Fred Walatka for providing these pictures and for maintaining a significant portion of Alaska's aviation history . Fred brought the pictures all the way to Minneapolis where he attended the annual banquet of A/C Chapter 4 with his lifelong friend, Lloyd Alsworth and Jack Mac­ key, both of Fairmont, Minnesota. I was privileged to pres~nt a program on seaplanes at the banquet.

Closeup reveals pointed windshield and 225 hp Lycoming R-680 engine. Note how the streamlined wires between the floots use a round section where they cross. Seaplane In background Is a restored WACO YKC on Edo 38-3430 floots.

Typical winter storage of NC13459 makes the airplane look a bit cold and forloml However, before long it will once again take to the water and the air - where It is really at home I



all the kingdom of float flying, there are two traumatic times of the year. When the floats go on - and when the floats come off! Although there are numerous ways to accomplish this change, three Osh­ kosh seaplane pilots, AI Ziebell, Chuck Andreas and Bill Brennand have developed a two-wheel, trailer hoist that works very well . It will han­ dle up to a Cessna 180 without diffi­ culty.

The hoist is wheeled to the water's edge and the hook is attached to the hoisting ring(s) on the aircraft. The en­ tire floatplane is then lifted out of the water with a hand-operated, geared crank that winds up the lifting cable. Once the floatplane is hanging high and dry, the hoist is pulled forward until the airplane is over dry land . Once on firm ground, the airplane tail is supported by a stand and the wings are tied to stakes so the wind

cannot upset the aircraft. The floats are then removed from the aircraft and the landing gear is re-installed . Once all the nuts, bolts and fittings are safetied and brake lines attached, the landplane is now ready for take-off. In the spring, the reverse procedure is used to install the floats. Average time for the change is about four hours to install and about two hours to re­ move a set of floats . •





The author's J-3 Cub has been lifted out of the water and moved to dry ground. Gene Chase Is turning the crank to lower the aircraft until the floats just touch the ground before "staking" the aircraft.

Hanging high & dry, the Cub Is now ready for installation of the tallwheel and the main landing gear. Note tail support and wing tiedowns. (And Charlie, don't forget the brakes!) VINTAGE AIRPLANE 13

C-2 with Ceconite or Stits, as Hardy said. He intended to cover their C-2 with Ceconite 102.

December 15, 1983

C-2 RESTORATION: A JOURNAL Part 3 by George Quast (EAA 123836, Ale 8885)

November 8, 1983 Hardy Cannon sent a letter and brag­ ged about how great the Texas weather was . He also sent a photo of a C-3 and mentioned a decal that he had and that he needed information about C-2 seat installation . I sent him a few photos of my seat assembly. This was the first time I had a chance to help someone else.

November 12, 1983 I sent money to the Smithsonian for the tail decal photo and also sent a let­ ter to J. Benjamin of Lancaster, Pennsylvania asking if he could help answer a few propeller questions.

November 22, 1983 I received the color transparency of the C-2 tail decal from the Smithsonian

and also a letter from J . Benjamin who was forwarding my request to the Sen­ senich Propeller Company. There was some mix-up in the color transparency that was sent. It didn't match the colors of the tail decal on the cover of Jay Spenser' s book, AERONCA C-2 (Smithsonian Press). I thought finding a decal for the tail was going to be easy and now it's becoming a bit confusing. Which is the correct decal?

December 1,1983 Hardy Cannon sent photos of a C-3 frame and an L-3 that had been cracked up. In all the photos that he's sent, I haven't seen his face yet, just his bald head. There is no FAA approval or STC for covering the fuselage of the

The author and Max In search of antique airplane parts. 14 APRIL 1989

received a "care package" from Buck Hilbert. He sent his engine man­ ual and a copy of a story about his C-3 in the September 1973 issue of VIN­ TAGE AIRPLANE. The engine manual was titled, Aeronca Engine Handbook For the E-107A , E1l3, E-1l3A, El13B, E-113C Engines and Acces­ sories 1938 edition. The manual was published by the Aeronautical Corpor­ tation of America, Lunken Airport, Cincinnati, Ohio, USA and contained more than 130 pages of installation, operation, periodic inspection, over­ haul, carburetor and magneto data and a price list for Aeronca engines. Also included was an advertising flyer which was titled, "The Most Talked of Plane in America Today ." The caption under a drawing of a C-2 reads, "Take­ off for official N.A .A. economy test. One hour and seventeen minutes on two gallons of gasoline." And here's part of the sales pitch:

''The Aeronca C-2!! Two years ago this name had not even been born. Today it is making aviation history. In design the Aeronca C-2 is an innova­ tion ... a radical departure from con­ ventional design. Instead of depending on tremendous power to pull it through the air, aerodynamic efficiency has been increased to the point where its 30-horsepower motor will make the Aeronca duplicate ... and in many cases surpass ... the performance of planes with three times as much power. "But, unlike other light planes, speed and maneuverability are com­ bined with remarkable ease of hand­ ling and absolute inherent stability, regardless of weather conditions. Though a glider graduate can easily fly an Aeronca after a little instruction, the veteran pilot is even more en­ thusiastic because his experience ena­ bles him to appreciate its outstanding performance. "Already some of the country's biggest aviation men can see its huge possibilities. The Issoudun Company, with Major Lamphier and Colonel Breckenridge have taken over impor­ tant territories. Russell Nicholas of Nicholas-Beazley is busy in the Mid­ west and scores of others are arrang­ ing sales franchises. Thousands of let­ ters from real prospects every month indicate the popular appeal and prove that the Aeronca C-2 is what the coun­ try has been waiting for - a plane

Is Hardy Cannon, notice you never see his face, only his bald head, spray painting a C-3 frame.

which the average man can fly safely, buy easily and own proudly ." As I read through the engine hand­ book, something caught my eye on page 15 under valve guide lubrica­ tion. If you knew nothing about the internal combustion engine, this hand­ book explained in common language exactly what you needed to know and described lubrication of the valve stems and guides through daily use of good grade, low carbon neutral oil ­ such as Marvel Mystery Oil, Valve Oil, Springeez, Lubreeze etc. To me, Marvel Mystery Oil sounded like something a door-to-door salesman would sell to some rube to cure any­ thing from arthritis to pink elephants. A short time later, on a shelf at the Hutchinson Wholesale Auto Store, I noticed a can of Marvel Mystery Oil. Seeing is believing so I bought two cans and asked them if they 'd order more. December 19, 1983 I received a letter form Univair Air­ craft Corp. telling me I could buy a F1ottorp decal for my propeller from them. January 2-6, 1984 With the busy Christmas season be­ hind us, and a lot of snow having fallen (and been shoveled), Jim Wechman and I prepared the fuselage to be painted. I had a regular routine in the morning which was clearing snow , feeding farm animals and working on the airplane. Working with Jim, you learn by doing. He's not going to set you down and explain how to spray paint an airplane, he just tells you to go and do it. If you need any help, he's there. Jim has a good collection of tools and whatever tool I knew how to

Wechman covering the fuselage with Stlts fabric. Here he Is cuHlng the fabric to the shape of the front fuselage.

This Is me aHachlng the Stlts fabric to the baHom of the C-2. The fabric was glued to the painted steel fuselage. After all the fabric was in place, a hot Iron is used to shrink and smooth out all the wrinkles.

use, I was allowed to borrow. All that was required was to put the tools back where they belonged in the red tool chest. Of course, that doesn't mean that Jim puts his own tools back where they belong. His nickname is "Pigpen" - which is rather insulting to pigs. There was always something to do. Work on the airplane, sweep the shop, put tools in order, talk to people who would come to visit, answer the phone and I was always learning something new about the mechanics of aircraft. It was a lot of fun and I can't think of a better way to spend a winter. The only drawback was the cold temperature in the main shop hangar. Using the furnace to heat this hangar

was too expensive so Knipco heaters were used to take the chiII out of the room . Even though Jim moaned and groaned about how much I wasn't get­ ting done and at what speed I wasn't doing it, I think he enjoyed my com­ pany. He'd be the last person to say it, but I know his stomach didn ' t mind the jelly rolls, doughnuts and milk that I'd bring out when I did come to work. I learned from Stan Gomall that be­ fore covering with new fabric, it's im­ portant to assemble the~ane, wings to fuselage, checking all the control sur­ faces, wires and cables so there's no chafing. We also made paper patterns to help locate where holes in the fabric would be cut for the control wires. VINTAGE AIRPLANE 15

This photo is showing the uncovered wings aHached to the C-2 fuselage. The top left wing Is shown with a yellow aileron in the foreground.

Oh, I made a few honest mistakes when Jim wasn't watching me too closely. Back when he was covering the tail surfaces, he put me to work spraying dope on them. I had never used a spray gun before and put too much dope on, so it pooled in spots. I thought it would soak into the fabric . It didn't, so after it dried I did some wet sanding. After the tail surfaces were painted, I sanded them down to erase a few paint runs. What I learned from working with the tail surfaces would help me as we painted the fuse­ lage and wings. The fuselage was sprayed with buty­ rate dope and then with Ditzler 1980 gray sealer. I checked Spenser's book for help in determining a correct paint scheme. On page 35, there is a black­ and-white photo of C-2, NC 10305, which is two registration numbers after mine. I patterned my paint scheme from this picture. I marked off the pat­ tern, Jim sprayed the first color, orange. I marked off the pattern again, this time using tape and paper and sprayed the second color, black.

January 3, 1984 wrote to three former owners of NC \0303, David S. McClure, Vin­ cent S. Burke and Roy F. Oberg whose names and addresses were taken from the logbooks and certificates of regis­ tration. I asked for information, photos and gave them my address and phone number.

January 8, 1984

Before the wings of the C-2 were with Stlts fabric, the wings were aHached to the fuselage. This procedure was recommended by Stan Gomoll as a way to check for chafing by the control cables.

This photo shows the fuselage covered and painted with pink dope and the yel­ low tail rudder aHached. 16 APRIL 1989

This photo shows a L-3 Aeronca, owned by the boys down in Texas. Hardy Cannon sent this photo and told me at a later date what caused the accident. Two men, too heavy, too hot and too many hlghllne wires on base leg.

Hardy Cannon sent a letter telling me about a stroke he had several years ago and how it had slowed him down the past month, because of swelling in his hand and arm. He thanked me for the photos I sent as well as the seat print and told of the difficulty in re­ licensing a C-3 that they owned. It hadn't been in license since 1947. Hardy explained the early photos of a wrecked L-3. Two men, each weigh­ ing over 250 pounds, with full fuel and a temperature of 100-plus, hit a high line on base leg. The accident report concluded the cause of the crash as pilot error - overgross . The decal photo I sent Hardy was the same he had, so so far, I've not located a decal that matches the tail "wing" emblem on the cover of Spenser's book.

January 13, 1984 received a letter from former owner, Dave McClure. He said that he sold NC 10303 around 1963 to Roy Oberg. In the mid-1950s to mid-1960s,

he owned five C-3s and C-2s and 20 engines. The plane was in an old barn and owned by Stanley Gerlach of Pal­ myra, Wisconsin and in November 1957 Dave bought the plane from the "long-time local flying guy." It was in sorry shape but rebuildable. The origi­ nal -107 engine was mounted but wouldn't run and snow skis were in­ cluded in the sale. He changed to an E-I13C engine which was more de­ pendable and told about the original straight-axle landing gear which was changed to the more modem tripod gear. He thought Stan might still be alive and that he was a very pleasant guy and nice to deal with. Dave wrote: "I rebuilt (NC 10303, serial number A-69) and kept it almost six years. Took it to a couple of EAA Fly-Ins at Rockford and also the AAA Fly-In at Oskaloosa, Iowa. I got interested then in C-3s on floats and lost interest in the C-2. As it flew away to Michigan, I remember telling myself, 'This is a mistake, why didn't I keep it?' Never could hang onto an airplane too long." Dave sent some photos of him bring­ ing the dismantled C-2 home on a trailer; -107 engine on bare fuselage; engine running; C-2 in its hangar sta­ bled next to a C-3; and Dave in the cockpit of the finished restored C-2 with a big smile on his face . He said that the C-2 was on the cover of SPORT AVIATION "around '63 or '64," and also written up in SPORTS ILLUSTRATED on November 21 , 1960 as part of an article titled, "Early Birds Of Sport."

Close up of an Aeronca -107 engine.

Dismantled C-2 on a trailer.

Dave McClure with a fine-finished smile.

C-2 with -107 engine and snow skis.

C-2 and C-3 stablemates. VINTAGE AIRPLANE 17

January 13, 1984 A letter I sent to former-owner Vince Burke was returned stamped "Return to Sender, not deliverable as addressed, unable to forward ." We had a problem come up when we painted the fuselage. The paint was cracking and tape used to mask off the paint scheme was pulling off the col­ ored paint and Ditzler 1980 sealer down to the butyrate dope . We called PPG Industries, producer of Ditzler paint, asking for help and I ended up wet-sanding the paint areas smooth and removing most of the paint on the fuse­ lage. That took a while . It didn't bother me to take the paint off because I had heard some real horror stories about paint on fabric airplanes. I even saw one biplane with its paint literally sag­ ging off. We were doing something wrong and I wanted to find out what it was before we continued any further on the project.

Maybe someday I could get the old alti­ meter back in its home panel , but for right now, I was happy to have made contact with two of the C-2's former owners .

January 24, 1984 Dave McClure wrote and wanted to be kept informed about our progress on the C-2 . He was leaving for his home in Florida and gave me his ad­ dress along with that of Tom Trainor, who has a stock of Aeronca parts. Dave told me to fill the gaps between the trailing edge , the wing and aileron for better control and that the C-2 wasn't much fun in strong wind!

January 27, 1984 I received a Chain of Title Report from the Aircraft Owners and Pilots Association. It traced the owners of NC 10303 from the present date back to the earliest bill of sale, March 27 , 1936. Since the C-2 was built on July 8·, 1930, there were five years without any records of what happened to the C-2 from the time it left the manufac­ turer to its appearance in East Chicago, Indiana under the ownership of a WaI­ ter M. Harvey. There is no record to indicate from whom Mr. Harvey bought the C-2 . There was no bill of sale from the manufacturer on file .

January 17, 1984 I had some great luck today when I called East Lansing, Michigan Infor­ mation for a phone number for Roy Oberg . I called the number they gave me only to find it was the telephone company itself. I thought it was a dead end but the operator said , "Why, that number you have is 10 years old and shouldn't be in use. He doesn ' t work here any more and hasn't for some time . He' s moved from East Lansing but I'll get you Roy's new number my­ self." Well she did and when the phone rang in Ada, Michigan, Roy answered. He told me he was all packed up to move again! I just caught him between moves and we talked up a phone bill of $12.66. We were talking C-2 when Roy asked, "Do you have a sensitive altimeter in her?" "Yep," I said. "Well, I put that one in. I still have the old altimeter," Roy said. Be still my heart! If Roy could've seen me when he said that, well , let's say I was vibrating in my chair. I tried to keep my voice in a nice calm tone but I know I squeaked a few times. I was looking for an old altimeter that would fit the vintage of the airplane, never expecting to find the actual one that was originally in the panel. The hardest thing for me to do came next. I asked Roy if there mjght be some way to get the old al­ timeter from him and put it back into the C-2's panel. Roy asked that if I ever sold the C-2, he get the first crack at her. I said if I could have the old al­ timeter to help complete the project, he could have it back any time he wanted. All Roy's airplane "goodies" were packed away in boxes for the move . 18 APRIL 1989

I am spraying Aeronca orange on the front fuselage using a touch-up spray gun. I had never painted this way before. Mixing the paint and using the equipment all was new to me.

Here I am drawing the paint scheme on the fuselage. The fuselage was first painted with butyrate "pink" dope and In this photo the fuselage Is now covered with Ditzler 1980 gray sealer.

January 30, 1984 Buck Hilbert sent a post card with a picture of a Swallow biplane on the front and said, "George, just keep on working and get that C-2 done! I'm thinking of you, Buck ." I had written to Jay Spenser telling him of the confusion I had with the tail decals. I told him I thought he sent the wrong color photo of the tail emblem to me. From my collection of informa­ tion and comparing his photo to Erwin Eshelman's deoll, I assumed the photo of the tail emblem to be that of an Aeronca C-3 . Well, Jay said that the photo he sent was not the proper one

for the airplane. He had checked with Bob Mikesh, senior curator in this de­ partment and learned that the master he worked up was never returned after being used in the restoration. I got in contact with Mary Feik at the Garber Facility where the Smithsonian's C-2 IS currently suspended from the ceiling of one of the buildings.

February 1, 1984 I made tha Aeronca Club Newsletter again by asking for help finding an old F1ottorp propeller decal. I also told Augie Wegner that we were painting the fuselage but by the time I received

When the newly yellow painted fuselage was complete and set up right, Jim and I began to remove the masking tape and paper. In this photo the orange and black colors are uncovered and all three colors can be seen together. Jim has a dental pick In his lett hand and this was used to remove the masking tape.

NC-10303 painted fuselage and tripod landing gear added. Blue sky, C-2 and a big pile of Minnesota snow.

the newsletter, I had wet-sanded off most of the paint because of the problem.

February 3, 1984 Mary Feik sent a letter telling that she had made some inquiries and found the original artwork decal in their exhibits department. Apparently each decal on their C-2 restoration was indi­ vidually airbrushed. Since only one representative decal exists, it was necessary to have it photographed on transparency film. As soon as the photog­ raphy was complete, she would send one of the transparencies to me so that I could have decals made for the C-2 . We began to paint the fuselage for the second time, this week . This time the main furnace was used to keep the shop at or above 70 degrees, with quick heat added by the two Knipco heaters. We followed a painting bulle­ tin from PPG Industries titled, "Durethane polyurethane enamel finishing system for fabric covered air­ craft." The important additive to the paint was DX-396 flexative, which was not used in the first painting. Again Jim painted the orange, I taped and painted the black and on the third day, I taped out the paint scheme for the final color. It took all day just to redraw and tape out the paint scheme, so as 5:00 pm rolled around I thought we'd stop and paint the following day when we had good light. Wrong . Jim mixed up the final color yellow, with flexative. We figured out a routine of how and where to hold the fuselage as we painted first the bottom and then the sides. He plugged in the paint gun and away we went. With the orange and black colors co­ vered by paper and tape, the newly sprayed yellow looked like the color of a jaundiced banana. The minute we started to peal off the tape, the plane came out of its cocoon. Each piece of tape and paper, removed by a dental pick and fingers, uncovered colors that jumped out and caught the eye. Jim and I were like two little kids with a new toy . I was really happy so at 7:30 when Jim went home, I called my mother to quick, come out to the air­ port, "You gotta see this, Esther!" The next morning after attaching the tripod gear, I wheeled the C-2 out into the sun. Orange and yellow with thin black horizontal lines dividing the two col­ ors, against a large white snow bank with a dark blue sky above made a pretty picture. The paint made the old C-2 look beautiful, fresh and shining new. The fuselage would now be moved over to Joe Dooley's hangar. To be continued.•• VINTAGE AIRPLANE 19


Pioneer Aviator

by Bill Thaden and Pat Thaden Webb


The authors In 1936 or '37. 20 APRIL 1989

was only natural that Louise would be a tomboy . Since fate provided only girls in the McPhetridge household, her father decided that at least one of his children would be his hunting and fish足 ing partner and learn how to drive and repair the family car in addition to doing all those things around the house that usually befall a boy . Roy McPhet足 ridge's job involved extensive travel, so as Louise grew up she became the man around the house. She was re足 sponsible for stacking wood, bringing in the coal, carrying out the ashes and fixing things for mother. In later life , Louise said she was forever grateful for this childhood experience. In the small town of Bentonville, Arkansas folks knew that she could "knock down" the engine of the family

Model T with the best of 'em . Of course, she could also put it together again! Tales of Louise's wild tomboy antics abounded . The story of the seven-year-old girl's frightful leap from the bam roof with an umbrella was true. She had the good sense to line up her short-lived flight with the haystack . It was also true that she and her cousin "skinned the cat" and hung upside down from the back rail of a horse-drawn hearse - while it was in a funeral procession. Growing up in rural Arkansas' Ozark Mountains just before World

War I helped her develop the values of loyalty, honesty and tenacity. She also lived with an abiding love of God and country. At age 15, she completed high school and went off to Fayetteville to enroll in college. While at the Univer­ sity of Arkansas, her majors included journalism , physical education and pre-medical. Journalism did help her later to express her feelings in poetry and prose. She tried physical education because of her great love of the out­ doors . Louise never figured out why the pre-med, however. After two years she got a job with a

coal company in Wichita, Kansas to help pay for her education. Fortunately for Louise, the owner of the company was also on the the board of directors of the Travel Air Company. Here WaI­ ter Beech was making a name for him­ self as a promising aircraft designer. Louise spent fascinating hours at the aircraft plant and the airfield. Some of those enchanting hours were supposed to be devoted to selling coal. Louise returned to her studies for a third year but she was more determined to get into aviation than to graduate and she returned to her job in Wichita.

It wasn't long before her boss caught her at the airplane plant instead of seI­ ling coal and when she appeared on the carpet several days later, she fully expected to be fired. Instead, her boss had arranged for her to meet Mr. D.C. Warren, the West Coast distributor for Travel Air. She was astonished when Warren offered her a job. The pay was low but she was going to learn not only the aviation business, but also to fly! Her parents were fearful for after all, flying was unsafe and California was almost on another plan­ et. Nevertheless on April 2, 1928, the

22-year-old girl found herself in the windswept front-passenger seat of a Travel Air flying west to begin her life­ long love affair with flight. She wrote her parents, "I am so grateful you let me come. Flying gives me a better un­ derstanding, peace and content. .. " Louise became a superlative pilot. She was a natural who combined phys­ ical strength, coordination and a light touch. She and the airplane got along fine. One personal trait that served her well was the "killer instinct" that all strong competitors have - the burning drive to win, to be the best and to press on when the less courageous turn back. Armed with these qualities and War­ ren's finacial backing, Louise attacked and quickly broke three women's avia­ tion world records - solo endurance, altitude and speed. She was the first woman to hold these three interna­ tional records simultaneously. No woman has ever done it again. In July of 1928, shortly after Louise obtained her Transport Pilot Rating, a young engineer and ex-army pilot began keeping his eye on more than the Travel Airs. He was building a large, single-engine metal monoplane at one end of the hangar. Louise and Herb Thaden were secretly married in Reno , Nevada. That same night, Louise left for Arkansas to attend to family business and to inform her par­ ents of the marriage. Herb returned to San Francisco to continue work on his Thaden T -I Argonaut. Thaden Metal Aircraft of San Fran­ cisco was a new company and the Ar­ gonaut was the first of several aircraft Herb was to design and build. It was

louise Is flanked by her sister and her father. 22 APRIL 1989

Shown here Is the primitive oxygen equip­ ment used by Mrs. Louise Thaden when she set an official altitude record for women pilots on December 7, 1928.

L S. Nagle verifies the chronograph used by Mrs. Thaden when she set an official women's solo endurance record of 22 hours and 4 minutes on March 16-17, 1929.

the first all-metal airplane built on the West Coast. Louise later raced one of Herb's aircraft, an all-metal, four-place Thaden T-4. 1929 was a busy year for the flying Thadens. The First Women's Air Derby was scheduled for August. For the first time, a race for women only! The race was to be flown in conjunc­ tion with the National Air Races in Cleveland. Winning would require the fastest cumulative time over a pre­ determined course from Santa Monica,

California to Cleveland, Ohio. Naviga­ tion was by compass, using road maps and dead reckoning over mountains and deserts . After eight hectic and grueling days of flying , Louise won the derby. The USA's best women pilots were among the 18 other contestants . They included such notables as Pancho Barnes, Amelia Earhart, Phoebie Omlie, Ruth Nichols , May Haizlip, Bobbie Trout, Gladys O'Donnell and the one fatality of the race, Marvel Crossen . Walter

Louise Thaden waves triumphantly upon landing after setting the solo endurance record. Her Travel Air biplane was specially equipped for the flight with a special fuel tank holding 195 gallons of gasoline. With barely two years of flying experience, she was 23 years old.

MAIl the girts flew a splendid race. Mine Is a faster ship. Thank you."

Three founding members of the 99's, the organization for women pilots. Left to right are: Amelia Earhart, Frances Marsalis and Louise Thaden. The 99's today are the leading women's aviation organization.

Beech had supplied Louise with a new Travel Air D4000 which sported a brand new set of "speed wings" and was powered by a Wright J-5 engine. No one who knew Loui se Thaden and her twinkling blue eyes for long was ever in doubt about three things; her great sense of humor that would erupt into her hearty laugh; her sportsmanship that was instilled in her by her beloved father; and her modesty over her achievements. It was a typical Louise Thaden response that she deliv足 ered at the finish of the derby , 'Tm glad to be here. All the girl's flew a splendid race, much better than I. Each one deserves first place, because each one is a winner. Mine is a faster ship. Thank you." Of all of Louise's accomplishments, she felt this was the greatest. For her it was an exciting, thrilling and some足 times chilling pioneering adventure. To her the "'29 Derby" was not only the first of its kind , but also the last. The 99s (International Organization of Women Pilots) was formed not long after the end of the '29 Derby. Louise served as the first de Jacto president. Again in what was typical , when the time came to elect permanent officers and her friend Amelia Earhart suggested Louise continue on in the position, she declined . She told Amelia that as her name was the better known it would give the organization more credibility and stature if Amelia would consent to serve as the first elected president. This Amelia did , with Louise serving as the first national secretary from 1930 to 1934 and vice足 president from 1934 to 1936. Herb was busy with the construction of his latest ship, the Thaden T-2 and the impending sale of the Thaden Metal Airplane Company to a group of businessmen in Pittsburgh . Life be足 came more settled for the couple and in late 1929 they decided it was time to increase the family. Bill was born in July 1930. To this day when he is asked when he started to fly he always replies , "Minus nine months ." His only regret is that he missed going along on the ' 29 Derby flight by just a few months. The grounding Louise imposed on herself the four months before Bill was born was almost unbearable. For the first time since she had learned to fly , she was without wings . She wrote in her autobiography , HIGH, WIDE AND FRIGHTENED , "As much as anything else, I missed the soothing splendor of flight. The ability to go up into God's heaven, to look out toward distant horiVINTAGE AIRPLANE 23

zons, to gaze down upon the struggling creatures far below, to forget troubles which so short a time before seemed staggering, just to feel the lifting of the wheels from the ground, to hear the rush of air past the cabin window, to squint into the sun, toying with the controls, to feel the exhilaration of power under taut leash, responsive to whim or fancy, to feel, if only for one brief moment, that I could be master of my fate - that is what I missed."

In May 1931, General Motors bought Herb's Pittsburgh Metal Airplane Company and merged it with Fokker Aircraft. By spring 1932, the Thadens were living in Baltimore. In July Louise received a telephone call from the famous Casey Jones in New York. "How would you like to make a refueling endurance flight with Frances Marsalis?" he said. "Yes," was the im­ mediate answer. They did indeed establish a new

world record for women in their "Fly­ ing Boudoir," a Curtiss Thrush pow­ ered by a Wright J-6E Whirlwind en­ gine. They consumed 2,338 gallons of gasoline, 32 and a half gallons of oil and effected 78 air-to-air refueling contacts in more than eight days (196 hours, five minutes) of flight time. Endurance flying was NOT the great fun thay had anticipated. Both women had to learn the difficult task of air-to­ air refueling after Herb and Casey

Louise's face registers total exhaustion after eight days aloft In the "Flying Boudoir."

made an unsuccessful attempt to show them how it was done! The women started out in four-hour shifts but by the third day they were cut to three, then two. As Louise recounted in HIGH , WIDE AND FRIGHTENED, "The fellow off duty had many things to do . There were 200 gallons of gasoline to pump every 24 hours by a hand pump which wobbled a half pint each full stroke. There was oil to pump, rocker arms to grease, batteries

Mrs. Thaden's record was for women's refueling endurance set on August 14-22, 1932. Here the endurance airplane, a Curtiss Thrush, Is refueled from a Robin over Long Island. The newspapers dubbed It "The Flying Boudoir".

to change, an hourly log to keep . A hundred and one things. The straw that broke the camel's back (and ours) was a leak which developed in our fine air mattress, which meant sleeping on the not-too-soft cabin floor. Flying with minimum horsepower to conserve fuel , we mushed along, nose-high, tail drag­ ging. We first tried sleeping uphill , heads under the instrument panel some 14 inches removed from the engine. Exhaust fumes and noise were too much for us. So we chose the lesser of two evils and slept downhill, an extra oil can serving very nicely as a pil­ low ... "It is difficult to realize how dirty one can get in the air. Keeping reason­ ably clean was a definite problem for Frances and me. Sufficient water for a bath was of course an impossibility, the solution being rubbing alcohol and cotton... The physical gymnastics of bathing presented a second major prob­ lem. Planes were continually flying closely alongside, pilot and passengers waving, making queer gesticulations which passed for sign language. Un­ fortunately, our plane was full of cur­ tainless windows . It seldom failed that when either Frances or I were stripped for a sponge bath, some plane would elect to fly in formation a few scant feet away! Then a wild scramble of pull­ ing on coveralls, getting legs in arm sleeves or arms in leg pants, or diving in haste to the dirty greasy floor. Often times we finished bathing dirtier than before we started ... With depressing weariness five days and endless nights

passed ... Sore muscles, creaking joints, aching hands and feet. The con­ stant roar of the engine driving us al­ most beyond the point of bearing ..." Late on the grueling sixth day, a note Casey buried under the apples in their dinner bucket informed . the be­ leaguered pilots that a "local" storm was moving in but would soon blow over. An all-night deluge soon followed sunset. Boiling dark and foreboding clouds drove the exhausted pilots lower and lower in the darkness. By 10:00 pm they were flying below 100 feet with the field boundary lights and some smoke stacks as their only ground reference. No margin for error here but fatigue was taking its toll. Icy rain water leaked onto their feet but there was no taking them off the rudder pedals. It was nearly impossible to stay awake at the controls. Shifts were shor­ tened. Strange, but Louise found it was usually difficult to sleep after a shift. The agonizing night seemed endless but with the dawn came higher ceil­ ings. The tortured pilots could climb and relax a little. The tanker aircraft came up yet again at 2:00 o'clock in the afternoon. There would be no back-breaking labor this time! On the side of the refueler the support crew had painted in bold letters, "CONGRATULATIONS." The record was theirs. Louise said later that endurance flights are fun - six years later! •

To be continued next month VINTAGE AIRPLANE 25

Planes &




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


such a place is known as a junkyard, a boneyard or "that mess behind so­ and-so's barn." Heh , heh, we are defi­ nitely kidding, Tim. My husband and I are in the business of salvage our­ selves, handling early Bellanca write­ offs. (This is known as "the heaps in Larry and Pam' s brand new garage.) For such an enthusiastic family, the beginning wasn't easy. Tim started his educational air explorations at 17 in a Cub but had that large odd war in Southeast Asia interrupt the process. But learn he did and has had his wings

since 1973. 'Course ah, Tim did have a little stimulation for all of this from his crop-dusting dad who, by the way, tunes pianos in the off season. Tim's logs show 1,600 hours and no accidents. A model EAAer. He got this Stinson at Christmas in 1986 with new undoped fabric on it. That meant only a paint job and interior was needed. Or, to put it plainly, Tim got to do all the nice rewarding, aesthetic tasks. Tim used the Blue River process and had over 50 hours on the Stinson's logs at the time of this interview. Good one, Tim! •

by Pamela B. Foard


Buttles is into general aviation heavily. He has a Cub and a Cessna 170. And he has this very nice Stinson painted white with blue and gold trim. His wife is a pilot and his brother also flies. Tim has owned quite a few other airplanes also. If that isn't enough he has an airplane salvage company, (Tim's words) that buys old wrecks and other aircraft that are disadvan­ taged. We are trying to be funny, but in the parlance of our AIC Chapter 11 ,

26 APRIL 1989


The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through September 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.

Abbot, Dudley L. Homer, Arkansas

Bell, James R., Jr. Roanoke, Texas

Buchwald, James P.

Mt. Vernon, Ohio

Connor, Peter G.

Plymouth, Massachusetts

Adams, Tom Springfield, Tennessee

Benjamin, Richard C. Van Nuys, California

Buetow, Richard

Inverness , Illinois

Cooke, John D.

Oakbrook, Illinois

Alden, David Baytown, Texas

Bennett, D.A. Crockett , Texas

Burkhart, Wayne

Tuscarawas , Ohio

Coughlin, Timothy J.

Indianapolis, Indiana

Allan, Jan Lidingo , Sweden

Bennett, David S. Highland , Michigan

Burson, Dale

Northridge, California

Coussens, John

Forth Worth , Texas

Alston, James S. Plymouth , Massachusetts

Bettencourt, David Honolulu , Hawaii

Byrn, Louie

Pagosa Springs, Colorado

Crestwood Library

Crestwood, Illinois

Aman, Gary A. Akron, Ohio

Bielecki, Gerald M. Highland, Michigan

Calvert, Ian A.

Alexandria, Virginia

Crowe, Paul

Erie , Pennsylvania

Ament, Frank Sandwich, Illinois

Bilger, Gerald Denton , Texas

Cameron, Colin G.

Fair Oaks , California

Crowell, Dick

Lakeville, Massachusetts

Andrle, Timothy Wexford, Pennsylvania

Bissonette, Bruce E. El Paso , Texas

Campey, Jerry P.

Perrysburg, Ohio

Davenport, Ron G., Jr.

Harper's Ferry , West Virginia

Argetsinger, Bruce G. Branford, Connecticut

Blackmore, Burdell L. East Liverpool , Ohio

Carps, Ron W.

Oklahoma City, OKlahoma

Davidson, Donald C.

Nashua, New Hampshire

Armbrust, Douglas R. Greensburg , Pennslyvania

Bodinnar, John Victoria, Australia

Carlson, Jerold R.

Lincoln, Nebraska

DeVries, Robert

Jamaica, New York

Armstrong, S. Stanley New Smyrna Beach, Florioa

Boehmer, Dennis A. Xenia, Ohio

Carr, Donald A.

Saratoga, California

Depetris, Derli Arol

Don Torcuato, Argentina

Azzarello, Joseph Grand Haven, Michigan

Boettcher, James Enon , Ohio

Carr, Owen

Huntington , New York

Dewey, James A.

Santa Paula, California

Bortman, Ralph Agaura, California

Carroll, Glenn P.

Decatur, Illinois

Disbrow, D.E.

Deckert, Tennessee

Baldwin, Dick A.

Breand, Andre Thaias , France

Case, James Altice

Indian River, Michigan

Dittman, Eric W.

Mountlake Terrace, Washington

Barlow, Merrill St. Paul , Minnesota

Brewer, Lester K. Groveland, Illinois

Chapin, Robert W., Jr.

Edgewater, Maryland

Domeier, Marlys J.

San Jose, California

Barnes, William F. Sheffield Village , Ohio

Broat, Larry Pinckney, Michigan

Chitiea, Andrew D.

Aurora, Colorado

Dondorf, James F.

Delanson , New York

Bartlow, Gary W. El Cajon , California

Brown, Wendell L., Jr. Midland, Texas

Chmiel, John Peter

Rhinelander, Wisconsin

Dostroph, M.J.

New Philadelphia, Ohio

Bauer, Thore Otter, Germany

Browning, Roy R. Jackson, New Jersey

Chodak, Frank

South Plainfield, New Jersey

Dullenkopf, Douglas

Santa Paula, California

Beaulieu, John M. St. Charles, Illinois

Bruschaber, W.E. Glendale, California

Coffen, Hal E

Saukeville, Wisconsin

Duncan, Nelson '

Garden Grove, California

Becker, Gerald B. Wichita, Kansas

Buchanan, John C. Ada, Michigan

Conley, Kenneth E.

Cookeville, Tennessee

Duval, Louis N

Skaneateles, New York

Baker, William K. Jasper, Alabama


An information exchange column with input from readers.

tion in December. I was in the Cessna 175 at 2,500 feet doing lazy eights and a little creature sticks his head out of the wing root just a bit above eye-level as though asking if I forgot how to fly straight and level. When we got down , out came the D-con and moth balls. But let's start at the beginning , as though we were doing an ordinary pre­ flight , and then we'll amplify it a little. Start in your usual way. Sit down in the cockpit and check the paperwork .

by Buck Hilbert (EM 21, Ale 5) P.o. Box 424 Union, IL 60180 Are you legal?

Springtime? Soon, I hope! I can tell by the familiar Airplane Disease itch. It's time! Time for that spring break and getting the wind wag­ ons up there in the air where they be­ long. Before we fly though, there are a lot of little things we had better do. Yep! Here comes the annual spring preflight lecture you've heard so many times before. Well, if you have already read and know all this, skip on to something else - on second thought , maybe you'd better skim it over, just in case. Our machines here at the Funny Farm hardly fly at all in the wintertime. With the usual snow accumulation , we 28 APRIL 1989

just shut down after the first big snow and don't open the hangar doors again until the frost is out of the ground. This applies only in the event that we don't have an extreme emergency, such as a beautiful day with temps in the upper 30s when it 'd be a crime not to fly . But enough of that. Our biggest off-season problem is mice. Them little meeces love airplanes to pieces. I never have fi ­ gured out how they can thrive inside a tin airplane with fiberglas insulation and just about nothing to eat in the en­ tire machine , but they do here at the Funny Farm . I went flying after com­ ing home from my West Coast vaca­

Are we still in license? If you ' ve got radios , is the ELT listed on the station license? You guys without electrical systems, wi pe that grin off. You need a license too. The FCC says an ELT is a transmitter, which it is, so get an application and get legal! While we're in the cockpit , let's check the seat belts and shoulder har­ nesses , the seat tracks , the carpet (to see that it doesn ' t interfere with the tracks) and give a good look around in general. Controls all free ? Rudder ped­ als work alright? Brakes have pres­ sure? Does the fuel selector move? Gauges read anything? Are there any signs of seepage (fuel stains) in and around the gauges , primer and fuel lines? That's the quickest way to find a fuel leak , spotting the stains left by the evaporating fuel. When you get

outside, check the little drain holes in the belly beneath the fuel selector. They can tell you if the fuel pump packing or "0" rings have sprung. Try the primer - does it? How does the panel look? The in­ struments aren't full of water or any­ thing , are they? The master switch , does it click the solenoid? Is the battery up? How about all the warning lights? Man, I could go on all day, but these items are nothing new . They're sup­ posed to be checked on every preflight without any conscious effort. But you're probably out of practice, and this preflight has to be a good one so everything will go right and we can enjoy . Well, if you're satisfied with all the stuff inside, let's go outside. On the way, check the door hinges. Better lube 'em. Have you priced one lately? How about the door latches too, while we're at it. Tell you what, first let's walk all the way around the airplane and just look . Hah! There's where my buddy ran over that runway marker last fall and scratched the paint off the wheel pant. My gosh, the decal is partly gone off the prop, and look there, some dirty bird hs been perching on top of my tail beacon. What a mess! Well , that's what' s readily notica­ ble. Let's get down to the nitty. Strip off enough cowling to get a good, long look at the engine compartment. How are the fuel drains and the gascolator? While we're in there, let's look at the stacks and the SCAT tubes and check the flapper door on the carb heater. Do

top of the glareshield? Pull the prop through about six blades and then on the next four or six, count the cylinders as you go by them . Are they all there? This is known as the poor man's com­ pression check. I you fall flat on your face where there is supposed to be a cylinder on compression maybe we have a valve stuck open . How about the prop itself? Is it all there and reasonably free of nicks and scratches? Back to the airframe. Tires? Are the wheel pants free of mud and stuff so the wheels tum free? Strut inflation?

all the engine controls work? How do the intake tubes look? What about the wires , both primary and secondary ? Baffles , oil leaks and sanitation? See any rust or dirt pockets? Check any and all external lines , generator/alter­ nator brackets and belts . Can you see the battery water level? Any corrosion in that area? Keep looking. What you find now might save lots of time and embarrassment later. Oh yeah, how about the oil quantity? When you're satisfied with the en­ gine compartment and especially the battery, let's check the prop. Got the keys in your pocket or visible on the

". L \c., <


..... --';,.

struts, stacks and scissors.

Do the scissors need lube? Hey, it's your airplane. You gotta make sure on these things. Even if you're hero enough not to be worried about the safety angle, give some thought to the expense if a tire goes flat or a strut doesn't absorb the shocks like it's sup­ posed to. Let's look at all the control surfaces. "Poor man's compression check."

Any creaks?

.. ~ f

Flaps too, and trim tabs . Check 'em all, and don't forget the static, pitot and vent lines. Even though I didn ' t mention it before, how'd the carb air intake look? Hey, I've had about enough of this looking stuff. Let's clean the windows, top the tanks, do a really good run-up and go fly!



Unbutton as much as you can.

Over to you, Buck.



Where The Sellers and Buyers Meet. ..


word, 20 word minimum. Send your ad to

The Vintage Trader, Wittman AIrfield

Oshkosh, WI 54903-2591.


AIRCRAFT: (2) c-3 Aeronca Razorbacks, 1931 and 1934. Pack­ age includes extra engine and spares. Fuselage, wing spars and extra props. Museum quality! $30,000 firm! Hisso 180-hp Model "E". 0 SMOH with prop and hub and stacks. Best offer over $10,000. 1936 Porterfield 35-70, the lowest time Antique ever! Less than 200 hrs. TTA & E. 20 hours on engine. $12,500. No tire kickers, collect calls or pen pals, please! E.E. "Buck" Hilbert, P.O. Box 424, Union, Illinois 60180-0424.

1946 Funk - No engine/propeller. Needs rib re­ pair and complete recover. Texas airframe - no rot/rust. Can deliver. 313/545-3887 Michigan. (4-1 )

sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609 .

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw­ ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $12.00 plus $2.50 postage. Send check or money order to: AeRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.



1949 Percival Prentice Air Force Trainer - 5 seats. Full radio, VP prop, Gipsy Queen 30-2 en­ gine with spares. View South End Airport UK. Ex­ change Cessna 185. Hilton, "Highland Glen", Gravesend Road , Shorne, Near Gravesend, Kent, DAl 3JW England. (4-1)

1946 Taylorcraft Parts - Plus other miscellane­ ous aircraft items. Send SASE for list and prices. George Watson, 645 Evergreen Drive, East Pales­ tine, OH 44413. (4-1)

1950 Cessna 170A- TT2850, no damage history. - chrome, 0 since extensive airframe update and overhaul, stripped-etched-alodined­ primed and 3 color poly paint. New interior, glass, tires, Cleveland wheels and brakes wlstainless discs, Scott 3200, speed fairings plus much more. Arnav R-20 Loran, transponder RT359A, NAV Com 720 Channel RT328T wlnew indicator. All fresh certified wl new antennas, fresh annual, beautiful. A custom-overhauled, like new airplane ready to go now. $28,500. 703/825-6230. (4-1)


108-hp LYCOmln~oengine. 1,985 hours TT on 2,40 r If~S available. Cur­ rently flying on a 1 mman AAl-B. Mags and harness not included. $2,500. Contact Mark Phelps, 414/426-4825.

160 hp Gnome - extra cylinders and prop hub; remarkable inside (run once) . Missing push rods. Rusty casing , in original crate. 215/340-9760 or 215/340-9133.

POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction

WANTED: Wanted: Eclipse Aviation Generator, Div. Bendix, for Warner 165 hp engine. Generator type: 300, modell , 15 volt, 15 amp. (or greater), style A, with flexible drive. Call Gerry, 508/238-1111. (4-3)

Wanted: 450 hp P&W engine mount for Howard DGA-15-P aircraft. Bruce E. Graham, 319 Fisher, Cashmere, WA 98815. (4-1)

Wanted: Cont. A-40, Aeronca E-113 engines. Complete or partial. Harold Buck, Box 868, Colum­ bus, GA 31902, 414/322-1314. (5-2)

WANTED : Warner 145 splined crank #2 - will trade taper shaft or taper and cash as both my props are splined. Also, have mold for Watters tunnel cowl faceplate - can make replacement cowl faces (fiberglass or aluminum) for Wamer­ size installation. Doug Combs, Box 6613, Incline Village, NV 89450. (4-1)

MISCELLANEOUS: Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures. All makes of tube assemblies or fuselages repaired or fabricated new. J . E. Soares Inc. , 7093 Dry Creek Road , Belgrade, Montana 59714, 406/388-6069, Repair Station 065-21 . (c/12-89)


cialty). Have shop, will take sub contract work for individuals or museums. Or will relocate for employment. Resume on request. ROBERT G. LOCK, 19342 E. South Avenue, Reedley, Califor­ nia, 209/638-4235. (5-2)

AIRFRAME and powerplant instructor for past 22 years, A&P school in central Califomia, desires change. 30 years experience in antique aircraft restoration, Command-Aire, Waco, Stearman, Fairchild, Aeronca, Cessna, Piper, Taylorcraft,.etc. Excellent craftsman in sheet metal, steel tube, wood structures, fabric (Grand A and Stits my spe­

Wedell Williams Aviation Museum wants to lo­ cate a Lockheed "Vega" in any condition. Will check all leads. Information to P.O. Box 655, Pat­ terson, LA 70392. (5-2)

TOOLS: Tools, hand & power for all aircraft work. Rivet­ ers - Drills - Fasteners - Accessories - Tool Kits. Everything for the kit builder - 96-page catalog available. $2.00 (refundable with first order) . U. S. Industrial Tool & Supply Company, 15159 Cleat Street, Plymouth, MI 48170. Call toll-free 1-800­ 521-4800. (4/89-6)

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Custom quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes


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EAA Aviation Foundation. Before Making Expensive Mistakes, See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME. VHS or Beta, $49.95. Also Direct from EAA (1-800-843-3612), and from

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Fabric Selection Guide showing actual sample colors and

styles of materials: $3.00.



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Complete interior assemblies for do-it-yourself installation.



Proven Durability on Thousands 01 Aircraft. ~ ~ FAA-STC for Over 660 Aircraft Models. Over23VearsService ~ ~ History. Superior Quality Coatings Developed and Manufactured ~ ~ Under the Quality Control of an FAA-PMA especially for Polyester ~ ~ Fabric on Aircraft, Not Brlllie Automotive Finishes, Modified Short Life ~ ~ Water Borne Housa Paint, or Tinted and Relabeled Cellulose Dope. ~ ~ Will Not Support Combustion. Lightest Covering Approved ~ ~ Under FAA-STC and PMA. Most Economical Covering Materials ~

Fly high with a

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Sample of High Strength, Very Smooth 1.7 oz. Patented Pol\,ester Fabric Developed Especially for Aircraft Covering. Poly-Fiber Manual with Detailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control. Latest Catalog and Distributor List.














P.O. Box 3084-V, Riverside, CA 92519 Phone (714) 684-4280





The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 6OO-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Vol. I (no. 21-14452) and Vol. II (no. 21 -14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EAA Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612.








The complete, in-depth story of one of aviation's greatest achievements ­ the non -stop, non-refueled flight around the world by Voyager - and the dedicated crew that made it pos­ sible. Narrated by Cliff Robertson, this revealing tape takes you behind the scenes to recount every aspect in the amazing saga of this incredible "do­ it-yourself high tech" accomplish­ ment. VHS 21-36421; Beta 21-36422; 8mm 21-36853.

Leam the secrets of the experts with these detailed instructions on how to paint an all metal aircraft. Tips and techniques by professional painters that covers 10 different topics includ­ ing stripping, etching, filling and sand­ ing, base colors, spraying colors, and more. Another in EAA's continuing "How-To" series. 60 minutes. VHS 21­ 36467; Beta 21-36468; 8mm 21-36854.

Floatplane flying at its best! An in­ depth look at the deHaviiand Beaver­ its history, flying characteristics, water handling techniques and demonstra­ ting proper takeoff and landing pro­ cedures for variable water surface conditions. Excellent air to air photo­ graphy. Breathtaking scenery. VHS 21­ 36435; Beta 21-36436; 8mm 21-36858.


WITNESS TO THE EXECUTION $34.00 (Video/ Book Combination)

Shipping and Handling Charges Extra WI residents add 5% Sales Tax to all orders.

"The Odyssey of Amelia Earhart" - startling reva­ lations in this painstakingly researched book and companion video by T. C. Brennan. Eyewitness accounts and documented evidence to support conclusions reached by the author. Exciting, in­ triguing, a story you won't soon forget. Video/ book conbination sent in a special. convenient. hand­ some package for easy access or storing. VHS 21-36433; Beta 21-36434; 8mm 21-36857. Video only - $19.95 VHS 21-36431; Beta 21-36432; 8mm 21-36856 Softcover Book only - $11.95 21-37871



1-800-843-3612 (Wisconsin residents call 1-800-236-4800)




To order by mail (include check, money order or credit card number) write: EAA Catalog Sales, Wittman Field, Oshkosh, WI 54903-3086.



L _______ ~~i~~~a~~~~~~ _ _ ~ _ _ _ ...J

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EAA's Antique / Classic Division on camera ­ featuring hundreds of rare, painstakingly restored antique and classic aircraft - both on the ground and in the air - tips on how to restore and main­ tain aircraft to "Grand Champion" EAA quality. Interviews with aviation pioneers, restorers, pilots. See judges in action. 60 minutes of nostalgia and rare visual treats! VHS 21-36471; Beta 21-36472.

It pays to turn to the name you know. Especially in a service business like aviation insurance . Because a name and reputation for reli足 ability, for claims service, for customer service, and for fair treatment doesn't come easy. It's hard work to earn it, and even harder to keep it.

The Proof Is In The Asking Ask a pilot. Or better yet, ask an FBO whiCh insurance company theywould prefer to have handle a claim. Chances are they'll name AVEMCO. In fact, more than two out of three former AVEMCO customers in a recent company survey* said they would rec足 ommend AVEMCO insurance to other pilots.

Direct Writer, Direct Action. When you want information, you want it right now. And as good as most independent agents are, when it comes to the tough ques足 tions, most answer only after first "checking in" with the insurance underwriter. Talk to us, and you're talking directly to your insurance company. That means fewer delays, and in most cases instant answers.

.-----------------------~ CALL DIRECT TODAY FOR AN IMMEDIATE

*Winter 1987


'S'le \(\su{e

1-800-638-8440 ('(\OS\



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Aviation Insurance For Aviation People.




by George Hardie Jr.

Here's another high-wing parasol from the glory days of sport flying . It bore a special name related to the area of the country where it originated. The photo was submitted by James Alaback of San Diego, California , date and lo­ cation not given . Answers will be pub­ lished in the July 1989 issue of VIN­ TAGE AIRPLANE. Deadline for that issue is May 10, 1989. Charles H. Smith of Plainfield, Il­ linois recognized the January Mystery Plane easily . He writes: "The Mystery Plane for January al­ most jumped out of the page at me. It' s a Spartan C-2-165 with the Wright R­ 540 engine (Juptner Vol. 9, page 173, Group 2 section). NC 993N was orig­ inally developed as a dive bomber, hoping for a military contract, but as numerous other aircraft, it died in the Depression . "While at Spartan in early 1934, I first soloed in a C-2-60 (NC 1l908). The only similarity between the C-2-60 and the C-2- 165 was that they were both low-wings. I helped install the

first hood on the aft cockpit on NC 993 N. Being of heavy black cloth, it was a real sweat box for the pilot tak­ ing instrument instructions in that hot , rough Oklahoma air!" Lynn Towns of Eaton Rapids, Michigan writes: "The Spartan C-2-165 was a trainer built by the Spartan Aircraft Company in Tulsa, Oklahoma. Only two of these aircraft were built, two-place with the pilot and passenger in tandem cockpits . The Spartan School of Aeronautics used them as blind flying trainers. The student sat in the back cockpit with a canvas cover over the rear windshield and cockpit, while the instructor sat in fro nt. " Other answers were received from Charley Hayes, Park Forest, Illinois; E.C. Garber, Jr. , Fayetteville, North Carolina; J. A. Blackburne, College Park , Georgia; Joe Tarafas, Bethlehem, Pennsylvania; J. Max Freeman , Wilkesboro, North Carolina; Wayne Van Valkenburgh , Jasper, Georgia; Roy G . Cagle, Juneau , Alaska; A. Lee Spencer, lola , Kansas; Herbert G . deBruyn , Bellevue, Wash­ ington; Bob Louderback, Cincinnati , Ohio . •



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