VA-Vol-20-No-10-Oct-1992 by EAA Vintage Aircraft Association

EDITORIAL STAFF

October 1992

Vol. 20, No. 10

CONTENTS

1 Straight & Level/ Espie "Butch" Joyce

2 AeroMaii 3 AlC News/ compiled by H.G. Frautschy 5 Vintage Literature/D ennis Parks

Page 9

9 EAA Oshkosh '92-More A ntiques

and Classics/H .G. Frautschy

Publisher Tom Poberezny Vice-President,

Marketing and Communications

Dick Matt

Editor-in-Chief

Jack Cox

Editor

Henry G. Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

Computer Graphic Specialists

Olivia l. Phillip

Sara Hansen

Advertising

Mary Jones

Associate Editor

Norm Petersen

Feature Writers

George Hardie, Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wiske

13 Steve Pitcairn's Workhorse Mailwing/ H .G. Frautschy

EAA ANTIQUE/ CLASSIC DIVISION, INC,

OFFICERS

17 Custom Antique Champion Eicher's Monocoupe 90AL/ H .G. Frautschy

22 Pass It To Buck/ E.E. "Buck" Hilber t

23 What Our Members Are Restoring/

President Espie "Butch" Joyce 604 Highway SI. Madison, NC 27025 919/ 427-0216

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

Secretary Steven C . Nesse 2009 Highland Ave. Albert Lea, MN 5(fJJ7 flJ7/373-1674

Treasurer

E.E. "Buck' Hilbert

P.O. Box 424

Union, IL 60180

815/923-4591

DIRECTORS

Norm Peterse n

26 Mystery Plane/George Hardie 27 Calendar 28 Welcome New Members 30 Vintage Trader Page 17 FRONT COVER . . An airplane designed to do hard work - Steve Pitcairn's magnificent PA-7 Mailwing looks as though it is ready to head out on another mail run. EAA OSHKOSH '92 photo by Carl Schuppel. t;:;;~;::=~ shot with a Canon EOS-1 equipped with an 80-200mm lens. 1/250 @ f7 .1 on Kodachrome 64. Cessna 210 photo plane flown by Bruce Moore. BACK COVER . . . "The Big Bellanca", an acrylic painting by well known Canadian aviation artist Robert Bradford, depic ts a ski-equipped Bellanc a 66-70 "Aircruiser". More details on the action in the painting is written in this months "A/C News" on page 3. Reproduced courtesy of Aviation Art Canada. Copyright © 1992 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of Ihe Experimenlal Aircraft Associalion and is published monthly at EM Avialion Cenler, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903·3086. Second Class Poslage paid al Oshkosh, Wisconsin 54901 and at addilional mailing offices. The membership rate for EM Anlique/Classic Division, lnc. is $20.00 for currenl EM members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at leasl two monlhs for delivery of VfNTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Anlique/Classic Division does not guaranlee or endorse any producl offered Ihrough Ihe advertising. We invite conslruclive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged 10 submit slories and photographs. Policy opinions expressed in arficles are solely those of Ihe authors. Responsibilily for accuracy in reporting resls entirely with the ccntributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM. SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIauE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any persen other than the above association is strictly prohibited.

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009

flJ7/263-2414

Robert C. "Bob' Brauer

9345 S. Hoyne

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 414/231 -5002

John S. Copeland 28-3 Williamsbur8 Ct. Shrewsbury, MA 1545 508/842-7867

Phil Coulson 28415 Springbrook Dr. Lawton, M149065 616/624-6490

George Daubner

2448 Lough Lane

Hartford, WI 53027

414/673-5885

Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa, OK 74105 918/742-7311 Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 612/784-1172

Robert UCkteig 1708 Bay Oaks r. Albert Lea, MN 5(fJJ7 flJ7/373-2922 Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491 -9110

Chica~o.IL

312/77 -21 05

Jeannie Hill

P.O. Box 328

Harvard, IL 60033

815/943-7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield , WI 53005 414/782-2633 George York

181 Sloboda Av.

Monsfield , OH 44906

419/529-4378

S.H. OWes" Schmid 2359 Lefeber Avenue Wauwatosa , WI 53213 414/771-1545

DIRECTOR EMERITUS S.J. Willman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS

Jimmy Rollison

823 Carrion Circle

Winters, CA 95694- 1665

916/795-4334

Dean Richardson 6701 Colony Dr. Madison , WI 53717 608/833-1291

Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724

STRAIGHT & LEVEL

by Espie "Butch" Joyce Here it is, October again, one of my favorite times of the year to fly . In North Carolina, we don't really have to worry about the thunderstorm activity that we normally have in the summer. Skies are clear, with little haze, and it's just a great time to fly! Fly-In activity is frantic during the months of September and Oc tober. I would love to attend all of them, but at times there are 2 or 3 on the same weekend. Our Oshkosh Convention is now history - I won't go into all the details about the awards, since you read about them in last month's VINTAGE AIRPLANE. I would like to take this opportunity to thank all of the people that volunteered and participated during the Convention. We had approximately 56 Chairman and Co-Chairman in the Anti que/Classic area, as well as almost 400 volunteers take the time needed to make the Convention the big success it is. Without their help, it simply would not be possible! I look forward to seeing you all again next year. At the end of October, your Antique/Classic board of Directors will be meeting on the last weekend. Should you have any concerns or ques tions you would like voiced, please con tact any of us. Our addresses are listed on the contents page. Your input is critical to us being able to conduct your Division's business as the membership would prefer. I'd like to thank EAA Founder and Chair man of the Board Paul Poberezny for his Antique/Classic Guest Editorial that ap peared in VINTAGE AIRPLANE in last month's issue. It is satisfying to know that so many of the "Greats" of aviation, people such as Paul, all started out with

the simplest aspect of aviation - just a love of flying. Thanks Paul. September 19th this year will hold a special place in my mind for quite some time to come, as this was the day that EAA Chapter 8 of Greensboro, North Carolina, held their Young Eagles day at the Burlington, North Carolina Airport. Sue Dusenbury, EAA Director and member of the Chapter (and future president of Antique/Classic Chapter 3) was the ramrod for this event. She organized it with the help and par ticipation of the North Carolina Depart ment of Transportation, the Burlington Airport Authority and volunteers from several different organizations. I had volunteered to be there and participate in this event. I planned to take my 172 Cessna down on Saturday morning and help fly these young people, but my plans were foiled. I have a bifold door on my hangar and the electric motor burned out, thereby trapping my Baron, 172 and Cub inside my hangar! I had very good response from the door people, but it was a Friday when this happened, and they were unable to get a motor until Tuesday. I had to drive down to Burlington to see if I could be of any help. Upon arriving, I went out on the flight line to help organize the pilots and passengers. We were able to fly approximately 100 kids that day. All of them were very enthusiastic when they returned. I don't recall seeing any young person that was not really thrilled. The pilots were very patient and explained quite a lot about the aircraft. Each flight lasted approximately 15 minutes, and each person in the aircraft had a chart mounted on a hardboard so they could spot different landmarks. Everything went well, although we were somewhat short on aircraft, since two-thirds of the areas where the participants were coming from had bad weather and they could not show up and fly. Brad Thomas, past president of Antique/Classic division was there with his 170. He just flew one trip right after the other and was the very last person to leave. That's dedication! The Aviation Underwriting Agency in Greensboro, our exclusive Antique/Clas sic Division Group insurance agency, volunteered their entire office staff; agents and secretaries pitched in to help do the registration chores under the guidance of Evie Brooks. AUA was really ap preciated for helping out the entire day. A story comes to mind about an experience I heard about that day. Kay Hendley, AUA's accounting manager, came and brought her twelve year old son, Sammy. Kay said that when she started to drive to Burlington, she had to beg Sammy to go along with her. He just didn't want to go. He had never ridden in an aircraft and was

just not very enthusiastic about spending his day at the airport with his mother. I paired Sammy with Brad and they went flying. When they returned he was grin ning somewhat, but didn't have a lot to say. We flew another group and Sammy walked up to me and said "Mr. Joyce, do you think you could work me out another ride in an airplane? I really enjoyed that!" Kay told me later that day that Sammy told her, "Mama, you know, sometimes I need to listen to you more, because you were right about today . I really enjoyed it. Sometimes you are right about some things." It appears the Young Eagles pro gram gives more than just a flight ex perience. We also found that a lot of kids had their younger brothers and sisters with them. The kids to be flown were supposed to be eight years and up, but the younger ones wanted to know why they couldn't also ride, so we ended up taking just about everyone up. A lot of parents wanted to go when they went to board their children. I didn't know what to expect from the young people that were to participate in the Young Eagles rally. I was pleasantly surprised. I have to say that the children were fantastic. Before the day began, some of the people were not so enthusias tic about participating in the flying, the seminars, etc. At the end of the day, we all sat around the registration desk and visited with each other. Everyone decided that they were so enthusiastic happy, and proud of the things that they had ac complished during the Young Eagles Day, that we all are already talking about or ganizing another day, at another airport. This is an excellent program and I hope that everyone would get enthusiastic and participates. You don't need to do it in a group or on just one day - its strongest appeal is on a one-to-one basis, pilot to passenger. I am all for it! Your An tique/Classic division of EAA has en joyed a great year. In the September issue there were listed all the people that were elected to office to serve you for two more years. All of these people are very dedi cated. They are quality individuals that will continue to serve the membership in the best capacity that they can. Your membership is growing at a good rate, especially with the Contemporary category of aircraft that has come on board to be part of our group. One of the best services that you can do for your division is to ask someone interested in our type of flying, to join your division. The more members we have, the stronger we can become, and the more infonnation that we can pass along. Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all! . . . VINTAGE AIRPLANE 1

VI~TA(3~

MAIL Dear H.G, In the "What our members are restoring" section of the July issue, I have noticed an error in the column on Warren Lhurs' KR-31 project. Reference is made to the "Approved Type No. 13" on the rudder. It is commonly known that prior to designing and producing the KR se ries of biplanes, Kreider and Reisner were dealers for Waco aircraft. The KR-31 "Challenger" bears a lot of re semblance to the Waco 10, manufac tured under ATC #13, issued in Octo ber 1927. The KR-31 Challenger was manufactured under ATC #19 which was issued in December 1927. See Volume 1 of Juptner's U.S. Civil Air craft for details. It was the late Sam Burke who did the valve guide and seat work on my OX-5 cylinders for both the Waco 10 and Fleetwing. He was no longer fly ing then , but I remember seeing his KR-31 partially disassembled in stor age. I have no idea of the significance of the 13 on the KR rudder, but it most certainly is not the ATC number. Sincerely, C. H. Armstrong

EAA #5949L

A IC #746

P.S .: I have logged some time in both the KR-31 and KR-34 . Both were very nice flying aircraft. As I have so often said, it is exceed ingly difficult to slip something erro neous past the membership, especially the likes of C. H. Armstrong - a real student of antique airplanes and win ner of a Grand Champion trophy in both Classic (Aeronca 7AC) and An tique (Pitcairn PA-4) areas. Harold is absolutely correct - A TC #19 is the correct approval number for th e KR 2 OCTOBER 1992

31, and in fact, that 's what it says on the rudder. I just missed it on the color print we had, and the reproduction in th e magazine is very tough to decipher, making it hard for any of our readers to spot the error. Sorry about that! - Norm Petersen, Associate Editor

MORE ON THE APRI L

MYSTERY PLANE

Dear Mr. Frautschy, Having just received the July issue of V INTAGE A IRP LANE, two items caught my eye immediately. I don't think that the April Mystery Plane is the Hawker Cygnet, and I am enclosing a Xerox taken from Francis K. Mason's book " Hawker Aircraft since 1920" which shows various dif ferences , including the smaller lower wing, sloping interplane struts, verti cal centre (sorry - center !) section struts and the horizontal tailplane. A quick check through the three vol umes of A.J. Jackson 's " British Civil Aircraft" does not reveal any other British possibilities. As for the suggestion that it might be an early Hurel-Dubois design, their first aircraft only appeared after WW II. The triangular horizontal tail suggests that the Mystery Plane might be of German origin , but that is only a guess. The second item of interest to me is the piece on the Auster Autocrat, so I am also enclosing a brief sum mary of the British career of G AHSW, which Norm Peterson might like to pass on to Dan Norton, or the next owner if he is an EAA member. Finally, a thought on the delivery of V I NTAGE A IRP LANE. I re ceived the July issue today , 14 Au gust, and the deadline for Mystery Plane is 20 August, which means that unless I recognize the aircraft imme diately, and have the information at hand, I cannot get an answer off in time. When I renewed my EAA and

AIC memberships at Sun ' n Fun , I was charged an extra $13 for im proved overseas delivery of SPORT AV IATION, which appears to be working reasonably well, apart from a problem with the June issue. Is it pos sible for you to include your maga zine in this scheme, perhaps by send ing them both together? I hope that there is something of in terest among all this, and I would like to thank you for a magazine which I al ways look forward to receiving.

Yours sincerely, Vic Smith EAA 287737 AIC 13710

175 The Greenway, Ickenham , Uxbridge, Middx . UBI08LT United Kingdom It seems th e April Mystery Plane has remained a bit of a question, and we have yet to get a documentable identification on the light biplane. Any other additional thoughts on it, particularly from our international members? As to the thoughts on the delivery of V I NTAGE A IRP LANE - As it turns out, th e people on staff here at EAA HQ who work with the U.S. Postal Service and our printer have been working on setting up a more ef ficient system for mailing and deliver ing the division magazines, similar to what is in place now for the delivery of SPORT AVIATION overseas. I will highlight any changes in AlC News as soon as I receive word on the revised delivery program. Thanks to all our international members for sticking with us, even if th e date on the cover doesn 't make sense with the date on your calendar! We will see if it is pos sible to make this work better, with any additional costs kept to a mini mum. -HGF ..

compiled by H.G. Frautschy "THE BIG BELLANCA" The artwork gracing our back cover depicts an interesting scene that needs more than a few lines to explain. The winner of an "Excellence " ribbon in the 1992 Sport Aviation Art Competition , "The Big Bellanca " was painted by Robert Bradford, retired director of the Canadian National Aviation Museum. A lifelong artist, (at the tender age of four, his father allowed Robert and his twin brother Jim to decorate the wall of their Toronto apartment, before it was to be covered with wallpap e r), Robert has enjoyed illustrating airplanes for most of his life. "The Big Bellanca" is the result of hundreds of hours of research and painting time . From the descriptive literature publi shed by The B.C.I. Collection, we'll paraphrase a few of the facts surrounding the scene depicted. "The Bellanca Aircruiser CF-A WR is prepared for flight as it rests on the frozen surface of Cameron Bay, Great Bear Lake, N.W.T. during the winter of 1937-38. Aviation Hall of Fame bush pilot Stan McMillan checks the ice condition on the bay as the engine cover is removed from the 660 HP Cyclone engine and the ore concentrate bags are loaded into the cabin." One of the most unusual aircraft to appear in Canadian skies was th e big Bellanca, sometimes affectionately known as the flying "W ". Five of these huge single-engine cargo aircraft were imported into Canada by operators attracted by their load-carrying capacity, reliability and performance. By the early 1930's, Sicilian born Guiseppe Mario (or "Joe") Bellanca had already proven his design skills with his highly successful single-engine cabin monoplanes that quickly established international endurance and long distance records. His CH-300 Pacemaker series had also made a name for itself as an efficient and dependable light transport or "bushplane" in remote regions. In his efforts to produce an even more efficient long-range aircraft capable of carrying even greater loads , Bellanca created a larger machine employing "lifting surface wing" struts of considerable size . These designs evolved into the Bellanca P-100 Airbus prototype that appeared at the 1930 Cleveland Air Races. Twenty-three examples of the Airbus/Aircruiser type were built before the design was phased out in 1938. Here in Canada, the need for an aircraft of this performance was recognized b y the pioneer northern flier Leigh Brintnell

who formed Macke nzie Air Services in 1932. He had known "Joe" Bellanca since th e mid-1920's and was impre ssed by Bellanca 's famous Pacemaker series that had served so well in th e Can a dian wilderness. He later met some of the U.S . Army pilots who were flying C-27 A's and their comme nts convinced him that the Aircruiser would be ideally suited for his contract with Eldorado Gold Mines Ltd. for their operation located on Great Bear Lake in thc North We st T e rritories . Eldorado 's requireme nt was for a large aircraft to carry uranium ore concentrates the 875 miles to Edmonton for shipment to the Eastern refinery. In Leigh Brintnell 's mind , the Aircruiser was the answer. A s a re sult of this deci sion , th e Bellanca 66-70 Aircruiser construction number 719 , registered CF-A WR , was purchased from the Bellanca Company and flown to Canada in March, 1935. The aircraft was christened with the impressive title "Eldorado Radium Silver Express" . During the period 1936-1939 she was flown on the Eldorado operation by the well known bush pilot , Stan McMillan . After service in Canada for twe lve years , CF-A WR met its end in 1947 on the shores of Upturned Root Lake , 200 miles northeast of Sioux Lookout, Ontario. In 1973 the wreckage was recovered by the Western Canada Aviation Museum in Winnipeg. The museum plans to restore the aircraft using some components from the remains of another Aircruiser, CF-BKV, that had struck trees and crashed at Smoky Lake, Manitoba on the 6th of October 1949. The three other Canadian Aircruisers were CF-BTW , CF-BLT and CF-BBJ. (BBJ was actually a P-200A Airbus.) Canada's sole surviving airworthy Aircruiser is CF足 BTW owned by Barney Lamm, owner of Ontario Central Airlines. The flying " W's" have indeed served Canada well. This is the first painting for his new bush pilot series published exclusively for the B.C.r. collection. Based on a schedule of at least one subject each year, these carefully researched and countersigned works commemorate the valuable contributions of several of Canada's civil aviation pioneers. A limited number of prints are available of this painting. Contact: THE B.C.r. COLLECTION Box 640 Yellowknife, N.W.T. X1A 2NS Canada Telephone: 403/873-6810 Fax: 403/920-2114

HURRICANE ANDREW

RAVAGES SOUTHERN AVIATION MUSEUMS The incredible destructive power of a hurricane was shown to all of us again this August, when Hurricane Andrew tore through south Florida and then into southern Louisiana . The damage to people and property in both areas was devastating, and particularly hard hit were at least two aviation museums know to many of our members. The Wedell-Williams Hi storical Society hangar in Patterson, LA, was damaged severely, but much to the relief of the museum staff, the replica Wedell足 Williams " No . 44" racer suffered only minor harm. Plans have been made to re pair the airplane and then fly it to Oshkosh , where it will be placed on display in the EAA Air Adventure Museum for an undetermined amount of time. In Florida, the news was not as good. Shortly after the hurricane had ripped through the areas south and west of Miami, word came to EAA Headquarters that Kermit Weeks' magnificent collection of aircraft, displayed in the Weeks Air Museum on Tamiami Airport, had been all but demolished . Photos published in the St. Petersburg Times and sent to EAA Headquarters by EAA Sun ' n Fun Director Len McGinty confirmed the worst - the Weeks collection was a jumbled mass of aluminum, wood and fabric, covered by the tangled steel remains of the hangar that was once the museum building. Every aircraft was damaged, some worse than others, as the peak winds, estimated now to have been close to 200 mph, wrapped steel siding around anything vertical still left standing. World War II aircraft, including the Grand Champion Warbird Mustang, and his recently restored Grumman Duck, suffered extensive sheet metal and control surface damage. Most thoroughly demolished though was Kermit's collection of WWI original and replica airplanes. Many of them were crushed beyond recognition. A B-17 and wingless B-23, tied down outside of the museum hangar, were blown across the airport, then across fields and through fences , a trip of nearly two miles, where a stand of trees finally stopped their westward trek. Surprisingly, both airplanes survived the ordeal quite well, and did not show any signs of having been flipped over during the two mile trip. VINTAGE AIRPLANE 3

The storm's fury was devastating to large numbers of General Aviation aircraft in the south Florida area. This photo by Sun 'n Fun Director Ray Olcott shows some of the damage done on Tamiami airport. In addition to the incredible wind damage done to the airplanes in the foreground, take a look at the steel siding wrapped by the wind around the aft fuselage of the Cub and pushed up tight against what's left of the wall in the background.

Kermit had managed to get the Ford Trimotor moved to anot her airport, on ly to find that it too was in the devastation path of the storm. The h angar a t Homestead Genera l A irport was a lso destroyed, and the Ford was bad ly mangled. Fourtunately, neither Kerm it, his friend Linda Meyers or any of the staff were inj ured in the Hurrica ne, but a number of staff members were left homeless. As soon as the wi n d an d rain h a d subsided , a number of Florida EAA'e rs we nt to work to he lp o ut as bes t t hey

The entire roof of the Weeks Air Museum collapsed, severely damaging a number of aircraft including this Sopwith Pup. In the foreground you can see a section of sprinkler pipe laying atop the rudder of a Bucker Jungmiester. The World War I collection seems to have suffered the highest degree of damage, including a few aircraft that were completely crushed.

could. Sun ' n Fun's Billy Henderson and a number of the S un ' n Fun staff pu t toget her a supp ly caravan that worked their way south, bringing food, water and por t ab le ge n era t o r s to h e lp in the recovery effort. T heir tire less efforts, as we ll as t hose of ot h er aviation orga nizations such as the EAA Warbirds of A m erica and the Valiant Air Command, are helping secure the aircraft a nd protect the m from furt her damage. At the ti me this issue we nt to press, the d a m aged a irpla nes were a ll sec u red , eit he r in th e re m aining hangar (t he

restoration hangar is constructed out of reinforced concrete, and survived the storm with only sheet metal damage) , or moved out of the destroyed hangar. Aviation in general throughout the region suffered horrendous losses, from F-16s at Homestead AFB to a newly restored Waco UPF-7, with on ly 8 ho urs on it since its restoration. Our heartfelt condolences to Kermit , Linda, and all who su ffered pe rsonal hards h ip as the resu lt of this hurricane, and a big EAA THANK YOU! to all who immed iately jumped in to help those affected. ...

For many of us who have had the privilege of riding on the Island Airways Ford Trimotors out of Port Clinton, OH, this is one sad sight, indeed. The former Island Airways Ford had been moved to Homestead General airport where it was hoped it would be out of harms way. Unfortunately, the storm ripped apart that airport as well, and what you see here is but a fraction of the destruction done by Andrew in this region. The incredible force of the high winds was able to push the 18-wheel fuel tanker you see in the foreground over on its side, pinning a couple of airplanes underneath it. 4 OCTOBER 1992

VI~TAt3~ LIT~12ATU12~

b" [)ennis Varks !)

Librar"/A.rchives [)irect()r

Daniel Guggenheim International

Safe Airplane Competition

PartS

Reprise and Potpourri

In April, 1927, the Daniel Guggen heim Fund for the Promotion of Aero nautics announced the Safe Aircraft Competition. The purpose of the event was to "achieve a real advance in the safety of flying through improvement in the aerodynamic characteristics of heavier-than-air craft, without sacrific ing the good practical qualities of pre sent-day aircraft." This contest was open to aircraft manufacturers through out the world and, as an incentive, of fered a first prize of $100,000. The competit ion was inspired by a visit to England where the president of the Fund, Admiral Cone, had an op portunity to see demonstrations of the

Cierva Autogiro and the Westland Pterodacty l tailless aircraft. Both of these aircraft were aimed at improving characteristics of behavior at or even below the point of stall. The perfor mance of these aircraft and the flight characteristics of Hand ley Page's slot ted wing, which Harry Guggenheim also saw in action, led to the Safe Aircraft Competition. The officers of the competition real ized that it would be advantageo us to obtain the advice and assistance of as many responsible aut horities as possi ble in framing the rules. Thus tentative drafts of the rules were widely dis tributed in the United States and in Eu rope. Copies were sent to manufactur ers, designers, operators and others . The question was posed to the readers as to whether: 1) it was possible to pro

duce aircraft that could meet the rules; 2) would such an aircraft be markedly safer than existing types; and 3) would it be possible to produce such an aircraft under the rules and at the same time de feat the object of the Competition? In general, the conditions outlined in the tentative rules were identical with those finally adopted. The main re quirements were: a landing speed of not more than 30 mph; ability to come to rest within 300 feet of the base of a 35 foot high obstruction; ability to clear a 40 foot high obstruction at a distance of 500 feet from a standing start; and the ability to maintain control and level flight at a speed of 35 mph. It was with deliberate intent that the performance requirements in the pro posed rules had been set at a standard almost unattainable at the time. Partic

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~--------------------------------------------------~ ~ The Heraclio Alfaro entry was built in Cleveland, Ohio. It was a single engined, two place, semi- cantilever high wing , cabin monoplane. The airplane failed to meet the maximum speed requirement of 110 mph by 1.4 mph. VINTAGE AIRPLANE 5

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~~~~~~~~~~~~~~--~----~~~~----~~~ ~ The Bourdon entry was constructed by the Bourdon Aircraft Corporation of Hillsgrove, Rhode Island. It was a single engined, two place single bay tractor biplane. The airplane failed to meet the maximum speed requirement of 110 mph by 6.7 mph.

ularJy there were doubts whether the re quirement of maintaining level and controlled flight at 35 mph and a land ing speed of not more than 30 mph could be met. The aim of the Fund was not to evoke an adaptation of existing designs but to provoke a revolution in the standards of safety. The Cierva Au togiro had shown that such perfor mance was not unattain a ble by true originality of design. The opening date for receiving en tri es was September 1, 1927 and the

closing date set on September 1, 1929. The competition was well received and 27 entries were submitted. These in cluded five from England , one from Italy and 21 from the United States. The US entries were : Bourdon, Brun ner Winkle , Burnelli, Command-Aire, Cosmic, Cunningham-Hall, Curtiss, Dare, Fleet, Ford-Leigh, Gates, Hall, Alfaro , McDonnell , Moth , Pitcairn Cierva, Rocheville , Schroeder-Went worth, Taylor, Whittelsey and Wiggins. The British entries were: Cierva, de

Havilland , Gloster, Handley Page and Vickers. The Italian entry was from Breda. Unfortunately all of the British en tries except the Handley Page were forced to withdraw and the same ap plied to the lone Italian entry. In the end, fifteen aircraft were actually deliv ered to Mitchel Field on Long Island to take part in the Competition. It had been hoped that entries would arrive for the tests well before the clos ing date of October 1929. Indeed, it had

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~--------------------------------------------------~ ~ The Brunner Winkle entry was a standard "Bird" biplane built by the Brunner Winkle Corporation of Brooklyn, New York. The airplane failed to meet the maximum speed requirement of 110 mph by 4 mph. 6 OCTOBER 1992

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~------~----------~~~~~~~~~~~------~~~~ The Command-Aire entry was a standard Command-Aire model 5-C-3 built in Little Rock, Arkansas. After passing the qualifying performance tests, it failed to meet the minimum flyin g speed requirement of 35 mph by 11 mph.

been the intent of the competition com mittee to carry out most of the tests during the spring a nd the summer of 1929. In fact, only one entry, the Hand ley Page , had been presented up to the end of August and it was well into Octo ber before the majority arrived. Sev eral competitors had difficulty in deliv ering their entries by the closing date. The mistake in estimating when the competing aircraft would arrive was a costly one. It deferred the tests until the winter months instead of making them

possible during the more favorable sum mer season with the longer hours of daylight and better weather. This lim ited flying time to that which was actu ally necessary for the award of prizes and precluded much that might have been done for comparative tests be tween the aircraft. The final report on the Safe Aircraft Competition issued by the Daniel Guggenheim Fund summarized the con te st results : " Only minor structural weaknesses appeared during the tests.

"The maximum speed requirement rather surprisingly proved to be th e stumbling block for seven out of the ten planes tested, although this had no di rect bearing on the safety tests. Those which passed this test were the Curtiss, Handley Page and the Command-Aire. Neither the Command-Aire nor those which failed on the high-speed test showed any possibility of being able to pass more than a few of the safety tests. "The rate of climb specified was eas ily met by those entries tested for this

The Fleet Model 14 was constructed at Buffalo, New York. It was substantially the same as the Fleet Model 2 with the addition of trailing edge flaps which extended over that part of the lower wing not used by the ailerons. It failed to meet the maximum speed requirement of 110 mph by 1.4 mph. VINTAGE AIRPLANE 7

The Ford-Leigh entry was produced by the Brunner Winkle Aircraft Company of Brooklyn, New York. It was identical with the "Bird" model with the exception of the Kirkham modified Curtiss OX·5 engine which produced 115 hp and the "Leigh Safety Wing." The safety wing was a supplemental airfoil which was mounted above and ahead of the leading edge of the upper wing. The entry failed to meet the maximum speed requirement of 110 mph by 7.5 mph.

item of performance. The Curtiss, Fleet, Command-Aire and Handley Page passed this test. "A ll aircraft carried the specified useful load of five pounds per horse power. The fuel and oil capacity of all entries was adequate. All entries were equipped with proper instruments."

As reported earli er, the winning en try was declared to be the Curtiss Tan ager while the Handley Page was a close second all during the competition. In previous parts of this series we have presented information on the Cur tiss, Handley Page , Burnelli , McDon nell, Cunningham-Ha ll , and the Taylor

entries. Aside from the Final Report on the competition from the Guggenheim Fund and a few articles in A VIAnON and in AERO DIGEST, little informa tion is available on the entries. As a wrap-up to this series, here are some photos and data of entries not covered previously.

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The Schroeder-Wentworth from Chicago, Illinois was an enclosed cabin, semi-cantilever, high-wing monoplane. During a test light before the official presentation to the competition committee it crashed and the entry was withdrawn. It featured a variable - camber wing and a variable pitch propeller. 8 OCTOBER 1992

ANTIQUES AND CLASSICS

AT EAA OSHKOSH '92

by H.G. Frautschy Glen Frels, EI Campo, TX, Max Barbee, Wharton, TX and Craig Howell are all partners in this sharp 1940 Aeronca 65TC, restored by Billy Dawson. Glen Flew the airplane from Texas while Max and the family drove to the EAA Convention.

John Donnelly's Parks P-2A made the trip to Oshkosh from Danbury, Connecticut, flown by John's friend Randol Webb. It was brought to the EAA Convention to take part in the 65th anniversary celebration of Parks College, one of the Convention showcase events. It is shown here on the flight line at the Antique/Classic fly足 out in Shawano, WI.

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VINTAGE AIRPLANE 9

VINTAGE WET WINGS

by Norm Petersen

The 1992 EAA Oshkosh seaplane gathering included a bevy of antique and classic aircraft on floats as well as numerous hull type amphibians. The long term survival of these remarkable old birds is strictly the result of huge amounts of "TLC" , money, attention, more money and stubborn nostalgia 足 plus a few more dollars. The extreme dedication of seaplane pilots is conscientiously noted. When asked about flying floats some years

ago, the late Dale Crites (of Curtiss Pusher fame, et al.) said to me , "It's a lot of hard work - but it's fun!" One must keep in mind that keeping an antique or classic aircraft in good operating condition, requires, by itself, considerable work. However , the pilot of an antique seaplane must also devote part of his energy (and dollars) to upkeep and maintenance on the floats and their many highly stressed parts and fittings.

Perhaps this is why we so often hear from these "salty" individuals, "If it wasn't so much fun, I wouldn't do it!" There is little doubt that it takes a special breed of pilot to maintain and fly a seaplane while getting his feet wet (and occasionly his tender body), taking his neighbor for a seaplane ride and listening carefully, while the neighbor on the other side, berates him for making too much noise!

(Right) Larry Diedrich 's pre-war Aeronca Chief on 1320 Edo f loats cuts a pretty pict ure at anchor during the fly-in. Larry is f rom Lodi, WI, and really enjoys flying off the water.

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(Left) One of a large Canadian contingent (37 seaplanes) attending the '92 Seaplane Fly-In wa s this very pretty Aeronca IICC Super Chief, C-FNYV, on 1400 Edo floats flown by Dale Porter of Desbarats, Ontario. The Super Chief is best identified by the s ma ll ba lance on t he elevator visible in the photo.

The prize for the oldest seaplane at the '92 Seaplane Fly-In goes to Willie Ropp, who had Hank and Alice Strauch fly his 1933 Curtiss-Wright 16E on 2425 Edo floats to Oshkosh from Drummond Island, MI. The outstanding photo of this floatplane on the back cover of the September VINTAGE AIRPLANE exemplifies the beauty of Willie's pride and joy. The airplane is not only rare, it is pretty! This is the first open cockpit biplane on floats to visit the Brennand Seaplane Base since about 1975, when a Naval Aircraft Factory N3N on a single center float visited the base.

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(Left) Another round engined seaplane was Steve Thomas ' Howard DGA-15 on Edo Wa-4665 floats flown i n from Belvidere, IL. Sporting a new light grey paint scheme on the airplane and floats with red and black accents, the Howard "Jobmaster" is a sharp looking seaplane complete with the "triple tail" aux. fins and upward hinged door. Although not the quickest seaplane off the water, due to the rather short wing, it really moves out smartly once it gets airborne. (Due to Benny Howard's "Go Grease".) The P & W R-985 engine puts the Howard in the "thundering herd" category and makes it a delight for the crowds to watch and listen to. This floatplane was originally rescued from obscurity by Bob Williams of Chippewa Falls, WI, who flew it in a yellow paint scheme before selling it to Steve Thomas. Bob is a tireless seaplane base volunteer and serves as " Harbormaster" during the entire week-long fly-in.

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The first visit of a turbine engined amphibian since 1981 (Australian Nomad on Whipline amphibs) occurred at the '92 fly-in when John Mark of Oshkosh, WI taxied in with his Turbine Goose, N642, SIN 1204. Purchased in Alaska, the Goose was flown back to Oshkosh where it has been upgraded to more powerful engines, new interior and full avionics. Complete with reversible props, the Goose can be easily maneuvered in all directions on the water and rotated in its own length! With 680 eshp on each side, the Goose will haul a large load off the water and cruise at 170 kts for nearly 1500 miles. VINTAGE AIRPLANE 11

CONTEMPORARY CLASS

AT EAA OSHKOSH '92

A number of ni ce looki ng Co nt empora ry class airplanes were on display at EAA Oshkosh for the first time. Here's a sampling of some of the best. .. This very nicely maintained 1956 Twin Bonanza is owned and flown by Richard Ward, Three Rivers, WI.

This 1959 Cessna 172, complete with a turquoise and white color scheme, was flown to the EAA Convention by Jerry Wharton, Wise, VA.

A pair of Meyers 2oo's - on the left is Richard Martin's 200 mph speedster, with his friend Keith Diver's "Pard Diver" keeping it company on the showplane line. Both examples were built in 1960, and were only 3 serial numbers apart on the production line.

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Steve Pitcairn 14 OCTOBER 1992

origin al plan s fo r a ny part he n eeds on a Pitca irn airpl a ne . A s th e so n of H a ro ld Pitcairn , the ma n who fo und ed Pitca irn Aircraft and guided it through the best and worst of times, Ste ve has so ught to main tain the legacy of outstanding aircraft th at ' his father's company had produced. This latest restoration is a Pitcairn PA 7S Sp o rt Mailwin g, se rial numb e r 147. Used for a time to represent th e "last East ern Air Transport Mailwin g," it bounced around for a bit until becoming part of the famous Tallmantz " Movieland of the Air" collecti o n. This same Mailwing was also used for flyin g celebrity passengers, includ ing Shirley Templ e - Steve has a sig ne d photograph of he r. Howard Hughes fl e w th e airplane for a little tailwheel prac tice

before flying his race r, the H-l. Othe r no table pilots, incl uding Jackie Cochran, also fle w th e airpla ne wh en it was on th e West coast. It was also used in a numbe r of movies, in cludin g " Bl aze o f Noo n ," th e o nl y Paramount release in 1947 to fe ature an all a vi a ti o n th e me. As docum e nted in Jo hn Farmer's terrific catalog of aviation movies, " Ce llul oid Win gs ," thr ee Pitcairn M a il win gs we re u se d by P a ul M a nt z in th e movie, two on the West coast (one of them is C95W) a nd th e third in th e New Yo rk area. NC95W, Steve's Mail wing, is th e air plane used by th e characte r "Porky" Scott to fly he ad on a t a tr a in in a mom e nt of high spiritedness. Late r, the airpl ane was on display at the "Movieland " hangar, until

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t he co llec ti on was so ld a ft e r Fra nk T a ll man's dea th. T he airpla ne had steadil y dete ri orated over time , to th e point it was no longer air worthy. It fo und its way to th e Minneapo lis, MN area, wh ere Steve Pitcairn found it in 1984. It was put on the "back shelf" fo r a little whil e, as Steve, Mike , George and Joe conce ntrated on finishin g th e spectacul a r Pitcairn PCA-2 A utogiro that would be the hit of the 1986 EAA Conve ntion, as we ll as j ust a b o ut a n yw he re e lse it fl ew . So me ot her projects also competed for their time . There in th e shop loca ted o n th e Tre n to n-Ro bb insvill e A irpo rt , th e fo ur di ve d into th e p roject in ea rnes t, startin g in late 1988 . A n um be r of thin gs h a d b ee n cha nge d over th e ca ree r o f 95W, a nd th e

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biggest change was the substitution of a Wright J-5 for the J-6 that the airplane had on it when delivered. Steve Pitcairn be lieves that the change was probably made by Paul Mantz, as he tried to make the PA 7 Mailwing look more like one of the ear lier models. When it was done is a mystery, since no logbook entry was made. The Mailwing also enjoys a reputation as a superbly strong airplane. How tough is it? As detailed in Frank Kingston-Smith ' s biography of Harold Pitcairn , "Legacy of Wings," Pitcairn mail pilot Johnny Kytle learned of the Mailwing's strength first hand. While flying on a mail run from At lanta to Richmond, VA, Kytle found him self just below a low overcast in very re stricted visibility. He had just extricated himself from the clouds , after flying into the unexpectedly low overcast, and he was a bit lost. After deciding on his position, Kytle took up a heading he thought would bring him to Richmond. He settled back into the cockpit and began to settle into his cruise routine when he realized with a start that he had misinterpreted his location. His flight would abruptly come to an end, as he tested the strength of the Pitcairn by flying it into the summit of the 825 foot Stone Mountain. After becoming con scious and realizing he was not dead, Kytle began to work his way off the mountain. After nearly falling off the edge of a cliff only a few yards from his crash site, Johnny Kytle decided to stay put and wait to be rescued. The fact that he was alive to be rescued he attributed to the stoutness of the Mailwing, whose fuselage had remained intact after impacting the top of the granite mountain. The fact that he struck the top 16 OCTOBER 1992

of the mountain a glancing blow certainly helped. A few feet higher, and he would have just clipped the scruffy trees on the summit and plunged over the other side - a few feet lower , and he would have im pacted the sheer rock face to the monolith. Johnny Kytle would later survive a second washout of a Mailwing when he flew into the trees on the side of Rocky Mountain near Old Fort, North Carolina, after being caught up in an unpredicted hurricane that beat up the Atlantic coastline. Kytle spent the next 17 hours working his way down the mountain through the underbrush to get back to civilization. The Mailwing was one tough workhorse of an airplane. 95W is just as strong. She had had her share in scrapes during her career. At one point in her lifetime, 01' 95W was used as a cropduster, and showed the inevitable scars on the tubing from being cracked up a time or two. The tubing on a Pitcairn fuselage was fabricated out of square section stock, which, according to Harold Pitcairn and his brilliant engineer, Agnew Larsen , resulted in more accurate and consistent welding. The engineering on the fuselage made the Pitcairn's strength legendary. Even though the airplane came to the shop in Robbinsville in pieces, Steve's crew disassembled it further, repairing or re placing as each case presented itself. A new motor mount was fabricated to accept a 225 hp Wright J-6-7, and all the sheet metal on the airplane was replaced. Steve had a pair of original latches for the mail bins, but rather than use this set , he used them as patterns and along with the original blueprints, a new set of latches was fabricated. Those blueprints would prove

indispensable time and time again , as each little detail was added to the airframe. When first delivered, PA-7s came with a tail skid. As time went on, and concrete runways became more prevalent , the Pit cairn factory engineered a tailwheel con version kit. Using those same blueprints, Steve's crew was able to fashion a com pletely original tailwheel installation. The tail surfaces also used the same type of square section steel tubing used in the fuselage for the stabilizer and rudder spars. The original control surfaces were some what bent up, but with the blueprints avail able , a clean set of wire-braced surfaces was ready to be installed on the fuselage. The worm gear stabilizer trim mechanism, similar to what you find in a Cub or a num ber of other airplanes, was also overhauled. When it came time for the wing restora tion, a lot needed to be accomplished~ Steve figures that about 40% of the ribs had to be replaced, as well as one spar that had a split. The ailerons were intact, but required considerable straightening out. For the diamond patterned aluminum wing walk plates the stamped aluminum used for screen door kick plates was pressed into service. It looks identical to the material used originally. The diamond embossed aluminum was used extensively on air planes prior to WW II , instead of the now familiar black " sand " paint. When wet though, it becomes pretty slick, even when the pattern is deeply pressed into the alu minum, so Steve says while it is original , it's not very practical. (Continued 011 page 25)

by H.G. Frautschy From a distance, when you first see the bright yellow color, but can not discern its exact shape, you might think , " Oh, here comes a Cub". But when you look back, and your eyes come to rest where a Cub might have been at its stately rate of speed, you quickly realize "that's no Cub; it's a Monocoupe!" The yellow streak quickly fades from view over the hori zon, making you wish it had lingered a bit longer. Robert and Jeff Eicher's Mono coupe 90-AL is a real head-turner, as well it should be. The winner of the Best Custom Antique award at Sun 'n Fun '92 and Custom Antique Champion at EAA OSHKOSH '92, the yellow speedster gets admiring glances wherever it goes. First built at the Robertson, MO factory of Monocoupe Corp., this Monocoupe was registered Novem ber 7,1934, and was originally deliv ered as a model 90-A, equipped with a Lambert engine. The airplane's first owner, Roy McGuire, used the craft in his business as a salesman. On the road, so to speak, for many days, the fast little airplane proved its

Jeff and Robert Eicher

worth many times over in saved time. McGuire was a mechanical enthusi ast, and was always interested in the latest technical innovations. When he met up with William Lear in the 1930s , Lear and McGuire hit it off personally, and when McGuire told Lear about his new autopilot project, Lear asked if he could use McGuire's Monocoupe for tests on the new in strument. A few years before, Bill Lear had owned a Monocoupe 110, and still enjoyed the good looks of the small two-seater. As detailed in an article in the August, 1940 issue of POPULAR AVIATION, the autopi lot was based upon a turn and bank

indicator, mounted on a 35° degree angle to the instrument panel. Using a vacuum servo controlling a trim tab on the rudder, the little unit could pick up a wing that had dropped , and establish and hold a turn in a preset manner. McGuire must have been suitably impressed, because, as flight tests progressed, he went to work for Lear Avia as their manager of the western and southern divisions. The unit had its problems though, and it was never marketed in that configu ration. McGuire would later use his me chanical expertise as a petroleum en gineer designing a series of oil re fineries in the Midwest. In the early 1940's, Roy McGuire took the Monocoupe to the new Monocoupe factory in Orlando, FL, to have all the latest fairings installed. It is probably the only Monocoupe to go through both factories, according to one of the Monocoupe's current pilots, Jeff Eicher. McGuire contin ued to fly the speedster all over the U . S . As his use of the Monocoupe continued, the Lambert R-266 engine began to show its age. In the early 1950s, the Monocoupe was brought to Cincinnati Aircraft for conversion VINTAGE AIRPLANE 17

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The panel in the Eicher Monocoupe features a number of original instruments, as well as a f ull IFR avionics package . The entire panel is f inished with Af r ican mahogany, coated with 7 layers of lacquer. 18 OCTOBER 1992

by Mellie Schmidt to the 90-AL model , a change featuring a brand new Lycoming 0-2900 engine of 135 hp. This was a different version than the 90AL model manufactured by the Monocoupe factory in the late 1940s, which used a Lycoming 0-235 of 115 hp, and made changes to everthing forward of the cockpit , including the firewall. The airplane was also recov ered , and additional fuel tanks were insta lled to increase the total fuel on board to 52 gallons, giving the Mono coupe a whopping 1100 mile range. Drop testing allowed a higher gross weight, 1771 lbs, to help carry th e added fuel. Roy McGuire took the airplane all over the North and South American continent , with trips to Alaska , Mexico and South America . He also flew his Monocoupe non-stop between Dayton and Miami a total of 15 times! The little Monocoupe would pass through the hands of two more own ers before being bought by the Eich

(Left) The Monocoupe Teal Duck emblem is carefully stitched on the backs of the seats , covered in Mercedes blue leather. (Below, left) The retrac table landing light is one of the many features of the Eicher's Monocoupe.

ers. Joe Jones, Pleasant Hill , OH was seen often at EAA Fly-Ins during the ' 60s and ' 70s with NC11760 . Later, Jones sold the airplane in the late 1970s to Eddie Swarthout (AIC 4980) of Tavares, FL. The airplane still had the cotton fabric installed in 1954, and was still flyab le when Jeff Eicher spot ted it in Eddie's hangar. Eddie sold the airplane to the Eichers on ly with their promise not to fly the airplane in its current condition, but to take it home and restore it. The temptation was too much to resist, however, and the Eichers did put about 30 hours on the airplane before tearing it down to do the restoration . Surprisingly, the airplane needed few repairs to make it ready for cov e ring - the cotton fabric had pulled in many of the stringers and the aileron bays were beefed up to prevent fabric distortion, but all of the structura l wood in the airplane is original - the airplane has never been damaged, a l tho ugh a close call with a hangar fire

in the late 1930s resulted in the loss of the original set of logbooks. The only extensive wood work needed was a rebuilding of the cente r section of the wing, where the skylight is mounted . The 32 foot long one-piece wing pre sented some difficu lties during the restoration, as told by Jeff Eicher. " It 's not something you can say to your wife ' Come out here and help me flip this over so I can work on the other side.' It 's call 5 neighbors and flip the wing over!" All of the sheet meta l fa irings, one of tb e secrets of th e Monocoup e's speed, are original and were reworked to fix the dents , dings and cracks that the aluminum had accumu lated over th e years. The aluminum gap sea ls are all new , with th e lea ding e dg es taped in place, and the seals retained with cording laced between the tail surfaces. Even the holes in the fabric th a t allow the control cab les and push rods to pass through the covering have small fair ings to smooth out the

airflow around these ar eas. Besides the one piece win g, one other area during the restora tion proved to be very challenging, according to Jeff - the covering of the inside of the fuse lage in the cab in area with fabric . He says that a lot of patienc e was expended trying to fit the fabric to the con tours inside the cabin. The engine compart ment received the same metic ul ous care that t he res t of th e airframe was given. The Lycoming is enclosed in a plenum chamber to in crease its coo ling efficiency, but that does come at a cost - any time the en gine requires work near the baffles , the pl e num chamber must be un screwed and disassembled . The in creased cooling efficiency also has the added benefit of allowing smaller cooling air holes in the cowling. The cowling, similar to the Univair Pipe r nosebowl , has been cleaned up aero dynamically , with th e fit in the area around the carb air inlet made as tight as possible. When they first bought the Mono coupe from Eddie Swarthout, the 0 290 had a total of 1400 hours on it , with no overhauls ever having been done in the past. Even though the en gine was running fine , the Eichers de cided to be conservative and had .a major overhaul done to the Lycoming. All of the engine accessories were also reworked . The inte rior of th e Eicher's Mono coupe is a tribute to th e ir care and painstaking craftsmanship. The up per portion of the cabin is covered, as mentioned before , with regular air craft fabric, and the lowe r portion is upholst ere d with M e rcedes blu e leather. The seat backs are stitched with th e fami liar "Monocoupe Teal duck " emblem that you also see on the fuselage behind the " D " windows. Shoulder harnesses have also been in stalled for an added measure of safety. VINTAGE AIRPLANE 19

The instrument pa n e l feat u res many of the original instruments that were installed on the panel when it was first built in 1934. The gyros , however, are not among them they've been replaced with more mod ern 3" gyros. The radio installation has likewise been modernized, with a transponder and encoder, loran, nav corns, and everything else one needs to have a full IFR airplane. The panel is finished off with a covering of a 4 ply veneer of African mahogany , coated with 7 layers of lacquer. Care ful us e of a mode ling knife and a router were required to cut out all of the various holes. The airplane is covered with Ce conite dacron fabric, finished with 35 coats of Randolph butyrate dope, and then laboriously hand rubbed. The spectacular color scheme is done in Lemon yellow , Daytona white and In signia blue. Hydraulic brakes and Cleve land wheels, as well as a Maule tailwhee l, round out the modern changes to make the airplane a li ttle eas ier to deal with on the ground. 20 OCTOBER 1992

Easier, of course, when it comes to the short coupled little cabin job, is a rela tive term! Even with the flat engine , the view over the nose is still not all that great, since the original firewall was retained in the conversion to a 90 AL.

The Eichers both agree that it is a challenge to land the airplane well. Neither Jeff nor Robert Eicher are involved in aviation as their careers both are involved with sport aviation as a hobby , and have enjoyed a wide range of aeronautical pursuits. Robert learned to fly in a 7 AC Champ, in 1958, under the GI bill, up in Pennsyl vania. Later, Robert went to work for Florida Power and Light, the com pany he retired from in 1988. By that time, he had purchased a homesite on Spruce Creek , near Dayto na Beach, FL, where he now lives. Jeff and the rest of the Eicher kids all learned to fly in a 7FC Tri-Champ. Jeff was lucky enough to fly aerobatics as a yo u ng man, including soloing a Pitts S-l at the age of 18. He also fee ls privileged to have flown with Clint McHenry at

Smooth f air ings at every juncture are one of the secrets of the Monocoupe's speed. All of the fairings on the Eicher's Monocoupe are f ormed aluminum .

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~----------------------------------------~--------~~----------------~ The original owner of NC11760, Roy McGuire, stands by the Monocoupe in this photo from POPULAR AVIATION published in the article "Little Robot". McGuire owned the Monocoupe from 1934 until the mid-fifties. He used the airplane extensively for business trips while working as a salesman.

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Taken after its conversion to the go-AIL) configuration, this photo was published in AMERICAN AIRMAN in 1959.

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The original instrument panel, with the gyro based "autopilot" installed in the upper center of the panel. The panel was quite sophisticated for a private plane in the early 1940's.

one point in his early years. During that same time period, the Eicher fam ily was involved in radio controlled model airplane flying . A retired Air Force friend,who was a modeling buddy, and R obert decided to try their hand at restoring a full size airplane but when he and Robert dragged home the remains of a Stearman that, when last flown 15 years previous, had been used for mosquito abatement, Robert's wife thought the guys were completely insane! Two years later , the resur rected wreck was flown to Galesburg, IL for the an nual Stearman Fly-In, and the first time restorers were awarded the Grand Champion trophy for their

efforts. They flew the airplane for a coup le of years, and then a kit for an aerobatic airplane came out that would set the kit industry on its ear - the Christen Eagle. Robert asked a friend of his in California to check into Frank Christensen, and see if he really could deliver all that he advertised. Robert's friend called back after a visit to the factory with two words - " buy it." Af ter completing their first kit, they turned around, sold that one, and bought two more kits! After selling his Eagle , Robert built a Hatz biplane , which he still owns and flies . While out for a local flight in 1987, Jeff and a friend happened to stop by Jim Kimba ll 's place in Zellwood, FL, and during the course of their conver sation, Jeff asked Jim if he knew if there were any Monocoupe projects aro und. "Sure," Jim replied, "there's one in that hangar over there." Within 3 or 4 days, the Monocoupe was the Eicher's next project. The Hatz and the Monocoupe are hangar mates, and each represents a different facet of the sport aviation spectrum - the Hatz for pure bopping around low and slow, and the 'Coupe for zipping around in a fast, going places machine. How fast, I hear you ask? On the 135 hp the Ly coming puts out, the Eicher's Mono coupe will cru ise at 145-150 mph. Not bad, eh? Robert enjoys his latest pro ject. "It's a lot of fun , and it gets a lot of attention, which makes flying it that much more fun ." Jeff echos the same feelings and adds , " It ' s really a neat airplane , it 's exotic, a nd it doesn 't fly like any other airp lane in its weight class that I've ever flown ... the views out of it are from another era. It's just a neat, neat airplane." ~ VINTAGE AIRPLANE 21

PASS IT TO

--7] An information exchange column with input from our readers.

bv Buck Hilbert (EAA 21, Ale 5) P.O. Box 424 Union, IL 60180 Dear Buck , Your column in the July, 1992 issue of YINT AG E AIRPLANE referred to a stacking rack for a Cub type airplane . I had never heard of such a device, but the photo in your column reminded me of one of my failed proposals. In 1986 hangar space was not available at my County airport, and not wanting to leave my newly restored Porterfield out side , we experimented with putting the Porterfield and an Aeronca Champ in the same hangar. Needless to say, not know ing about stacking racks, we abandoned the idea. The enclosed photo shows that we got both airplanes in , but hanging by the tail is not very satisfactory. Sincerely, Walter S. Carson, AIC 8153 Hello Walter, You had the idea and it worked - the cradle was only an inch away. Keep those letters coming!

had 6/7 full-time instructors who were very busy. I had a friend who was just two years older than me who had a brand new instructor's rating. One Sunday he made $50 as a result of instructing probably eight or more hours and also receiving a fee for the time his students flew solo. I wanted to be an instructor. I couldn't imagine anyone making more money than that for something as wonderful as flying. We had six Cubs, two Cessna 140s, two Stearmans that had been bought surplus for less than $600 each, a BT-13, an AT-6 and a Cessna "Bamboo Bomber" in the program. There were other airplanes that were owned by private owners or that the FBO used for charters or other opera tions. Among them were a Waco UPF-7 , a Waco Cabin (I believe an " E " ), an Er coupe, a couple of Piper PA-12 Super Cruisers, eventually a Bonanza, a Cessna Airmaster and a T-Craft. The Airmaster was a sleek, streamlined airplane for this era and the T-Craft, which had the factory red and black finish , was the prettiest color scheme I had ever seen. There was so much activity going on all of the time. It was heaven for me to be able to watch the takeoffs and landings and listen to the hangar talk. Several of the instructors had flown in the Air Corps; one had been a P-47 pilot and flew combat missions in Europe and another had in structed. Just sitting in the Ready Room and listening to the briefings, the explana tions by the instructors and the responses of the students , the brags and the bets , was an experience that students today

can't come close to. And I was learning to fly. How good could life be? Flight training was different then. Most of the airplanes didn't have electrical sys tems and therefore no radios. Navigation wasn't as precise, but without so many re stricted areas, ARSAs, TRSAs and TCAs, and with slower airspeeds, it wasn' t as im portant. No intercoms. The instructor tried to make himself understood in the open cockpit Stearman using the old " gosport " hollow tube communication system. And we wore those war surplus sheepskin lined suits, including the boots, to fly in the open cockpits in wintertime. Many of my lessons were no longer than 15 minutes and a lesson of over 30 min utes was a rarity. Can you imagine that today? When my instructor was ready to teach me takeoffs and landings, he made me sit out on a knoll beside the runway and watch other pilots practice . It was a way to learn without having to pay for cockpit time. Not as much fun, but I feel it was valuable. And those were the days of slips (most light planes didn't have flaps), spot landings and spins before solo. I can't help but believe that was worth while. Working on the flight line was fun. Pumping gas, adding oil, occasionally cleaning a windshield, rolling planes in and out of the big hangar and , most fun of all, hand propping the airplanes. I en joyed this; thought I was pretty good at it, but I won't let my son do it today. I (Continued on page 25)

Dear Buck: Seeing the picture of the Cub stacked on its nose in the July 1992 issue of YIN TAGE AIRPLANE brought back a lot of wonderful memories and a quest ion. Memories first. I was 16 in 1946 and the next couple of years were the best years of my life as far as flying is concerned. I was in high-school but played hooky a lot and used this and other spare time to work as a " lineboy " or do any other odd jobs the airport manager in Hickory, North Car olina had for me. Never collected a penny but got fly ing time in trade. Best job I ever had. This was at the height of the G . I. Bill flight training program. This little airport 22 OCTOBER 1992

Walter Carlson shoehorned his Champ and Porterfield into his T-hangar by hoisting the tail up to the rafters. He said it was not very successful.

WHAT OUR. MEMBERS ARE RESTORING

------------------------------------------------------- byNorrnPetersen

Canadian Cub in Great Britain Pictured by their Canadian (Prospec tor) J-3 Cub, G-BPVH , SIN 178C, ex. CF DRY , are John Akerman (EAA 394509) on the left and David Cooper-Maguire on the right. A third part ner in th e J-3 is Barry Kin g-S mith . The photo was taken at Old Warde n Aerodrome in Bedford

Ralph Patterson's

Piper J·4A Cub Coupe

T hese photos of Piper J -4A, N26920,

SIN 4-962, were sent in by owner Ralph Patterson (EAA 138717, A IC 4960) of Alexandria, Indiana. Built in 1940, this J 4A was restored by Charles Monroe and the late Marlin Gibson in 1979. The Con tinental A65-8 engine has 625 hours since major. In early 1988, Ralph Patterson was awarded a Certificate of Appreciation

from the Civil Air Patrol for contributing to the prese rvation of the history of th e Civil Air Patrol by maintaining Piper Air craft NC26920 which served on Active Duty with the Civil Air Patrol's Indi ana wing during World War II. A plaque has been affixed to the le ft side of the instru ment pan e l which rea ds: "T HIS HIS TO RI C AIRCR AFT WAS FLOWN BY THE CIVIL AIR PATROL ON ACTIVE DUTY DURING WORLD WAR II ." With it s chr ome pl a te d contro l sticks ,

shire, the home of the famous Shuttl ewo rth Trust collec tion . Built in 1946 as one of 150 Cub Prospectors assem bled in Canada , the J-3 bounced around Canada as CF-DRY befor e being im ported to England in 1989. A great deal of refurbishing has been carried out to date in cluding the installation of a Continental C90 from Spa in to replace the tired C85. An auxi li ary 6-gallon fuel tank aft of the baggage compart ment (sta nd ard with the Pro spector) has been re tained. Future plans call for replacement of the instrumen t panel, top cowling an d mos t of the ex ternal alu minum panels. These three lucky En glishmen are having a g rand time with Bill Pip er's fi nest! They would love to hear from anyone in Canada who flew CF-DRY during the 1946-1989 time frame. Write : John Akerman, Cheyne Cottage, 12 Clayton Road, Selsey , Chich ester, W. Sussex, England P020 9DB.

metal prop and fancy J-4 wheelpants, the Cub Coupe is indeed a nice looking an tique airplane.

VINTAGE AIRPLANE 23

WHAT OUR. MEMBERS ARE RESTORING

----------------------------by

Norm Petersen

Toby Tobiason's Interstate SlA This very handsome looking Interstate SlA, NC37426, SIN 271 , is owned and flown by Louis (Toby) Tobiason (EAA 148220, A/C 6813), of Grandview, Texas, who restored the airplane in a sharp red and black paint scheme accented with a gold pinstripe . Sporting a 90 hp Franklin engine , a wooden prop, chrome step and wheel pants, the Interstate is one of 271 re maining on the FAA register. Definitely not a newcomer to Interstates, " Toby " previously owned Interstate S1 A, NC37394, SIN 237, which was featured on the front cover of the June 1969 issue of SPORT AVIATION. That Interstate Sl A, NC37394, is presently registered to Dewey Funkhouser of Lakeland, Florida.

George Hanna's Cessna 140A This Cessna 140A, N3791V, SIN 15212, was purchased in Palo Alto, CA , by George Hanna (EAA 392780, A /C 17882) and flown across the U.S. to his home in Brookfield , CT. It was then dismantled and stripped for repainting. Th e cabin roof, cowling and some wing and tail skins were replaced before new glass was in sta ll ed and the airplane p a inted in Durethane. Inside, a new Airtex interior was complimented by 150 control yokes, vernier throttle and mixture, 760 channel radio, loran and transponder. A Flight com intercom was also added . The engine had been converted to a Lycoming 0-235 CIB of 115 hp and only has 200 hours on a chrome major. (Note the Bendix starter visible just beneath the prop.) New wheels and brakes are Cleveland, which are en-

closed in original aluminum wheel pants. Many small parts have been chrome plated including the Scott 3200 tailwheel. Nearly all the work was done by George Hanna and his wife - along with much en

couragement! You must admit, this cou ple has a very nice looking airplane to travel to the fly-ins and they can polish the shiny spinner and prop when they get there!

history on the aircraft which shows that it entered civilian service on December 5, 1945 with the Blackbird Flying Club in Salmon, Idaho as N49001. Walt pur

chased the 0-588 in Louisiana and flew it to New Jersey over two days, making 17 stops enroute! That trip would be a story in itself. ...

Walter Orth, Jr.'s Aeronca 0-58B Manufactured on May 23, 1942, this Aeronca 0-588 , N49001 , SIN 05882562, is presently owned by Walter Orth , Jr. (EAA 402593) of Chester , NJ. Accu rately painted in WW II Western The ater colors as used by liaison aircraft in the Philippines and New Guinea, the 0 58B is presently powered with a Conti nental C85-12 engine , which replaced the C65-8 engine in April of 1972. The Aeronca was restored in May of 1980 with the present paint scheme done in ] 992. Plans call for replacing the metal prop with a Sensenich wood prop and in stalling the original WWII RCA radios (complete with original manuals!) and employing a replicated trailing antenna system. Walter has the complete service 24 OCTOBER 1992

Pass It To Buck (Continued/rom page 22)

weighed 1051115 pounds during this time and was about 5' 6" tall. It was a stretch and, weighing no more than I did , I couldn 't pull the prop through very fast , but I sometimes hand propped the Stear mans. Most often we used the inertia crank, but if we wanted to save time and it wasn't really cold , we would hand prop them. I got to look at every different air plane that flew in and listened to the planes in the pattern. Knew the sound of a lot of them. The beautiful sound of the radial engines, the somewhat different sound of the Aeronca Champ that visited from time to time, and the thrilling sound of the AT -6 on takeoff. When I wasn ' t busy, I watched every airplane 'til it went out of sight. I still do if the plan e has a single engine and flying at less than a few thousand feet. Well, enough reminiscing. Now the question. We stacked the six J-3s on their noses at night to save room and get as many of the other planes into the hangar as possible. One person would lift the tail above his head and another would grab it by the prop and lower the prop onto the dolly. Some of the dollies were just made of 2 x 4s with some carpet added to keep from scarring the propeller. Others had wheels and you could roll the Cub around on its nose to find the best place to hangar

Pitcairn's Mailwing (Continued/rom page 16)

The Mailwing was designed from the start as a working airplane, and to that end the forward area of the fuselage was de signed in a novel way - the left side of the fuselage has a ch annel through which the push-pull controls, instrument lines and the like are run, allowing a deep and unob structed mail bin, lined with aluminum ca pable of holding 550 Ibs. with its 40 cubic feet. A large zipper runs down the side of the fuselage to allow access to these lines and controls. The bin was also large enough to carry two passengers when outfitted with a seat and another set of controls as in the PA-7S Sport Mailwing version. The 63 gallon fuel tank comprises the forward end of the fuse lage behind the firewall, and according to a review in the April 1930 issue of Aero Di gest, the CG. of the airplane varied little as the fuel was used. The same was said about C.O. movement when the airplane was loaded with mail - with the bin loaded to capacity , it was claimed the CO. moved only one inch, due to the fact the Center of Gravity is located practically in the center of the mail bin. The pilot 's seat in the Mailwing is ad justable, so the pilot could get a better view during takeoff and landing, and then crank

it. As I mentioned, I weighed 1051115 lbs during this time and I had no muscles to speak of, but I could lift the tails of these J-3s over my head without too much diffi culty. Today I own a Super Cub PA 18 150 and I have a problem lifting the tail 18 inches off the ground. Maybe some of this is explained by the fact that I am 62 years old , but I don 't think I have deteriorated that much . Also, I thought I should get a benefit from the extra weight of the 150 hp engine over the 65 hp engine in the old J-3. Of course the 12 gallon gas tank was moved back to the wings and that proba bly hurt , but the only explanation I can guess is that the CG. in the PA18 must be much farther back in relation to the main gear than it was in the J-3 . I can remem ber being told that the CG. of the J-3 was in th e re ar seat. We didn't have to do weight-balance calculations on Cubs back then so I never found out, but I doubt that it was this far back. And if it was, it would seem that it would be impossible for me to lift the tail. Can you explain it?

A good friend of mine once built a 20 thousand dollar house that cost him about

$45,000! He said it was "put 'n neared" as cheap to add hardwood floors, walkout basement , fancy windows and built-in closets. In addition, it was "put 'n neared" as cheap to have a cement driveway and automatic garage door opener. In short, the "put ' n nears " cost more than the house! And so it is with a J-3 Cub. The 680 lb. empty weight is light on the tail because the nibs. of fuel (12 gallons) in the nose tank is way forward of the landing gear. Note the small tailwheel necessary to sup port the aft end of the airplane. One per son can easily lift the tail. A Super Cub is at least 930 lbs. empty and has up to 2161bs. of fuel (36 gallons) in the wingtanks - aU pushing down on the landing gear and the poor tailwheel. Note the heavy duty Scott 3200 tailwheel neces sary to hold up the aft end of the airplane. And it requires a strong man (or men!) to lift the tail. In other words, when you take a lightweight J -3 Cub and add a bunch of "put ' n nears " that are almost as light as the original - such as heavier tubing, flaps, electrical system, three times larger fuel system, over double the horsepower, heav ier prop etc., etc. - you soon understand why the Super Cub requires 2000 lb. float displacement and 2000 lb . ski capabilty! Just try and lift the tail and you will soon understand what Mr. Yount is saying. - Norm Petersen ..

himself down furth er out of the slipstream during cruise. The instrument panel in 95W is also very original appearing. Most of the dials and gauges are of the pre-1939 era, with the exception of the radio installation (a transponder and Nav-Com are conces sions to the modern age). The cockpit also features one other option that was available to the buyer in 1930 - a full set of insulated cockpit sidewalls, made out of hardboard per the factory blueprints. The sidewalls covered the inside of the fuselage, dressing it up by covering the stringers and fabric work , and had the added dividend of mak ing it warmer in the cockpit on those chilly New Jersey mornings. The engine change back to original Wright J-6 was actually not that hard to ac complish. The inventory of Wright parts owned by Island Airways for use in main taining their Ford Trimotors was bought by the late Bob White of Zellwood , FL, who then sold Steve a Wright J-6-7 for use on the Mailwing. About the only other change made with modern materials is with the fabric cover ing. The Stits process is used throughout, both for ease of workmanship and the longevity the synthetic process allows. Pit cairn airplanes were known for their hand rubbed dope finishes , and to duplicate that look , the restoration crew applied a final coat of clear Stits Aerothane . As Steve points out, not only is a slick airplane nice

to look at , it is also easier to keep clean , without all those nooks and crannies for dirt to collect in. All sort of little parts and big ones had to be fabricated, including a set of wheel covers, reproductions that were done in the early 1980s. The special design of the Pitcairn Mail wing, including its Pitcairn airfoil made it very maneuverable, stable and light on the controls. Joseph P. Juptner in his U.S. Civil Air craft series commented that "Typical of every Pitcairn airplane, the Mailwings were jaunty, trim, beautiful and well de signed airplanes of sure-footed and flashy performance with a record of dependabil ity well known throughout the industry." What is next on the horizon for the tal ented crew at the Trenton-Robbinsville air port? Why another Pitcairn, of course! George , Mike, Joe and Steve are working on a Pitcairn PA-6 Mailwing. This air plane, NC548K, will feature a Wright J-5 , as well as the factory optional large 850xl0 wheels and tires. Steve is currently trying to find additional information on his PA-6 when it served with American Airways, in cluding any photos of the airplane. If you have any information that you would like to share with Steve on this airplane, please contact him at Pitcairn Aviation, Trenton Robbinsville Airport , Robbinsville, NJ 08691, phone 609/259-3309. ..

Sincerely, Paul L. Yount, AIC 13257 Dear Paul, I'Ule! our resident Cub expert, Norm Petersen, answer this one. Norm, the rest of the page is yours . ..

VINTAGE AIRPLANE 25

Here's another cabin job with a mys terious past. All that's known about it is that the engine was a Jacobs 285. It has the appearance of being a practical air plane. Is that a Hamilton prop on it? Or a Curtiss-Reed? The photo was sub mitted by Edward Peck of Louisville, KY. Answers will be published in the January, 1993 issue of VINTAGE AIR PLANE. Deadline for that issue is November 20, 1992. The July Mystery Plane netted only three answers. Charley Hayes of Park Forest, IL writes: "The plane may be the Curtiss IN 4D with clipped swallow wings which was operated in 1923 by the Nicholas Aerial Show from Marshall, Missouri . Most of their aircraft were Standards, but they were known to have had at least one clipped wing Jenny which may have had at one time or another 'clipped Swallow Wings'." "As many of you know, the Nicholas Aerial Show eventually became the Nicholas-Beazley Flying School and Aircraft Co. which was well known for its NB-3, -4 and -8 airplanes during the 1920s and early '30s. H. Glenn Buffington of El Dorado, Arkansas adds this: " It appears to be the OX-5 Laird Swallow judging from the lines . It is comparable to the one pictured on page 26 OCTOBER 1992

by George Hardie 10 in Lesley Forden's book' The Ford Air Tours ' ... this is my guesstima tion." Harold G. Scheck of Hasbrook Heights, New Jersey writes: "The July Mystery appears to be what Bill Rhodes wrote in his book 'Baling Wire, Chewing Gum and Guts' (essentially the story of the Gates Flying Circus) as a clipped wing 'Jenny'. Ap parently these altered ships were the first to be grounded by the new Bureau

of Aeronautics." These were the only answers received for the July Mystery Plane. Again, I must appeal for more photos for this column . There are a lot more obscure designs that need to be examined , but out supply is running low. Any help we can get will add to this important record in aviation history. Send your submissions to: George Hardie, Mystery Plane c/oEAA P.O. Box 3086

Oshkosh, WI 54903-3086

...

The following list of coming events is furnished to our readers as a matter of information only and does not con stitute approval, sponsorship, involve ment, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

October 7 - WICHITA, KS 1992 Staggerwing International Convention. 60th Anniversary of Beech. 615/455-1974,455-3594.

October 15-18 - DALLAS, TX - National WW II Glide r Pilots Assn. 50th Anniversary Reunion. 404/972-71 00.

October 9 - EVERGREEN, AL - 2nd Annual SE EAA Chapters Fly-In. 205/743-3916.

October 17 - FARMVILLE, NC - EAA Chapter 960 Pancake Breakfast Fly-In. 919/756-4098.

October 10 - MT. VERNON, TX - EAA Chapter 834 Fall Fly Market/Swap Meet.903/856-2992.

October 17 - DAYTON, OH EAA Chapter 610 Tour of Wright Patterson Air Force Base. Museum and restoration shop . 513/767-8751.

October 9 -11 MORIARTY, NM - 1st Annual EAA New Mexico Fly-In . Workshops, Fo rums, Fly-market. Friday evening activities, Sat. evening awards banquet. Camping on field , motels. Call 505/264-0331 for brochure. October 10 SAN MARTIN, CA California Antique Aircraft Museum open house. 12 - 4pm 12777 Murphy Av, across from South County airport. 408/683 2290 for information. October 10 ATLANTA, GA 1st Annual Biplane Fall Classic at Stone Mountain airport. Bi planes will be judged in a variety of catagories. Call 404/413-7112 for more information. October 10 - THOMAS VILLE, GA - EAA Antique/ Classic Chapter 1 Fly-In. October 11- SMOKETOWN, PA - Gourmet Breakfast Fly-In . Rain date 11/18. 717/394-6476. October 10-11 HOUMA, LA LeBayou Regional Fly-In and State Convention. Sponsored by EAA Chapters 261 and 513. 504/851-1516 for information.

October 17 - TAZEWELL, TN - Mountain Pilots Assn. Air port Day/Pancake Breakfast. Rain Date 10/18. 606/248-8073. October 17 - WALLS, MS 4th Annual Twinkletown Airport Wings and Wheels Fly-In/Drive In. 901/755-3482. October 16-18 KERRVILLE, TX Southwest EAA Regional Fly-In. Call 915/658-4194. October 16-18, HAMPTON, GA Wings and Whe e ls Motor Fair Fly-In and Airshow, Auto show and flea market. Henry County Airport (Bear Creek) Sponsored by Atlanta Motor Speedway, 404/946-3910. October 17 - HAMPTON, NH Pumpkin Patch Fly-In breakfast, sponsored by A/C Chapter 15. For airfield information , call 603/9646749. October 24-25, HICKORY, NC - 7th Annual EAA Chapter 731 Fly-In. H eld in conjunction with the Catawba County Sesqui centennial Committee Airshow. Banquet Sat. night , static dis

plays and awards for all classes of aircraft. Contact: Doug Teague, 704/754-3598 (days) or evenings , Norman Rainwater , 704/328-5807. October 24-25 WINCHES TER, V A Winchester Regional EAA Fall Fly-In at airport. Tro phies for winning showplanes. Pancake breakfast Sunday. Con cessions and exhibitors. All wel come. Contact Al or Judy Sparks, EAA Chapter 186 at 703/590-9112. October 23-25 - REKLA W, TX - 8th Annual Flying M Ranch Fly-In/Campout/ EAA Chapter 727 Picnic. 409/369-4362. October 24-25 - AUGUSTA, GA - Bos hears Memorial An nual Fly-In. 404/738-8377. October 24-25 - WINCHES TER, VA - EAA Chapter 186 Fly-In and Pancake Bre akfast. 703/590-9112. November 8- HALF MOON BAY, CA - 3rd Annual Fall Fly In/Airport Day Open house. 415/726-3417. November 8 - WINTER HAVEN, FL - 4th Annual War bird, Antique and Classic Fly-In/ AirshowlBarbeque. 813/293 2501. November 14-15 - NEW SMYRNA BEACH, FL - EAA Antique/Classic Chapter 1 Fly In. Dec. 12-13 - TAMPA, FL EAA Antique/Classic Chapter 1 Fly-In. Vandenberg Airport. ... VINTAGE AIRPLANE 27

NEW MEMBERS

Thomas C. Ahlers St. Charles, MO Jerry Albamonte Barrington Hills, IL Julian D. Allen Alexandria, VA Robert H. Allred Brownsboro, AL Victorville, CA David R. Anderson Norman R. Anderson Newport, RI Joseph Antal Kitchener, Ontario, Canada David J. Ardoin Opelousas, LA Bill Babcock Renton, W A Fairfield,IA Jeffrey P. Backstrom Albert L. Barger Poynette, WI Norman Beachum St. Louis, MO Paul R. Beck Sausalito, CA Terry Becker Cavailer, ND Terry Bennett London,Ontario,Canada Terren G. Berg Berkeley,IL James Bergo Minot, ND Fred Betzoldt Brighton, MI Robert M. Bird Zephyrhills, FL John A. Bodine Geneseo, NY Salina, OK Timothy R. Bodine Dan Bodony Fishers, IN Clifford Bond Baker, OR James D. Braden Clay Center, KS Kevin Brooker New Milford, CT Charles M. Brooks Tucson, AZ John G. Brown Imperial, MO Markley Brown Santa Barbara, CA Mark C. Buist Kennesaw, GA Jeffrey Burnett Baltimore, MD Steven R. Bussolari Concord, MA Arte Butler Greenwood, MS John Cartwright Athens, GA M J. J. Catherwood Cambridge, England Pocahontas, IL Dale Compton Duncan, OK George V. Copland Lousiville, GA Mike Crawford Walnut, CA Kenneth W. Davis France Philippe Denis Waukesha, WI David Dewey Jackson, MI Harold C. Dexter Julia Edwards Dickey Columbus, IN Dennis W. Dodson Chico, CA Paul A. Dunlop North Bay, Ontario, Canada Henry G. Dussault Epsom, NH Duane E. Esse Waunakee, WI Mark R. Evans Traverse City, MI Clyde C. Fancher Las Vegas, NV Thomas W. Farquhar Pentwater, MI Jere L. F.errill Evergreen, CO Robert G Fite Brookings, SD Edsel W. Ford Jr. Oklahoma City, OK Judy Frantzich Fresno, CA Steve J. French Pretty Prairie, KS Michael H. Funk Hoffman Estates, IL 28 OCTOBER 1992

Crystal Lake, IL Karl Garman W. R. Gordon Edmonton, Alberta, Canada Kenneth J. Gouvin Pawcatuck, CT Wayne Goza Ft. Payne, AL Stephen H. Green Lakewood, CO Max O. Gregg Jr. Chesnee, SC George M. Greiman Garner, IA Charles Gutzman Petersburg, IL D. Haarbye Oslo, Norway William J. Halpin Eden Prairie, MN Donis B. Hamilton Paragould, AR Douglas Hancock Gaylord, MI Arthur S. Harrison Derby, KS Ames, IA Woody Hart Roger Hasz Flagler, CO Don Hayes Dayton, OH Edward M. Heald West Chester, PA Howard A. Heckendorf Brookfield, WI Paul Hempel Brighton, IL Buren F. Herod Mount Prospect, IL Yorba Linda, CA Scott Herring Phil High Marion,IA Galena,OH James O. Hintz West Bend, WI Tom G. Holz James P. Hoppin Bloomfield Hills, MI Richard Hoyle Vincent, AL Charles Hubscher Mt. Pleasant, MI W. E. Hudson Marietta, GA Earl D. Huggan West Palm Beach, FL Paul E. Isakson Amery, WI Ralph E. Jeffers Peru, IN Harold C. Jeppsen Weatherly, PA David Lee Jewell Cincinnati,OH Clair A. Johnson Blooming Prairie, MN Jay Johnson Colorado Springs, CO Norman P. Johnson Garland, TX Robert H. Johnston Houston, TX Jim Jones Newton,IA Jim Jones Cadott, WI Samuel R. Jones Benicia, CA Richard H. Kaiser Abingdon, VA Joe W. Kelley Worland, WY Paul Kollitz St. Paul, MN Richard Kreloff Petaluma, CA Robert La Pointe Iron Mountain, MI Jerry Lader Eads, TN John B. LairdDibden Purlieu, England David L. Lane Albuquerque, NM Arthur E. Langston Jefferson City, MO Joe K. Lawson Ringgold, GA Tom Leatherwood Paso Robles, CA Roger A. Lewis Birmingham, AL Charles H. Lewis Shell Lake, WI Mary E. Light EI Paso, TX John P. Linhoff Minniapolis, MN

San Jose, CA Jeffrey Lo Hubert Loewenhardt Stonington, CT San Juan, PR Efrain Lopez Constant O. Maffey Cranford, NJ Saginaw, MI Thomas J. Manial Verona, WI David C. Mann Island Lake, IL Gary W. Martin Chenoa, IL Douglas L. Mays Winston R. Mc Call Medford, OR Westfield, IN Daniel McCutcheon Conifer, CO Bryan R. McFarland Rodney E. McFarland Huber Heights, OH Keeling McLin San Antonio, TX William J. Meadowcroft Jackson, MI Michael K. Melvin Kernersville, NC William Meznarsic Northlake, IL Betty June Miller Sellersville, PA Len Miller Sayre, OK Hephzibah, GA J ames Moore Jeff Morgan Salem, IN I. M. Morris Marsh Gibbon Bister, England Barry Mountain Powell River, Canada Todd L. Mountain Harrisburg, PA Charles C. Myers Estelle Springs, TN John A. Nelson Urbandale, IA Breece C. Nesbitt Jr. Denver, NC J. E. Nickless Boonville, CA Frank O'Brien Liverpool, NY William S. Ogarek Perth Amboy, NJ Edward B. Oliver New Smyrna Beach, FL Tom Oreck Houston, TX Daniel C. Oswald Canada Charles R. Patterson Medford Lakes, NJ Robert Pavlovich Franklin, WI Leonard Paynowski Las Cruces, NM John Perricone Romeoville, IL Blackwell B. Pierce Weldon,NC Gary Pohlner U.A. E. Richard A. Porayko Winnipeg, Manitoba, Canada Jim R. Porter Chicago, IL Richard J. Pratt Fargo, ND Samuel H. Ramsey Wilsonville, AL James M. Rasmusson Breckenridge, MN Lloyd Richards Timmons, Ontario, Canada Joe K. Richwine Jr. Marion, IN Billy J. Rickner Shawnee, OK Craig Roberts Calgary, Alberta, Canada Lyle Robertson Ft. Lauderdale, FL Richard K. Rockey San Rafael, CA Richard P. Rogel Chagrin Falls, OH CONTINUED on Page 29 ...

NEW MEMBERS

(Continued Eugene E. Rogers Apopka, FL Raymon C. Ross Jr. Birmingham, AL Daniel G. Sapiro San Diego, CA Cameron G. Saures Reynolds, ND Tony Schiano Old Bridge, NJ Ron Schmal Dakota, MN David See Ft. Worth, TX Dennis C. Seiler Deckerville, MI Richard A. Shaw Anchorage, AK William H. Shaw Rochester, NY Peter Campbell Sheffield Papakura, New Zealand Bob D. Shenk Harrisonburg, VA Richard W. Sheppe Jr. Post Mills, VT Richard J. Sherwin Edmore, MI Hans Shin Tyreso, Sweden Perry Shipman Juneau, AK David M. Shuster Saline, MI William Siddons III Hillsboro, TX Joseph S. Siske Fletcher, NC Dennis L. Smith Lexington Park, MD Harry V. Somers San Diego, CA Robert E. Spamer Joppa, MD A. Lee Spencer lola, KS Joseph H. Sroeger Chagrin Falls, OH Mirwood A. Starkey Mooreland, IN Mark C. Steffens Stevensville, MI Doug Steinhoff Pickett, WI Jerrold B. Stevens Salem, OR

from Page 28) James Stevenson Shreveport, LA Warren Stewart West Hill, Ontario, Canada Roy A. Stigling Somerset West, South Africa James S. Stilwell Fayetteville, NC George Studer Kerrville, TX Terry Thompson Zanesville, OH Gary W. Todd Rogers,OH Gerald A. Tokasz Elma, NY Dale E Turner Punta Gorda, FL Walter F. Ubele Burlington, WI Glen R. Van Kesteren Northridge, CA Luis F. Villar Stuart, FL Richard Vogelsang Chula Vista, CA Merlin Vollman Pearland, TX Joseph A. Wadsworth Niles,OH Ulrich Wenger Stansstad, Switzerland Jackson E. Wetzel Pleasant Lake, IN Matthew S. Whittlesey Grand Junction, CO Robert G. Wilkerson Jr. Herkimer, NY Ronald J. Wilson Lancaster, CA Lawrence Winchell Jr. Port Republic, NJ Irving J. Wischmeyer Rochester, NY Bruce D. Young Bellevue, W A Mark G. Young Vancouver, WA

MEMBERSHIP

INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $20.00 annually. Family membership is available for an additional $10.00 annually. All major credit cards accepted for membership (FAX (414) 426-4873.

ANTIQUE/CLASSICS EAA Member - $20.00. Includes one year membership in EAA Antique-Classic Division. 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

Non-EAA Member - $30.00. Includes one year membership in the EAA Antique Classic Division. 12 monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation QQ1 included.

lAC

Membership in the International Aerobatic Club, Inc. is $30.00 annually which in cludes 12 issues of Sport Aerobatics. All IA C members are required to be members of EAA.

WARBIRDS

Membership in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds. Warbird mem bers are required to be members of EAA.

EAA EXPERIMENTER

EAA membership and EAA EX PERIMENTER magazine is available for $28.00 per year (Sport Aviation not in cluded). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year.

FOREIGN

MEMBERSHIPS

A 44,000 ft. museum addition dedicated to the men, women and aircraft who served our country in World War II. See legendary airplanes such as the immortal B-17 Fly ing Fortress, prototype XP-51 Mustang, P-38 Lightning , B-25 Mitchell, and others . Impressive exhibits and audio/visual presentations both exciting and informational, an experience the entire family can enjoy. Visit the EAA Air Adventure Museum where the world's largest private collection of aircraft are on display - antiques, warbirds, classics, homebuilts, racers, aerobatic and many others - including a fan tastic exhibit on round-the-world " Voyager", full scale replicas of the 1903 Wright Flyer and Lindbergh 's " Spirit of St. Louis". Plan a visit soon . OPEN - Monday through Saturday 8:30 a.m . to 5 p.m . - Sunday 11 a.m. to 5 p.m. CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit, Oshkosh, WI , adjacent to Wittman Regional Airport.

I . \

EAAAlR ADIlENTURE MUSEUMTM OSHKOSH . WI

EAA AVIATION FOUNDATION EM Aviation Center, P.O. Box 3065, Oshkosh, WI 54903-3065 414-426-4800 (Weekends 414-426-4818)

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

EAA A VIA TlON CENTER

P_O_ BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828

OFFICE HOURS:

8:15-5:00 MON_-FRI_

1-800-322-2412

VINTAGE AIRPLANE 29

OFFICIAL DIRECTORY

01 Registered Civil and Military Aircraft

O~R

$1995

PAGES

INCLTAX&SHPG.

1992-93 LImitedEdition. Lists over 18,000 owners of pre-1946 aircraft by ad dress, city, and state; cross· indexed by N number,make, PG.SIZE B.S' X ll ' model and series. Bonus! Lists all operational aircraft by year built, make, model and series. Everything you need to buy, sell or evaluate aircraft! MASTERCHARGE & VISA ACCEPTED

II 1-800-2n-8960 C!C

INTERIOR ITEMS ~

COVERING SYSTEMS

-stitS -Randolph . ; -Ceconite -Air-Tech . ' Dopes. Fabrics. Tapes. Primers & Accessories

FABRIC ENVELOPES .stits - Pl03 and HD2X2 -Ceconite-lOl andl02

DROP-IN INTERIOR KITS -Antique & Classic Aircraft

-Cushion Sets • Headliners • Seat .Carpetlng Slings -Canopy & Windshield Covers .Baggage Compartments

"AN" HARDWARE

• Bolts Qt=:=::a• Nuts -Washers .Rttings .Screws -Fasteners

Call for your FREE copy of our

• Rivets

.Pins eat

Subscribe to JlEROPLANE ~WS

1992

catalog

CoIl1-800-831-2949 To order

PROFESSIONAL PRESS P.o. Box 4371· Chapel Hill, NC 27515-4371

ACCESSORIES .Windshields -Rlters ~ .Shock Cords . Tires ';

-Tailwheels -Spark Plugs . • Tubes • Instruments . .Wheel. Brakes & Axles • Propellers .Tail Draggers -Master Cylinders

& DE~~~f~~ILS

AIRFRAME PARTS

• Plywood .Nails

4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No. QK5R148N. GEE BEE Racers - Super Scale model. Plans used for Delmar's R-2. Plans Catalog/News $3.00, refundable. Vern Clements, EM 9297, 308 Palo Alto, Caldwell, ID 83605. (12-3)

Where The Sellers and Buyers Meet. .. 35' per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903·2591 .

AIRCRAFT: 1947 CESSNA 120 PROJECT - Taxi damage. If you want something to do, take this one on. $4,000 OBO. "Buck" Hilbert, 815/923-4591 . (10·1)

Fly-About Adventures and the Ercoupe-Full color, 130 pages, $17.95. Fly-About, P.O. Box 51144, Denton , TX 76206. (ufn) Aviation Auction - October 24, 1992. Mail bids accepted. Send $5.00 for auction list to Lou Lufker, Lufker Airport, P.O. Box 340, East Moriches, NY 11940, phone 516/878-6302. (10-1)

30 OCTOBER 1992

C-26 Champion Spark Plugs - New and reconditioned. New - $14.75, reoonditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c-10/92) 1930's Kollsman "Bubbleface" compass, have several, N.O.S., $225 each. Many other vintage items - 44-page catalog, $5. Jon Aldrich, Airport Box 706, Groveland, CA 95321, 209/962-6121 . (c-12/92)

PLANS:

MISCELLANEOUS: CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price list. Virginia Aviation Co., RDv-8, Box 294, Warrenton , VA 22186. (C/5/92)

SUPER CUB PA-18 FUSELAGES -

VINTAGE AIRCRAFT AND ENGINES -Out-of-printliterature: his tory; restoration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau , San Diego, CA 92115. (Estab lished 1960) (c-1 0/92)

New manufacture, STC-PMA-d,

Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes. The only source for COR RECTED and UPDATED ORIGINAL Great Lakes drawings. Welded parts available. Write to P.O. Box 228, Needham, MA 02192 or call days 617/444-5480. (c-10/92)

WANTED: WANTED - Stinson Reliant, Fairchild 24, Cessna 195 or other classiC/antique round engined aircraft. Will trade immaculate 1948 Lincoln Continental Coupe. Call Tad Woodhull in Camden, Maine, 207/236-7112. (10-1) Check the Barn Honey! - Private buyer patiently searching for an unusu.al ~intage a~rcraft for restoration . Would prefer 1930s open cockpit biplane. Finders fee offered . David Kaczmarek 416/485 0000. (12-4) ,

974 pages of practical, proven construction techniques for homebuilders

Fly high with a

quality Classic interior

BY : TONY BINGELIS EXCELLENT REFERENCE SOURCE MAKE GREAT GIFTS FOR THE NOVICE OR EXPERIENCED BUILDER - DON'T BUILD WITHOUT THEM!

Complete interior assemblies for do-it-yourself installation.

Custom quality at economical prices.

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

Qirt~RODUCTS, INC.

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

Information every builder needs, wilh alilhe righl answers at one's finger lips. Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION, Ihese publications are profusely illustrated with photos, cutaway drawings and easy to understand descriptions that clearly resolve the most compli cated problem. Invaluable male rial for anyone designing, building, restoring or maintaining sport aircraft. Order your copies today. SPORTPLANE BUILDER .... •• S19.95 IAircraft Construction Methods -

SPECIAL OFFER

320 pagesl

FIREWALL FORWARD •... _.• $19.95 IEngine Installation Methods -

304 pages)

SPORTPLANE CONSTRUCTION TECHNIQUES •• _...•••..... $20.95 IA Builder's Handbook - 350 pagesJ Send check or money order - WI residents add 5% sales tax. Add S2.40 postage and handling

for each oublication ordered .

... order all three for iust

$52.97 Add S6.95 postage and handling.

WI residents add 5% sales tax .

Order immediately by calling EAA's Toll Free Number 1-80C).843.3612

or call (414) 426-4800

Major credH cards accepted.

EAA AVIATION FOUNDATION

EM Avialion Center

Oshkosh, WI 54903-3086

POLY-FIBER COVERING p.o. box 468 madison, north carolina 27025 (919) 427-0216

THE BEST GETS BETTER WITH NEW HIGH STRENGTH LOW ELONGATION FABRIC STYLES OUTSTANDING QUALITIES

AWWA MEMBER

Long Life Flexible Coatings and Finishes Developed Espe cially for Aircraft Fabric. Will Not Support Combustion • Proven Durability on Thousands of Aircraft World Wide Since 1965. Easy Repairability. Lightest Coating System Approved Under an FAA STC and a PMA • Most Economical Covering Materials Considering Many Years of Trouble Free Service. FAA STC Approved for Over 690 Aircraft Models.

VIDEO TAPE AVAILABLE

MEMBER

rANI( PAINTINb AND REPAIRING SANOILASTING. TANK LINERS AND COATINGS PREvENTlV! TANK ....AINTENANCE INSPECTION SERVICE LADDER SAfETY EOUIP.... ENT REURVOIR LINERS AND ROOFS OlSMANTlING AND MOVING TANKS NEW. USED AND RECONDITIONED TANKS

FABRIC COVERING WITH RAY STiTS. EDUCATIONAL. INSTRUCTIVE. TECHNICAL. Sponsored by EAA Aviation Foundation . See This Tape First and Avoid Expensive Mis takes. VHS or Seta , $39.95 Prepaid. Also Direct from EAA (1-800-843-3612) and Poly-Fiber Distributors. WRITE, PHONE OR FAX FOR FREE. New Fifth Edition Poly Fiber Manual With Updated Information. New Fabric Samples Wilh Test Reports. Catalog and Distributor List

STITS POLY-FIBER AIRCRAFT COATINGS P.O . Box 3084-V, Riverside, CA 92519-3084 Phone (714) 684-4280 , Fax (714) 684-0518

" '~:;ii

VINTAGE AIRPLANE 31

,INC.

Aviation Underwriting Agency P.o. Box 35289 • Greensboro, NC 27425

BeCOllle A Member Of The BAA

Antique/Classic Insurance Progralll!

BENEFITS INCLUDE:

Call Today!

• Lower Uability & Hull Premiums • Fleet Discounts • No Age penalty • No Hand Propping Exclusions • No Component Parts Endorsements • A+ Company with In-House Claims <"-~ Service • Option to Repair Your Own Aircraft

800-727-3823

32 OCTOBER 1992

OSHKOSH REMEMBERS • ••

The Heroes ofWorld War H It has been more than 50 years since the

start of World War II. EAA OSHKOSH has become a focal point for activities surrounding the events and people who served their country during this turbulent period of history. "OSHKOSH REMEMBERS" focuses in depth on the activites of these groups during EAA OSHKOSH '92. You'll relive the famous Doolittle Raid on Tokyo with members of the crews; hear first-hand accounts from the "Aces" of the 357th Fighter Group; learn about the unsung role played in the War effort by Glider Pilots; and discover how the Tuskegee Airmen worked to remove segregation in the Army Air Corps. You'll hear the comments from those actually involved...a rare and living picture of history. Available Oct. IS, 1992. (30 min.) $19.95*

SPECIAL OFFER!

Save $10 when you purchase both tapes for the low price of only $39.95*

NEW VIDEO

357th FIGHTER ACES REUNITE AT EAA OSHKOSH

Due to overwhelming response to the appearance of Aces from the 357th Fighter Group during EAA OSHKOSH '92, a video has been produced that focuses on their participation during the Fly-In Convention. The 357th was one of the most decorated and successful fighter groups of World War II. Now, you can spend an evening with five members of the 357th-Chuck Yeager, Clarence "Bud" Anderson , Richard "Pete" Peterson, Leonard " Kit" Carson and Tommy Hayes-as they relate their combat experiences. A living piece of history, "357th Fighter Aces Reunite at EAA OSHKOSH " is hosted by former "Good Morni ng America" host David Hartman. This video chronicles the emotional arrival and riveting presentation at Theater in the Woods. You 'll hear from each of the Aces as they discuss their experiences both on the ground and in the air. If you were there, you know it was a magical event. If you missed it, here's your chance to relive this important EAA OSHKOSH '92 highlight. (60 min.)

$19.95