VA-Vol-20-No-4-April-1992

EDITORIAL STAFF Publisher

Tom Poberezny

Vol. 20, No.4

April 1992

CONTENTS Contents

Editor-in-Chief

Jack Cox

Editor

Henry G . Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

Straight & LeveVEspie "Butch" Joyce

Computer Graphic Specialist

Olivia L. Phillip

Advertising

Mary Jones

2 AeroMail

Assciate Editor

Norm Petersen

3 AlC News 6 Vintage LiteraturelDennis Parks

Page 10

Feature Writers

George Hardie, Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Donna Bushman

Carl Schuppel

10 Of Tiger Moths And Men/Bill Wright

Editorial Assistant

Isabelle Wiske

16 What O ur Members Are Restor ing/ Norm Petersen

EAA ANTIQUE/ CLASSIC DIVISION, INC,

OFFICERS

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

18 Honeymoon Fairchild/Jim Ricklefs 20 Family Champ/Norm Petersen

Secretary Steven C. Nesse

2009 Highland Ave.

24 Pass It To BucklE.E. "Buck" Hilbert

Albert Leo, MN w:lJ7 507/373-1674

Vice-President Arthur Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/ 422-3631

Treasurer

E.E. 'Buck' Hilbert

P.O. Box 424

Union, IL 60180

815/923-4591

DIRECTORS

25 Snap-on's Hints For Restorers

John Berndt 7645 Echo Point Rd. Connon Falls. MN 55009

507/ 263-2414

26 Welcome New Members 27 Calendar 28 Mystery Pla ne/George Hardie 30 Vintage Trader

Vice-President,

Marketing and Communications

Dick Matt

Page 20

FRONT COVER ... Jim Solbralske e njoys the smooth a ir over Lake L ....~:O:==.-j Winnebago in his newly restored Aeronca 7AC C hampion. Photo by Mike St eineke. shot with a Canon EOS- 1 equipped with an 80-200 lens. 1/500 sec. a t f5.6. EAA photo plane flown by Buck Hilbert . BACK COVER ... AI a nd Billie Pembe rto n's d e Havilland DH 82a Tiger Mo th took "Best in Show" honors at the 1991 C a m arillo Fly-In . Photo by Ph illip Ma nkana ©.

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 the Experimental Aircraft Association and is published monthly at EAA Aviation Center. 3000 Poberezny Rd.. P.O. Box 3086. Oshkosh. Wisconsin 54903-3086. Second Class Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division. Inc. is $20.00 for current 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 least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WJ54903-3086. Phone 4141426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® registered trademarKs. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRAUGHT CONVENTION are trademari<s of the above associations and their use by any person other than the above association is strictly prohibited.

Gene Chase 2159 Carlton Rd. Oshkosh , WI 54904 414/231-5002 Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/ 624-6490 Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa. OK 74105 919/742-7311 Dole A. Gustatson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430 Robert UCktei~ 1708 Boy Oaks r. Albert Leo, MN w:lJ7 507/373-2922 Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/ 491-9110

Robert C. "Bob' Brauer

9345 S. Hoyne

Chica~o.IL

312/77 -2105 John S. Copeland 28-3 Wllliamsbu'8 Ct. Shrewsbury, MA 1545 508/842-7867 Geor~e Daubner

2448 ough Lone

Hartford. WI 53027

414/673-5885

Stan Gomoll 1042 90th Lone, NE Mlnnea~olls, MN 55434 61 /784-1172

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.

Mansfield. OH 44906

419/ 529-4378

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

DIRECTOR EMERITUS S.J. Willmon

7200 S.E. 85th Lone

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 Hoven. IN 46774 219/493-4724

STRAIGHT & LEVEL

'" ~

~

"" ~

by Espie "Butch" Joyce

As some of you are reading this issue of VINTAGE AIRPLANE, there will be a number of your officers, directors and editorial staff at the Sun 'n Fun EAA Fly-In at Lakeland, Florida to be of assis­ tance to the Sun 'n Fun crew, and also to cover the event for future magazine reports. In the mail the other day, I received a subscription solicitation from a well­ known aviation publication, with the 12 month subscription rate around $40.00. It struck me that being a member of the Antique/Classic Division for only $20.00 a year, we also receive our fine publication VINTAGE AIRPLANE on a monthly basis. VINTAGE improves every month, and that can attributed to the articles sent in by our membership. I encourage everyone to continue sending them in, particularly articles that deal with items of a teclmical nature. These are very popular with our members. For those of you who do not know, your Antique/Classic Division ofEAA actually operated in the red for a number of years, and was subsidized by the parent or­ ganization, the Experimental Aircraft As­ sociation. It is only in the past five or six years that the Antique/Classic Division has turned the comer and is now operating in the black. This enables us to spend more money on VINTAGE AIRPLANE for color inserts and things of that nature. Also, we are able now to help support the Pioneer Airport operation and the EAA

Aviation Foundation. Hopefully we will be able to participate more in this type of support in the future on behalf of the An­ tique/Classic Division membership. The largest one thing that has contributed to us turning the comer and becoming solvent is the increase in membership. Once we passed about 5,000 members, the mem­ bership fee has enabled us to hold our heads above water, and do a bit of swim­ ming! As our membership continues to grow (it is growing at a rate of about 14 percent), we will be able to offer better service and better quality publications to our members. That's my pitch, and I would like to ask that each individual member who has a friend who is interested in our type of aircraft (which now extends up through 1960), to become a member so that our broader membership base will make us a more solid organization. While talking about VINTAGE AIRPLANE, I would like to review a few items. On the editorial staff, the publisher of VINTAGE AIRPLANE is also the pub­ lisher of SPORT AVIATION, Tom Poberezny. Editor-in-Chief of all EAA publications is Jack Cox , SPORT AVIATION's Editor. Jack does an excel­ lent job. Of course our own Editor is Henry G. Frautschy. H.G. is really doing a great job for us on the magazine. As an Aeronca owner, his personal interest lies with the antique/classic aircraft. Manag­ ing Editor is Golda Cox. Golda is Jack's wife and does a great job keeping everybody on schedule. I'm sure that she gets uptight at me at times for being delin­ quent in turning in my Straight & Level collllml, although she has never said any­ thing to me directly. I apologize, Golda. Our Associate Editor is Nann Petersen who writes articles for us. He works in the office beside H.G. at Oshkosh. Nann is very knowledgeable with antique and classic aircraft. He owns a nice J-3 Cub and loves float flying. We have great feature writers George Hardie and Dennis Parks, and EAA staff photographers Jim Koepnick, Donna Bushman, Carl Schup­ pel and Mike Steineke. Our Editorial As­ sistant is Isabelle Wiske, who has been with EAAa number of years and is always there to help.

I would like to congratulate H.G. on his article in the March issue of VINTAGE AIRPLANE on aircraft res­ toration and the FAR 21.303. He did a great deal of research and coordination with the FAA, to put this issue into perspective and draw a proper con­ clusion. Also in this past March issue of VINTAGE AIRPLANE, the centerfold with a Continental Airlines DC-3 reminded me that Piedmont Airlines also restored a DC-3, with the interior and everything else just immaculate. I think this aircraft is now being operated by Piedmont Aviation, Inc. It was my good fortune to be able to get checked out in this DC-3 at one point in time. When I first got into this DC-3, I thought it would really be a nice "fly-in" airplane. Load up all your friends , (everyone could take their buckets of chicken, and coolers) and look at all the shade you would have under that large wing! I was still thinking about this when the line boys pulled up and we put five gallons of oil in the left engine and eight gallons of oil in the right engine ­ and then he poured 350 gallons of fuel in the tanks, just to fly around the pat­ tern. At this time I changed my mind about whether it would have been an affordable fly-in airplane or not. I think not, at least for an individual, unless they make quite a bit more money than I do. It was really a fun flying aircraft and I was surprised at how easy it was to fly. I have to tell you that ease of flying is one thing, but taxiing from the ramp to the end of the runway presents another problem. It was probably one of the most difficult tail wheel airplanes I have ever been tried to taxi . We did have a strong crosswind that day though, but once you put the power to it, it just became a real docile aircraft. I'd like to say again that I really want to encourage everyone to be especially careful bringing their aircraft off of winter storage. It is the time of year when we see quite a few minor accidents. Let's be careful out there. 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

MAIL

Your entries must be postmarked no later than May 10th. The winners will be announced In the July issue of VINTAGE AIRPLANE. The youngest member who actually owns his or her airplane will win afree years extension of their AIC membership. AlC mer­ chandise will be awarded for second and third places. Best ofluck, and send in those entries! - HGF MORE PHOTO INFORMATION

YOUNG MEMBERS Dear Butch, As of this month I have been an AjC member for a year. The VINTAGE AIRPLANE is read many times before it goes on the shelf. Just recently I was able to purchase back issues from '74 til present! I am still reading those when I am not at the airport. I work four days a week at North­ West Regional (formerly Aero Valley, started by Edna Gardner Whyte). Since my interest is in A/C aircraft, that's what I work on. One friend that I work for has a Super Swift that I polish on so he can fly and look good. We are also rebuilding a stock Swift. Another friend has a Howard DGA & Luscombe that we maintain. They laugh because they need to employ someone to take care of their toys! Enclosed you will find pictures of my '46 Taylorcraft BC-12D. It was res­ tored in '87 in Dallas. It has 105 hrs. on the engine & has a unique wood head­ liner. When I purchased it in Nov. of '91 I found in its logbooks that it was test flown on 6/22/46. My birthday is 6/22/73! Yes, that means I am 18. 2 APRIL 1992

Would that make me the youngest A/C member that owns a Classic? Being a participant in the EAA Air Academy '89 I am keeping up with Chuck Larsen & his T -craft project. Watch for my airplane at Sun-N-Fun. Hope I can meet you! Taylorcrafts Forever, Dan Linn A/C#16196 Now there's a challenge if we ever read one! As Butch mentioned in his column last month, we're going to have a contest to find out who the youngest aircraft owner is in the Antique/Classic Division. Here's how you enter: Send a copy of the FAA Aircraft Registration certificate, and a copy of some form of identification showing both the member's name and birthdate (driver's license, Social Security card, etc.). Make sure the young member's AntiquejClassic number is written on one of these two copies. Also, a photo of the young lady or man (preferably with the airplane) is to be sent to: EAA Antique/Classic Division

P.O. Box 3086

Oshkosh, WI 54903-3086

ATTN: Youngest A/C Owner

Dear Mr. Frautschy: VINTAGE AIRPLANE sometimes contains photographs relating to an ac­ companying story but including another noteworthy feature not mentioned in its caption. This is the case with the picture at the bottom of page 6 in the February issue. Shown are officials of the Safe Airplane Competition, including a Lt. Stanley Umstead. Some old-timers might recall that it was (by then) Major Stanley M. Umstead who commanded the first test flights of the one-off Douglas XB-19 very heavy bomber in June 1941. Al­ though this airplane's development time precluded its series production, it did provide valuable data for later en­ gineering of the B-29 and B-36 bom­ bers. Close examination of photographs can often reveal surprising and histori­ cally useful details. EAA is to be ap­ preciated for frequently publishing pictures which are uncommon, seldom if ever seen elsewhere. This is an espe­ cially valuable service to those of us interested in the obscure minutiae of aviation history. Cordially, .... Ed Peck (A/C 3225)

(3I'WS

compiled by H.G. Frautschy GEORGE HARDIE HONORED Our own George Hardie, (EAA 500) the Antique/Classic "Historian Ex­ traodinaire" who, month in and month out supplies us with "MYSTERY PLANE", was inducted into the Wis­ consin Aviation Hall of Fame this past fall. A long time EAA member, George has been active all his adult life in avia­ tion. He was an EAA director from 1955 to 1960, and was the managing editor of SPORT A VIA TION from 1958 until 1960. George has also been involved in the American A viation Historical Society ­ he served on their board of directors from 1960 to 1968 and was the Society's president from i961 to 1963. George has been supplying the MYSTERY PLANE for over a decade, causing many of us to go running to our bookshelves every month to see if we could figure out what the latest "mystery" was. George has been active writing aviation articles, and is current­ ly worJcjng on completing a decades long research project on the Lawson airliner of 1919. Our congratulations to George on this richly deserved honor!

ship. They are: Ralph E. Orndorf, of Kettering, OH, David W. Claxon, of Rantoul, IL, and John J. Yurosko, of Nokomis, FI. Our thanks to these gentlemen, and to all the sponsors that made this drive the success that it was.

ABS CONVENTION For all the Classic and Contemporary owners of the Beechcraft Bonanza, just a reminder that the American Bonanza Society will hold their 24th annual con­ vention in St. Paul, MN, June 3 - 7. Seminars on Bonanza operations and related topics will be held, as well as some top notch speakers, and tour op­ portunities in the Twin Cities area. For more information, contact the American Bonanza Society, P .O . Box 12888, Wichita, KS 67277 or phone 316/945­ 6913.

STAGGERWING #1 PROJECT UPDATE As mentioned in the January issue, The first Staggerwing Beechcraft , SIN 1, is being restored by Jim Younkin on behalf of the Staggerwing Museum Foundation. With a goal of having the airplane restored in time to display it at the 60th anniversary celebration of Beechcraft, a substantial amount of money is still needed to finish . If you care to donate or pledge money towards this project, contact the Staggerwing Museum Foundation, P.O. Box 550, Tullahoma, TN 37388, Attn: John Parish.

NEW RACING VIDEO WHICH SWITCH? EAA member Jay Vieaux of park Forest, IL has pointed out that the February, 1991 edition of the FAA's AC-43-16 cautions against the use of Alternating Current (AC) electrical switches in homebuilts and vintage res­ torations. Although the AC switch may be cheaper, it is possible that the con­ tacts of an AC switch may weld shut when used in a DC circuit, allowing current to flow even if the switch had been placed in the OFF position. For safety'S sake, be sure to use only DC rated switches in your circuit when worJcjng on your restorations.

A/C MEMBERSHIP DRIVE Last fall's Antique/Classic member­ ship drive was a teriffic success, with our current membershi p now standing at just over 7600 members. Three members qualified for a free year of A/C member-

chocked full of rare photos and articles, the book also contains the race results for the National Air Races from the late '20's through 1939, as well as other races held during that time. The book is available from EAA and retails for $29.95 (plus shipping/handling).

SpeaJcjng of going fast, "Built For Speed: The Golden Age of Air Racing" is the title of the latest video to be made in the EAA's Paul Harvey Audio/Video Center. A chronicle of what was once one of this country's most popular spec­ tator sports, this 30 minute video takes you back to the National Air Races using a compilation of vintage film footage, clippings and magazine ar­ ticles, as well as comments from many of those who were part of "The Golden Age of Air Racing" . Built for Speed: "The Golden Age of Air Racing" is available from EAA, priced at $19.95 (plus $3 shipping/han­ dling) . Call EAA's toll-free Video Hot­ line at 1-800/843-3612. A great companion piece to the video is the newly-updated book, the "Golden Age of Air Racing", written by Wes Schmid and Truman Weaver. A whop­ ping 550 pages, (it weighs 2.3 pounds!)

OSHKOSH '92 YOUTH WORKSHOPS Hands-on workshop activity for youth will be greatly expanded at Osh­ kosh '92. The highly successful wooden rib building will be joined by fabric covering, sheet metal and other projects teaching basic aircraft con­ cepts. We now need individuals and/or groups to help prepare various items to bring these exciting activities to youth attending EAA Oshkosh '92. Specific projects include: Fabricating 1000+ small wooden frames for fabric covering. MaJcjng 1000+ springs and wires and stenciled metal blanks for a vane-type airspeed indicator. MaJcjng new, simplified rib jigs and prepare materials for rib assembly. Prepare professional quality signs il­ lustrating step-by-step directions for each project. Each of these projects is designed and can be accomplished with the plans and procedures provided by EAA to the volunteers home site. Materials are to be procured locally, with reimburse­ ment from EAA. Feel free to split up the project within your group. Contact EAA Education Director Chuck Larsen at 414/426-4800 or write to the EAA Aviation Foundation, Inc., P.O. Box 3065, Oshkosh, WI 54903-3065. Attn: EAA Education Office.

EAA SCHOLARSHIPS OFFERED A full range of scholarships and awards are offered through the EAA A viation Foundation. To encourage, recognize and support excellence in stu­ dents pursuing the knowledge of the technologies and skills of aviation are the stated goals for these scholarship awards. Scholarship applications may be made on the application provided by the EAA Education Office at 414/426­ 4888. Applications must be received by May 1 to be considered. A wards will be announced at the EAA OSHKOSH CONVENTION. For more information, contact the EAA Education Office at 414/426-4800 or write to the EAA Education Office, P.O. Box 3065, Osh­ kosh, WI 54903-3065. VINTAGE AIRPLANE 3

EAA AIR ADVENTURE DAYS Is your chapter looking for a way to reach young people, and show them an alternative to long hours sitting in front of the tube or "hanging out" at the mall? How about sponsoring an EAA Air Ad­ venture Day? The EAA Air Adventure Day is a one day intensive aviation ex­ perience offering an opportunity to build a wooden wing rib and a balsa glider. Many chapter members have found the experience gratifying as they share their aviation expertise with the next generation. We encourage chapters and their members to secure the complete pack­ age of information about EAA Air Ad­ venture Days. For more information, contact the EAA Education Office at 414/426-4800 or write to the EAA Education Office, P.O. Box 3065, Osh­ kosh, WI 54903-3065.

EAA OSHKOSH '92 NEWS This years theme for the 40th annual Convention is "Gateway to Aviation". Scheduled to begin on Friday, July 31, it will continue through Thursday, August 6,1992. "EAA OSHKOSH has developed into an event that serves as a gateway to aviation for many people because of the number and variety of both airplanes and activities," explained Tom Poberezny. Several Convention -week "Showcase Events" have already been planned. The first will focus on the 50th anniversary of the famed "Doolittle Raid" on Japan. A number of the surviving members of the "Doolittle Raiders" are expected to attend. In ad­ dition, several B-25 "Mitchell" bom­ bers, the same type used on the raid, will be on display . A delegation from the Common­ wealth of Independent States (formerly the Soviet Union) is expected to arrive in the worlds largest aircraft, the An­ tonov AN-225 "Mryia". The six-en­ gine jet will carry several homebuilt aircraft from that country. A Sukhoi Su-27 "Flanker" fighter jet is also tenta­ tively scheduled to appear. You may have seen this fighter perform the renowned "Cobra" maneuver during European airshows. Last year nearly 13,000 airplanes at­ tended the seven day long convention, and over 815,000 people enjoyed the varied activities that make up the EAA Convention . Of particular int e res t to Anti­ que/Classic members is the new Con­ temporary Class of vintage airplanes, 4 APRIL 1992

which will be on display in show plane parking for the first time this year. The 1992 Fly-In will culminate on thursday, August 6, during evening programs at Theater in the Woods. At that time, major Convention awards will be presented, including the Grand Champion aircraft awards. In addtion, Tom Poberezny will deliver EAA's "State of the Association" message.

EAA ART CONTEST From time to time, the back cover of VINTAGE AIRPLANE has featured the artwork submitted for the annual EAA Sport Aviation Art Competition. Sponsored by the EAA Aviation Foun­ dation, the contest is the longest-run­ ning aviation art competition in the world. This year, a new competition will be open to young artists - the Youth Div­ sion, for artists under the age of 16. "This division was created to encourage young people to learn more about avia­ tion and to explore the many oppor­ tunities it offers for active participation. We hope EAA art competition inspires those young people who participate into becoming designers, pilots, builders and aviation enthusiasts of tommor­ row," said EAA Aviation Foundation Tom Poberezny. "Sport aviation invol­ ves more than airplanes. It's also about the people who fly, maintain and enjoy watching them fly. It is this human element that makes aviation so very spe­ cial," Poberezny continued. To reflect that thought, the theme of the 1992 EAA Sport Aviation Competi­ tion is "Thumbs up for Aviation." A special "Par Excellence" award will be presented to the artist whose work best captures the excitement, fascination and enjoyment people experience while en­ gaging in aviation activities. Other awards will include "Par Excellence", "Excellence" and "Merit" awards in both the adult and youth divisions. Entry deadline is May 6th, 1992. Ar­ tists are encouraged to contact EAA for a complete set of guidelines. For more information,write EAA Sport Aviation Competition, P.O. Box 3065, Oshkosh, WI 54903-3065. or call 414/426-4800.

IN PRODUCTION AGAIN? From the "Coupe Capers" newsletter of the Ercoupe Owners Club, and edited by Ed Burkhead, we have word that a com­ pany called Eagleaire Aircraft Corporation has been formed to produce a two-place trainer based on the Mooney M-10 type

certificate. Eagleaire has purchased the design and the type certificate, but not the product name, evidently to start fresh with no product liability tail to trip on. Most members will recall that the M-lO was the last derivation of the Erco Ercoupe, with the twin rounded rudders replaced with a single swept forward fin, and squared off stabilizer and elevator, ala other Mooney products. The new "Eagleaire", as the airplane will be called, will be powered by the New Lycoming 2N2 engine. This new engine by Lycoming has a lower com­ pression ratio to allow it to use the new unleaded fuels that will be in the future for aviation. This engine will use a dynafocal mount, for less engine vibra­ tion. If all goes as planned, the old Beechcraft factory in Liberal, Kansas will be remodeled by June, at which time the tooling will be moved in. It is expected that the company will produce approximately 80 airplanes in the flTSt year of production. Eagleaire Aircraft Corporation is being formed by Paragon Capital Corp, a Dallas-based invest­ ment finn. Until Eagleaire sets up its own office, it may be reached at 16475 Dallas Pkwy, Suite 300, Dallas TX 75248.

VINTAGE FIXES A couple of items slipped by in the last couple of issues, and I'd like to correct them. First, on page 6 of the March, 1992 issue, the airplane pictured is the Curtiss Tanager, not the Handley­ Page as the caption says. Thanks to Charley Hayes for pointing that one out. Second, in the article by Jim Haynes on the First Ford Reliability Tour, I missed a couple of fixes that Jim re­ quested. The Ford/Stout airplane was not the pathfinder airplane, as was stated in the text. The Ford did visit Moline prior to the tour, but not as the pathfinder. Eddie Stinson did fly his own aircraft, a Junkers si milar to the one on the tour, as the pathfinder prior to the tour. Also, Jim is one of the acknow ledged historians when referring to the Curtiss Robin, and he was kind enough to pass along a couple more tidbits concerning door configurations on Robins. The first prototype Robin, X-5049, did not have a front door, just two rear doors, one on each side. That airplane flew on the 1928 Ford Reliability Tour piloted by Dan Robertson. It finished close to last and was the only plane powered by an OX5 engine.

Finally, it appears that Norm P. got confused by a photo of Douglas Corrigan's Robin - it never did have a left side door, and does not to this day, as it sits in a hangar in Haw­ thorne, CA. Thanks to Jim and Charley for help­ ing me correct these items. It seems that as each month goes by, we lose a few more early aviation pioneers. We are sad to say there are a few more ...

ELDON CESSNA 1907 - 1992 Eldon W . Cessna, son of the late Clyde V. Cessna, died February 22, 1992 in Inglewood, CA . He was born on May 5th, 1907 near Rago, Kansas. He majored in engineering at Kansas State University, and im­ mediately following, became Chief engineer for the Cessna Aircraft Company in 1928. Eldon and his father, in the aftermath of the Great Depress ion, started C.V. Cessna Aircraft Company in Wichita, and designed and built several racers which were very successful in races around the country . His own modified A W was a terror on the small stock airplane class for several years. In 1935, Eldon and his family moved to California, where he went to work for the Northrop division of Douglas. His career would later take him to North American Aviation, where he became the Supervisor of Planning. He worked on projects from the P-51 to the X-IS and the Apollo moon landing module. He retired in 1969 after 31 years with North American. After retirement, many honors came Eldon's way - he served on the Board of Directors of the EAA Avia­ tion Foundation during the late 1970's and '80s. He was inducted in the OX­ 5 Pioneers Hall of Fame, and was honored by the Experimental Test Pilots Association for his work in av iation research. He held a number of offices in a number of aviation or­ ganization, including the Early Birds, and the OX-5 Club. At EAA OSHKOSH '91, he was one of the featured speakers at the "Golden Age Of Air Racing" program. Eldon and his wife, the former Helen Parcels of Hiawatha, KS recently celebrated their 60th wedding anniver­ sary. He is survived by his wife, and his children, Clair of Riverside, CA and

Janice Clarke of Reno, as well as 5 grandchildren. From author Ann Cooper, we have this ...

IN CELEBRATION OF THE LIFE OF EDNA GARDNER WHYTE In 1986, Tim Young reported for duty at Mather Air Force base, California. He wrote to Edna Gardner Whyte, the 84-year-old, spirited woman who had been his flight instructor in Texas. In part his letter said, "There are a lot of women pilots out here. Some of them are flying T-37s or T-43s. When I saw them, I thought of you and was glad that the opportunities for women are open­ ing up in the Air Force. Now, if the airlines will only follow their example. You may not have had the opportunity to be an airline pilot, but the Lord has given you the strength to accumulate more hours than those male airline pilots ever dreamed of. Besides, you shared your knowledge with others. The only person I want to receive flying lessons from is you. You are the best there is." Edna Marvel Gardner was born in Blue Earth Country, Minnesota, November 2, 1902, the year before Orville and Wilbur Wright made their celebrated powered flight. The first of three children born to Walter and Myrtle Brush Gardner, little could her parents anticipate the fervor with which their baby daughter would one day take to the sky. Born to a 'man's world,' dis­ crimination sparked Edna's deter­ mination . It wasn'l until she was 18 years old that American women final­ ly earned the right to vote. Imbued with more than her share of competi­ tive spirit, Edna formed a lifelong desire to prove unequivocally that a woman should be entitled to every op­ portunity and advantage accorded a man . Inspired by newspaper articles that described the exploits of courageous Katherine and Marjorie Stinson, pilots and flight instructors for the male aviators of World War I, Edna yearned to similarly prove her worth and the worth of women. Edna Gardner Whyte obtained her Private Pilot license in 1931, learning in a Swallow TP. During her lifetime, she counted thousands of flight hours and taught a host of flight students, among them the men who would fly for the military in World War II and men and women who would pilot commercial airliners that she hoped to fly. She mar­

ried George Murphy Gardner in 1946, after returning to the U.S . after a stint in the Phillipines as an Army nurse. With indomitable spirit, she managed three airports, won over 126 trophies in more than 300 air races, was elected to four Halls of Fame and received countless awards and honors. Honored with the Charles Lindbergh Lifetime Achieve­ ment A ward, Edna was selected as an Honorary member of the Order of Daedalians, received the prestigious Godfrey L. Cabot Award, and was a past President of the Ninety-Nines, the Inter­ national Organization of Women Pilots. A member of the OX-5, the United Flying Octogenarians and the Interna­ tional Women's Air and Space Museum, Edna was the 10th woman to earn a helicopter license and was a member of the Whirly-Girls. In June 1992, she was to have been one of the select, and "Eagle," at the annual Gathering of Eagles, Air Command and Staff College, Montgomery, Alabama. The walls of her home bear silver, pewter, gold and wooden trophies that attest to her piloting expertise. Moun­ tains of newspaper and magazine clip­ pings and an extensive list of speaking engagements attest to her experience and popularity. Sought as a flight in­ structor, Edna continued to teach stu­ dents until she lost her medical at age 87. She taught flying, racing and aerobatics to the grandchildren of her first students. Featured in Charles Planck's Woman With Wings, in Charles Kuralt's On The Road With Charles Kuralt, her autobiography, RISING ABOVE IT, as told to Ann Cooper, was published in October, 1991, and Edna had a few months in which to savor the attention it generated, the adulation that she right­ fully deserved. Edna Gardner Whyte died February 15, 1992 after a prolonged illness. If desired, contributions can be made to the American Cancer Society or the American Heart Association in her memory . It was fitting and touching that a Missing Comrade formation was flown in her honor. Her pink Cherokee pulled up and away from a formation that included two Stinsons and a Cessna 175 in a final salute to Edna Gardner Whyte. We celebrate her life. Our condolences to the family and friends of both Eldon Cessna and Edna Gardner Whyte from all of us in the Antique/Classic community. ...... VINTAGE AIRPLANE 5

~

Guggenheim Safe Aircraft

Competition

(Part 3)

The Safe Aircraft Competition of 1929 had the effect of stimulating inter­ est in the development of the "foolproof' aircraft. The major designs of the competition centered their atten­ tion around changes in wing design or the use of supplemental aerodynamic devices. The two leading aircraft of the com­ petition, the Curtiss Tanager and the Handley-Page, used slots and flaps to obtain greater efficiency. These devices also seemed the most reasonable to add to conventional aircraft designs, especially as compared to such ideas as the variable camber wing as tried by some entrants. In the next few installments of this series on the competition we will take a closer look at some of the aircraft entered in the competition. This month the winner is featured.

CURTISS TANAGER The Curtiss entry in the Safe Aircraft Competition was designed and built by the Curtiss Aeroplane and Motor Com­ pany at its experimental plant at Garden City, Long Island, New York. The chief engineer on the project was Robert R. Osborn who later would be responsible for the Stinson Voyager, the first mass production lightplane to use fixed slots. SAFETY DEVICES Basically, the Tanager was a three place cabin biplane of conventional design with the exception of three safety devices. These were; first, a new type of aileron which had never been used before in its form; second, leading edge slots; and third, controllable wing flaps. The new ailerons, known as the float­ ing type, differed in that they at all times automatically assume a position parallel to the relative wind set up by the mo­ tions of the aircraft in flight. At the 6APRIL 1992

by [)ennis Var-ks~

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same time they could be moved relative to each other by the pilot in maneuver­ ing the plane. They were mounted separately outboard of the lower wing tip. The ai lerons were symmetrical double cambered surfaces and did not contribute to the lift area of the wings. When the aileron control was moved, the two ailerons were displaced relative to each other. Their effect was to give control in a stall as well as high speed; to reduce yawing and spinning tenden­ cies, and to make rudder correction and control unnecessary. Mounted on the ti ps of the lower wings, they operated in air undisturbed by the wings and their operation did not disturb the lifting characteristics of the wings. These ailerons float or "weather­ cock" at all times into the wind created by the plane's motion, whether the con­ trols are being used or not. They stay in zero angle of attack regardless of the attitude of the aircraft. When the aileron control was used in the usual way, the ailerons displaced with respect to themselves and not with respect to the airplane and their action was equal and opposite.

As the ailerons flap in the wind and follow the flight path of the ship at all times regardless of the attitude of the ship, the control was the same at the stall as at high speed and no rudder was required throughout the speed range. The Tanager could be flown in direct vertical banks and through all normal maneuvers without control of the rud­ der, using entirely ailerons and elevators; and when completely stalled, the ship could be rolled from one side to the other with only slight yawing ten­ dencies, which were in the proper direc­ tion. Nearly the entire spans of both upper and lower wings were fitted at the lead­ ing edge with automatic wing slots. The slot mechanism was adjustable and the movable airfoil could be regulated so that all slots opened at the same time or at different angles of attack. They could be adjusted to start opening at an angle of attack of 12 degrees and be fully open at 16 degrees . Rubber pads were provided which cushioned the shock of opening and closing should the airplane change its attitude suddenly. The entire trailing edges for the wings were provided with manually operated

Robert R. Osborn, designer, and T.P. Wright, chief engineer of Curtiss Aeroplane & Motor Company standing before the Curtiss Tanager.

flaps. These had a small slot at all times just in front of them . The flaps were operated by a crank in the pilot's cock­ pit, full motion of the flaps being given by 10 turns of the crank. The ends of the flaps were provided with cloth shields which came into operation when the flaps were down, reducing tip vortices. The combination of the wing slots and the controllable flaps gave an in­ crease of about 100 percent above that of the standard airfoil of similar dimen­ sions. They provided stability at high angles of attack and there was no ten­ dency to fall off on either wing. All controls were also effective throughout all angles of attack. PILOT REPORT In the February 8, 1930 issue of AVIATION, Robert Osborn, designer of the Tanager, discussed some of the flying characteristics of the craft. "First, the airplane cannot be spun accidentally. I use the term "accidental­ ly" advisedly as it is entirely possible that someday an expert pilot may get the machine in some unusual condition ­ on its back for instance - and subject it to some violent maneuver which might develop a peculiar and probably dangerous autorotation. "However, Mr. Paul Boyd, Curtiss test pilot, tried unsuccessfully all known methods of putting a plane into a spin, and Lt. Stanley Umstead subjected it to the rigorous tests required in the Gug­ genheim flight test manual, several of which tests were designed to develop spinning tendencies if there were any. "The Tanager has developed no spin­ ning tendencies thus far, although it has been given a thorough trial by a number of other expert pilots also. Therefore it cannot be spun accidentally by anyone, and possibly not purposely by anyone. "In making this statement I am not hiding some other unusual condition, such as an uncontrolled nose dive, as this does not occur either. The plane natural­ ly flies slower, power on, than in the power off condition, and if the power is suddenly cut when the machine is com­ pletely stalled, full throttle, the nose will drop until the higher speed and the at­ titude which accompanies it are attained. "However, the nose does not drop so much that if it were accomplished close to the ground, anything dangerous would result. This test was made during the com­ petition several times and the Tanager made two point landings in each case with the skid about a foot and a half high."

The rugged structure of the Tanager fuselage and wing. Note the beefy tubing in the cabin area.

The unu8ually lon g stabilizer travel is 8hown

in the skf'tcn uf tht> ollernting nl~l'I\llni8m

Skf"t('h of a portion ot the unC"o'"f" rt" :1 wlnt;'" .!iIhowlng operating m('('hani~m

tor tlH~ floating ailf"ron

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~----~~~----------------------------------------------------~~ VINTAGE AIRPLANE 7

Ready for the Guggenheim tests, the Curtiss Tanager waits forthe trials to begin . The "floating " ailerons outboard otthe lower wings show quite plainly in this shot. The three-view below incorrectly shows them with a constant chord , when in fact they have a taper to them.

CONSTRUCTION FUSELAGE The fuselage of the Tanager was con­ structed of Duralumin and steel tubing with a Duralumin engine mount. War­ ren type tru ss bracing was used throughout the structure. Two seats were provided for the pilot and the ob­ server, each of whom had their own doors. There was also space for a third seat. Metal cowling was used around the engine, while fabric covered the rest of the fuselage. WINGS The wing spars were of wooden box construction with flanges and webs of varying thickness depending on the stresses involved. Compression struts between spars were of similar construc­ tion. Ribs were of wood construction and the wings fabric covered. The interplane struts were made of streamlined dual tubes with streamlined wires for bracing. The trailing edge flaps were constructed of Duralumin, the structure consisting of a beam and a Warren type truss bracing which served as the ribs. The flaps were also fabric covered. The floating ailerons were of similar construction. The ailerons also had their own set of dual struts mounted at the hinge line which were connected to the top wing. S APRIL 1992

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Three view (lrawi n g of the C u rtiss " Tanager"

The Curtiss Challenger installation on the Tanager. It looks a bit tight inside that cowl!

TAIL The ribs of both horizontal and verti­ cal stabilizers were of A1clad, while the elevators and rudder were of welded steel tubing. All surfaces were fabric covered and joined to the fuselage by streamlined tie rods. The stabilizer was adjustable at the leading edge from the the pilot's cockpit. LANDING GEAR Another of the interesting innova­ tions used on the Tanager was the oleo struts of very long travel. Considering that test landings would be made at ver­ tical velocities approaching 16 feet per second, a rugged gear and long travel oleo struts were necessary. A latch was provided which would allow the wheels to be held in the up position after takeoff. When ready to land, the latch was tripped and the wheels dropped to normal position for landing. POWERPLANT The engine used on the Tanager was a six cylinder radial air-cooled Curtiss Challenger. It was rated at 176 horse­ power at 1830 rpm. The propeller was a wooden two-bladed Hamilton. Two fuel tanks were used. One lo­ cated on the right side of the fuselage

and the other in the bottom of the fuselage. The capacity of the two tanks was 53 gallons.

NEW TECHNOLOGY In writing about the Tanager in the February 8, 1930 issue of AVIATION, Edward Warner alluded to the idea that the advances were a technology that could be transferred to other aircraft: "In writing of the qualities of the Tanager, I have considered it as an ex­ emplification of certain aerodynamic principles and design practices, not in any sense as a commercial, immediately usable type of airplane. "The essential features of the design could readily be adapted elsewhere. They should not be considered restricted to the Tanager. It should not be supposed that the results of the com­ petition lose their practical force be­ cause the winning machine was designed solely for the purpose of the competition. " It was announced by Curtiss that they would produce an aircraft that utilized the features of the Tanager but this did not happen. Floating ailerons were never used again, flaps would only be used on large or high performance aircraft until the late 1940s, and leading

edge slots would not be used for a decade. The only technology demonstrated by the Tanager that would become standard on production aircraft was the pneumatic shock strut. This was used on several of the entrants in the competition. The 1931 issue of AIRCRAFT YEARBOOK noted the lack of adop­ tion of the devices demonstrated in the competition: "Slots, flaps and floating ailerons, fundamental changes in wing design which received marked attention during 1929 in the Guggenheim Safe Aircraft Competition, were conspicuous by their absence from models during 1930. Only one commercial model in production of­ fered the purchaser slots as optional equipment. The Curtiss Company con­ sidered adapting its floating aileron to standard commercial models early in the year, but held up plans due to the neces­ sity of conserving resources. "Some designers considered these devices 'just so many more gadgets to be kept in working order,' while others felt they offered a distinct aerodynamic advantage which would be realized at a future time when manufacturers are in­ spired by a more ready market for their products." ..... VINTAGE AIRPLANE 9

Of Tiger Moths And Men

The Reincarnation of Al and Billie

Pemberton's de Havilland DH82a

by Bill Wright (EAA 224308) While the debate over human reincar­ nation is still open, one glance at Al and Billie Pemberton's newly restored de Havilland Tiger Moth settles the matter as far as vintage airplanes are con­ cerned. In the spring of 1940, seven year old AI, who admits to only one life, was engrossed in "The Adventures of Dick and Jane" and single digit addition in Bakersfield, California. Across the At­ lantic, a de Havilland Tiger Moth DHS2a, with an upside-down Gipsy Major engine, a swiveling tailskid and an "air screw" that turned "the wrong way," rolled off the assembly line at the Morris Motors' plant in Cow ley, England. Half a century later, the Tiger Moth, with past lives in Australia, Singapore, India, Canada and the U. S., was a dis­ assembled, decaying carcass that had been cocooned for 17 years, and AI was a premier auto restorer who had breathed life into a fleet of Model "A" Fords. A chance conversation brought Moth and man together in January, 1990. The result is a pristine, eye pop­ ping resurrection of the endangered species that flutters with ghostly aban­ don on the whimsical thermals of California's lower San Joaquin Valley at about MACH .12 (90 mph) and shows like the museum quality restoration it IS .

AI mentioned to friend Nick Baker, a Fed Ex pilot who has his own Moth-in­ waiting, that he was looking for a C-lSO project. A ware of the award winning Model "As," Nick suggested AI's time and talents might be better spent on a Tiger Moth he knew about a couple of hours south of 10 APRIL 1992

Bakersfield. Al asked what a Tiger Moth was, and a few days later the pair were standing in Dan Nelson's hangar cocoon at Torrance Airport so Al could see for himself. "What I saw," he says, "was a pile of junk." But the hook was set. After two price cutting phone calls, Nick and AI, with friend Dick Plyler, were back in the Nelson tomb. With the care of archaeologists unwrapping a mummy, they loaded the steel tubed skeleton, wooden appendages and the assorted innards of a nearly complete Tiger Moth into a borrowed horse trailer. The innards included a 130 hp Gipsy Major lC engine that in former life of its own had been installed in the Moth's torso for two weeks in 1952; all of the original instruments; a heavily painted prop; and a unique first aid kit once buried in the fuselage. The resurrection of the tandem seat, open cockpit biplane started the next day. Just 11 months later the reborn, better than new Tiger Moth was "ac­ cidentally" flown off a runup ramp. In­ between were some 4,000 man-hours of work, many belonging to Ai's wife Bil­ lie (woman-hours) and two craftsmen/friend/volunteers, Leo Pike and Mike Collins.

T he Tiger Moth Genealogy AI and Billie's Tiger Moth, of course, is a descendant of the Moth lineage developed in the mid-1920s by Geof­ frey de Havilland, an amateur en­ tomologist (insect bug) - hence the Moth family name. Its ancestors in­ clude the DH51 born at England's Stag Lane Aerodrome in 1924, the famous and record setting Cirrus and Gypsy Moths, and two limited production models, the Metal Moth and Moth Trainer. Like many early "aeroplanes" of the day, the Tiger Moth evolved from economics. The patriarch DH51, whose distinctive genes are readily ap­ parent in the Moth line, was a tandem, open cockpit biplane powered by a war surplus, air-cooled VS engine rated at 90 hp which was soon abandoned be­ cause of its outdated single ignition sys­ tem. The replacement, a surplus air-cooled VS Airdisco motor of Renault blood rated at 120 hp, was too expensive, so only five DH51s were built. Allegedly, you can see the last of the DH51 clan (VP-KAA) the next time you're in Nairobi, Kenya . Unable to find a reliable but inexpen­ sive engine, the unflappable de Havil­ land set out to build his own. His idea was simple. In­ stead of designing and building a completely new engine, he opted to "split" the still plentiful WWI surplus Airdisco in half by mount­ ing four of its eight cylinders, pistons and valves on a new crankcase with the automo­ ti ve carburetors g and magnetos of ~ the day. The end ~ product, a 60 hp ~ engine called the ~ "Cirrus," was in­

stalled on a scaled down version of the DH51. Thus, the "Cirrus Moth," the Tiger's grandfather, was born. Whil e the Cirrus Moth DH60 in­ he rited th e DH51's plywood box fuselage, its straight unstaggered wings and the familiar airfoil shaped fuel tank directly over the front cockpit, several changes emerged. The single axle un­ dercarriage was split and fitted with telescoping legs containing compressed rubber - an obvious improvement over one axle wrapped with elastic cord. The front seat locker bay was also relocated in the fuselage, on the right and aft of the rear cockpit. More importantly, the Cirrus Moth had the first differential aileron control linkage, a sys te m patented by de Havilland that has since been used in virtually every aircraft design. The prototype Cirrus Moth, factory number 168, first flew from Stag Lane on February 23, 1925 with de Havilland himself at the controls. As the supply of surplus Airdisco en­ gines dwindled, de Havilland was forced to design and build a new engine from scratch. With Frank Halford, who had headed the Cirrus project, he decided to build and test a 135 hp engine on a monoplane racer (the DH71 ) and then derate it to 100 hp for depend­ ability. The Halford genius resulted in a four-cylinder, 5.23 liter, 5.5 to 1 com­ pression ratio inline e ngin e that developed 135 hp at 2,650 rpm and weighed only 14 pounds more than the Cirrus, which had 75 less horses. On August 24, 1927, the experimen­ tal DH71 racer, powered by the new Gipsy I engine, reset the World Class III closed circuit speed record at 186.47 mph . The first Gipsy I engines, which sprouted upright cylinders and valves in the pilot's forward line of vision, were delivered in June, 1928. By the end of the year, the Gypsy Moth DH60G was rolling off the production line at a rate of 20 a week, no doubt spurred by the Lindbergh flight a year earlier. Like its Cirrus relative, the Gypsy Moth was soon setting and breaking records around the world. In the U. S., Gladys Ingalls looped one 344 consecu­ tive times. Amy Johnson also made her famous 1930 solo flight from England

to Australia in a Gipsy Moth named "Jason." While the Gypsy Moth was busy set­ ting records, de Havilland was develop­ ing a steel tubed fuselage model (the Metal Moth, DH60M) that weighed just 62 pounds more than its wooden ances­ tor. An improved version of the Gipsy I engine, the Gipsy II developing 120 hp, was fitted on later models of the Metal Moth, but still in the upright line of sight position. In earl y 1931 the Metal Moth became the DH60T Moth Trainer, a model cal­ c ul a ted to turn th e milit a ry eye. Airframe-wise, the exhaust pipes and flying wires were moved forward , doors were fitted to each side of both cockpits, and the wings were strengthened to hold practice bombs, cameras and other potential military hardware, including wireless telegraphy . Meanwhile, de Havilland was ex­ perimenting again. This time with an inverted revision of the Gipsy II engine that would relocate the cylinders and valves at the bottom of the engine com­ partment and greatly improve forward visibility. Called the Gipsy III, it was f irst installed in a high-wing enclosed cabin monoplane (the DH80A "Puss Moth") which flew successfully in Sep­ tember 1929 and e nt e red limited production. Although the Moth Trainer was fitted with the new "upside-down" Gipsy Maj o r II engine, it re tain e d its ancestors' straight, unstaggered wings and airfoi l shaped fuel tank above the front cockpit. However, with only 24 inches or so between the top of the fuselage and the bottom of the upper wing, it was next to impossible for a pilot with parachute to struggle from the fron t cockpit in a life or death emergen­ cy. The RAF, which was by now inter­ ested in the newest of the Moth line (and its pilots' welfare), asked de Havi lland to solve the problem. He did, and the first Tiger Moth, designated the DH82, was born. By trial and error, and apparently without engineering drawings, the de Havi lland staff moved the fuel tank and the top wing center section forward about 22 inches, thus staggering top and

bottom wings. However, to maintain c.g. balance, it was necessary to sweep the wings back, which dictated shorten­ ing the rear spars on all four wings. A snag developed. With both wings now raked back, the tips of the lower ones were too close to the ground in the tail down position. No problem. The outside interplane struts were simply shortened, raising the tips of the lower wings and giving the Tiger Moth its now classic and familiar dihedral. The first of the Tiger Moth breed (Works No. 1733) flew from Martlesham Heath on October 26, 1931 with the new upside-down Gipsy III engine. With the switch to the upgraded 130 hp Gipsy Major I engine in 1932 and curved plywood replacing the stringers on top of the fuselage, the his­ toric biplane was redesignated the DH82a and, by the RAF, as the "Tiger Moth II." More than 8,800 others, in­ cluding 3,506 from Morris Motors, fol ­ lowed before production ended in August, 1945. Having been built in seven countries from Norway to New Zealand, it is like­ ly that, except for the DC-3, the durable Tiger Moth has spread its wings over more remote parts of the world than any flying machine of its time. The Past Lives of a Moth The Pemberton Tiger Moth rolled out the door of the Morris plant on May 7, 1940 as Works No. 83230 in the grey­ brown-green camouflage attire of the war era. The Royal Air Force obscurely dubbed it "T-5525" and, with 49 others, shipped it "down under" to the Royal Australian Air Force. (Tiger Moths weren't built in Australia or New Zealand until June, 1940.) Other than it somehow survived a storm that destroyed much of the tied down shipment shortly after arrival in Narranda, New South Wales, AI has not been able to uncover much about T­ 5525's Australian life (the RAAF logs are missing). While a few Tiger Moths were fitted with bomb racks, used as recon spies in the sky and converted for ambulance duty in Burma and India, he did learn T-5525 spent at least most of its first life of 12 years as a primary VINTAGE AIRPLANE 11

trainer at two of the 13 RAAF Elemen­ tary Flight Training Schools (Nos. 8 and 10) that were scattered across the sub­ continent between 1939 and 1945. The Royal Singapore Flying Club, based at Kallang Airport, purchased T­ 5525 from the RAAF with about 2,200 hours on the airframe in 1952, the same year Al finished Bakersfield High. Upon arrival in Singapore, it was registered as "VR-SDP" and used brief­ ly as a test bed for Gipsy Major lC engine (No. 927), which was manufac­ tured in 1943 under license by General Motors-Holdens. (It was not put into service until 1949.) According to the logs, the engine was removed two weeks later and "put in storage." After 2,301 hours IT and several lives of its own, which included mating with four other Tiger Moths (9M-ALJ, VR-SCX, VR-SCY and GM-ALJ), the still young and snappy engine would be reunited with T -5525 in the Pemberton hangar 38 years later. The Royal Singapore Flying Club used T-5525 for member flight instruc­ tion and to drop payrolls and nonbreak­ able ·\:iupplies to nearby jungle plantations that lacked a landing strip, so it has been used as a bomber of sorts. In later 1957, while Al was a seaplane tender in the Navy, the Tiger Moth was sold to the Delhi Flying Club, Ltd., based at the Saldarjang Aerodrome in India, where it was assigned civilian ID letters "VT-CSZ." Apparently the Tiger was too much Moth for the mem­ bers of the Delhi Flying Club, because it was resold to the Madras Flying Club based at Civil Aerodrome No. 27 in southeastern India less than six months later with just 2,846 IT on the airframe. Life with the Madras Club members was, to say the least, rigorous. The Club's meticulous logs record that T­ 5525 survived a nUl(lber of crashes, several "heavy" landi'ng accidents and frequent rebuilds during its 3,700 hour, 14 year stay in Madras. During one rebuild in Bombay it was fitted with an auxiliary fuel tank holding 10 Imperial gallons, reportedly so it could be flown nonstop between Madras and New Delhi. A weight and balance form prepared 12 APRIL 1992

for the Madras Club shortly before T­ 5525 was sold to a Canadian with 6,580 hours on the airframe cautions, "The above schedule does not include pas­ senger amenities such as rugs, pillows, magazines, etc." Sure, try reading a magazine in an open cockpit biplane, even if it is pillowed. The "Sewing Machine," as those in­ volved in the latest resurrection call it, was reassembled in Canada in early 1972 and registered as "CF-EIQ." The Canadian put less than 50 hours on the charmed life plane before it ended up in the hands of Mike Russell of Lakewood, Colorado as N6463, and then Walter Ruehle of Denver. It last flew on Sep­ tember 9, 1973 and wound up hibernat­ ing in Nelson's Torrance hangar waiting rebirth with the Gipsy Major engine, which found its own way to Torrance. Al reports another Tiger Moth and a half still languish there. Meanwhile, Back in Bakersfield ... Young AI and older brother Bob, who was the personal chopper pilot for the Shah of Iran and is now an FAA desig­ nated MD 80 inspector in Shanghai, grew up in an aviation rich environ­ ment. Their father, Roy (a spry 90 who retired in 1969), was taught to fly in 1922 in Imperial, California by barnstormer Norman A. Goddard. He holds DOC (Department of Commerce) pilot's license number 3226, commer­ cial and air transport tickets and three glider/sailplane ratings personally signed by Orville Wright as President of The National Aeronautic Association, the USA representative of the Federa­ tion Aeronautique Internationale. Roy logged over 30,000 hours. He instructed at the now defunct Air Tech Flight School in San Diego, flew mail in an Eagle Rock biplane between Bakersfield and Lake Isabella (tucked in the nearby Sierras), and operated the Civilian Pilot Training School at Lone Pine, California during WWII. How­ ever, the flight Roy recalls best is his solo. Al tells the tale with a straight face and sober tongue: "Dad, who had yet to solo, and his instructor flew to Yuma in a Jenny and landed in a farmer's field. The instructor left Dad with the plane

while he went to town for a brief tryst with his (or someone's) girlfriend. A short time later an angry farmer showed up with a shotgun and told Dad to 'git that dang aeroplane off my field ­ now!' Dad tried to explain he didn't know how to fly; but seeing no one else around, the justly skeptical farmer replied, 'Well, son, yur gonna learn or git shot.' No dummy, Dad tied the Jenny to a tree, propped it, and soloed to a nearby field without incident. The surprised instructor, when he found Dad, signed him off." Roy moved the Pemberton family to Bakersfield from California's Imperial Valley in 1937 to take a job with high­ school pal Cecil Meadows who then managed the Bakersfield airport that now bears his name. Roy also opened and operated "Pemberton Flying Ser­ vice" in 1937, instructed, and sold avia­ tion fuel under the defunct "Stanavo" banner until retiring. He sold out to Al who, with Billie, now operates it as Pemberton Aircraft Fuel Service, Inc. At 53 years, it is the oldest, continuous Standard Oil/Chevron dealership in the world. Yes, they have 80 octane. During the post-WWII years, Roy was, in alphabetical order, the only Aeronca -Beechcraft -Bellanca -Cessna -Globe dealer in Bakersfield, and

Ray, "the Pemberton Patriarch", waits for the fuselage to be completed and his first ride since 1972.

probably the world. AI feigns a grimace you won't swallow when he recounts his several boyhood rides in factory new 65 hp "Airknockers" and C-120s that Roy ferried west to Bakersfield from Springfield and Wichita for resale. Although AI denies being even gent­ ly pushed into aviation, he earned a private SEL license (the only rating he holds), from Bakersfield instructor Bill Scott in 1956. Scott, who was taught to fly by AI's dad many years earlier, is now teaching Billie in the family C-185. Before Model "A" Fords caught his eye in 1975-76, AI logged some 4,300 VFR hours and "a minute or two in the other stuff. " Between 1976 and 1987, AI restored more than 30 Model "As" to showroom plus condition. Once he had 14 under restoration at the same time. Although he didn't realize it then, his "Model A years" were the training ground for the eventual rebirth of T-5525. After exhausting the supply of 1927­ 31 Fords, the Bakersfield "King of Model As" drifted back to flying in 1987 and purchased the C-185 which, incidentally, he had ferried from Kansas in 1965 when it was new. Three years and some 300 flying hours later, and bored without a wrench in his hand, he casually told friend and Fed Ex jockey Nick Baker that .. .

Saving The Tiger AI is the first to admit he knew little about restoring airplanes and even less about Tiger Moths when he backed the loaded trailer into his 40 foot by 50 foot hangar. Baker helped AI arrange the puzzling parts on the floor in their ap­ proximate and ultimate relationship to each other and explained "what went where." Still bewildered, AI just dug in. Except for a short fishing trip, he put in five to six hours a day on the project while also running the fuel service, and "dawn to dusk plus" was the schedule on weekends. I witnessed the Moth's metamor­ phosis several times while refueling at Meadows Field. Not even a Mayo Clinic CAT scan can find any rust or corrosion on this rebuild. Every piece of tubing had been impeccably blasted, replaced as required, zinc chroma ted, and primed and reprimed before cover­ ing. Despite finding a fossilized rat's nest in a lower wing where the spar joins the metal tip, all of the spars and ribs were free of dry rot and "in excellent shape." The trailing edges did not fair so well. Friend Pete Plumb made new ones from fresh Sitka spruce while AI, as neces­ sary, removed, reglued and renailed the ribs. Billie, AI boasts, made the Stits envelopes.

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The fuselage of the Tiger Moth nears completion. The 12 Imperial gallon aux tank installed in Bombay is located between the firewall and the front panel.

Meanwhile, two volunteers signed on. One, Leo Pike, an engine wizard who had retired from Bakersfield Avia­ tion three years earlier, wandered by and became fascinated with the Gipsy Major lC engine hanging in a comer of the hangar. It had only 2,301 hours TT and 477 since overhaul. For a 1932 design, it has a remarkable TBO of 1,500 hours. Nevertheless, Leo volun­ teered to major it. Who could tum down an offer like that? The Gipsy Major Ie, of course, is an inline, 4-cylinder air-cooled, left swinger. It has 4.646 inch bore, 374 cubic inches, and a compression ratio of 6.0 to l. Mounted upside-down, there was never one made that hasn't leaked at least some oil. It's part of the mysti­ que. Bearings were the only new parts required during Leo's major. It originally fired KLG-RVI23 plugs, which have been replaced with the KLG RL-50R obtained from England. The other volunteer is Bakersfield A&E Mike Collins who works on King Air, Gulfstream and Saberliner airframes for a living. At age 14 Mike bought a ragged Taylorcraft BL65 to restore with his Dad. But two years later, before it was finished, he dis­ covered girls and needed "wheels." So long, Taylorcraft. That was 22 years ago. Now, here was another chance at restoration. Mike, who helped with the airframe restoration and assembly, recalls the only glitch on the project. After the initial rigging, he moved the stick left and both ailerons popped up. Speed brakes are not a Moth necessity, so he converted them back to ailerons. AI counted eight layers of paint on the interplane struts, which were sanded to their natural finish, stained, rubbed and spar varnished to the lustre of fine fur­ niture. The mahogany, brass edged prop (a Gipsy Major) was also clad in black paint. It was carefully stripped, even more carefully inspected, then sanded and refinished in its layered, natural tones. All of the panel cockpit wood is new, as is the flooring, which was several feet short. To hide deep scratches and scars VINTAGE AIRPLANE 13

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The "upside down" Gipsy Major IC overhauled by leo Pike. It is shown in the upright position.

on the turtledeck, Al covered it with flannel and sprayed it with water for shrinkage prior to covering with Stits. The interior seating and the prominent, cushioned crash pads above each panel are genuine, top grade leather. What else? The Moth also has a new firewall ("the old one was paper thin flanked by asbestos"), Cleveland brakes, Goodyear 6:00 x 6 tires, new flying wires, stainless steel cables, and a custom-built forked tail wheel assembly designed by Tiger Moth guru Ed Clark of Hawthorne, California. It incorporates most of the original swiveling tail skid parts that came with the plane. (Steel skids don't mix well with concrete.) Al cleaned, refaced and repainted all of the dual instruments and had them profes­ sionally checked and calibrated. Billie's major contribution was in the fabric stitching and shrinking, which some say is a good reason to own a Spam can or monoplane. The Stits covering was initially sprayed with three coats of clear Polybrush, separated by the traditional but arduous sanding. While refusing sanding help requires will power, Al did all of the dirty work himself to avoid the sand -throughs of heavy hands. Next came five coats of silver Polyspray, each separated by more sanding, raw fingers and aching biceps. Finally, three coats of urethane color (Cub Yellow) were added during

~ 14APRIL1992

The wing is being held by A & P Mike Collins, who appears to have been on his knees a time or two during this restoration.

the still Bakersfield dawns. With an assist from Mike, Al did all of the layout and template work, mask­ ing and detail painting, including num­ bers, letters and the famous British roundel target. He selected RAF war paint, primarily because a detailed color photo of the plane in that scheme during its brief Singapore life came with the basket. The final product is so expertly painted that some sections, such as the turtledeck and the tapered antispin strakes (more on those later), look as if they have been fiberglassed. In fact, Al is repeatedly asked if they are. They aren't. The Pemberton's were fortunate in that the trailer of parts was 99 percent complete. Seller Dan Nelson later came up with some tapered pins needed for the top wings, and Ed Clark loaned Al molds for the hub caps, which had to be made. The logo decals on the interplane struts came from the Tiger Moth Club in England. The only concession to modern tech­ nology (and the FAA) is a portable, hand held Icom radio (with VOR). It works well when attached to a station­ ary, three foot antenna that is discreetly concealed in the fuselage interior, left and aft of the rear cockpit. With the little war bird finally as­ sembled, Al and the friendly cohorts to whom the Pembertons concede they are indebted, decided to do some taxi trials and check for oil leaks at high rpm. It was too much for Al and T-5525, both eager to fly . Unable to restrain themsel­ ves, they "accidentally" jumped off the ramp at Meadows Field December 30, 1990. In a sense it was a reincarnation

for both Moth and man. The Tiger's Stripes The Tiger Moth is loaded with fea­ tures and gadgets that were blase in its era but are now quite unique, if not fascinating. Perhaps the most readily apparent is a mechanical spring loaded airspeed in­ dicator attached near the top of the left forward interplane strut. It vaguely resembles a pie shaped sundial. Opera­ tion is basic. The rush of air as the plane moves forward depresses a small metal tab attached to the spring. As the spring is compressed, it activates a long needle that swings across an arc shaped brass scale that reads from 40 to 120 mphthat is, if you don't need glasses. The rear cockpit, which for solo operation must be occupied for c.g. weight reasons - not the fact that it contains the only ignition switch - is dominated by a large, brass compass (the P8) that is horizontally inset, bot­ tom center. The needle always points to magnetic north, so changes in heading must be followed by twisting the brass read-out dial so "N" is always aligned with the head of the needle. Although highly polished and handsome, it seems out of place in a flying machine and better suited to a sailing one. Cockpit instrumentation is frugal, but adequate. Both panels contain rpm, oil temperature gauge, a Reid & Sigrist turn and skid needle (sorry, no ball), a con­ ventional airspeed dial, and a height indicator (altimeter). Now unique, the face of the "altimeter" rotates while the indicator needle itself remains fixed . Al says the British used "unisex" in­ strumentation during WWII, so the

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same dials were employed in most other on the Claudel-Hobson A1.48 car­ called, measures 9 feet 10 inches across, buretor that is stamped "20,000 feet," RAF war birds of the day. Indeed, and the wheel base is 5 feet three inches. but AI isn't about to "give it a bloody two large coils of unnecessary and While the Tiger Moth may not have go." been the most graceful looking aircraft un-shortenable Spitfire oil pressure On the left side of the fuselage, mid­ line hang just behind the firewall. A of its day, which now spans 60 years and way between the rear cockpit and the stem fuel gauge is located at the rear more than two-thirds the entire history of the wing tank, just above the rudder, are the red stenciled words of aviation, there is no disputing that, "FIRST AID." Reportedly, some war with a folklore background, it remains pilot's eyes. The Bombay installed aux. fuel tank, Moths were equipped with an 8x5x8 one of the most durable and interesting. inch first aid kit imbedded inside the which now gives T -5525 a total capacity Flying The Tiger of 35 U. S. gallons and a reserve range steel tube fuselage. The downed pilot Fairness suggests that Tiger Moth of about 350 miles, is located between or passenger, in need of medical sup­ the firewall and forward panel. Fuel is plies, was supposed to cut through the performance should be judged by the fabric around the stenciled words to standards of 1931 when it first flew, ,"drawn" to the main tank for eventual rather than by those of today or 1945 reach it. gravity feed on the pull stroke of a pistol Despite the antics of the Madras when it was last built. The original Hat­ gripped pump handle located in the rear field "Manual," which is still with T­ cockpit at the right knee, near a large, flyers, the medical kit that came with 5525, lists the sprocketed lever that Pemberton DH82a at operates the wing a gross weight of slots (a.k.a. "slats"). 1,825 pounds for nor­ Another feature t mal category opera­ that jumps out is the tion and at 1,770 for sleek antispin strakes aerobatics. AI and located at the rear of Billie's has an empty the fuselage top weight of 1,231 where it joins the ver­ pounds. tical stabilizer. The "Book" claims While early Tiger a max. speed of 106 Moths possessed un­ mph at 5,000 feet, failing spin recovery, 2,350 turns and 1,650 the addition of wing pounds; a sea-level weight over time at g climb rate of798 FPM the request of the o § (let's round it to 800); RAF resulted in a ~ a service ceiling of flywheel effect that ~ 15,800 feet (absolute made spin recovery _ _.....L_ _...J@ is 18,000); and a stall in later Moths dif­ ficult, if not down­ Billie and AI Pemberton proudly show off the Camarillo Fly-In "Best In Show" speed of 43 mph. The "never exceed" red right dangerous. To trophy. line is is 160. One solve the problem, previously installed aileron mass T-5525, although maybe replaced a paragraph reads, "In order to avoid extravagance in petrol and unnecessary balance weights were removed, and the time or two, has never been used. antispin strakes, designed to slow the Among the many contents are Band wear, the air screw should be operated between 1900 and 2350 rpm;" words of rate of spin, were included on new Aids and bandage wraps "Made in India Moths made after 1941 and retrofitted by Johnson & Johnson" and a miracle wisdom still true. Time to climb from sea level to 5,000 on those made before, including product called "Deltal Antiseptic," also made in India (but not by J&J). Accord­ feet is listed at 7.5 minutes. It carried T-5525. ing to the label, it is good for "Cuts and two gallons of oil and 19 Imperial gal­ The throttle, which Al suggests is similar to that in a Model "A" (and he wounds, insect bites, scratches, snake lons of petrol in the main tank; range at should know), has a spark advance bite, insect sting, mouthwash, gargle, max. weight and 2,050 rpms was reported as 300 miles. which, when fully retarded, makes the dandruff, bathing, douching - and sur­ Al is more candid. While he con­ idling Gipsy MajorlC sound more like gical-medical midwifery." For specification buffs, the wing span firms the new flying wires will sing only a tractor than a plane. In the idle posi­ tion AI swears he can count the blade on the Tiger Moth is 29 feet, 4 inches; at about 100 mph indicated, normal overall length is 23 feet 11 inches; and cruise is about 90 mph; but he says, "It'll turns; well, almost. With the cowling doors up and the it stands 8 feet 9.5 inches. The chord on never see 15,000 feet unless it's carried both wings is 4 feet 4 and 3/8 inches to the top of Mt. Whitney on a mule" inline cylinders and valves pointing with an incidence of 4 degrees. The down, one sees a cavernous space that (even then it would be 506 feet short). suggests a lot of engine is missing. It dihedral on the top wing is 2 degrees 45 On the plus side, "It still flies at 40." AI isn't. There's room for maintenance minutes, while on the distinctive bottom estimates full stall comes closer to 35 one it is 4 degrees 30 minutes. The "tail mph. work; a mechanic's dream, Wichita! plane," as horizontal stabilizers were There is also an alternate linkage arm (Continued on Page 26) VINTAGE AIRPLANE 15

wmT ()UI2 ,"~(j~I2S AI2~ I2~ST()I2I~(7 b~ ~f)r-m HM-14 "FLYING FLEA" This photo of a "Flying Flea" was sent in by Bill Nelson (EAA 164560) of Chesterfield, MO, in response to the photo of the Crosley "Flying Flea" in SPORT AVIATION, September '9l. Bill took the picture during a 1989 visit to the Sopwith Museum, Old Warden Airfield, Bedfordshire, England. Constructed by K. W. Owen of Southampton, England in 1936, the Henri Mignet designed homebuilt was registered G-AEBB and was powered with a 25 hp Scott "Flying Squirrel" engine. The tandem-winged machine was restored for museum display in 1968 and taxied under its own power, but not flown, before being placed on display.

The unusual looking aircraft in the background, registered G-ABXL, is a Granger Archaeopteryx powered with a

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32 hp Bristol Cherub engine. (Try pronouncing that name with a mouth full of peanut butter!)

Jeannie Hill's Taylor E-2 "Cub" on skis Outside enjoying the "cool" near Harvard, IL, is Antique/Classic Director Jeannie Hill (EAA 56626, A/C 629) and her 1933 Taylor E-2 "Cub", NC13179, SIN 60, mounted on a set of Heath tubular skis. Although the E-2 is not a "tiger" on a warm summer day with its Continental A-40 engine of 37 hp, the cool winter air makes the neat two足 placer come alive, performing very well on the antique metal tube skis. Jeannie and her husband, retired NW A Captain Dick Hill, also fly a Piper J-2 "Cub" on skis from their rural grass landing strip near Harvard, IL.

STINSON L-5 "Trailblazer" This nearly 50-year-old photo of a special Stinson L-5 (brand new) was brought in by Alvin (Boots) Geiger (EAA 45764, A/C 2512) of Lewiston, MI. Taken in 1944, the photo shows how the war effort was helped along by designating an aircraft sponsored by the local high school students. The inscrip足 tion on the cowl reads: "Trailblazer, sponsored by the students of Central High School, Detroit, Michigan." The cool, 22-year-old man by the L-5 is "Boots" Geiger himself, who worked at the Stinson Division of Consolidated Vultee Aircraft Corporation at Wayne County Airport, Michigan. Note the Ray-Ban sun glass case on the belt and the substantial wooden propeller on the Lycoming 0-435 engine of 190 hp.

Otto Stender's Grass Strip A literal hotbed of antique/classic flying activity is Otto Stender's (EAA 295383) grass landing strip near Wal­ cott, IA. This photo, taken by Nancy Levsen and sent in by Leonard Lemon, of a typical day at Otto's neatly mowed strip, shows six aircraft parked in a "dress right, dress" formation. From the left: 1940 Aeronca Defender, N31791,

Richard Grigsby's Waco VEC Posing on the ramp at Ashland, OR, prior to leaving for Oshkosh is Waco UEC, NC18613, SIN 3684, owned by Richard Grigsby (EAA 309645) of Pacific Palisades, CA. Originally built in 1932 using a Continental R-670 en­ gine of 210 hp, this particular Waco UEC went into service with the Bureau of Air Commerce and was registered NS-38. It was then changed to NC16 when the CAA came into being. This

SIN 6600T, Glen Desplinter, Sherrard, IL 1941 Porterfield, N37855, SIN 1002, Otto Stender, Walcott, IA 1947 Cessna 140, N4014N, SIN 13472, Chuck Lev­ sen, Donahue, IA 1950 Cessna 170A, N5562C, SIN 19615, Chuck Levsen, Donahue, IA 1958 Champion Tri­ Traveler, N7544E, SIN 7FC-249, Leonard Lemon (EAA 108247, A/C 13272) Rock Island, IL 1946 Piper J-3

registration was later changed to NC18613. Note the square insignia on the side of the fuselage which reads: U. S. Department of Commerce, Civil Aeronatics Administration, just as it looked in the 1930's in governmental service. This bright orange Waco cabin was awarded an Outstanding Silver Age trophy at EAA Oshkosh '88 in the An­ tique/Classic Division. In 1991, Dick Grigsby again brought the Waco to

Cub, N3650K, SIN 22344, John Spiegel (EAA 17024, AjC 4978) Viola, IL Our thanks to Nancy Levsen for taking the picture and to Leonard Lemon for sending it to EAA head­ quarters for inclusion in VINTAGE AIRPLANE. All of these airplanes, ex­ cept the J-3 Cub, are based at Otto Stender's strip.

EAA Oshkosh '91 and garnered the Outstanding Closed Cockpit Biplane award in the Silver Age bracket. On this trip, his co-pilot (and navigator) from Greeley, CO and return was John Roche (EAA 386997) - age 10! (This ener­ getic young man has already been awarded a scholarship to the EAA Air Academy when he reaches the required age.) Dick Grigsby acquired the Waco in 1980 and has been upgrading the aircraft ever since. Much of the rebuild­ ing has been accomplished by Steve Green in Ashland, Oregon. The wheel­ pants and ring cowl were made by Jack Richards in Lancaster, CA, who put a great deal of effort into the Waco after it sustained substantial damage in a 1965 accident. In 1989, Dick donated the Waco to the Donald Douglas Museum of Flying in Santa Monica, CA, where he main­ tains the airplane in an airworthy condi­ tion (as an active volunteer) and also gets to fly the airplane when needed. Dick's personal logbook presently shows over 31,500 hours! 01' NC18613 is one of eight Waco UEC aircraft remaining on the U. S. register.

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VINTAGE AIRPLANE 17

Honeymoon Airplane

The 27th annual Watsonville West Coast Antique Fly-in held May 24-26, 1991 sponsored by the Northern California Antique Aircraft Association set a new record ofsorts. Jim Ricklefs' 1935 Fairchild 24C8C, NC15921 won the Grand Champion award. This es­ tablished Ricklefs as the first three-time Grand Champion winner in the 27 year history of the event. Ricklefs' previous winners were a 1916 Spad VII in 1974 and a 1933 Fairchild 24C8A in 1980. There are two two-time Grand Cham­ pion winners: Flora and Ted Homan with an American Eagle in 1966 and a Hisso powered Travel air 3000 in 1981; Jim Nissen with his 1917 Thomas Morse S4C Scout in 1965 and his 1918 Curtiss JN4D in 1976. Ricklefs called his airplane "The Honeymoon Airplane" as he and his first wife flew on their honeymoon in this airplane in June 1936. Jim's first wife, Nadine, died in 1953 and the airplane has been restored in her memory. The airplane was a wedding present from the bride's father, W. H. Davis of Los Altos, California. Jim was just finishing his education at Stanford so the airplane had to be in Stanford's colors, white with red trim. It was com­ mon in 1936 to personalize your airplane with a name and insignia. The airplane bore the name "Pegasus" and a 18 APRil 1992

by Jim Ricklefs (A/C 964) logo on each side of the airplane showed a woman riding a winged horse with a helmeted man holding onto the tail and a dog running alongside. Beneath the logo were the words "NAD AND RICKI." Ricklefs had the original 1936 pictures of the logo which artist Bob Sterling duplicated. Jim and Nadine flew to Monterey to spend a few honeymoon days before going to Hawaii for the summer. At that point of time Monterey did not have an airport so Jim landed the plane inside the county racetrack, tied the airplane to the fence, spent several days at the Del Monte Lodge, came back to the airplane and flew away . Nobody said boo. Im­ agine if you did that today! After Nadine and Jim sold the airplane it went through a series of owners, ending up in a hay bam in San Jose, California as a basket case. It was discovered nine years ago by Jim's friend John Eney of Doylestown, Pen­ nsylvania. It had no logs or paperwork so John sent to the FAA and obtained microfiche records which showed Jim and Nadine Ricklefs to be the original owners. John, being a nice guy, called Jim and said ''I'll buy this if you don't want it, but I think you should have it."

The restoration took longer than usual due to circumstances that would not be of great interest to readers. The majority of the restoration was done by Air Fab of Hollister, California with some of the work done by Jim's son-in­ law, Ray Johnson. The first test flight flown by retired VAL pilot and test pilot Frank Egbert, another of Jim's good friends, was less than successful as power loss was ex­ perienced. Frank barely made it back to the runway . The engine had to be removed and gone over before flying was again resumed. As of this writing there are about 10 hours on the airplane since restoration. As Frank was checking Jim out in the airplane, Jim made a series of five bad landings, a far cry from the good three­ pointers he was making in 1936. Dis­ gusted with himself, Jim turned to Frank and asked Frank to take it around the pattern and show him how to do it. Frank did this and made an equally bad landing, bouncing and cavorting all over the runway. At the end of the landing roll, Frank turned to Jim and said, "See, you've got this runway so screwed up nobody can land on it!" A lot airplane restorers miss the boat by not making a display sign for their restoration. It should give the airplane's history as well as its specifications.

(left) Jim Ricklefs and Nadine Davis/Ricklefs beside their Fairchild "Honeymoon" airplane at the Palo Alto airport. The airplane was a wed­ ding gift from the bride's father, William H. Davis of Toyon Farm, los Altos, CA. The wedding was held June 18, 1936.

The "Honeymoon" airplane is rediscovered and reclaimed amid hay bales after 46 years. Just look at the dust and dirt all over this "find". What a thrill it was to find this long-lost piece of Jim Ricklefs past.

At the Hollister, CA airport, here's the airplane's crew, from left to right: Test pilot Frank Egbert, technical advisor and backup pilot Jim Nissen, Jim Ricklefs, and Air Fab owner Bob Hall.

The restored "Honeymoon" airplane, a 1935 Fairchild 24C8C, sin 2724 equipped with a 145 hp Warner ready for a test flight. What a pretty sight!

Here is the sign made up for the Fair­ child: THE HONEYMOON AIRPLANE 3-PLACE 1935 FAIRCHILD 24C8C, SIN 2724 7-CYL. 145 HP @ 2050 RPM WARNER SUPER SCARAB Jim Ricklefs and his bride Nadine Davis (deceased 1953) flew on their honeymoon in this airplane in 1936. The plane was a wedding gift from Nadine's father. It was rediscovered as a basket case in a hay bam near San Jose nine years ago and has been under restoration since. It was test flown April 1991 by Frank Egbert. RESTORED IN LOVING MEMORY OF NADINE DAVIS RICKLEFS Empty Weight: 1587 pounds Max. Speed: 137 mph Cruise: 118 mph Gross Weight: 2400 pounds Span: 36 feet 4 inches Length: 23 feet 9 inches Land no flaps: 49 mph Land w/flaps: 43 mph Airfoil: N-22 Chord : 66 inches Climb: 700 fpm ServoCeiling: 15,500 feet Fuel: 40 gallons Range: 490 miles Oil: 3 gallons Cost: $7,200 TOTAL PRODUCTION 130. MFD. BY KREIDER REISNER DIVN ./FAIRCHILD RESTORED BY AIR FAB OF HOLLISTER, CA OWNER: JIM RICKLEFS, SAN CARLOS , CA It is interesting to note that today's signs are not hand painted. They are done on a computer which generates stick on tape letters of any size and shape you wish and are far superior to the old hand painted signs. Jim Ricklefs spent most of his work­ ing years in the helicopter business and is the retired president of Rick Helicop­ ters, Inc. and Alaska Helicopters, Inc. In retirement he has been restoring airplanes and helicopters as a hobby. His airplanes: 1916 Sopwith "Pup," 1916 Spad VII, 1933 Fairchild 24C8A, 1935 Fairchild 24C8C. His helicopters: 1944 Sikorsky R-4B, (2) 1943 Sikorsky R-6As, (2) 1960 Hiller XROE- l Rotor­ cycles, 1958 Hiller YH32 Ram Jet. In addition to the aircraft, Ricklefs has res­ tored a number ofWWI engines includ­ ing Le Rhone and Gnome rotaries. Most of the aircraft have been sold and reside in museums around the country. Ricklefs , at age 77, says that the 1935 Fairchild will be his last restoration. He intends to keep it until he dies. And what b e tt e r final e than THE HONEYMOON AIRPLANE! . . VINTAGE AIRPLANE 19

FAMILY CHAMP.

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by Norm Petersen Few things in this life are more fun than walking the lines of airplanes at Oshkosh, drooling over the almost un­ believeable workmanship exhibited, and pausing to think how you would enjoy each and every machine - if it were yours. (We can all dream , can't we?) While making the rounds at EAA Oshkosh ' 91, I was pleased to come across a very nice looking Aeronca 7 AC "Champ" that brought back memories of January and February, 1956, when I was learning to fly in a 7 AC (N84168) at nineteen below zero in Minnesota! My careening takeoffs, using the entire runway width from side to side, and the final, desperate leap over a snowbank in a full stall, was enough to make my instructor in the back seat develop beads of sweat on his forehead! His was not an easy task. Among all the airplanes at Oshkosh, this particular "Champ" had an almost familiar look to it, as if I had seen it before. Perhaps the "N" number rang a bell, way in the background. The next 20 APRIL 1992

morning, I had the pleasure of meeting the young man who flew the "c\assic" into Oshkosh. When he introduced himself as Jim Sobralske (EAA 301264, AIC 15894) of Graham, North Carolina, the light suddenly came on. Just a few years ago, I had parked my J-3 Cub next to this very "Champ" N83933 , SIN 7AC-2601, at his parent's landing strip, aptly named "Broken Prop Aerodrome" at Berlin, Wisconsin. Mystery solved. Jim's father, Walter Sobralske, had learned to fly from the master, Steve Wittman, at Oshkosh, WI in 1946, solo­ ing in a J-3 Cub. Years later, in 1969, he located an Aeronca "Champ" that was for sale at Capitol Drive Airport in Milwaukee. It had about 500 hours total time on the airplane and had been recently recovered . The price was $1400. Walt bought the Champ from Homer Islam and two others and flew it home to a nearby strip at Red Granite, WI. A check of the logbooks revealed 01' N83933 had spent its life in Osh­ kosh, West Bend and Milwaukee, WI. Walt's son, Jim, was only 11 years old

at the time, but he remembers the event vividly. The next summer (1970) a landing strip was built just west of the home at Berlin and the name, Broken Prop Aerodrome, was placed on the end of the new hangar. By the time Jim was a 16-year-old Berlin High School student, he was taking lessons in the Champ, making his solo flight in the family bird in 1974. By the time Jim graduated from high school, he had his Private license and was off to North Carolina State University at Raleigh, NC to study textile engineering. A five year stint in the textile business for Jim was followed by a job with the Federal Systems Division of AT&T, which has kept Jim busy for the last five years. His longing for 01' N83933, the Sobralske family Champ, was soothed when his father flew the Aeronca from Wisconsin to North Carolina in August of 1987 and said, "Have at it!" Jim and his wife, Margaret, flew the Champ around the entire area during the ensuing year, making several longer

Jim Sobrolske

trips to really see the country. How­ ever, by the time for Annual Inspection in August of '88, the old girl was ready for a complete rebuild. It had been in

the Sobralske family for nearly twenty years and perhaps deserved a rejuvina­ tion . Jim promptly took the Champ down to the bare airframe and dis­ covered a few items. The horizontal stabilizer was rusted through in spots and had to be replaced, however, the all-important longerons were in excellent shape. The wooden stringers and bulkheads on the fuselage were noticeably warped out of shape from the pull of the fabric over all the years. All were replaced with new wood. New epoxy primer on the fuselage tubing started the rebuild as parts and pieces were added to the inte­ rior, each piece cleaned and painted as required. A new Airtex interior was installed with the headliner being done in a particularly neat manner. It is ob­ vious that Jim has put forth his best effort in the entire rebuild. Covering was done with the Stits process through silver (Polyspray) which was carefully sanded before the final finish of Amerflint Polyurethane was applied by a friend of Jim's . The beige and maroon colors were matched

from chips found during the rebuild. All new glass was installed in the side windows and door, however, Jim's thoughts of re-using the old windshield were dashed when he noticed a tiny crack had expanded and gone right across the center of the plexiglass! A new windshield solved the problem. Matching floor carpets were part of the Airtex interior and when the thick, upholstered seats were installed, the feeling of lUXury began to spring forth. Even the long trips aren't quite as un­ comfortable as they formerly were with the quieter interior and soft seats ac­ cording to Jim. The original Continental A65 engine, which had a total of 1500 hours on it, was completely majored with new pis­ tons, rings, valves, guides, springs and a re-lobed camshaft. The crankshaft was reground .010 under and new bear­ ings were fitted. The original Fiottorp wooden propeller was sent out for over­ haul and was returned with a red tag on it! Not Airworthy! Dry rot had gotten to the wood. A new Sensenich wooden prop was ordered. VINTAGE AIRPLANE 21

(Above) The plush interior of the Sobralske Champ, complete with handheld radio in足 stallation and padded side panels. (Right) The clean engine installation in the Champ, including a shielded ignition harness to cut ignition interference in the radio. (Below) Here's a neat trick! The cables for the brakes normally ride in a Bowden cable housing, but Jim has these two pulleys set up to reduce friction in the brake system.

The "Family Champ" as it looked at the Sobralske's strip, "Broken Prop Aerodrome" in 1985.

The original metal nosebowl was carefully refinished while Tony Daw足 son of Greensboro, NC, a real pro at sheet metal, made a new boot cowl to replace the old, tired one. (It is really amazing how much better an airplane looks when the sheet metal is new.) When the engine was installed with all its accessories, the cowling was added to the front end of the Champ and it really began to look like a first class airplane, in spite of being built forty足 five years ago. Jim carefully cut out the row of Wisconsin registration stickers from the old fabric and sent them to his parents in Wisconsin - where he knew they would be appreciated. New Aeronca logos were obtained from Wag-Aero to add that "touch" to the side of the fin . A pair of Aeronca wheel hub caps (with "Aeronca" punched into them) were located in Minnesota and fit nicely on the Cleveland wheels which replaced the original VanSickle wheels. Jim feels the Cleveland brakes are a worthwhile investment, especially when you need them - bad! The area that Jim flies in around Graham is rather heavy with traffic and a two-way radio is a must. Jim uses a hand held radio attached to an outside antenna mounted above the center cabin, just behind the windshield. This arrangement works very nicely (with earphones) and allows Jim to communi足 cate with all facilities. Once the rebuild was completed and all the paperwork finished, Jim took the "new" bird for its first flight. He readily admits it is like flying a new airplane. Even the 65 Continental gets up and goes with more authority following the major overhaul. In April of '91, Jim's father, Walt, came down to North Carolina and the two of them flew the sparkling Champ to Sun 'N Fun, a treat indeed. They also made a flight to Savannah, GA, to visit Jim's sister. Everybody agrees the Sobralske family airplane is a most unique aircraft and a credit to those who have taken such good care of her over these many years. Jim and Margaret have a beautiful two-year-old daughter named Victoria Lee (who goes by the name of Lee) and who enjoys flying in the airplane. Her grandfather, Walter, said it best, "I sure足 ly hope that one day Lee will solo in N83933 and make it a three generation family airplane." As the ad on TV says, "This is as good as it gets!" . . . VINTAGE AIRPLANE 23

PASS IT TO

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

by Buck Hilbert (EAA 21, AIC 5) P. O . Box 424

Union, IL 60180

Some Thoughts About Membership At the last board meeting of your Antique/Classic Division, our editor of VINTAGE, H.G. Frautschy, and I were talking about our foreign membership. H.G. punched the computer and came up with some numbers that were very interesting. He tells me slightly under ten percent (9.8 %, to be exact) of our membership resides outside of the United States. I don't consider Canada as being a foreign country, excluding Quebec, of course, and so I tended to consider these people as part of the "local" family . We have a BUNCH, believe me! And they are even more prevalent in the homebuilder ranks. Some very innovative designs are com­ ing out of Canada as far as light planes and custom-builts are concerned. There is a real core of seaplane enthusiasts there as well, and there are some beauti­ fully restored antique workhorse bush type antiques doing yeoman duty on forestry patrol, fisherman fly-outs and just plain transportation. There are also a goodly number of antiques that are flown for just fun. I hate to mention it, but there are some beautiful warbirds as well. But all this is leading up to our mem­ bership. I asked H.G. for a print-out so I could just see who and where our 7400 copies are mailed to each month. That's right! 7400 copies are mailed each month! I scanned the print-out. At first glance there are about 200 copies that I call "friendly persuasion" copies. They go to all the various State Aeronautics Divisions or Departments in the U. S., some public libraries, Federal Aviation FISDOs, FAA offices in Washington, and many of the aviation publications or their editors. These are complimentary. Many years ago when Jack Cox and 24 APRIL 1992

I were trying to get the word out that we had a Division devoted entirely to anti­ ques and classics, we felt that we had to let the world know about it. Even though we couldn't really afford it, we put all these people on our complimen­ tary mailing list. It has paid off! When you go to the local FAA offices and mention you are EAA's Antique/Clas­ sic Division, because the magazines are in their reading file, they immediately know where you are coming from. No explanation is necessary! You may have to answer a question or two about what your opinion is about a certain airplane or event, but you are con­ sidered a friend. This is going to be especially benefi­ cial to our "Contemporary" group as they come on board as we share ex­ periences in print and make the "new" breed of FAA people familiar with our Antique/Classic Division and our mem­ bership. Back to the membership. We have some names on that list that generate real excitement on my part. I see authors, astronauts, editors, military notables, association presidents (are you reading me, Bob Taylor?), airline presidents, high government officials, aircraft manufacturers, parts suppliers, designers and many unsung heroes, guys like you, whom I have come in contact with over the years . I am humbled to realize as I look over the many, many pages that there are three or four, sometimes a whole bunch on every page, whom I have come in con­ tact with over the past 20 years. Yes! Twenty years! I haven't really given it much thought, but I have had 20 years of pleasant relationships with all these people who have the same inter­ ests I have. How about that? Who else can claim that he has enjoyed a relation-

ship like that? I think back to the first 30 or 40 of you, and you know who YOU are, and how we struggled to park airplanes at the conventions. How the few volun­ teers GREW to larger attendance each year. How, with the help of "seed money" and advice from Paul Poberez­ ny and EAA, we were gearing up at the rate of about 20 percent a year. When I took over from Dave Jameson, our first Antique/Classic Division president, we had about 80 or so members. In the next five years we went to just over 1800. J. R. Nielander took over and we went to 2500. Brad Thomas brought in a bunch more; Bob Lickteig - God bless him! - really tackled membership increase with a fervor, brought us up over 6,000. And now with "Butch" Joyce we are over 7,000, What I am getting to, I guess, is that our membership is very diversified and filled with enthusiasts from all walks of life. We have a wealth of experience and variety within our organization that is astounding. YOU, fellow member, are kin to a fraternity of aviation en­ thusiasts sharing an interest that knows no boundaries, borders, religions or race! Although we might be Russian, Argentinean, German, Mexican, Japanese, American or New Zealander, we all share this common interest. What a wonderful world we have in our Antique/Classic Division. Let's welcome our "Contemporary" group, the new kids on the block, with the same enthusiasm and comradeship that we have enjoyed these past 21 years. Within this group are more "names" in aviation, people who can and will contribute to the Antique/Clas­ sic Division. Welcome them and their airplanes, and the expertise of those who will join us. Over to you, ....

BARGAIN TUBING BENDER

By George F. Ruth

EAA 129219

176 Westside Lane

Torrington, CT 06790

After sa ndblasting the horizonta l stabilizers of my PA-12, I discovered that th e lea din g e dg e tub es had numerous holes in them. I had the option of replacing the stabi lizers at $252 each or repl acing the leading edge tubes at $11.60 each . I chose the latter. After the origina l leading edge tubes we re r e moved , th e problem was . .. how to be nd 1" diam ete r tubes to co nform to the proper leading edge s hape. I checked several catalogs which sell commercial benders, and I discovered that one can spend several hundred dollars for a bende r, and none t h at I saw was d es igned to be nd a 1" diam e ter tube. Therefore, [ decided to ma ke my own. The bender was made from a 16" diameter, 2" thick

mapl e chai r seat , discard e d by a nearby cha ir manufactur e r . I screwed a face plate on one side and mounted it on th e end of my wood lathe. To obtain a p e rfec t 1 " diameter groove in the periphery of the seat, I mad e a cuttin g too l by g rindin g the e nd of a fi le to a 1 " diameter. With it, I cut a groove 1足 1/8" d eep aro und the edge of th e sea t. A s tay block was made by cutting out a 3" section of the seat and attaching it to the seat with steel straps a nd a bolt. I drill ed severa l

hol es in the straps , a ll owing th e ad jus tm e nt of the stay block with respect to the seat. Moving the stay block in or out or fore and aft altered the press ure location o n th e tube, a nd thi s affected the rad iu s of the b e nd . The co mpl eted bend er asse mbl y was then h e ld in a vise during the be nding operatio n. In the photo , a tub e is s hown partially bent. Before bending, it was fi ll e d with #00 sa nd and t he e nd s plugged with wooden dowels. 4130 is tough , an d I fo und that slightl y h eat in g the tub e mad e bending easier. B ecause the radius of the desired bend was not constant, I had to move the tube fo re and aft over the bender during the bending operati o n, but the fi nal for m was perfect. T his tube bender didn 't cost me a ce nt , a nd in stea d of p ay in g $504 for two n ew stabilizers, I spent $23.20 for th e tub es a nd bent th e m myse lf.

Readers are invited to submit entries to EAA, Hints For Homebuilders, Att: Golda Cox, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086. Entries will be reviewed by a panel of EAA judges. Readers whose hints are published in any EAA magazine will be awarded one of three monthly prizes by Snap-on Tools - a 3/8" Drive Socket Wrench Set, a 1/4" Drive Socket Wrench Set or a Nine足 piece Long-Handle Combination Wrench Set. Members are also invited to submit hints of an elec足 trical nature. Any electrical hint used will receive a Fluke Model 23-2 Multimeter with Holster from the John Fluke Mfg. Co ., Inc. The contest will run from August through July of each year with a Grand Prize of a Snap-on Tools KR657 Roll Cab and KR637 Top Chest being awarded the best entry for the year. A Grand Prize will also be awarded by the John Fluke Mfg. Co . These awards will be presented during the EAA Convention. Our thanks go to Snap-on Tools and John Fluke Mfg . Co . for providing these awards. VINTAGE AIRPLANE 25

WELCOME NEW MEMBERS

Of Tiger Moths and Men (Continued From Page 15) The Pemberton's first cross-country trip in the notoriously cold and breezy craft with miniature windscreens (about 85 crow miles south to Camarillo) took place last May. At 6,500 feet over the Los Padres National Forest the "Sewing Machine," as brother Bob dubbed it, skipped a few stitches. AI's not sure whether it was carburetor ice (Moths have no carb heat), thin leaning, or "a utomatic rough;" the latter being generally reserved for VFR, single en­ gine night fl ights over mountainous ter­ rain into IMC by non-IFR pilots. The problem, "whatever it was, took care of itself and hasn' t returned." The crosswind component for the Tiger Moth is about 12 knots, which is precisely what Al discovered was blow­ ing across Camarillo's runway 26 at 90 degrees on his arrival. Winking, he claims "No sweat," but considering the impeccable quality of his painstaking restoration, one suspects otherwise. Al says the vintage war bird "flies true to its name." Translating, he says, "It seldom fli es long in the same direc­ tion or at the same altitude. It 's a hands­ on, fee t on airplane." That makes setting the P8 compass (which takes two hands) a mild adventure in two knee dexterity. Ray Roy, who hasn't been in a plane since 1972, and never in a Tiger Moth, is waiting fo r warmer weather and a fron t seat ride with leather helmet, gog­ gles and a white scarf at the ready. No doubt it will be hi s seco nd mos t memorable ride. Al has already answered the "What's next?" question. In-between sorting out the many fly- in invitations received since the Camari llo EAA bash last May ("Best of Show"), he and Mike have started on a 1941 Ryan PT-22 they hope to have flyi ng this summer. A derelict 1935 BT-9, the smaller, fixed leg ances­ tor of the more famous T -6, waits in the wings. And if Al and Billie can plot a realis­ tic every three hour or so 80 octane course (lOOLL eats brass valve seats), you just might see a yellow, war painted "Sewing Machine" from a bygone era at Oshkosh. Remember, it's not a ghost, but a reincarnation. . . . 26 APRIL 1992

Winona, MN James A. Abbott William R. Adams Mississauga, Ont, Canada Donald R. Andersen Orlando, FL Alan H. Anderson Madison, AL J. Scott Becker Chicago, IL Aurora, CO Steven J. Beckman Robert Benson, Jr. Slidell, LA Frederick W. Berken Olympia, WA Bristol , IN Baylas Bright Eugene M. Brim Mansfield, OH Richard Caldwell Norwell, MA Mark S. Calhoun Little Rock, AR Marshall N. Carter Cambridge, MA Richard L. Carter Salt Lake City, UT Michael M. Charles Memphis, TN Michael S. Cheslik Columbus, OH Gene Cook Colorado Springs, CO Homer M. Cox, Jr. Grapevine, TX Sam DiCiocco Poland, OH Kenneth V. Dobson Warner Robbins, GA Tyrone Elias Tulsa, OK Warren Erickson Edina, MN Delbert L. Fern Belton, MO Joseph M. Fischer Upland, CA Joe Fulton Huntington Beach, CA Joseph Gaines Fayetteville, NC Leroy Goodwin Leipsic, OH Joseph C. Goolsby

Chandler, AZ

Charles J. Gustafson Ft. Worth, TX Hugh Hackett Evanston, IL Kenneth D. Hastey Bloomington, MN L.R. Heinig St. Paul , MN Greg Hier Crete, NE Tommy Hill Hunstville, AL Craig D. Hinton White Bear Lake, MN Albert M. Holman Grand Forks, ND Jack Hooker Freeport, IL Melinda Hum Mesa, AZ Kenneth Johnson Rockford, IL Fred W. Karn Valley City, ND Glenn C. Kinney Coupeville, W A George G. Kissel Angier, NC Laurie Koronowski Mt. Pleasant, PA Maj. R.J. Krogseng Soldotna, AK

Michael G. Lavelle Issaquah, W A Larry Lyons Hyden, KY Dean L. Mackey Dromana, Australia Michael A. McCartt Akron, OH David A McCreery Chicago, IL Virgil R. McDonald Alvin, TX Donald K. Morrow Santa Ana, CA Raleigh Morrow Lodi, CA New Haven, MI David A. Nuss R.H. Osborne Colorado Springs, CO Roy E. Palmer, Jr. Mercer Island, W A Dennis H. Parks Oshkosh, WI Harlet B. Pickett Odenville, AL Thomas M. Posey Billings, MT J. Robert Pratt Williston, FI Louis O. Ray Westchester, PA Daniel Redfern Milpitas, CA Robert E. Ross Pahoa, HI Mark D. Sanders Miffl inburg, PA Donald G. Schindler Woodland Hills, CA Roger L. Smith Los Alamos, NM Herbert M . Spector Rock Island, IL Joseph Stancil, Jr. Placerville, CA Rodney L. Staub New Oxford, PA J. Steiner Aurora, CO John Surrency A von Park, FI Warren F. Travis Germantown, TN William H. Turner Riverside, CA Dennis Van Swol Los Angeles, CA Brian Van Wagnen Jackson, MI Robert K. Vander Beek Plainfield, IL Martin R. Walker Pueblo, CO Howard Warren Middletown, NY RandolfB. Webb, Jr. Sherman, CT Bart W. Wellenkotter Aliquippa, PA Jack Wells Tulsa, OK Hubart C. Williams New Market, VA Randy Wiliams Big Island, VA Georgia Wood Sim, NC John E. Wood Harrisonburg, VA William A. Woods Martinsburg, WV Grant R. Wrathall Aptos, CA Steven Zeller Alpharetta, GA Howard Zimmerman Summerland Key, FI

The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship , involvement, control or direction of any such event. If you would like to have your aviation event (fly-in, seminars, fly market, etc.) listed, please send the information to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 53093-3086. Information should be received four months prior to the event date.

April 25 Levelland, TX - EAA Chapter 19 Fly-In Breakfast at Levelland Municipal Airport. Call 806/793-7889 for more infor­ mation. May 1 - 3 Burlington, NC Annual EAA Fly-in for Antique, Classic and Contem­ porary Aeroplanes, sponsored by EAA AjC Chapter 3. Major speaker, vintage films, good EAA fellowship; awards in all categories. Contact: R. Bottom, Jr., 103 Powhatan Parkway, Hampton, VA 23661 May 1 - 3 Camarillo, CA - EAA Chap­ ter 723 and CAF Wing 12th Annual Fly-In and aircraft exhibit. Homebuilts, classics, antiques, warbirds and more. Pancake breakfast on Saturday and Sunday, Dinner Friday and Saturday with a band, seminars and more. Contacts: Bob Koeblitz 310/443-8056 or Larry Hayes, 805/496­ 3750 May 2 - 3 Winchester, V A - Winchester Regional EAA Spring Fly-In. Trophies for winning showplanes. Pancake breakfast Sunday. Concessions and exhibitors. All welcome. Contact AI or Judy Sparks, EAA Chapter 186. Call 703/590-9112. May 3 Moraine, OH - 29th Annual EAA Chapter 48 Funday Sunday Fly-In at Moraine Airpark. Awards, Breakfast, Flea Market. Lots of Wacos! Contact Jennie Dyke 513-878-9832 or Michael Williams 513-859-8967. May 3 Bloomington, IL - Fly-In, Drive­ In pancake and sausage breakfast sponsored by the Prairie Aviation Museum and Clark Aviation. 8:00am til 12:00pm in the Clark Aviation hangar. Contact: P.O. Box 856, Bloomington, II 61702 or phone 309-663­ 7632. May 3 Rockford, IL - EAA Chapter 22 Annual Fly-In Breakfast. Mark Clark's Courtesy Aircraft, Greater Rockford Air­ port. 7am til noon. Atis 126.7. For more information call Wallace Hunt, 815/332­ 4708. May 15 -16 Colorado Springs, CO 3rd Annual C.A.L./NX-211 Collectors Society Symposium. Hied at the Pioneers Museum. Contact: Dick Hoerle, 727 YoUll-Kin Pkwy. South, Columbus, OH 614/497-9517. May 16 Mt. - Vernon, TX EAA Chapter 834 Spring Fly Market at Franklin County Airport. Event will be held rain or shine. Contcat: Jim Mankins, 903/725-6674, Ted Newsome, 903/856-5992 or the Franklin County Airport, 903/537-2711. May 15-17 Columbia, SC - EAA Chapter 242 2nd AIUmal Spring Fly-In at Owens Field. Contact: Feaster Coleman, 803/779-6562 or 657-5864, or John Gardner 803/796-2400 or 796-5808.

May 17 - Benton Harbor, MI - EAA Chapter 585 6th Annual pancake breakfast Fly-In at Ross Field. Classic car show,avia­ tion art and equipment exhibits. Contact: AI Todd, 616/429-8518 or Randy Hunt , 616/428-2837. May 22-24 - Watsonville, CA 28th An­ nual West Coast Antique Fly-In and Air­ show. Contact: Gene Cox, 408/263-1616 or Susan Weil, 408/735-8238 May 22-24 - Atchison, KS - 26th Annual Fly-In of the Kansas Ci ty Chapter of the AAA. Contact: Stephen Lawlor, 816/238­ 2161 or Gerald Gippner, 913/764/8512. May 23-24 - Decatur, AL (DCU) ­ EAA Chapter 941 and Decatur-Athens Aero Service's fourth aJUlual Reunion and Fly-In. Homebuilts, Classics, Antiques, Warbirds and all GA aircraft welcome. Bal­ loon launch at dawn. Camping on field, hotel shuttle available. Contact: Decatur­ Athens Aero Service, 205/355-5770. June 5 - 6, Bartlesville, OK - Frank Phillips Field, Sixth Annual National Biplane Convention and Expo. "Old Time Airshow", forums, seminars, workshops. Biplanes and NBA members free; all others pay admission fee. Contact: Charlie Harris, 918/742-7311 or Virgil Gaede, 918/336­ 3976. June 6 - Hot Springs, AR 25th Annual Arkansas Air Derby. Contact Doug Mc­ Dowall, 5700 Granby Rd, North Little Rock, AR 72118, phone 501/791-2626 or 501/758-1668 for registration information. June 6 - St. Ignace, MI - EAA Chapter 560 2nd Annual Steak Cookout. Contact: Sharon Travis, 616/627 -6409. June 7 - DeKalb, IL - EAA Chapter 241 28th AIUmal Breakfast Fly-In at DeKalb­ Taylor Municipal Airport. Contact : 815/895-3888. June 7 - LaCrosse, WI - LaCrosse Area Flyers Club Annual Pancake Breakfast, 7am to llam. P.I.c. free. Check Notams. June 7 - Wautoma, WI - EAA Chapter 252 Fly-In/Drive-In Picnic. Starts at llam. Call 414/787-3030 for more information. June 7 - Lebanon, TN - EAA Chapter 863 3rd Annual Fly-In/Drive-In. Call 615/452-1205 for more information . June 13 Newport News, VA - EAA Chapter 156 20th Annual Colonial Fly-In at Newport News/Williamsburg International Airport. Contact: Bob Hamill, 123 Robin­ son Rd., Hampton, VA 23661, 804/928­ 0107 June 13 - 14 Coldwater, MI - NOTE THE DATE CHANGE 8th Annual Fair­ child Fly-In. Branch County Memorial Field. Contact: Mike Kelly, 22 Cardinal Dr., Coldwater, MI 49036, or call 517/278-7654 June 27 - 28 Orange, MA - New Eng land Regional Fly-In with antique steam and gas engine show, flea market, food. Trophies both days for Homebuilts, antiques, classics warbirds. Chapter 726,

Orange Municipal Airport, Orange, MA 01364. June 25 - 28 Mount Vernon, OH - 33rd Annual National Waco Reunion Fly-In Wynkoop Airport. Make your reservations at the Curtis Motor Hotel 1-800-828-7847 or (in Ohio) 1-800-634-6835. For addition­ al information, contact the National Waco Club, 700 Hill Av., Hamilton, OH 45015 or call 513/868-0084. June 28 - Anderson, IN - EAA Chapter 26 Annual Fly-In breakfast. Call 317/759­ 5231 for more information. July 3-5 Gainesville, GA - 24th Annual Cracker Fly-In, EAA Chapter 611. Call 404/532-7119 or 404/967-2144 for more information. July 8-12 Arlington, WA - Northwest EAA Fly-In. Info: 206-435-5857. July 10 -12 Minden, NE - 14th Arumal National Stinson Fly-In and meeting. Pioneer Village Airport, Minden, NE. Call 303/744-8048 for more information. July 11-12 Emmetsburg, IA - Fourth AlUlual Aeronca Fly-In sponsored by the Tail Dragger Club. Camping, Flight Break­ fast on Sunday, with free breakfast for pilot and copilot. Serving 6:30am til 12:30pm. Contact: Keith Hamden, Box 285, Em­ metsburg, IA 50536. July 12 - Michigan City, IN - EAA Chapter 966 Pancake Breakfast. Michigan City Municipal Airport. Call 219/872-5248 for more information. July 25 -26 New Berlin, IL - Flying "S" Farm. Midwest gathering of Taylorcrafts. Contact: AI and Mary Smith, 217/478-2671. July 25 -26 Bemidji, MN - Bemidji­ Beltrami County Airshow, Alltiques and Classics welcome. Fish fry, Hangar parties, Sunday breakfast and aerial demonstra­ tions. Contact: LeRoy JolUlson, 1-800/458­ 2223 or 2 18/751-5423. July 26 - 31 Marion, IA - 24111 Arumal International Cessna 170 Association Con­ vention. Contact Lee Reedy, 319/322-0665. July 31-Aug. 6 Oshkosh, WI - 40th Annual EAA Fly-In and Sport Aviation Convention. Wittman Regional Airport. Contact John Burton, EAA Aviation Cen­ ter, Oshkosh, WI 54903-3086, 414/426­ 4800. August 1-2 Shiocton, WI - Annual Fly­ In. Food served daily. Free camping to EAA members. Contact: Joyce Baggot, 414/986-3547. August 22-23 Bloomington, IL ­ Eighth AlUlual Air Show sponsored by the Prairie Aviation Museum. Contact: P.O. Box 856, Bloomington, II 61702 or phone 309-663-7632. September 5 - 7, Lake Guntersville, AL - Aerodrome '92. Worlds largest WW I Aviation Fly-In Convention. Contact: Ryder International Corp., 205/586-1580. September 19 - 20, Rock Falls, IL - 6th Annual North Centra l EAA "Old­ Fashioned" Fly-In. Workshops, forums, exhibits, swap meet, and awards. Pancake breakfast on Sunday. Contact Gregg Erik­ son, 708/513-0642 or Dave Christianson, 815/625-6556. ..... VINTAGE AIRPLANE 27

MYSTERY PLANE

by George Hardie

Here's one for the lightplane experts. Note the high aspect ratio wings. This photo was submitted by Dan Hagedorn, Archives Division, National Air and Space Museum, Washington, DC . Answers will be published in the July, 1992 issue of VINTAGE AIRPLANE. The deadline for that issue is May, 20, 1992. Steve McNicoll of Geneva, Illinois correctly identified the January Mystery Plane. He writes: "It is James McDonnell's 'Doodlebug'. McDonnell built it in Milwaukee while he was Chief En足 28 APRIL 1992

gineer for the Hamilton Aero Manufac足 turing Company. The purpose of the design was to win the $100,000 prize of the Guggenheim Safe Aircraft Com足 petition. "The 'Doodlebug' was a tandem, two-place of tubing, wood and fabric construction. Projected top speed was 110 mph, while its wing slots and flaps allowed it to land very slowly and in a short distance. "The plane made its first flight on November 15, 1929 at Milwaukee County airport. The 'Doodlebug' per足 formed well in its initial flight at the

Guggenheim trials, held at Long Island's Mitchell Field. But on its second flight, the horizontal stabilizer broke and the right wheel was knocked off in the resulting landing. "The Guggenheim committee granted McDonnell time to make the necessary repairs, but on its return flight to Mitchell Field an eng ine failure forced the plane down and a gear strut was broken. This time, there would be no extension, and the Guggenheim prize went to the Curtiss 'Tanager'. "McDonnell toured the country with the 'Doodlebug' for a year seeking

fmancing to put the plane in production. But in the spring of 1931 very little risk capital was available. "The 'Doodlebug' was sold to the NACA for aeronautical research and James McDonnell became an engineer and test pilot with Great Lakes Aircraft Corporation in Cleveland. In 1933, he joined the Glenn L. Martin Co. in Bal­ timore. He stayed with Martin six years, until forming the McDonnell Aircraft Corporation in July, 1939 in St. Louis." Willis Kunz of Chesterfield, MO adds this: "The "Doodlebug' or 'Flying Flivver' was designed and built by J.S . McDonnell & Associates in Mil­ waukee, Wisconsin. The two other as­ sociates in the firm were James C. Cowling and Constantine Leoyavich Zakhartchenko . The aircraft was

designed to compete in the Guggenheim Safe Aircraft A ward contest but it also took part in the All-American Air Races at Miami. "Of course this is the 'Mr. Mac' who founded the very successful McDonnell Aircraft Corporation in St. Louis. 'Zakh' became chief engineer for the Helicopter Engineering Division." Charly Hayes of Park Forest, Illinois note the resemblance of the "Dood­ lebug" to the Ryan X-I designed by Don Hall. In comparing the stories on the two airplanes, it appears they were two separate designs. Both were intended as entries in the Guggenheim contest, but were apparently independent projects. Design of the X-I was started in November, 1927 and the first flight was made in September, 1928. Design of the "Doodlebug" started in early 1928 and first flight was made Novem­

ber 15, 1929. The X-I project was abandoned in mid-1929 - its license NO. was X-7521. The "Doodlebug", license No. 157N, was flown around the country by McDonnell a total of 26,000 miles before it was sold to NACA in the Spring of 1931. References: Popular Aviation, May, 1931; Air Classics, February, 1973; NACA Report 482 and NACA Notes 398 and 460. Other answers were received from Wayne van Valkenburg, Jasper, GA; Larry Wilson, NASM, Washington, DC.; James Borden, Menahga, MN; Terry Bowden, Waco, TX; Robert Pauley, Farmington Hills, MI; H. Glenn Buffington, El Dorado, AR; Marty Eisenmann, Garrettsville, OH; Lynn Towns, Brooklyn, MI; Gene Horsman, Golden, CO. . .

J. S. McDonnell Jr. & Associates "Doodlebug" VINTAGE AIRPLANE 29

+

AVIAtION

+ 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 " Now It's a Classic" Meyers 200A - Mfg. Dec. 1959. 820 hrs. n, 545 hrs. on zero time engine. 15 hrs. on zero prop. Beautifully maintained. IFR plus lots of extras. Call 6 p.m. to 9 p.m ., 414/336-2356. (5-3) Dream Machine -1937 Waco YKS-7. Totally rebuilt 1980. Stits process. 740 SMOH. Leather interior. Clean and sharp. Flyaway - $87K. 208/683-3105. (4-1)

MISCELLANEOUS: CURnss 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 - New manufacture, STC-PMA-d, 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 . Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take trade-ins, 5-year repair or replacement warranty, many styles in stock. Parachute Associates, Inc., 62 Main Street, Suite A, Vincentown, NJ 08088, 609/859-3397. (c/7/92) VINTAGE AIRCRAFT AND ENGINES - Out-of-print literature: history; res­ toration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 92115. (Established 1960) (c-10/92) C-26 Champion Spark Plugs - New and reconditioned. New - $14.75, recon­ ditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c-10/92) GEE BEE R-2, MONOCOUPE 110 Spl., Hall " BULLDOG", top scale rated model PLANS used by Replica Builders. Plus others by Vem Clements, EAA 9297,308 Palo Alto, Caldwell, ID 83605. Extensive Catalog $3.00. (6-3)

ox-s Parts and Service - Free ads to subscribers. Subscription $18.00 yearly. P.O. Box 134, Troy, OH 45373. (7-6) 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) Aeronca Champ/Chief wings, fully covered and painted, with Grimes lights and aux. Fuel tank. $2400 for the pair. 414/727-9632.

PLANS: Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes. The only source for CORRECTED 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)

ENGINES: Continental A~S -1349 n. 549 SMOH . Ground run time since extensive top overhaul. New plugs, harness, will exchange. Continental A·65 • 480 n, o SMOH. Now being overhauled. Call for details on above engines. 303/536­ 4253 evenings. (4-1) Technical Data of Construction and Erection of N2S, N3N, and all military models of the Piper Cub. $1 .25 per data sheet plus postage and handling. Send part number to: RLS • Hangar 15, 305 Kinney Street, EI Cajon, CA 92020, 619/562-3219. (5-2) Cleaning our hangar - Wright R540 Carb, $325; E-150 12V starter, $490; Wright R975 Master Rod (new) $300; British air speed 0·320 mph $120; Pioneer Bubble Eye Compass, $290; 2" Pioneer Brass Venturi, $85; water temp gage, $40; 4" Jones Tachometer faces plus more. Send .75 in stamps for list. Jerry, 4925 Wilma Way, San Jose, Ca 95124 Traildragger Dragger - Now move you favorite aircraft singlehandedly and never lean on (or even touch) the airframe! Just say "Hello Dolly" • "Goodbye aching back". Guaranteed! For information, 1-800·535·8640. (7-4) 30 APRIL 1992

AUCTIO~

Antique Aircraft Auction

Saturday, April 25, 1992

Starting at 9:00 A.M.

BILL HILL's ANTIQUE AIRCRAFT

COLLECTION

Hartlee Airfield - Denton, Texas (Located N. E. side of Denton, Texas) Sale Site Phone: 817-565-9125 Motel Headquarters: Holiday Inn, 1500 Dallas Drive, Denton, Texas Phone: 817-387-3511 ANTIQUE AIRCRAFT 1929 Waco ATO Taperwing Has Wright J-5 Engine, 35 H S.M.O.H. Total Ground Up Restoration in 1989. New wings, center section, N, cabane and aileron struts, New 65 Gal. main tank, 18 Gal. Center Section Tanks, 6 Gal. Oil Tank, 30" x 5 Wheels w/Hyd Brakes, Locking Tail Wheel, New Interior, Seats & Floorboards, Stits HS 90X Cover Finished w/Butyrate Dope in 1929 Factory Colors.1989 AAA Grand Cham­ pion . This restoration is absolutely flawless!!! Grand Champion Quality. 1937 Beechcraft D-17S Staggerwing NC-18575 SIN 179 (5th Pratt & Whitney R-985 450 Hp Staggerwing Built) Ground Up Restoration 1989. Long range tanks, KX-165 w/Slaved HSI, Foster loran, KT-76A transponder, new style electric gyros, Cleveland 10" wheels and brakes, "G" model one piece windshield. Stits 103 cover, European polyurathane paint (paint job cost in excess of $20,000) No cost was spared in restoring this aircraft. Is stated to be the finest Staggerwing in existence as per Staggerwing Newsletter. 1941 UPF-7 Waco Biplane N-32153 . 300 S.M.O.H. on R-670-6 Engine Curtiss-Reed Propeller. Ground-up restoration in 1979. Covered w/Grade "A" cotton (Butyrate dope) Very nice stock UPF-7. 1946 BC 12D Taylorcraft N20V. Totally Restored in 1983. 50 S.M.O .H. Con­ tinental A-65 . Stits covering. Really nice Taylorcraft. AUTOMOBILES 1931 Model A Ford Sport Coupe Deluxe 1979 Triumph TR-7 1956 Dodge Air Force Fuel Truck Daihatsu Hi-Jet Lift PiCk/Tipper Shop equipment - Hand tools - Waco inventory­ Wright R-760 - E2 engines & inventory - Wright J-5 engines and inventory - Instruments - Accessories ­ Hamilton Standard props and parts Misc. other inventory. Note: This is only a Partial List. Call For complete color brochure. This sale offers some of the finest antique aircraft & parts in existence. Do not miss this auction!

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