VA-Vol-20-No-7-July-1992

EDITORIAL STAFF

Vol. 20, No.7

July 1992

CONTENTS 1 Straight & Level/Espie "Butch " Joyce 2 Youngest Antique/Classic Owner/

Jeannie Hill

3 AlC News/compiled by H.G. Frautschy 5 Vintage Literature/Dennis Parks

Page 2

8 When the Antiques Went To War/

Roger Thiel

15 Auster J/l Autocrat/Norm Peterse n 18 What Our Members Are Restoring/

Publisher

Tom Poberezny

Vice-President,

Marketing and Communications

Dick Matt

Editor-in-Chief

Jack Cox

Editor

Henry G . Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

Computer Graphic Specialist

Olivia L. Phillip

Assistant Computer Graphic Specialist

Sara Hansen

Advertising

Mary Jones

Associate Editor

Norm Petersen

Feature Writers

George Hardie. Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wiske

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

Norm Petersen

20 Shrimp CreolelDon Toeppen 23 Snap-on's Hints For Restorers Page 8

24 Antique/Classic Photo Contest Rules

President Espie 'Butch' Joyce 604 Highway St. Madison, NC 27025 919/42HJ216

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

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

Treosurer E.E. ' Buck' Hilbert P.O. Box 424 Union, IL 60 180 815/923-4591

DIRECTORS

25 Pass It To BucklE.E. "Buck " Hilbert 26 Mystery Plane/George Hardie 27 Calendar 28 Welcome New Members 31 Vintage Trader Page 20 FRONT COVER . . . From Athol. Idaho, Roger and Belinda Dunham's Fairchild 45A is one of only 16 bu ilt by Fa irchild a t Hagerstown . Maryland between 1936 and 1939. 4 examples of the 5-place ' Sedan ~;;;;i!~'=3 of the Air' remain on the FAA register. Photo during EAA OSHKOSH '91 -='~l'IWirE.4I.Al~ by Budd Davisson. BACK COVER . .As tribute t o the mission of th e Civi l Air Patrol. celebrating their 50th Anniversary during 1992, we've reproduced a c opy of Zack Mosley's 'Smllin' Ja c k' comic strip from t he Chicago Tribune, dated May 2. 1943. Mosely seNed as a Colonel in the C.A. P. during WW II. a nd contibuted his a rt expertise to the mission of the CAP. Reprinted courtesy of Zack Mosley and Tribune Media SeNices. Copyright 漏 1992 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-69431 is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3096, Oshkosh, Wisconsin 54903路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 AntiqueIClassic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903路3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivelY of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertiSing. We invile 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: EdHor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 4141426-4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EM, EM INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DMSlON, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are 庐 registered tradematks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the aibove association is strictly prohibited.

John Bemdt 7645 Echo Poinl Rd. Cannon Falls. MN 55009

507/ 263-2414 Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 414/231-5002 Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490 Chartes Harris 3933 South Peoria P.O. Box 904038

Tulsa, OK 74105

919/742-7311 Dole A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430 Robert lickteig 1708 Bay Oaks r. Albert Lea. MN 56007 507/373-2922 Gene Morris 115C Steve Court, R.R. 2 Roanoke. TX 76262 817/491-9110

Robert C. ' Sob' Brauer

9345 S. Hoyne

39~M~~11ls

John S. Copelond 28-3 Williamsbur8 Ct. Shrewsbuty. MA 1545 508/842-7867 George Doubner 2448 Lough Lone Hartford, WI 53027 414/673-5885 Stan Gomoll 104290th Lone. NE

Minn6f~~_mf>434 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. ' Wes' Schmid 2359 Lefeber Avenue Wauwatosa , WI 53213 414/771-1545

DIRECTOR EMERITUS S.J. Willman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

ADVISORS

Jimmy Rollison

823 Carrion Circle

Winters. CA 95694- 1665

916/795-4334

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

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

STRAIGHT & LEVEL

by Espie "Butch" Joyce It's hard to believe that EAA Osh­ kosh '92 Convention time is here again. Soon, we will be seeing friends that we have not seen since last year. Finally we will be able to see that finished aircraft project that we've been hearing about for years. Unless you have personally restored an aircraft, it's tough to im­ agine the time it takes to complete an award winning airplane. It's quite an effort! The judges will have their hands full this year trying to choose the trophy winning aircraft. This year, we will also be setting up the guidelines and dif­ ferent categories for our new Contem­ porary Class aircraft in preparing the judging that will take place starting during the 1993 Convention. I am again going to list all of the different chairmen who will be working the Antique/Classic area at Oshkosh 1992. This is for your information, in case you have a question. If you think you have a few spare moments during your visit, perhaps you would care to volunteer some time to one of these areas. You'll find it is very rewarding! Here are the A/C Chairmen: Butch Joyce A/C Convention Management 919/427-0216, 919/573­ 3843 John Berendt A/C Forums 507/263­ 2414

Art Morgan A/C Parking 414/442­ 3631 Dale Gustafson Antique Awards 317/293-4430 George York Classic Awards 419/529-4378 Gloria Beecroft A/C Manpower 213/427-1880 Steve Nesse Parade of Flight 507/373-1674 Kate Morgan A/C Headquarters Staff 414/442-3631 Geoff Robison A/C Security 219/493-4724 Larry D' Atillo A/C Press 414/784­ 0318 Stan Gomoll A/C Maintenance 612/784-1172 Charlie Harris Interview Circle 918/742-7311 Julia & Joe Dickey AlC Type Club Headquarters 813/342-6878 Jeannie Hill A/C Picnic, Pioneer Video 815/943-7205 Bob Lumley A/C Fly-Out 414/782­ 2633 Dean Richardson Hall of Fame Reunion Contemporary A wards 608/297 -8801 John Copeland Participant Plaque 617/366-7245 Bob Brauer Chapter & Membership Booth 312/779-2105 Jack McCarthy A/C Photo Contest 317/371-1290 George Meade A/C Workshop 414/926-2428 Phil Coulson A/C Flight Safety 616/624-6490 Bob Wallace OX-5 Pioneers 301/686-9242 Janet Bennett A/C Data Processing 715/287-4262 Phyllis Brauer A/C Aerogram 312/779-2105 If while at Oshkosh, you would like to be of help, check in at the Manpower booth. Having all of these chairmen is evidence that we will be involved in quite a bit of activity in the Anti­ que/Classic area. For your planning purposes, the An­ tique/Classic picnic will take place Sun­ day night at the Nature Center. Tickets for the picnic will be on sale at the AlC

Headquarters building until sold out, so stop by and buy your tickets early. The Parade of Flight will be flown on Monday afternoon. You can contact Steve Nesse in advance at 507/373­ 1674 or at Oshkosh in person. The A/C Fly-out will take place Tues­ day morning. This is a fun time. Check with Headquarters and Bob Lumley for details. George Meade, Chairman of the A/C Workshop tent, called to report that during the week of Oshkosh, they will be recovering a 1933 Pietenpol that has not been recovered since it was built. Those people who would like to see the recovering procedure, would be well served to stop by. Mr. Don Stretch from Airtex will be installing a headliner in a Cessna 170 on Monday, Tuesday and Wednesday there in the A/C Workshop tent. This should be very interesting for anyone who has thought of tackling this job on their airplane. One event that we are considering for the future, is an antique airplane air race. If anyone has any ideas or suggestions as to how this could be conducted, I would welcome your comments. We welcome the Contemporary Class of aircraft to our parking area this year. We are especially proud to recog­ nize these aircraft and owners. At A/C Headquarters (the Red Barn), stop by and rest on your porch. Kate Morgan and Ruth Coulson will be glad to show you what we have to offer. There will also be a repre­ sentati ve of the Antique/Classic in­ surance program from AUA, Inc. to answer any questions you may have about this program. You also need to check out the Type Club tent. This area is improving every year, thanks to Julia and Joe Dickey's hard work during the year and at the Convention. The main thing that I want at the Convention is for everyone to have a good time. Should you need any assis­ tance, feel free to look me up. 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

YOUNGEST ANTIQUE/CLASSIC OWNER

'*

by Jeannie Hill (Ale 629) Editors note: Our winn er of th e An­ tiqu e/ Classic Di vision 's " Y ounges t An­ tique or Classic Owner Contest" is 15 year old R obert Cosman, of Huntley, I L. H e will be awarded a J year extension of his Antique/ Classic division membership. Oth er entries were received f rom Tim Wo elk, Cochenour, Ontario, Canada, Dan Linn, Co lleyville, TX (the young man whose leiter was the spark that initiated the contest - thanks, Dan!) and Ja ck Stephen­ son of Gilford, N H who purchased his first airplane at age 19. To fill in some of the de­ tails of Bob Cosman 's young aviation ca­ reer, I asked Antiqu e/Classic Director Jeannie Hill to pay him a visit, since she liv es a short flight away in Harvard, IL. What she found was quite remarkable, and it leaves me feeling a little bit better about th e fu ture of sport aviation and its potential for positively shaping young peoples lives. See if you don 't agree . . . -H G F

Just as fish erm an boast about " th e one that go t away," pilots are always talkin g about hidden treas ures waiting to be di s­ covered in old barns and machine sheds around the country. Somewhere out th ere is an undiscov ere d aeronautical ge m , somebody's dr ea m shot, a project , or a

ROBERTCOSMAN story so unique that when it is discovered , it makes th e rest of th e aviation commu­ nity rea lly stand up and take notice . I 'd like to tell you about one of those finds. It a ll started a couple of weeks ago when H.G. Frautschy, th e Editor of VIN ­ TAGE AIRPLANE asked me to fly over to Huntley , Illinois to meet with a young ma n na med Bob Cosman, who had e n­ tered th e " Youn ges t Antique or Classic Owne r Contest" sponsored by th e EAA Antique/Classic Division . In his lette r to H.G. , Bob stated that his a irplan e was a Cessna 120, and th at he has o wned it for two years. His age (15) qualified him as th e winn e r , so photos and a n int e rvi e w were the next order of business. Because I live onl y about thirty miles from Huntley, I could carry out the assignment. Aft er a brief conversation, we set up a tim e a nd a pl ace to mee t. With camera and tripod (PA-22, that is), in hand , I set out to find the field where th e 120 is base d. Thanks to exce llent directions , in no tim e a t all I was se ttin g down on a 2300 foot green velvet billiard table, appropri­ ately named Magic Carpet Field. If th e airstrip and th e surrounding farm site we r e n ' t invitin g e nough , ce rtainly the sight of a shiny 120 pa rk ed up against a bright red machine shed was. The whole setting was pict uresque , to say th e least.

Winner of the "Youngest Antique or Classic Owner Contest" sponsored by EAA's Antique/Classic Division, 15 year old Bob Cosman plans on becoming an aeronau­ tical engineer. As his Mom says, "Bob's always been goal oriented."

2 JULY 1992

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But th e best was ye t to come. As I tax ied closer to one of the sharpest and cleanest 120's I'd ever seen , its owner b eca me more visib le . His jacke t had CESSNA tast e fully e mbroidered alo ng the sleeve . A s soon as I go t close enou gh to see that shy smile and that twinkle in his eye, I knew I had found gold. After brief introductions I began as k­ ing the pertine nt qu es tion s. My queries were nothin g o ut of ordinary. The an­ swers, on th e other hand , were quite the opposite. The young man , humbl e as a rock , ex plained that he first started flying when he was "just a little boy," with the owner of the strip, the late Howard Re­ deker. Mr. R ed eker built , owned and (continued on page 22)

compiled by H.G. Frautschy

AlC ELECTION BALLOTS

ANTIQUE / CLASSIC CHAPTER LUNCH - As a way of saying "thank you"

A typographical error on the ballot for the election of officers and directors of the Antique/Classic division has caused a bit of confusion for a few of our members. Next to the heading for DIRECTORS at the bottom of page 24A, the note " Vote for Eight" appears, when in actuality there are nine directors up for reelection . None of the Directors or officers are running against anyone else, and the correct total of votes is reflected in the voting instruc­ tions. Please be sure to vote for nine (9) directors when voting , and send in your ballots!

to A /C Chapter officers and members , there will be a n Antique/Classic Chapter lunch during EAA OSHKOSH ' 92. For additional information regarding the date , time and cost, please stop by the An­ tique /C lassic Membership and Informa­ tion Booth.

OSHKOSH '92 NOTES Here are a few notes of interest con­ cerning Antique/Classic activities during EAA OSHKOSH '92.

CONTEMPORARY AIRCRAFT - Park­ ing for showplane quality Contemporary Class airplanes will be available in the An­ tique/Classic area for the first tim e this year. Judging standards will be set up this year by the committee headed by A/C Ad­ visor Dean Richardson. If you have ex­ pertise in this class of aircraft, built be­ tween January 1, 1956 and December 31, 1960, the Judging committee would like to hear from you. Contact Dean prior to the convention at 608-833-1291 or inquire at the A/C Headquarters (the Red Barn). Please use the prop cards that will be given to you when you register - It makes con­ tacting you easier, and allows your editor the chance to reach you , should your air­ craft be a candidate for an art icle in VIN­ TAGE AIRPLANE. I will be actively looking for stories on Contemporary Air­ craft during EAA OSHKOSH '92, so pol­ ish up your airplan es! ANTIQUE PARKING - Continuing the parking arrangements for antiques started last year, the first half of the area south of the Theater in the Woods will be reserved for Antique aircraft parking. No camping will be allowed in this area , and additional security will be provided in the evening. ANTIQUE/CLASSIC FLY-OUT - If you think it's fun in Oshkosh , wait until you try Shawano, WI! Check with the volunteers at the A/C Membership a nd Information Booth for the date, time and time of the pilot's briefing for the annual fly-out to this picturesque airport on the shores of Shawano Lake.

ANTIQUE/CLASSIC MEMBERSHIP AND INFORMATION BOOTH - Once again, Dave Bennett and his hardy gang of volunteers will be manning the booth to renew current members, enroll new mem­ bers , and handing out copies of AERO­ GRAMS, the Antique/Classic Division 's chronicle of daily activities . They will also be taking reservations for the An­ tique/ Classic Chapter picnic, as well as providing Antique/Classic Chapter starter kits. The booth will be open from 8:00 am until the airshow starts in th e afternoon , beginning on Thursday, July 30. AEROGRAMS - Every day during the Convention, Phyllis Brauer and her volun­ teer assistants will be publishing AERO­ GRAMS , the Convention newsletter of the A ntique/Classic division. Copies are free , and may be obtained at the A/C Red Barn sales area, Type Club Tent, Airline Pilot's Tent, OX-5 Tent, Showplane Camp­ ing registration or the A/C Membership and Information Booth . Pick up a copy each day to help you plan your Conven­ tion activities. The AEROGRAM Staff will also mail the full weeks edition for a $3.00 donation to the Antique/Classic division . Contact Bob Brauer at the Information Booth or write either Phyllis or Bob Brauer at 9345 S. Hoyne Av. , Chicago, IL 60620. ANTIQUE/CLASSIC PICNIC - On Sun­ day, August 2, 1992, the Antique/Classic annua l picnic will be held at the EAA Na­ ture Center. A roast turkey dinner with all the trimmings will be served . Pioneer Air­ port will be available for tours , and the new runway should have a fine layer of grass on it by the time Convention rolls around. Don 't spend your time fighting the traf­ fic in town , come on over to the A/C picnic for a good time and good food. Tickets will be available from Jeannie Hill or any of th e other hard working vo lunteers at the A/C Red Barn. Also , don ' t forget to have your EAA OSHKOSH flight line pass made into a conve nient-to-wear button. Priced at on ly $1 , they' re a handy way to keep your pass

in view, without the hassle of a piece of string wrapped around your shirt button. Get yo urs at the A/C Red Barn. There are always a number of pleasant things to do at EAA OSHKOSH, and the Antique/Classic area is always a hotbed of activity. Come on out, relax on the Red Barn's porch, and enjoy yourself!

EAA PLANS ADDITIONAL

AUTOGAS TESTS

EAA is initiating materials compatibil­ ity testing to determine the suitability of current fuel system materials for use with oxygenated auto gasoline . Primary inter­ est is in the use of MTBE in autogas. The EAA test program will include other ethers, such as ETBE and TAME, which appear to be candidates for future oxy­ genates. Testing will also include gasohol (10% ethanol) although using gasohol pre­ sents operationa l and materials problems that need to be addressed. The EPA now requires the use of oxy­ genates in auto gasoline in areas which are not in compliance with clean air regula­ tions. Auto gasoline containing MTBE, (now considered an " oxygenate" ) is being more widely used since its introduction in the mid '70s as an octane e nh ancing blend­ ing agent. Gasoline with MTBE favors aircraft use, having good anti-knock char­ acteristics and lower volat ility. 100LL avia tion gaso lin e will also be tested with MTBE because of its potential for replacing lead to achieve a level of 100 octane when 100LL must be eliminated in the market place. EAA is also working with AOPA and Petersen A viation , Minden , NE to con­ vince the FAA that the use of MTBE be immediately approved, given the long his­ tory of successful use as a blending agent, predating EAA's autogas flight testing in the early 1980s.

FAA PLANS TO RESCIND MODE S TRANSPONDER REQUIREMENT On May 29, FAA published a notice of proposed rulemaking (NPRM) to rescind the Mode S transponder requirement for aircraft operating under FAR Part 91. Af­ ter months of debate, the FAA deter­ mined that it was necessary to have a pub­ lic comment period rather than establishin g a final rule to dismiss the re­ quirement that transponders newly in­ stalled after July 1, 1992 be the advanced VINTAGE AIRPLANE 3

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The location for the Antique/Classic Fly-out during EAA OSHKOSH , Shawano Mun icipal Airport , on the shores of Shawano lake, Wisconsin. It features a 1,775 ft grass strip and a 2,600 ft paved runway, as well as a seaplane ramp.

Mode S version. When the Mode S rule was originally contemplated in 1982, it was with the an­ ticipation that FAA's Mode S ground sen­ sors would be in place by 1991. A deadline date for newly installed transponders which would provide for interference-free radar transmission and reception was es­ tablished for mid-1992. By late last year, two events dictated the need for FAA to postpone or rescind the requirement for Mode S transponder installation. First, FAA recognized that it was not reasonable to expect that the ground-based sensors would be fully oper­ ational until at least 1996. Second , the recommendations of the Aviation Rulemaking Advisory Commit­ te e (ARAC) were sent to the FAA for consideration. EAA has served on and supported the recommendations of the committee. Based on the technical prob­ lems that Mode S system presently ex­ hibits, and the recomendations of the ARAC that additional studies should be done, the FAA has decided that the Mode S requirement should be rescinded . It should be pointed out that this does not mean the requirement could not be rein­ sta ted at some time in the future. How­ e ver, once the rule is deleted , before the FAA could resurrect the requirement for a Mode S transponder, another NP R M would have to be issued. While the FAA's NPRM requests com­ ments to the Docket, the installation date requirement of July 1 has necessitated a minimum 30-day comment period . Not surprisingly, the responses to the FAA 's Docket are overwhelmingly favorab le to the rescission of the Mode S requirement, considering the $3,500 price tag of the transponder. If any members are planning on installing a transponder during the month of July, call EAA Information Ser­ vices , 4141/426-4800 to ensure the rule 4 JULY 1992

Boy, you sure can get a lot in those Cessna 140s! Ann How- ~ ell ' s 140A probably had a bit of help bringing all of this campsite equipment from Downers Grove, IL to the EAA Fly­ In. She was probably doing fine until it came time to find a spot in the baggage compartment for the flagpoles and the wagon ...

de leting the insta ll at ion requ ireme n t of Mode S transponders in general aviation aircraft operated under FAR 91 has been issued by the FAA. We will have an addi­ tional upda te on this iss ue in the nex t edi­ tion of VINTAGE A IRPLANE.

FAA READY FOR SIMPLIFIED CERTI FICAnON APPLICAnO NS Setting the stage for an increase in parts that are used in the construction of certi­ fied airplanes , the FAA has begun to ac­ cept app lications for aircraft certification using the simp lified type certification process that has been deve loped by EAA, FAA and th e Sport Aircraft Manufact ur­ ers Association. "We're open for business!" said FAA 's director of aircraft certification, Craig Beard , to aviation certification officia ls from around the world at the recent Ninth Ann ual FAA - Joint Aviation Authorities Meeting in Toronto. Officia ls have worked diligen tly with ind ustry represen­ tatives for one and a half years to deve lop this program , including the identification of simplified methods of comp lying wit h existing FA R Part 23. Part 23 sets forth the certification process for a standard air­ worthiness certificate. FAA has now fina l­ ized material necessary for applicants for airplanes with type certifica ted engines and propellers and is accepting applica­ tions. There are three avenues availab le for app licants desi ring to fi ll the need for air­ planes to be used for trai ning and recre­ ational purposes: • Two-place airplanes with type certifi­ cated engines and propellers, gross weights of 1,654 poun ds or less and 45 kn ot or less stall speed, can utilize J ARIVLA require­ ments to achieve certification under FAR Part 23. • For JARIVLA airplanes powered by

non-type certificated engines and pro­ pellers , FAA is preparing information which will result in an Advisory Circular to guide potential manufacturers through the type certification process. FAA has set a goal to complete this effort , which would permit application for these airplane/pow­ erplant combinations by August 1. • Two-place , fixed-gear airplanes with type certificated e ngines and propellers and gross weig hts of 3,000 pounds or less, can use simplified methods of complying with existing FAR Part 23. A number of kit manufacturers have cooperated in the development of a simplified methods doc­ ument which wi ll be available as an FAA Advisory Circular by ea rl y August. Those interested in submitting applica­ tion under the Small A ircraft Certification Compliance P rogram shou ld contact: D o n ald Michal , manager of t he FAA Chicago A ircraft Certifcation Office, 2300 E. Devon Avenue, Room 232, Des Plaines, IL 60018; or call (312) 694-7357.

FAA MICROFICHE RECORDS As mentioned in the article on the Civil A ir Patrol starting on page 9, you can ob­ tain microfic he copies of the records on your airplane direct ly from the FAA. To recieve your copy , send $2.00 for the search fee and .35¢ for each microfiche to: Microfiche Records FAA A ircraft Registry P.O. Box 25082 Oklahoma, City, OK 73125 $4.00 is normally enough to cover the cost for most aircraft. Be sure and include your N-number and aircraft serial number wit h yo ur request. (Continued on page 22)

VI~TA(3~ LIT~12ATU12~

by [)ennis

J)ar-k.s~

Libr-ar-yjA.r-chives [)ir-ectur-

Daniel Guggenheim International

Safe Airplane Competition

Part 5

Burnelli Entry

Of the 15 aircraft that showed up for the Safe Airplane Competition tri­ als at Mitchell Field on Long Island, the most unusual in concept was the Burnelli Monop lane entry, X-124H. The 1930 edition of LICENSED A IR­ CRAFT listed the aircraft as the Up­ percu Burnelli UB SS a nd registered to the Uppercu Burnelli Aircraft Cor­ poration of Keyport, New Jersey. It was registered in 1929 and carried the

serial number 10. The aircraft was a Cirrus powered twin-engi ned monop lane. Among its features were a four wheel landing gear, twin tai l, wing tip floating ailerons and , its most technically ad­ vanced feature , a variable camber wing . The aircraft was described in the December 14, 1929 issue of AVI­ ATION. "A combination of variable area and camber is employed among the many interesting features of the Bur­ nelli airp lane b u ilt by the Uppercu­ Burne ll i Corporation in the p lant of

the Aeromarine-Klemm Corporation at Keyport. This airplane embodies a number of the features incorporated in former Burnelli machines. "The most noteworthy of these fea­ tures is the idea of a central airfoil body or fuselage intended to con­ tribute lift by virtue of its airfoil shaped profile. As in the case of for­ mer Burnelli planes, this machine, which is purely experimental, is pow­ ered with two Cirrus engines mounted as closely as propeller clearance per­ mits in the leading edge of the struc­ ture, which constitutes the fuselage.

With it's multiple-wheeled landing gear and end plates on the wingtips, as well as other unusual features, the Burelli UB SS would have been an interesting contestant in the trials for the Guggenheim Safe Airplane Contest. VINTAGE AIRPLANE 5

This sketch shows the variable camber and wing area mechanism within the wing of the Burnelli.

The wingtip installation showing the aileron configuration and tip plates.

The four wheel landing gear and wheel fairings. Note the spoon at the rear of the fairing .

JULY 1992

The "lifting body" fuselage and variable camber wing of the Burnelli were interesting innovations in 1929.

These engines are mounted in such a way that their longitudinal center lines are inclined outwardly at a small angle to the line of flight in the hori­ zontal plane. This has been done in an effort to provide adequate ruder control when one engine is used alone, and is a feature incorporated in former Burnelli creations. "The variable area and camber de­ vice is a development worked out by Mr. Burnelli in collaboration with Mr. E. Burke Wilford several years ago. The wing section is of medium thick­ ness and the portion between the spars is rigidly mounted and braced. The design is such that the nose and

trailing edge portions move outward and downward , changing the curva­ ture as well as the area. This is ac­ complished by a rack and pinion mechanism with pInIOn gears mounted every five feet on two torque shafts running parallel to the spars. "The shaft running parallel to the forward spar is controlled by a hand wheel in the cockpit while that run­ ning parallel to the rear spar is driven by a chain from the forward one. The pinion gears actuate curved rack members , the ends of which are at­ tached to the movable nose and trail­ ing edge . These rack m e mbers are mounted on rollers in guides and their

curvature provides the necessary change in camber. With the object of maintaining a minimum of center of pressure travel, the mechanism has been designed to impart greater mo­ tion to the nose section than to that of the trailing edge . Strap guides are placed at appropriate intervals to pre­ vent the necessarily flexible portion of the skin from crinkling. " As previously mentioned , the air­ plane is constructed of metal through­ out, aluminum alloy being used for the greater portion of the wing struc­ ture, the magnesium allow being em­ ployed in the construction of the racks and guides. Another noteworthy fea­ ture of the B u rnelli airplane is the landing gear which is of the four wheel type and is designed to elimi­ nate the tail skid, this being necessary because of the high position of the tail which is supported on outriggers from the airfoil shaped fuselage. " The rear wheels, which are 22x10 in. , are larger than the front ones and are mounted approximately below the center of gravity with no provi­ sion, other than the Musselman tires, to obtain deflection in landing. The forward wheels are considerably smaller, being 12x5 in ., and are in­ tended to prevent nosing over. They are mounted a few feet ahead of the rear wheels and the pairs on each side are housed in streamline fairings. At the rear of each of these fairings is a small spoon which acts to some de­ gree like a tail skid and prevents the tail from coming in contact with the ground under certain landing condi­ tions. " When the Burnelli plane was first submitted, the ailerons were mounted at the wing tips and controlled by ca­ bles from the cockpit. Later this fea­ ture was modified and ailerons of considerably less chord and higher as­ pect ratio were mounted below the wings near the tips. " The Burnelli plane has side by side seating arrangement and is of the open type. The span of the machine with tip ailerons was 49 ft. and the length overall 26 ft., while the wing area was 216 sq. ft. The fuselage is 8 ft. wide and 15 ft. long, while the over­ all height of the plane is 9 ft., 4 in . The weight empty is 1,640 Ibs. and the gross weight is 2,590 Ibs. " Immediately after its presentation at Mitchell Field, the Burnelli mono­ plane was returned to Keyport , New Jersey for modifications . A deadline of November 30 was set by the com­ petition committee for its return , but the aircraft did not appear and thus it was eliminated from the Safe Aircraft Competition. It would have been in­ teresting to have known its abilities .• VINTAGE AIRPLANE 7

WHEN THE ANTIQUES WENT TO WAR ...

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the 50th Anniversary of the Civil Air Patrol by Roger Thiel (Ale 1817) Sc ra t c h th e s urface a nd yo u ' ll find so me thin g inte res tin g. Di g dee pe r and yo u ' ll find so m e thin g fasc in a tin g. If yo u ' r e a hi s t o ry hound , a s m os t An­ tique/Classic members are, th en you kn ow thi s old saw about delving into aviati o n's past. Co nsid e r, th e n, the pre war cabin a n­ tiques on a fl y- in display row. Their un ob­ trusive ways a re a sta ple of fl y- ins sin ce befo re we ' ve eve n had a n antique move­ me nt. Compare th e cabin planes' easygo­ ing stance now, thou gh, to a time 50 yea rs ago wh e n th ey we nt to war in th e tru es t se nse: flyin g arm ed , a tt ac k-and -des troy fli g ht s aga in st a hostile invad e r o f th e United States which had placed ma ra ud­ ing, uniformed milita ry troops within 100 mil es o f th e nation 's capital a nd within eyesight of New York City.

Huh? What? Tucked away in the r.a tio n's me mory is the time, ea rl y in WW II , whe n Nazi Ge r­ many sailed an invading fleet to U. S. wa­ t e r s, r o amin g nea rly at fr ee will. Th e fl eet, of course , was entirely subm arin es , and th ey appea red only six weeks aft er 8 JULY 1992

Pearl Harbor a nd to rp e do e d ships both military and , regre ttably, civilian . The strategic implicati o ns we re ha rsh. Sinkings rose from 12 in J a nua ry 1942 to 52 in May, threatening o ur ability to wage war in E urope and to sustain Engla nd a nd its strategic posture as a foothold to e ve n­ tuall y liberate the Contine nt. Worse yet , th e U . S. Navy's priority in th e Pacific left th e Atl a nti c seve re ly un­ de rguarded as factori es fr a ntically tooled up to muster what wa s t o b eco me th e

" sleeping gia nt's . .. terrible resolve." A s e a rly as 1939 , N e w J e r sey St a t e Aviation Directo r, Gill Robb Wilso n, a nd other avi a to rs of th e day had sensed what might h a pp e n a nd pr e pare d a plan b y which civilian airpl a nes and pilots mi ght relieve th e reg ul a r milita ry of patrollin g the coast in the event of wa r. As th e sto rm clouds of wa r da rke ned, th ey pressed th e cas e which res ulte d in th e formation o f th e Civil Air Pa trol o n Decembe r 1, 1941. By th ese six days , th e re for e, th e C. A .P . b eg an b e fo re P ea rl H a rb o r , a nd th e n moved quickl y to o rgani ze over th e win ­ te r. C. A .P. Base Two at Re hoboth Beach, D elawa re bega n o pe rations on Fe bru a ry 26, 1942, flyin g Fairchilds and Stinsons on makeshift pa trol e ve n be for e supplies a r­ rived. Within a m o nth , a full squadr o n type ope ratio n was wo rking - with about 20 airplanes, mostl y utili zing th e Fairchild 24 a nd Stin so n Voyager. Oth e r Bases used ca bin Wacos , th e la rge Stin so n fl a t wings a nd Reli a nts, Ryan SCWs and oth­ e rs. The pa trol , of course, required cabin pl a nes ra th e r tha n o pe n cockpit , ca pable of carrying two pil ots a nd , later, bombs o r depth cha rges.

Flying single engine, and up to 50 miles out, engine maintenance was an absolute priority. One unit had a standing rule that the mechanic would fly right seat on the first over water flight fo ll owing engine work! Rehoboth Base CO Holger Hoiriis summoned a well-known area mechanic, Everett "Smitty " Smith, whose genius kept the Squadron on patrol. Early, pre­ cautionary engine overhauls were under­ taken to supplement continuing inspec­ tion and repair. By late spring, Base Two had a full squadron of uniformed pilots, mechanics and radio operators. "We fly by the grace of God and Smitty," the squadron pilots would say. Among his "make do" inventions for Fairchilds were a quick release door sys­ tem in case of at sea ditching, and the placement of several empty five gallon tins, soldered shut, in the tail cones. This flotation system worked, in the event of a ditch, by keeping the tail feathers above water, saving the plane, giving the pilots something to hang onto and made the em­ pennage become a search marker that was visible for miles. Maintenance was mostly accomplished outdoors, and pilots not fly­ ing were often pressed to help, at least as tool passers. Another one of Smitty'S innovations came in the winter of 1942-1943. To get the engines started in the cold, he built a motor driven external starter, mounted on a truck bed. The truck was moved to the airplane front, and a metal spindle inter­ locked with the prop hub, force turning it, and then automatically retracting when the engine caught. Smitty was known as such an engine expert that other C.A.P. squadrons would pay him to do their over­ hauls.

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~----------------------------------------~------------------~ Q Florida Base Stinson over two of 363 survivors of torpedoings which C.A.P. spotted.

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~--------------------------------------------------------------------------------------~~~--~ Q Wacos, Sti nsons, Fairchilds, and ot her types were used by C.A.P. to patrol against invading U-Boats.

VINTAGE AIRPLANE 9

Funding for the C.A.P. did not come through fully until summer, forcing vari­ ous bases to near comic scarcity. In Beau­ mont, Texas , Base 10 reportedly aug­ mented its budget by selling bales of rubber that washed ashore from freighters torpedoed in the Gulf by the very e nemies they wished to fight! New Jersey 's Base On e, about to be evicted from their housing, and with help from National Headq uarters still caught in red tape , we nt to local oil companies in sheer desperation . They argued that their patrol helped the oil companies directly by saving their tankers , saving them money and helping the morale of the ships ' crews. That afternoon the cash tills of area gas stations were e mptied to help the Base. The C.AP. had to buy th eir own gaso­ lin e , and in most states pay tax on it as well. They begged and borrowed equip­ ment and received gifts from States , towns , counties, Chambers of Commerce and individuals. By th e patrol ' s end , CAP. members had spent about a million dollars of their own money helping on an­ tisub patrol. By lat e summer , 21 bases had been formed , ex tending from Bar Harbor , M a in e down all of the East Coast to Florida, and then a round Florida 's West Coast, all a round the Gulf and down to Brownsville, Texas. Pilots everywhere comment on the bad weather in which they fly, but CAP.'s an­ tisub patrol was something indeed! With th e regular military grounded, C.A.P. would patrol. Over the Gulf, haze was an­ other prob le m, leaving no visual horizon . Atlantic pilots were often caught under a ceiling as low as 100 feet, racing for home, due ha rd West into a h ea d wind , radio

Major Tom Daniels, bomb racks. 10JULY 1992

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useless, and their landin g gear drenched with salt spray. The C.A.P.'s low search a ltitude was another advantage over the military ; at under 1,000 feet, and considerably slower, they could spot more ite ms on the ocean 's surface. Against U-boats, their existence as an airplane - of any size - was enough to submerge the sub upon first visual con­ tact. Sev e ral C.A .P . pilots spotted sub­ marin es durin g this time. Off Florida , a C.AP. plane spotted a U-boat which raced away and stranded its e lf on a sandbar! Unarmed , they flew over it continuously, frantica lly calling for th e regular military

eo of Base 6, St. Simon's Island, Georgia in Ryan sew with

to arrive and destroy it. By the time an armed plane showed up , the sub had es­ caped. The C.A.P. had been pleading to be armed and this incident finally got them bombs and depth charges. Cutting into the fabric under the cabins, bomb racks we re installed and two lan yards placed in the cabi n floors, one for arm, the other to drop. Bombs and their racks were , of course, military hardware . But the meth­ ods of attaching them were a bit different on each airplane. Remember, this was war! Weight and balance were calculated, the fabric cut and shackles welded or bolted onto longerons. The 3-place Stin­ son Voyagers received one 100 pound bomb ; Fairchilds , one 200 pound bomb ; and the large Stinsons, one 325 pound depth charge with the bottom fin hack­ sawed off for ground clearance. Holes were drilled in sheet metal planes such as a Ryan SCW's belly for the racks designed to hold one or two 100 pound bombs or in a Grumman Widgeon 's wings for two 325 pound depth charges. Flying off an unp aved field, and with 200 pounds of explosives a few feet away, one Rehoboth pilot recalled, "I flew the most careful takeoffs and landings of my life ." A homemade bombsight was at­ tached to the fuselage'S left side with sur­ prisingly good results up to 3,000 feet! Practical drop altitude, of course, wa s much lower. On July 17, 1942 , Wynant Farr and Johnny Haggin were flying an a rmed Grumman Widgeon out of Base One at Bader Field, Atl a ntic City , New J e rsey . Farr had left his cardboard box business to serve as CO of Base One; Haggin and he spotted an enemy submarine cruising below with their de pth charges ' setting.

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They trailed the unmistakable silhouette for three hours, and had almost exhausted their fuel when the sub came up almost to periscope depth. They dropped both depth charges and saw the sub half lift out of the water, then sink stern first at a high , stricken angle. It left a patch of oil and much debris. Since this debris was con­ firmable, they were credited with a sub kill. Base personnel received a per diem of between $5 and $8 a day, when it showed up. Plane owners were additionally com­ pensated about $10 an hour. Out of this they had to buy gas and pay for the main­ tenance of the plane by the base mechanic. There was allowance also for depreciation and insurance! There was, though, no room for profiteers; one pilot calculated that all his compensations, after expenses, brought him a monthly " salary" of under ten dollars! Their facilities ranged from well equipped Bases such as Pascagoula, Mis­ sissippi or Beaumont, Texas to primitive such as Grand Isle , Louisiana where they flew off a nearby highway and had an abandoned hote l with no electricity for their headquarters. In Parksley, Virginia pilots had to excavate a runway by manual labor, and convert a chicken coop as bar­ racks! When war broke out , Zack Mosl ey's famous syndicated aviation cartoon strip hero "Smilin ' Jack " joined the Army Air Corps in a move praised by the U. S. gov­ ernment as an aid to recruiting. Jack's cartoon friend, " Downwind " Jaxon (the fellow whose face you never saw), became a C.A.P. antisub pilot in a mirror of the real life experiences of creator Mosley , who fl ew regular over water missions in his flat wing Stinson for Florida 's Lantana Base Three. Mosley has remained a long­ time friend of C.A.P., and permanent pub­ lic relations fixture , to this day. Patrol planes were marked as C.A.P.

Squadron aircraft by painting the blue cir­ cle and white triangle symbol of Civil De­ fense. The red, three-bladed propeller in the middle has always been part of C.A.P.'s symbol but was withheld from Coastal Patrol planes for the same reason that removed the red portion of the AAF's insignia early in the war - the similarity to the red Japanese " meatball! " Some squadrons then added their own tail num­ bers and a custom emblem near the en­ gine cowling. Rehoboth used the state's " Blue Hen" symbol. Cartoonist Mosley's Florida base created the famous "ex­ hausted dog" symbol adopted later by other bases. The planes retained their various original civilian paint schemes , over which these markings were added. The antisub squadrons were a cross sect ion of civil aviation. Base Officers tended to be those who were very air minded before the war. Many pilots didn't meet military age or physical require­ ments. Their ranks included veterans of WW I who had fought G e rmans before , both on the land and in th e air. C.A.P. provided no deferments from the draft and many pilots were already sworn into the regular military , but waiting to be called. Not all C.A.P. members were red, white and blue patriots, but th ere was no room for opportunists. A fellow who couldn't fly his cabin plane anymore be­ cause of wartime restrictions might come to a C.A.P. base with the idea of logging some paid for time, but the pure exigen­ cies of the patrol made this thinking pale - although , to their credit , almost all of these few elected to stay. Active Duty members were subject to Articles of War, although serving as civilians. They signed contracts for three months, six months or "(or the duration. " This put them respon­ sible to, but under the protection of, full military jurisdiction. C.A.P. pilots wore a patch with the letters "U .S." This was so

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~~--------------------~--~~ Q READY FOR ACTION - - Lt. Henry E. Phipps, Rehoboth, Delaware Base. Note bomb.

in case they ditched at sea and were picked up (or shot down) by a U-boat, they would be treated as POWs and not spies. (There is no record , though , of this ever happen­ ing.) Celebrities of the day who flew with C.A.P. included air minded actor Bob Cummings, concert pianist Jose Iturbi , ac­ tor Lee J. Cobb , actress Mary Astor and film director Henry King. When a base reached full authorized strength , it would have 78 personnel total , in the full scope of specialties from pilots to guards, with substantial cross utilization of personnel. Twenty-five to thirty planes were authorized, plus ideally an amphib­ ian for rescue. A typical mission day for an antisub pi­ lot would be to wake up predawn in rented or donated civilian housing, put on a uni­ form and catch a ride in someone's car out to the airport. Then additionally don a " zoot suit," a large rubber floatation col­ lar, and clamber into a Fairchild 24 as ei­ ther pilot or observer, take off into pretty much any weather where you could see VINTAGE AIRPLANE 11

CIVIL AIR PATROL WWII COASTAL PATROL/ANTI-SUBMARINE BASES 25th ANTISUBMARINE WING BASE

20

19 18 17

4

16 21 8 6

BAR HARBOR , MAINE PORTLAND , MAINE FA LM OUTH (Cape Codl, MASSAC HUSETTS SUFFOLK ( Long Island), NEW YO RK ATLA NTIC CITY , NEW JERSEY REHOBOTH , BEAC H, OELAWA RE PARKSLEY, V IRG INIA MANTEO, NORTH CARO LI NA BEAUFORT, NORTH CARO LI NA CHA RL ESTON (St. James Islel , SOUTH CA ROLI NA BRUNSWICK 1St. S;mon 's Islandl, GEORGIA 26th ANTISUBMARINE WING

BA SE

7

13 14 11 9

10 15 12

FLAGLER BEACH, F LO RIDA LANTA NA, FLOR IDA MIAMI , FLOR IDA SARASOTA , F LOR IDA PANAMA CITY, FLORIDA PASCAGOU LA, M ISSISS IPP I GRAND ISLE, LOU ISI AN A BEAU MONT, TEXAS COR PUS CHRISTI, TEXAS BROWNSVILLE, TEXAS

(Bases numbered by activation sequence, 1942)

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"th e tops of th e trees," and fly in a form a­ tion of two pla nes o ut to sea. Communicatin g o n small , o ne wa tt ra­ d io se ts (or littl e be tte r), th ey wo uld fl y over wate r to the ir ass igned grid , relying for p os iti o n o n sh o re obj ects o r bu oys. T hey fl e,'" a sea rch a lt itud e o f 500-1 000 feet , up to 50 miles o ut , notin g such oddi­ t ies as fl oa tin g wrec k age, de bri s o r o il slicks a nd e ve n somet hin g as sp eci al as a raft full of survivors of a sinking! A n ac­ tu a l " bogey " was , of co urse , a s urface d submari ne or periscope's fea th er wake. Flying ove r milit a ry or civilian ship­ ping, th ei r prese nce was always a ppreci­ ated by a wave fro m the deck, Occasio n­ all y, th ey would prov ide full air escort for a con voy p assi ng throu g h th e ir patr ol a r ea, T hey h a d no par ac hut es , fl yin g nowhere nea r e nough altitude to use them . At first they had no life vests but relied on car inne r tubes stacked on th e back fl oor. In some wa ters, a canvas "sock" was wo­ ve n to th e inn e r t ub e , a " b a rr ac ud a bucke t. " Th eir bi gges t e ne my was , b y fa r , a n ove r sea e ngin e fa ilure a nd th e fo rced ditching th at e nsued. Me mbe rs wh o sur­ vive d thi s a r e C.A. P .' s " Du c k C lub ," equiva lent to the Caterpillar Cl ub. On July 21,1942, a distress call came in a t R eho both, O ne plane had ditc hed a t sea and its siste r ship was now circling th e single survivo r. New Base One CO Hugh Sh arp and pilot Eddie Edwards took off in th e squ ad ro n's Sikorsky S-39 amphibia n, origin all y built, of co urse, for light inla nd 12J ULY1992

wa te rs but no w ke pt fo r ocea n r esc ue. They la nd ed in hi gh ocea n swe lls, brea k­ in g o ff a win g tip fl oa t in th e pr ocess. They picked up th e injured pilo t a nd , un ­ able to ta ke off, began to tax i through th e sea. With on e win g tip di gg in g in , E d ­ wards crawled out o nto th e opposite wing, b a la ncin g th e p la ne. D ar kn ess fe ll a nd th ey t ax ie d th ro ugh th e wh ole ni ght , fi ­ nall y arriving at shore by dawn. Edwa rds' h a nd s we r e numb , fr oze n to th e w in g struts. The injured pilot la te r r ecovered , and Sh a rp and Edw a rds wer e pe rso nall y awarded the Air Medal by Preside nt Roo­ sevelt. A nothe r iro ny of their comba t was that it too k place in a pa rt of the co untry th a t pe opl e had always flock e d to for e nte r­ tainme nt a nd relaxatio n. To urists came to th e ir beac hes to e nj oy th e mse lves , saw C. A. P. a nd suspec te d th e ir purpose but th e C. A.P. pe rso nn e l couldn 't , of course, discuss their missio n. Nighttime offs ho re explosio ns brought silh o ue ttes of ora nge out a t sea, a to rp e­ doed ta nke r. The C.A.P. co uld not fl y ef­ fectively a t night when th e submarines did their wo rst wo rk. The re was a milita ry im­ posed blacko ut of th e news, ye t th e sho re pe opl e could h a rdly ove rl oo k wh a t was h a pp e nin g. Th e resor t b eac h es we r e st ai ned with o il a nd occas io na l d e bris, even bodi es, washed in from a sinking. Some me mbe rs we re loca l voluntee rs and lived in th e ir own ho mes, journ eying da il y to war in a spirit aptly summa ri zed by the title of th e de finiti ve 1947 book o n

C. A .P ., Flying Minute Men. Some fl ie rs' wiv es li ve d nea rby , comin g to b e ne ar th e ir husba nds. Back at ho me , so me pi ­ lo ts' wi ves took fac tory jo bs a nd were sup­ po rtin g th e mse lves a nd th eir chil dre n so th eir husbands co uld be free to fl y. Wo me n we re pa rt of th e C. A .P. fro m th e s t a rt a n d fl ew o n a ll d uti es except coastal patrol. Several wore unifo rms and ass isted a t a ntis ub bases in radi o o pera ­ ti o ns a nd Base admin is tra ti o n . C.A. P.'s cade t progra m bega n durin g th e a nti sub era in Octobe r 1942 a nd in cl ud ed ma le and fe male cadets from th e beginning. Th ese anecdo tes give a n o ve rvie w of th e coasta l pa tro l a nd include hi ghli ghts. The reality of patro l a nd sea rch , th o ugh, was of lo ng hou rs of flyin g in mo no to ny and tedium. T he overwhe lming majority of th e C.A.P.'s ex perie nce was simply con­ firmin g th a t a ll th ose sq u a r e mil es of e mpty ocean o ut th ere was ind eed e mp ty. A fter a six ho ur fli ght, es peciall y durin g th e winte r, pil o ts wo uld ofte n requi re as­ sista nce to disembark and would be aided b y tw o me n , lik e a n injur e d foot b all pl aye r , to res um e wa lkin g a roun d th e base . By th e s umm e r of 1943, th e reg ul ar milita ry had tooled up wh ile the U-boat's prese nce was dr a mati ca ll y less, tha nks in p a rt to th e effo rt s of th e C. A .P . itse lf ! A ugust 31st was th e final day; ope ra tio ns cease d a nd so me sq uadr o ns di sb a nde d while others we re tra nsferred, in mass, to othe r wo rk in th e co untry's inte ri or. The a nti sub p a tr o l had las ted jus t e xac tl y 18 mo nth s. Th ere was n o Pac ific coas t pa­ trol , base d on Naval prese nce the re. In a dditi o n to coas t a l p a t ro l, o t he r WW II e ffo rts of th e C.A. P. included th e South e rn Li aiso n pa tro l alo ng th e Mex i­ ca n bo rd e r t o gua rd aga in s t infiltrat ing spies a nd sa bo tage. Othe r inla nd branches we r e Co uri e r Se rvice , Pipe lin e Surve il ­ la nce, To w-Targe t , Fores t Pa trol, Powe r Lin e Pa trol a n d A ircr af t Sea rc h , do ne thro ughout the co untry to re lieve the reg­ ul a r milita ry of th ese duti es. These " inte­ r io r " mi ss io ns we re not limite d to cabin pl a nes. The sea rch a ngle , of course, has survived to this day; the mode rn C.A. P. is co ntinuo usly cite d for li ves saved by th eir Search a nd Rescue effo rts th ro ugho ut th e co untry , whil e th e ir cade t aerospace edu­ ca ti o n progra m is a frequ e nt " first e ntry" into aviatio n fo r man y of America's youth . T here was also a warti me boatin g coun ­ te rp art to the C. A .P.; co nve rted yachts of th e Coas t Gu a r d R ese rve ( now A uxi l­ iary), arm ed with machine-guns and some­ times with depth charges. There is one in­ cide nt o n r eco rd in which a Coas t Gua rd Rese rve boat charged a surface d subma­ rin e with its m achine-gun a nd th e U-boa t subm e rged. Th e c.A.P .'s " civili a n ha nds" story is similar to E ngland 's fa med Dunkirk evac­ uat io n whe re in most of th e re treating A l­ li e d Arm y was sa ved in May 1940 whe n

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rumored to be by a Stinson Voyager fly­ ing out of Florida but , historians stress, this is only a rumor and is not known.) CA.P. flew 86,685 antisub missions in 244,600 hours. Vessels in distress re­ ported , 91; floating mines spotted, 17; sur­ vivors reported, 363; air crew rescued at sea, 129. There were 26 fatalities, almost all in the aftermath of an engine failure , forced ditch at sea. In 1948, Air Medals were presented to coastal patrol pilots who had logged 300 hours of active duty. On today's antique display line , then , consider the posture of these "flying plow­ shares." It 's kind of like being told that many years ago, mild mannered Grandpa foiled a bank robbery , and then never talked about it because he just considered it part of his life! After the war, as the planes reentered civilian service, many were rumored to be "the one that sunk a sub. " All of WW II had been such an exertion that r ecord keeping from CA.P. 's first years was a very low priority. Sadly, most wartime records were simply discarded after the war. This included the aircraft and engine logbooks. A friend of mine described how he first realized, several years ago, that his Fairchild 24 had been used to fight Hitler. Taking the old fabric off for recovering in the mid-1950s , he noted some unusual brackets welded to the bottom longeron tubes. Had his plane been fitted with floats? It didn 't check out. He contacted a former owner who revealed the plane's unique history. Not every coastal patrol veteran plane, though, has such vivid evi­ dence . If you think your antique airplane might have served in C.A.P ., first, of course, check your older logbooks. If you have what seems like a decent set of log­ books, but they mysterio usly start in 1943­ 1946 and your plane was built before then -look further if you can because lost log-

CIVIL AIR PATROL

MEN -WOMEN

GET INFORMATION HERE OR AT 30 PINE 5T. NEW YOIeK CITY--- PHONE WHIlEHALL- +0524

hundreds of small private boats evacuated troops from waters too shallow for full­ size ships. The "hinge of fate" element, too , can ' t be avoided fro the American side: had the U-boats slaughter in U. S. waters gone on unabated, England could have fallen , great ly protracting o u r method of Axis defeat. CA.P. was cited after the War by the Navy, AAF and U. S. government as hav­ ing contributed greatly. They are credited wi t h two submarine kills; they dropped bombs 82 times and reported 173 sight­ ings, some of which were before they were armed. (The number of kills is probab ly more than two, but even Navy destroyers were often unsure of a sub kill. A nd with lost information, on ly one CA .P. kill is known now, the Grumman Widgeon inci­ dent mentioned earlier. The other was

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~~~~~~~~--~~~====~~==~~~~Q Rehoboth, Delaware Base 2 -- Sikorsky amphibian used for daring rescue which earned 2 C.A.P. fliers the Air Medal.

VINTAGE AIRPLANE 13

Mirwood Starkey, of Mooreland, IN , has painted his Fairchild 24 in the markings of CAP. Base Three, complete with the logo designed by Zack Mosley. This particular Fairc hild did serve with the CAP. during the war, complete with a bomb rack similar t o t he one you see mounted on Mirwood's plane. Zack Mosley used this exact air­ plane as the model for the Fairchild 24 shown in his "Smilin' Jack" comic strip repro ­ duced on th is month 's back cover.

books of the WW 1\ era seem to apply to many ex-CA.P. planes. Your next step is to send a note and a check to the FAA in Oklahoma with your current and former N-numbers, requesting your whole air­ craft file back to new. (Editors Note: See the item in this month's A/C News on page 3 for more information on how to do this - HGF) It will be the oldest records on the CAA forms which may tell the history. Despite exi gencies of war , full civilian type repair forms were supposed to be kept - as if this was just another domestic activity for the airplane! From the FAA you'll get a piece of mi­ crofiche; go to the library with a roll of coins to make up a readable copy which is a great thing to have with your airplane anyway. Examine the nature of the old records for a clue. There have been form 337s for a bomb rack , including Weight and Balance! You may also get a clue on reasons for repair: " following over water operations patrol," etc. Also check for when the plane was converted back to civilian. Compare the addresses and re­ pair data on the forms to the base loca­ tions on the map herein. (For inland loca­ tions as well, you could also use an AOPA Guide and call the airport if it still exists; personnel will often know their airport's history.) Antisub bases also included an occa­ sional Monocoupe , Rearwin, Bellanca, Ercoupe , Cessna Airmaster, Beech Stag­ gerwing and others. Also, it was possible for an over water patrol plane to not be armed, based on availability of munitions. Piper Cubs , Aeroncas and many others were also kept for general use at many bases, and open cockpit types were used for CA.P. operations in the interior of the country. 14JULY1992

Happily, a few restorations are coming along and it looks like the first in antisub livery will be at EAA Oshkosh '92 , in time for the 50 year anniversary of Coasta l Pa­ trol. A Fairchild 24 from Indiana has been restored to include markings, bomb­ sight and dummy bomb. And the antique owner will have the choice of parking his airplane in the Warbird area or in the An­ tique/Classic line , even with the dummy bomb in place. The un iqueness of that display on the air show line will only un­ derscore the uniqueness of the combat sit­ uation they waged. The CA.P. has conducted a recogni­ tion plaque program for ex-coastal patrol and other active duty airplanes. Histori­ ans have some Squadron lists, but scarcity of records mean they may ask the current owner for evidence of patrol involvement. Whether your microfiche yields anything or not, you can contact Capt. Frank My­ ers, CA.P., 1430 S.W. 12th Avenue, Suite 1612, Portland, OR 9720l. The official CA.P. National Historian is Col. Lester E. Hopper, 3530 Mimosa Court, New Or­ leans, LA 70131. After being tucked away for decades , this era is finally surfacing in the national consciousness. Two recent books are available on the U-boat invasion: Opera­ tion Drumbeat, by Michael Gannon and Torpedo Junction by Homer Hickam, and both can be ordered from your bookstore. Other books and projects about the CA.P. itself are, happi ly, in the works as this amazing chapter of American history is fi­ nally being told. CA.P. has reprinted Fly­ in g Minute Men; call their bookstore at Maxwell AFB, Alabama at 800/633-8768 for an order form . Last summer , Atlantic divers an­ nounced they had found a previously un­

known U-boat wreck 65 miles off Point Pleasant , New Jersey. It is a very likely candidate as the Farr and Haggin kill. Re­ search is being undertaken now. Some of the antisub bases are gone. Located, of course , near the Atlantic coast, their real estate values have sky­ rocketed around a populace that (as EAAers know) is not always air minded. The most glowing report of C.A .P.'s success may have come from an ex-Ger­ man sub captain interviewed as a POW at the end of the war. When asked what had been his biggest problem in waging war on the U. S. coast 3000 miles from home, in what for him was a desolate, lonely, sub­ merged and perilous existence, his reply was: "It vas dose #!@*& little red and yel­ low airplanes!" A Washington, DC printer, Roger Thiel has researched the CA.P. antisub patrol since 1977, and is the author of numerous factual and creative works concerning this part of American history. Thiel owns two antiques, a 19411-5 Cub and a 1938 Ryan SCW which served on antisub patrol Base Six in Georgia. He has conducted a forum on this topic in the Antique/Classic tent at Oshkosh each year since 1984. This year it will be Wednesday, August 5 at 2:30 p.m. There may also be daily discussion groups alongside restored aircraft. Contact him at: 13]9 Naylor Court, N. w., Washington, DC 20001. ...

AUSTERJ/1

by

Norm Petersen

A chance phone call on behalf of a small ad in Trade-A-Plane resulted in this rather unique story of Dan Norton (EAA 227634), Tucson, Arizona and his Auster 1/1 Autocrat - "a genuine aero­ plane from jolly olde England". Dan , who was born on Christmas day, 1955, found the aircraft in the back of a barn at an airfield called Hill Farm, Nayland, England, in 1987. At the time, he was stationed in England with the U. S. Air Force. The Auster, a 1947 model with a Blackburn Cirrus Minor lIA en­ gine of 100 hp, was in dire need of some TLC. A few months later , Dan pur­ chased the airplane and fl ew it locally on every weekend until luly of '87 when it was flown to the PFA Rally at Cran­ field. " It was a great time, " says Dan . A month later, the Auster wa s disas­ sembled and containerized for shipment to Tucson, Arizona , as Dan was trans­ fered to Davis Monthan AFB for a new assignment. In only 30 days, the Auster arrrived at Ryan Field in Tucson , where it was assembled temporarily and the decision was made to restore the neat old classic. For those of you unfamiliar with the marque, the Auster has its roots in the Taylorcraft design from the United States. A close look will soon spot the similarities in the wing, airfoil section (NACA 23012), the tail section and the landing gear. The British registration letters were G-AHSW when Dan

Auster G-AHSW hangared in a barn at Hill Farm, Nayland, England, in a very ne­ glected condition. Note wing-mounted generator.

Cirrus Minor II installed with prop and cowling. VINTAGE AIRPLANE 15

With all glass installed, the Auster is ready for engine installation.

G-AHSW cleaned up and relicensed. Covering was linen at the time and it just barely passed the punch test. Later t hat year it attended the PFA Rally at Cranfield. 16 JULY 1992

bought the Auster. Ne ve r ha vin g res to re d a n a ircraf t be fo re, Dan wa s a bit a ppr e he nsive about s uch a tas k, but b y t a kin g pi c­ tures of ea ch part as it was re mov e d , th e ch a nce improv e d of ge tting ea ch piece bac k in place ! The basic airframe was glass beaded to ba re me ta l, a ll at­ tach points were dye checked for crac ks and it was the n zinc and epoxy primed for lo ng t e rm pr ese rvation . All stringers and bad wood in the structure were replaced and ca re fully varni shed. Th e e ntire a irp lan e was th e n cove red with Stits 0103 fa bri c. Dan has ca re ­ full y sewn in the zippe rs for inspecti on and service access as per original. A s th e Blackburn Cirrus Minor Il a en g in e was runnin g fin e prior t o restora tion , Dan did no t feel it neces­ sa ry to tea r it down . H e just dra in e d th e o il , clea ned up the appearance and inst all ed it in th e airfra me . (The Cir­ rus han gs in four rubbe r mounts o n a bed-type mount, the cylinders pointing strai ght down.) D a n was a lmost un­ pr e p a r e d for th e lo ud noi se th a t s pewe d forth on th e six th pull o f th e prop - th e Cirrus ca me to life a nd ran

Antifyre Pistole mounted at right wing root next to data plate.

lik e th e pr o ve rbi a l watch! E ve n tho ugh the Minor II a is equipped with a starter and generato r, Da n pre fers to hand prop the engine when the batte ry is do ubtful. He re po rted th e oil pres­ sure was steady a t 40 psi. Th e biggest probl em was his good fri e nd , wh o sus­ p ec te d h e was pro ppin g th e e ng in e backwards! (English engin es turn o p­ posite [ 0 Ame rican engines - co unte r­ clockwi se, whe n vi e wed from th e pi ­

lo t 's sea t.) Th e e ng in e h as a so und a kin to a Model A Ford , a lb eit a bit lo ud e r with the four s ho rt e xh a us t stac ks! D a n re ports it is a re ma rka bly smoo th and g utsy e ngin e a nd h e h as run th e mill on num e ro us occas io ns. Th e engin e logs indi ca te th eir are 947 ho urs on the engine . The recovering job has go ne we ll in spite of Dan havin g to spe nd tim e in th e hospital with hand surge ry a nd its

View of controls and cabin. Heel brakes on left side only.

Rear bench seat for two small people in­ stalled. (Or 300 pounds of baggage.)

accompan ying recoope ration time. At the last report, he had covered all parts a nd wa s s pr ay in g s il ve r on th e la st aileron be fore starting reassembly . D a n has purchased a chunk of land to build an airstrip a nd re luctantly has d e cided to se ll th e Au st e r to som e lucky bu ye r. Hi s tiny a d in Trade-A­ Plane is what go t this whol e story started! ...

Left w ing with anti-chaff tape and lower fabric installed. VINTAGE AIRPLANE 17

WHAT OUR MEMBERS ARE RESTORING

-----------------------------------------------------------byNormnPetersen Dugg Holman's Luscombe SA This very nice looking 1946 Luscombe 8A, N77922, SIN 3649, is the proud pos­ session of 25-year-old Dugg Holman (EAA 394631, AIC 18145) of Wichita Falls, Texas. Dugg's grandfather bought the Luscombe in 1952 for $650 (The going price in those days of excess airplanes and few buyers! - Ed.) and after many years, gave the Luscombe to Dugg in 1987. It was 1991 before Dugg had the two-placer ready to return to the air and now he en­ joys the airplane on a regular basis. The total time on airplane and engine (Conti­ nental A65) is 1171.6 hours and Dugg says, "With a 10 kt crosswind, it's more fun to land than a T-38 no flap at 200 mph!" Dugg is an Air Force fighter pilot by trade and is stationed at Wichita Falls, TX . Besides a nice " Silvaire" paint scheme on its all-metal finish, the Lus­ combe sports an original set of wheel­ pants , a McCauley 74x49 metal prop and a special preference for small grass strips with a good breakfast!

Warren Lhurs'

KR-31 "Challenger" Project

Progress is being made in the restora­ tion of Fairchild KR-31 , NC281K, SIN 320, a distinctly unique airplane in that it was purchased new on August 6, 1929, by Samuel L. Burke of Belleville, Penn­ sylvania, and owned by him until his death in 1976. The "Challenger" was purchased from the Sam Burke Estate by Warren Lhurs who in turn asked John (Jack) Robinson (EAA 34949, AIC 16219) of O'Brien , FL to restore the nicely preserved biplane for him. The KR-31 was last flown in 1960 and had been carefully stored since that time. Included with the airplane was an extra OX-5 engine and parts that will combine to make at least one good en­ gine - with a little help! The fabric on the airplane is original from 1929 and Jack is carefully saving the rudder fabric that has the "Challenger" insignia on it along with the registration number and on the bottom, it says, "Approved Type No . 13", which is the ATC for this air­ plane! (When is the last time you saw an airplane with the ATC number on the tail?) We especially wish to commend the executors of Sam Burke's estate, his daughters, Jane and Frances, for allow­ ing this beautiful old Challenger biplane to be acquired by a concerned restorer such as Warren Lhurs . And to Jack Robinson we say, "Keep up the good work!" 18 JULY 1992

WHAT OUR. MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen

Engle Bros. Piper L·4A This nicely restored 1942 Piper 0­ 59A (L-4A), N59941, SIN 42-15299, was manufactured on February 13, 1942 for

the U. S. Army and spent most of its service life with the Army ground forces in World War II. It is owned by two brothers , Joe Engle (EAA390011, A/C 17457) of Houston , TX and Jon Engle

(EAA 390012, AIC 17458) of Tucson , AZ . A two year restoration was completed by David Cooper, Cooper Air­ craft, Wolfs Airpark of Manvil , Texas with much as­ sistance from the Engle brothers ' father, Joe Engle Sr., who is a retired space shuttle astronaut. When fin­ ished, the L-4A was flown from Texas to Tucson, AZ by Jon Engle and his father in what he described as a "great experience for a father and son". Jon, who is an Air Force A-lO pilot by trade and a Gulf War veteran, says they really enjoyed the long cross country trip at 70 mph! The L-4A is notably accurate in detail and represents a great deal of research on the part of the owners. The smiling gentleman in the rear seat is the boys' father about to go for a spin.

Taylor E·2 Cub, NC2122 Manufactured at Bradford, PA on May 21,1934 , this Taylor E-2 Cub, NC2122, SI N 84, is the handiwork of Richard " Dick" Simpson (EAA 92944, A/C 1568) of Birmingham , Al­ abama. Owned a t one time by vet­ eran antiquer Chet Peek of Norman, OK , the basket case E-2 was pur­ chased from Gil Brownlow of Austin, TX. The rebuild included new land­ ing gear, new wing spars, tip bows and all new sheet me tal. Other non-fac­ tory additions include airspeed, com­ pass and tailwheel! It also has J-2 top cowl scoops behind the exposed cylin­ ders for better cooling. The E-2 was covered in Ceconite 102 with butyrate dope. Dick's wife , Joan , not only sewed the envelopes but did most of the ribstitching on the wings. The original factory empty weight was 523 lbs. and the finished "Simpson re­ build" empty weight was 544 lbs. Dick reports the Cub flies very nice on the 40 hp Continental A40 - in fact , be tter than anyone expected! ... Send your restoration project photos to:

What Our Me mbers Are Restoring

c/o Editor, Vintage Airplane

EAA Aviation Center

P.O. Box 3086

Oshkosh, WI 54903-3086

VINTAGE AIRPLANE 19

by Don Toeppen (Ale 7836) "Yuh got this overrunning here , but by the time you get to Iowa, it ' ll clear off," he said. I'd looked at the route profiles drawn by the last few trips to arrive at Chicago's Midway Airport. No one was high enough to show the tops, and with our first stop at Moline, we wouldn't get high enough either. I asked if he 'd had any reports of turbulence. "Nope," he said. "That front I've got drawn on the map is quite weak . About the only change as it passes is that this darn rain stops. It has dawdled long enough now, and with this being Friday, I'm ready for the rain to quit. Tomor­ row is my day off." With that, the com­ pany meteorologist left to give a briefing to an east bound crew. " Whose turn is it to fly copilot?" I asked the two assigned to this noontime 20 JULY 1992

departure. Pat Patterson , our President, had decided all cockpit crew members had to be pilots. He now had a surplus for just this purpose, and the bottom men on the seniority list were going to be trained to be flight engineers, or Sec­ ond Officers as United referred to them. It is a bore to be a pilot and have to ride the jump seat. Theoretically, the junior man was not supposed to fly copilot; just sit there and watch. When school started, he'd be off to class . But these men were still current, so we played mu­ sical chairs. " Well, it's Buck Hilbert's turn to sit on the jump seat," said Tom Gebo. " I get to fly. " "OK, make us out a flight plan. We're not going to get on top of this stuff today, so make it out at 4,000 feet on the first leg. After that, whatever you want, just as long as we can make sched­

ule," I said. In a DC-3 , it was only an hour from Midway to Moline. With 21 passengers on board, the stewardess would be hard pressed. We did our walk-around, cock­ pit setup and were away from the blocks on schedule, in spite of that incessant rain. Tom picked up our ATC clearance from the tower and we were underway. The air was as smooth as a mill pond, so r turned off the seat belt sign while we were still climbing. With that , Hilbert said he ' d go back and help the stewardess. The DC-3 buffet was not quite the luxury fitting contained in today 's jets. An insulated section held ceramic casseroles that had been hea ted at the flight kitchen. Hopefully this would keep the hot meals at least warm until the passengers got them. The cold tray setups were in two large metal contain­

ers that were just inside the rear cargo pit. The access door was small and the doorsill was a good 18 inches high. The smaller girls had one rough time lifting the containers over that sill. To have a crew member come back to do the lift­ ing was heaven. The service went much faster if the helper set up the trays; the stewardess could then concentrate on serving the passengers. Tom and Buck had become quite proficient at the buf­ fet setup procedure. After the girl had served the first few, she called to see if one of us wanted to eat. I told Tom to have at it. Copi­ lots eat fast; captains take forever. Many times I've starved waiting for some senior airman to chew each mouthful 50 times, and vowed never to do that to a copilot. The cabin door opened and the stew­ ardess came forward through the com­ panionway and set a dinner of shrimp creole, tossed salad, milk and dessert on Tom's lap. I flew through the incessant rain. The only action necessary to keep the "three" on course and altitude was to roll the trim tab each time the stew­ ardess came forward to deliver a full tray, or retrieve an empty when the pas­ senger finished. Tom finished and asked if I wanted my meal. He called the stewardess and a moment later the tray was placed on my lap, Tom's retrieved and she left for the buffet. Tom took over the flight de­ tail and I settled myself for a fine dinner. I heard the door to the cabin close, and

without an instant's warning, the aircraft dropped 250 feet. It wasn't rough; we just dropped. Everything went up in the air. My food tray ended upside down in my lap. Somehow the neat slice of green pepper that graced the top of the salad was plastered to the windshield in front of me. All it lacked was a set of cross hairs and it would have been a neat gun sight for a fighter! Just as suddenly as we had dropped, we were in the clear air over Tampico, Illinois. We could see the Quad Cities, almost 35 miles away, from our position. The air was that clear. The cabin call came on. I hated to think of what the cabin must have looked like. It was Hilbert. The voice was very little. "You better call Moline and tell them we have to have about an hour to clean this plane up. It 's a mess and I'm covered from head to foot with all the shrimp creole that was left on the trays." Moline was one of those "can do" stations. They got the passengers off and we hit the cabin, all of us together. We'd been fortunate , for with Buck helping the stewardess, all the trays were back in the cold food carriers except Tom 's and mine. It was the food carri­ ers that got Buck. All those trays had come out of the carriers , flipped over and deposited the whole shooting match on Buck! He was a sight to behold! Buck said that as he looked forward, he saw everyone floating above their seats. A number of the people had pushed their heads into the headliner

far enough to leave a depression in the fabric. The agents, doing their job, asked everyone if they were all right. No problem, just shaken a bit at the un­ usual experience! One of the passengers was the fa­ mous commentator, Edward R. Mur­ row. Our station manager, a real savvy fellow, asked him how things were. He replied that it really wasn't too bad, but that some people would make quite a thing of it! One hour late, we departed with the rest of the passengers destined for points west, plus the new ones who joined the camp at Moline. Back at Midway, the boss wanted to know why I didn't have the seat belt sign on. Everyone else did when they went through there, he said. Well, I told him if I hadn ' t found the problem and ad­ vised dispatch, he'd have had others with the same experience. Matter closed. As for Hilbert, well, be became a darn good engineer, or plumber, as we sometimes refer to them. In time he got back into the right seat, then the left, ending an outstanding career flying the biggest of the DC-8s all over the western hemisphere. Additionally , with the restoration of the Swallow, United's first airplane, he garnered millions in public­ ity for the company. As for his EAA and Antique/Classic affiliation, you are all aware of his con­ tribution there. If you want to hear him break into raucous laughter , ask him how he likes shrimp creole!

'*

VINTAGE AIRPLANE 21

Robert Cosman (Continued/rom page 2)

manicured Magic Carpet for many years. He, like so many of us, enjoyed taking youngsters for rides. Bob's first ride was in Howard's Bellanca Citabria. He was always an eager passenger, and in so being, began rus fuU fledged initia­ tion into the wonderful world of avia­ tion. Owning his own plane became Bob's dream. In order to earn enough money for the purchase, he began working on the family farm, first with pigs and later with cows. He was five years old at the time! (According to his mother, Bob has always been goal oriented. No kid­ ding!) Over the years he saved every penny while maintaining honor roll sta­ tus throughout his schooling. After eight years, Bob saved enough to con­ sider purchasing a plane. So, he and his family journeyed to Oshkosh for the 1990 EAA Convention. There , Bob hoped to find his dream come true. As luck would have it, he did just that. The 120 was based at Oshkosh and had been completely restored in 1985.lt was beautiful, it was available and in a very short time, it was his. At thirteen years of age, since Bob was still too young to fly solo, a friend, Jim White, flew the plane down to Magic Carpet for him. Bob has been taking lessons in it ever since and according to his flight instructor, Rich Kloeppel, he has been ready to solo for quite a while now . Bob even worked out a thrifty arrangement in order to get flight in­ struction. His instructor has two kids Bob's age, so Bob offered to let Rich teach them to fly in the 120 for free flight instruction in return! Not bad for a fifteen year old. Now all he has to do is wait until his six­ teenth birthday, April 20, 1993. That will be a red letter day, not just for Bob and his very supportive family , but for all of us. Why? Because for any of us who have ever breathed life into a derelict, old airplane, or given a bright-eyed child their first ride, or soloed a promis­ ing young student, we can aU share and enjoy this experience, weather we're able to be there in person or not. This is the true hidden treasure, there for all of us to enjoy. It's the biggest, bright­ est, most valuable thing we can ever possess ... a big, shiny, bright piece of the future. ...

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(Continued/rom page 4)

SUN 'N FUN G R AND C H AM ­ PION Every year, at every fly-in we at­ tend , all of us from the editorial staff here at EAA/HQ do our best to try and make sure that we have a photo of the most likely candidates for mag­ azine coverage. As you can imagine, it can be tough to pick them out, and sometimes circumstances (weather, poor lighting, etc.) prevent us from getting the one picture we really need. That was the case at Sun ' n Fun '92, when poor weather and his schedule prevented us from getting a good photo of John Karlovich's (A/Cl1323) Culver Cadet, the winner of the Grand Champion Antique award. Fortunately, SPORT AVIATION ed­ itor Jack Cox was present at the AIC Chapter 3 fly-in held at Burlington, NC, and was able to take these photos of John and his very original Culver. Obtained as a project , John set out to do a stock restoration , right down to the instrument panel. Powered with a Continental A-75, the airplane fea­ tures an original ground adjustable Freedman- Burnham prop. A sensa­ tional performe r when it was built in 1940, the little Culver still gets second looks wherever it goes. It would eas­ ily cruise at 115 mph, and could do

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The Grand Champion Antique of EAA Sun ' n Fun '92, is thi s Culver Cadet LCA restored by John Karlovich. This stock restoration of the Culver includes a Con­ tinental A-75 eng ine and a blue and sil ­ ver color scheme. The instrument panel is exactly as it was when the ai rplane was delivered from the Port Columbu s, Ohio factory in 1940.

140 flat out in level flight. This partic­ ular airplane, a Culver Cadet LCA, was made at the original Culver fac­ tory in Port Columbus, Ohio, and has a blue and silver finish , as did all of the Culver LCA's built at the Port Columbus factory. Jobn Karlovich is a retired Delta airlines oilot, and he and his son currently ope ' .e a private air­ port in Rome, GA . Cvngratulations to John on a fine restoration! ...

....;.,.'"

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22 JULY 1992

ANOTHER TWIST ...

ON TUBING BENDING

M.e. "Kelly" Viets R.R. #2, Box 128

Lyndon, KS 66451

While trying to bend the 1" diame­ ter tubing for the Travel Air stabiliz­ ers, we tried the wheel type bender you showed in the April issue of VIN­ TAGE AIRPLANE. We used a long 2x4 and still couldn't do it right. I then thought , if I just had some sort of hydraulic jack I might get the job done. The only hydraulic jack I have is the auto floor jack. I picked it up, put it on my portable work bench and went to work. I had some 2"x6" white oak from a packing crate. The two verticals are lag screwed to the base with three 114"

diameter lag screws each, tapered at the top. The strap in 118" thick 1" strap metal held with two 1/4" diameter lag screws. These screws are brought down snug, but not too tight, as this will allow the strap to move to conform to the bending tube. The jack is blocked in place so it will not move during operation. The ram is a 2" piece of pecan or oak or some other hard wood turned to an 8 inch diameter and grooved out to match 112 the diameter of the pipe to be bent. I believe you could use a smaller out­ side diameter of the ram

for tighter bends and/or smaller tub­ ing. I believe the pictures will tell the rest. As Paul has said, "Put your hands and mind to work." Well this is only one of severa l we have come up with but we believe it's one of the best. Al­ ways did want a pipe bender!

Editor's Note: Snap-on Tools has advised us here at EAA that as of th e end of July, 1992, they will no longer be sponsoring "Hints For Restorers ". John Fluke Mfg. Co. will continue to sponsor electrical awards. We thank Snap-on Tools for their 4-year long sponsorship of the " Hints " feature in EAA publications. - HGF VINTAGE AIRPLANE 23

from recognizable person or persons in the photo only if and when requested by EAA Antique/Classic personnel.

r

10. Copyright No copyrighted photos will be judged.

11. Negatives Hold onto them. Do not submit them unless requested by the EAA An­ tique/Classic Division. 12. Returns No entry will be returned and all en­ tries will become the property of the EAA Antique/Classic Division. They will be added to the permanent EAA Antique/Classic photo collection owned and maintained by the Division , and will be used as the Division sees fit. However, anytime the photo is used, the photographer will be given credit for his or her work.

Rules For the EAA Antique/Classic 1992 Photo Contest 1. Eligibility Amateur photographers only who are currently paid up members of the Antique/Classic Division of EAA. An amateur photographer is one who does not make more than 10 percent of his living through the photography busi­ ness. 2. Dates The dates for the contest will be re­ stricted to the 1992 EAA Oshkosh Con­ vention with identifiable photographs en route, during or departure. 3. Location Photos may be taken en route , at or during and departure of EAA Oshkosh 1992 Convention. 4. Subject All Photos must have an Antique, Classic or Contemporary aircraft as the main subject and must have been made by the person entering the photograph. They can be made with any type of color negative film and any type camera; they may be processed and printed by any­ one , however color or black and white prints only please! The prints may be any workable size up to and including 8 x 10 inches . They may be spotted but may not be composites, montage, multi­ ple prints or artwork. 5. Categories a. Ground to Ground - This in­ cludes photos of the main subject air­ craft with its wheels on the ground 24 JULY 1992

whether it is a static display, taxiing, on takeoff or landing roll. There can be other aircraft in the photo that are not on the ground but the main subject must be. b. Ground to Air - This will include shots of aircraft in flyby or in takeoff or landing configuration where there is a discernible amount of airspace between the wheels of the subject aircraft in flight. c. Air to Air - Any photo taken on one or more Antique , Classic, or Con­ temporary aircraft in flight from an­ other aircraft. d. Judges Choice. e. Human Interest. 6. Judging Entries will be judged on the basis of general Antique/Classic interest and the suitability of photos to the category in which it is entered. Judges for the con­ test will be appointed by the EAA An­ tique/Classic Division and all decisions of the judges are final. 7. Entry Fee

None.

8. Restrictions Entries may not have been entered in any similar contest nor shall any closely simi lar picture situation be offered for publication elsewhere during the eligi­ bility period of this contest. 9. Model Release A model release must be obtained

13. Entry Form No form is needed but each entry must have a label affixed to the back of each entry . Print the following infor­ mation: name, address and phone num­ ber of the entrant and EAA Antique! Classic membership number and cate­ gory into which the photo should be placed. All entries must be addressed to: EAA Antique/Classic Division Photo Contest - Attn: Jack McCarthy, 14132 South Keeler, Crestwood, IL 60445 (708/371-1290). 14. Quantity Each entrant may submit up to five photos in each category. 15. Awards There will be a 1st prize, a 2nd prize and a 3rd prize in each category and as many Honorable Mentions as the judges choose to make, depending upon the total number of entries. They win­ ning photos will be published in the VINTAGE AIRPLANE magazine at the discretion of the Editor. Prizes will be given to winners at EAA Antique/ Classic Headquarters during the next calendar year convention. Any contest winner unable to attend that conven­ tion will have his or her prize mailed to them. 16. Deadline All entries must be in the Chair­ man's hands by February 15, 1993. Any additional inquires should be directed to: AlC Photo Contest Chairman Jack McCarthy, AlC #2698 14132 Keeler Av. Crestwood, I L 60445-2320

An information exchange column with input from our readers.

bv Buck Hilbert (EM 21 , Ale 5) P.O. Box 424 Union, IL 60180

It wouldn't even touch it! It just sort of g ummed up and rolled around in the smearing goopy mess. Some solvent made that part of the job a little easier, and after th e so lvent a rinse with clear water followed by the soap and more water, and that took care of that. I started on the bird dirt on top of the fuse­ lage and the wings . Yes, we had birds back in 1939, too, and they had even more bugs to eat because there were fewer cars, trucks and airplanes to smash them. The water moved them but it still took lots of old-fashioned "elbow grease " to loosen. The accumulated bug remains on the lead­ ing e dges gave way as well, and pretty soon I was down to the belly. Puzzle ? Do I lay on my back in the mud and water? How do I get at this part of the job ? Aha! Problem so lved! I ducked back into the hangar and got one of the "stacker" frames we used when we put all the airplanes in the hangar at once. Sort of a miniature modified sawhorse ar­ rangement that the propeller rested on with the tail up in the air and the nose down. I scrubbed down the b e lly a nd the stacker eve n made it easier to get at the lower side of the wings, too , so I gave the m a lick and a promise as well. So much for the mechanics of th e wash

job. What did I learn ? Well , there were some little cuts in the fabric down under the belly; there was a ho le in the under­ side of the left elevator; it looked like the tail wheel spring o n one side was a bit loose , and I wonder where all that oil came from on the belly? Maybe we'd bet­ ter look. Hmmm, rocker box gasket and maybe the oil t a nk neck gasket , too . Maybe I'd better take another look. I got out the dope ca n, made some dol­ lar size patches and took care of the little stone cuts under the belly and the eleva­ tor. And then I pulled the cowl, replaced the rocker box gasket that was the leaker, and found that the oil pressure gauge line was the leaker at the engi ne fitting. I took up one segment of the tail wheel steering chain. All done , I pinned the cowling back down , polished t h e prop and the windshield , and stood back to admire the job feeling an inner glow I hadn't felt be­ fore. Part of me was with that airplane now , and I don't mean the little bits of skin scratched off on the cotter keys ei­ ther. The " Yellow Windwagon" had never looked better! And when the boss said, " Well , just don ' t stand there! Take it up and blow-dry it!" , my day was made . It and I flew so much better than I ever real­ ized . It was great! ...

Wash her belly? What is this crud? This thought was running through my mind after my instructor made the state­ ment that the best way to get the feel of an airplane is to "wash her belly! " Bucket in one hand with a sponge and chamois in the other, I made my way towards the " Yellow Windwagon," as he was prone to call the Cub, grumbling to myself that wa s hing an airplane was the last thing I wanted to do . I' d much rather sit in the office and listen to the " hangar talk. " I learned ea rly on that hangar talk , although a lit­ tle overemphasized at times, was the most inter­ esting part of flying. Lis­ tening to the experiences of others was indeed a great way of assimilating their experiences - vicari­ ously, of course, but nonetheless a learning ex­ perience. I'd h ar dly even begun when I realized that the ex­ haust stains and oil streaks would need something Retired United Captain Don Toeppen loaned us this photo taken at Milwaukee's Mitchell Field in 1942, of more powerful than the a Cub on a stacking rack similar to the one Buck used to wash the Cub he was cleaning. Do any of our soapy water in the bucket. readers still use this method to save on hangar space?

VINTAGE AIRPLANE 25

MYSTERY PLANE

by George Hardie

This month's Mystery Plane will be a challenge to the vintage experts among our readers. Certain familiar lines may reveal the ancestry of this airplane. The photo was submitted by Owen Billman of Mayfield, New York. Answers will be published in the October issue of VINTAGE AIRPLANE. Deadline for that issue is August 20th. The April Mystery Plane has been tentatively identified as the Hawker Cygnet , a British light airplane of the mid 1920's. Charley Hayes, of Park For­ est , IL and Lynn Towns, Brooklyn, MI both sent in answers to this mystery. Charley also mentions the possibility that it could be an early Hurel-DuBois, due to the high-aspect ratio wing. Can any of our British or French members confirm this identification? Lynn be­ lieves the airplane in the photo is pow­ ered by an ABC engine of 30hp. As mentioned by Lynn in his letter , the Cygnet was entered in a 1924 airplane design contest sponsored by the British Air Ministry for an low cost, two-place airplane to be used for a proposed Na­ tional Flying Club. The trials were held at Lympne, and the two examples en­ tered did quite well, but did suffer from engine problems. One thing comes to mind when we receive answers to these obscure air­ planes. If you could, when you send in an answer that you were ab le to find 26 JULY 1992

documented in a book, give a reference of the book and page number in your response, so that we can further docu­ ment the airplane. You can never have too many confirmations of an obscure aircraft type! Dan Hagedorn of the Archives Divi­ sion, National Air and Space Museum, Washington, DC submitted the photo in the hope that someone out there would come up with an identification. He had exhausted all resources available to him and turned to EAA for help. This one was a real " toughie", but you readers came through in the end! In the course of the past 11 years of pre­

senting our Mystery Plane column, we received no answers to only eight columns, the most recent in June , 1988. All in all, I think this is a pretty good record and speaks well for the expertise that is represented by our many readers. Because of your dedicated response we now have records of many aircraft that otherwise would remain in obscurity. I'd like to take this opportunity to thank all of you for your support, espe­ cially those who have sent in photos for the column. Your participation has made this column possible. Keep ' em coming and I'll do my best to keep the pot boiling. ...

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

July 3-5 - Gainesville, GA - 24th Annual Cracker Fly-In, EAA Chapter 61l. 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 - Alliance, OH Taylorcraft Fly-In and annual employee's reunion at Barber Airport (2Dl). Breakfast Fly-In on Sat. & Sun., Banquet at the airport on Sat. night. Camping on Field, many motels. Con­ tact: Forrest A. Barber, 216/823-0652. July 10-12 - Lompoc, CA - 8th An­ nual West Coast Cub Fly-In. Contact Bruce Fall, 101 Oakhill Dr., Lompoc, CA 93436. Phone 805/733-1914. July 10-12 - Minden, NE - 14th An­ nual National Stinson Fly-In and meet­ ing. Pioneer Village Airport, Minden, NE. Call 303/744-8048 for more infor­ mation. July 10-12 Williamsport, PA - 4th Annual Northeast Stearman Fly-In at Lycoming Airport. Contact: Dale Cris­ well, 717/368-3266 (days) or 717/323­ 7779. Also, Dino Vlahakis 603/448-3729 or Earl Ha sselmark, 203/379-0901 . July 11-12 - Emmetsburg, IA ­ Fourth Annual Aeronca Fly-In sponsored by the Tail Dragger Club. Camping, Flight Breakfast on Sunday, with free breakfast for pilot and copilot. Serving 6:30am til 12:30pm. Contact: Keith Harnden, Box 285, Emmetsburg, 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 Henning, MN - 9th Annual Northwestern Aero Airshow and Cub Club Convention. Rain date, July 26. Pancake Breakfast, free to PIC of Anti­ que or Classic aircraft. Contests (9am required briefing), Awards, Airshow. July 25-26 - New Berlin, IL - Flying "S" Farm. Midwest gathering of Taylorcrafts. Contact: AI and Mary Smith, 217/478-267l.

July 25-26 - Bemidji, MN - Bemid­ ji-Beltrami County Airshow, Antiques and Classics welcome. Fish fry, Hangar parties, Sunday breakfast and aerial demonstrations. Contact: LeRoy Johnson, 1-800/458-2223 or 218/751 ­ 5423 . July 26-31 - Marion, IA - 24th An­ nual International Cessna 170 Associa­ tion Convention. Contact Lee Reedy, 319/322-0665. July 28-August 6 - Valparaiso, IN ­ Porter County Municipal Airport. EAA Chapter 104 is sponsoring a"Travelers Fuel and Food Stop". Contact Oliver Lacy ant 219/843-5481 (evenings). July 31-Aug. 6 - Oshkosh, WI - 40th Annual EAA Fly-In and Sport Aviation Convention. Wittman Regional Airport. Contact John Burton, EAA Aviation Center, Oshkosh, WI 54903 -3086, 414/426-4800. August 1 - Oshkosh, WI - Black­ hawk Tech A&P and Avionics Reunion at EAA Oshkosh. On the east side at Novak's hangar. For reservations, con­ tact Mary Mills, 613 Wisconsin Av., Beloit, WI 5351l. 608/364-474l. August 1-2 - Shiocton, WI - Alillual Fly-In. Food served daily . Free camp­ ing to EAA members. Contact: Joyce Baggot,414/986-3547. August 10-14 - Fond Du Lac, WI­ 23rd Annual International Aerobatic Club Championships. Five categories of competition - Basic through Un­ limited. Fond du Lac Cup, Sunday August 9th. Contact Louis 1. Drew, Contest Director, 414/921-6000. August 16 - Brookfield, WI - EAA Antique/Classic Chapter 11 "OId­ fashioned Ice Cream Social" . Noon until 5 pm .. Vintage and amateur­ built aircraft on display, as well as a display of radio-controlled model planes. Contact : George Meade, A/C Chapter 11 Pres ., 414/962-2428. August 22-23 - Bloomington, IL ­ Eighth Annual Air Show sponsored by the Prairie Aviation Museum. Contact: P.O. Box 856, Bloomington, 1161702 or phone 309-663-7632. August 28-30 - Sussex, NJ - 20th

Anniversary Sussex Airshow '92. Gates open at 8am, show at 1:30pm. Call 201/702-9719 for more informa­ tion. August 30 - Tomah, WI - EAA Chapter 935 4th AIU1Ual Fly-In Break­ fast at Boyer Field. Static Displays, Flea Market. 7am until? Call 608/372­ 3125 for more information. September 5-6 PI"OSSel-, W A - 9th Annual EAA 391 Fly-In. Call Thompson Aircraft, 1-509-786-1034 for more info. Septembe,- 5-7 Lake Guntersville, AL - Aerodrome '92. Worlds largest WW I Aviation Fly-In Convention. Contact: Ryder Interna­ tional Corp., 205/586-1580. September 18-20, Jacksonville, IL - 8th Annual Stinson Reunion. Fly-outs, Contests, Camping on field, Banquet with guest speaker Phil Richardson (winner of the World Vintage Air Rally) on Sat. night (reservations required) . Contact : Loran F. Nordgren, 815/469­ 9100 or write 4 W. Nebraska, Frankfort, IL 60423. September 19-20 - Rock Falls, IL ­ 6th Annual North Central EAA "Old­ Fashioned" Fly-In. Workshops, forums, exh ibits, swap meet, and awards. Pancake breakfast on Sunday. Contact Gregg Erikson, 708/513-0642 or Dave Christianson, 815/625-6556. September 24-26, Bartlesville, OK - 35th Annual Tulsa Regional Fly-In. Contact: Charl es W. Harris, 918/742­ 7311 or write P.O. Box 904038, Tulsa, OK 74105. Septembel- 25-26, Porterville, CA ­ Western Waco Association 4th Annual Reunion . Largest gathering of Waco aircraft west of the Mississippi. Contact: WWA at 209/962-6121 or write WWA, P.O. Box 706, Groveland, CA 9532l. October 16-18, Hampton, GA ­ Wings and Wheels Motor Fair Fly-In and Airshow, Auto show and flea market. Henry County Airport (Bear Creek) Sponsored by Atlanta Motor Speedway, 404/946-3910. October 24-25, Hickol-y, NC - 7th Annual EAA Chapter 731 Fly-In. Held in conjunction with the Catawba Coun­ ty Sesquicentennial Committee Air­ show. Banquet Sat. night, static displays and awards for all classes of aircraft. Contact: Doug Teague, 704/754-3598 (days) or evenings, Norman Rainwater, ..... 704/328-5807.

WELCOME NEW MEMBERS

Gale R. Aguilar Gilroy, CA Arthur Anderson Waunakee, WI Jack Anthony Chillicothe, OH Ralph Appelbaum New York, NY J. D. Ashmun Londonderry, NH Robert G. Baehr Bella Vista, AR Gary Baglien Minneapolis, MN Ralph A. Ball Bellflower, CA William J. Bass Washington, DC Albert J. Beach Dayton,OH Gerald T. Bean Springfield, VA Janet Bennett Coldwater, MI Richard G. Bernard Kirkland, W A Daniel Bickerstaff Kannapolis, NC Kerry Brasher Scotts Hill, TN James M. Brewster Shawnee, KS Terry L. Brokaw Three Rivers, MI Ernest C. Bryant Virginia Beach, VA John E. Burdo Greensboro, NC Keith Burns Lakefield, Ontario, Canada Richard A. Caldwell Norwell, MA (Sponsor: William Richardson) Ronald R. Calkins Grand Prairie, TX Robert H. Campbell Ellisville, MO William G. Carey Throckmorton, TX Robert Carr Jr. Redding, CA Bruce H. Carter Tampa, FL Thurman D. Carver Lebanon, IL Henry G. Cofield Mc Donald, TN Stephen R. Coker Berlin, NJ Thomas E. Collinge Hornsby Heights, Australia Brian Costello Arlington, W A Gerard Crepin Boulogne, France Ocala, FL David P. Dalrymple Gordon S. Daniel Rotan, TX Edward C. Dillon Poway, CA Warren D. Dirks Berthoud, CO Dana K. Drake Arlington, TX Eagle, ID Dick E. Drake George R. Dray Novato, CA Ensign Martha Dunne Annapolis, MD Robert T. Eisler Regina, Saskatchewan, Canada Kenneth D. Elder Medway,OH

Kornelis A. Eleveld Calgary, Alberta, Canada Exley Mobile Services Inc Rincon, GA Fal Falconi Abilene, TX Harry L. Fenton Rockton, IL Conway, SC Don A. Filippone Guy A. Fortier Incline Village, NV Stephen K. Freeman Camarillo, CA Susanna H. French Bedford, NY Bent Frisendahl Ledoje, Denmark Gene W. Frohbieter Houston, TX Leland Fuerst Lees Summit, MO Bruno J. Gacek Western Springs, IL Al Gauthier Northglenn, CO Andrew Gaymer Hillman, Rockingham, Australia Harry G. Geyer Pittsburgh, PA Jack Graham Vero Beach, FL W. F. Gregory Dundee, IL Norman Griswold Pine Valley, NY Steven Gunderson Ishpeming, MI John J. Haggerty Jr. Skaneateles, NY James D. Haley Philadelphia, PA Haverdal, Sweden VIs Hansen Kenneth H. Hatter Virginia Beach, VA Roger Haynes Fremont, OH Philip M. Hazen Rochester, NY Richard J. Hinshaw Sedalia, MO Harold J. Hitchcock Burnsville, MN Edward T. Hoit Federal Way, WA Arnold R. Holt California City, CA E. House Tan Cheung, Hong Kong Wayne E. Hughes Utica, KY James G. Hunley Eustis, FL Blaine Hunsaker Brigham City, UT Milwaukee, WI Donald Hyra Thomas Ingelsson Langsele, Sweden Houston, TX E.Inkley Richard Jackson San Angelo, TX Jess Ben Johnson Covington, GA William Johnson Charleston, TN

John Peter Kellett Fonthill, Ontario, Canada Philip E. Kelly Coldwater, MI Russ Kilmer Sacramento, CA Richard Kirby Stafford, VA Bernard Cecil Kitchell Echuca, Victoria, Australia Thomas D. Kocher East Kingston, NH John D. Koons Oakland, ME Richard Kralcik Athens, WI Kenneth I. Lamb Hitchcock, TX John Ridings Lee Dallas, TX Ty J. Leese Northumberland, PA Hank Likes Mechanicsburg, PA Kevin F. Limon Cheltenham, Victoria, Australia Curt C. Lindauer Jr. Belleville, IL Robert J. Lines Enid, OK Moody Allen Long Apex, NC Dominique Lorentz Nancy, France Horace N. Lowe Amarillo, TX Robert P. Mackey Oshkosh, WI Charles Richard Mann Woodbridge, VA Graeme D. McMillan Invercargill, New Zealand Gregor McNicol Hastings, Hawkes Bay, New Zealand Scott V. Miller Niceville, FL John T. Monnett Oshkosh, WI William B. Moss Jr. Anchorage, AK Katrina Marie Mumaw Lancaster, CA Sterling Muth Golden, CO Alan A. Netz Cedar Crest, NM James R. Newhouse Maple Park, IL Wendy Nichols Kailua, HI Paul W. Nicolai Hudson, WI Ronald Niemann Sheboygan Falls, WI Robert E. Niles Riverside, CA William J. Oparowski North Hampton, NH James M. Owens Onalaska, WI Delton T. Perry Lawrenceburg, TN Ralph H. Peterson Dothan, AL J. B. Phillips Stanwood, WA Continued on Page 29

WELCOME NEW MEMBERS

MEMBERSHIP

INFORMATION

Continued from Page 26

EAA

Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport A via­ tion. Junior Membership (under 1 9 years of age) is available at $20.00 annually. Family membership is available for an additional $10.00 annually. All major credit cards accepted for membership (FAX (414) 426-4873.

ANTIQUE/CLASSIC

Wayne W. Polak Indianapolis, IN Tommy Potts Montgomery, AL Joseph S; Ptaszek Wauwatosa, WI Felix Quast Winsted, MN Arthur L. Raines Cleburne, TX Robert R. Reid Jr. Wichita Falls, TX Barry Ross Floradale Capella, Australia Hobbs, NM Philip L. Ross Jon Roy Augusta, NJ David Schreiner San Antionio, TX Johann Donald Sebastiao Caixa, Brazil Peter Seto Portland, OR Robert W. Shea Wayzata, MN Donald H. Siewert Lake City, MN John Sklar Louisville, KY Clay Smith Naperville, IL Grand Prairie, TX Don Smith Jack F. Smith Owosso, MI Richard Norman Smith Wilkesboro, NC Paul K. Smoker Intercourse, PA Michael J. Snyder Sebastian, FL J. Thomas Solano Jacksonville, FL Gwinn, MI Philip A. Spade Robert Spink Daytona Beach, FL Winston C. Stansell Atkins, TN Boyd D. Stewart Cache Bay, Ont. CANADA Thomas J. Stolz West Lafayette, IN R. Edward Strumski Tallahassee, FL Exeter, CA George M. Suta John T. Svatek Alexandria, VA Christopher E. Swain Indianapolis, IN J. Thiers Brasslmaat, Belgium Stephen A. Thompson Fayetteville, GA

James H. Thornhill Houston, TX Edward Toleikis Tuscon, AZ David L. Torrey Ransomville, NY Robert Trail Winsted, CT Arthur Tregenza Jr. Salinas, CA Thomas N. Tucker Ft. Washington, MD Bill Turnbow Washington, OK William T. Utess Three Mile Bay, NY John E. Vander Horck Valencia, CA Paceon D. Vetaly Corvallis, OR Karl A. Vick Elko,MN William A. Walden Blue Ridge, GA Keith Walker Hadfield, Derbyshire ENGLAND Alan Walton March, Cambs GREAT BRITAIN Terry A. Ward Redmond, WA Gregory B. Warner Londonderry, NH J. K. Watson Houston, TX Tom Weller Hollywood, FL Jerry W. Wharton Wise, VA Robert Whitted Cicero, IN B. Scott White Castlewood, VA Lawrence L. Wilson Mt. Jackson, VA Bruce D. Wilt Berthoud, CO Robert M. Wiseman Harrison,OH Daniel P. Woodward Riverton,IL John C. Worth Willingboro, NJ Dr. David S. Wyer Muleshoe, TX Frank W. Young Lexington, SC Richard Zacour Ford City, PA Birmingham, AL H. Evan Zeiger Kenneth F. Zino Pleasant Ridge, MI

---

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

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

lAC

Membership in the International Aerobatic Club, Inc. is $30.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are re­ quired to be members of EAA.

WARBIRDS

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

EAA EXPERIMENTER

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

FOREIGN

MEMBERSHIPS

Credit Cards preferred. When paying by check, please submit a check drawn on a United States bank payable in United States dollars. Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the following address:

EAA A VIA TlON CENTER

P.O_ BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828

OFFICE HOURS:

8:15-5:00 MON.-FRI.

1-800-322-2412

VINTAGE AIRPLANE 29

,INC.

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BENEFITS INCLUDE: • Lower LJability & Hull Premiums

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VINTAGE AIRPLANE 31

OFFICIAL DIRECTORY

01 Registered Civil and Military Aircralt O~R

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PAGES

INCLTAX&SHPG.

1992-93 LimitedEdition. Lists over 18,000 owners of pre-1946 aircraft by ad­ dress,city, and state; cross­ indexedbyN number,make, PG.SIZE 8.5' x,,' model and series. Bonus! Lists all operational aircraft by year built, make, model and series. Everything you need to buy, sell or evaluate aircraft!

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1992

catalog

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ACCESSORIES

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AIRFRAME PARTS

- Rr - Plywood - Spruce - Adhesives • Nails - steel Sheet & Tubing .Aluminum Sheet &Tubing

VINTAGE AIRCRAFT AND ENGINES-Out-of-print literature: history; restoration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 9211 5. (Established 1960) (c-l0/92) Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take trade-ins, 5·year repair or replacement w arranty, many styles in stock. Parachute Associates, Inc., 69 Main Street, Suite A, Vincentown, NJ 08088, 609/859·3397 . (c/7/92)

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

AIRCRAFT For Sale - Stearman A75 Nl, beautiful restoration on a 1030 n hours airframe and 1:00 hours since rebuilt. 220 hp Continental W670GN engine, 1:00 SMOH, shielded ignition harness. Hamilton Standard aluminum propeller, cover with Ceconite and finished with polyurethane paint. All manuals (flight, aerobatics, erection and maintenance). U.S. registration N34KS, fresh annual January 5,1992. Based at Fort Lauderdale Executive Airport, FL. Call Andy Montidoro, 305{739· 3575, FAX305{739·9514. (7·1)

MISCELLANEOUS: CURTISSJN4-0MEMORABILlA- 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 exdusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreaate your help. Write for your free price list. Virginia Aviation Co., RDv·8, Box 294, Warrenton, VA 22186. (C/5/92) Fly-About Adventures and the Ercoupe---Full color, 130 pages, $17.95. Fly· About, P.O. Box 51144, Centon, TX 76206. (ufn) SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA·d, 4130 chrome· moly tubing throughout, also complete fuselage repair. ROCKY MOUN­ TAIN AIRFRAME INC. (J . E. Soares, Pres.), 7093 Dry Creek Rd ., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No. QK5R l 48N . OX-S Parts and Service - Free ads to subscribers. Subscription $18.00 yearly. P.O. Box 134, Troy, OH 45373. (7-6) 32 JULY 1992

C-26 Champion Spark Plugs - New and reconditioned. New · $14.75, reconditioned . $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c·l0/92) GEE BEE R-2-Model plans extensively Updated (used for Wolf/Benhamin's). Plans Catalog/News $3.00, refundable. Vern Clements, EAA 9397, 308 Palo Alto, Caldwell, ID 83605. (9-3) 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. Taildragger Dragger - Now move your favorite aircraft singlehandedly and never lean on (or even touch) the airframel Just say "Hello Dolly" - "Goodbye aching back". Guaranteed! For information, 1-800-535·8640. (7-4)

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·l0/92)

WANTED : Wanted to trade -Sailboat - restorable · 14 foot Ughtning, for trade on pre-1960 two-four place airplane in fly-away condition . Giving up sailing for flying. Contact: Hugh P. Harrison 11,10125 N. Park Avenue, Indianapolis, IN 46280. Biplane Wanted-I am an antique enthusiast searching for an unusual restoration project. Would favor a 1928-1940 three-place open cockpit biplane with racing past. If you have, or know of an aircraft that deserves to fly again, please give me a call. David Kaczmarek, 416/488·0709. (9-3)

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