Issuu

STRAIGHT AND LEVEL

By Brad Thomas By the time our fearless postal employees get through with this issue, Oshkosh '79 will have become history and by now we are back home polishing and cleaning our aircraft for the next fly-in. Others are going through the many bits of information gathered from forums or parts sources and continuing with their restoration plans. The "I'll just have to have - - " syndrome has bitten some and they now ponder how and where to obtain the aircraft they wish to restor e . The question marks appear d escr ibing the proper way to restore it, and we wonder at tim es if adequate informaion is available. This is where our Antique/ Cla ss i c Division can help you. Elsewhere in this issue we have printed our Antique/Classic Division Vintage Aircraft Competition Judging Manual of Maintenance, Restoration and Con struction Standards . This is the basic set of standards that your Oshkosh judges have been using for the past several years and through it we have established an accurate and acceptable method of judging an tique and classic aircraft at any fly-in. Included is a sample judging sheet with detailed instructions of the method to obtain points added or deducted for the aircraft being judged. The criteria of this manual will soon become the universal standard of judging for all EAA fly-ins, and knowing this , the exhibitor can be assured of having his aircraft judged by the identical criteria used at Oshkosh. Authenticity is stressed in all phases of the manual. The Division cannot furnish authentic specifications for each and every aircraft. These should be obtained directly from the original manufacturer or if not avail able from that source, the various type clubs usually have available the information needed. Our basic pur pose in stressing authenticity is to impress upon the restorer the importance of completing the restoration project accurately. This means exhibiting the degree of authenticity that a particular aircraft had when it

l eft the original manufacturer's plant. As most of us do not wish to soil our issues of The VINTAGE A IRPLANE you may want to obtain a copy of the Vintage Aircraft Competition Judging Manual for daily reference and use. This ca n be ordered directly from EAA Headquarters in Hal es Corners, Wisconsin for the nominal cost of $1.00 per copy. Additional in formation and /or any questions regarding the judg in g or restoration methods should be directed to Claude L. Gray, Jr., whose address is listed on the title page of The VINTAGE AIRPLA NE. Under the gUidance of Morton W. Lester , Trustee of the EAA Air Museum Foundation and a Director of our Antique/Classic Division, we have begun a Hall of Fame specifica ll y devoted to the era of our Division . Within our EAA Air Mu seu m, presently located in Hales Corners, Wisconsin, our Antique/Classic logo will mark th e display area of the Museum where we have be en allocated space to promote and display various items of interest to all visitors. We wish to honor in dividuals of this era by displayi ng ph otographs and factual information about their contributions to avia tion. Many of the early pioneers in aviation have nev er received the recognition they deserved during th e periods of time they were active. Many have been for gotten. The activities of the 20's and 30's brought forth the beginning of aviation ventures that promoted the advancement of aviation as we see it today. The era of total individual achievement has passed in history, for with the modern technology of today no single per son could possibly contribute to the whole accom plishment. It is often said that Charles A. Lindbergh, Jr ., was probably " The Last Hero". His individual ef fort was responsible for his solo flight from New York to Paris. .

To initiate our Hall of Fame, we are requesting that the membership make individual requests for nomi nees. These nominations should be forwarded to Mor ton W. Lester, whose address appears on the title page of The VINTAGE AIRPL ANE. Your choice should in clude the details of the contribution made to avia tion by the nominee. The criteria of selection do es not require that the nominee be or had been a pilot, for he or she could have contributed through design, engine manufacturing or maintenance, been an out standing showman of the 20's or 30's, or one who de veloped aviation within an area previously unexplored by aircraft. Your judgement and forethought should guide the selection of your nomine e. As our Hall of Fame program becomes active, we will advise you frequently of the honorees and dates of exhibits and recog nition. To further recog niz e our membership and to dis play the accomplishments of each, we are planning an area in the museum to pla ce photographs of mem ber 's restoration accomplishments. Please forward an 8 x 10 color photo of you and your aircraft to the An tique/Class ic Division at EAA Headquarters. Be sure to include a data ca rd giving your nam e, address, date of photo, a complete description of the aircraft, and your Antique/Classic Division memb ership number. These photographs are to be displayed in the museum and will be rotated as necessa ry to permit full par ticipation among the membership sharing in the ex hibit. All photographs se nt to the Division shall re main th e property of the Antique/Classic Division and cannot be returned. Pl ease forward your photographs at your earliest convenience, and when an ample quan tity has been received we will imm ed iately organize the display.

Editorial Staff

TIl~ VI~TA(3~ AIl?VLA~~

OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

P.O. Box 229, Hales Corners, WI 53130

Publisher Paul H. Poberezny (Photo by Chris Sorensen)

Editor David Gustafson, Ph.D."

A Beech Staggerwing of Canadian registry.

AUGUST 1979

Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron (Fred) Fredericksen Readers are encouraged to submit stories and photographs. Associate Editorships are assigned

to those writers who submit five or more articles which are published in THE VINTAGE AIR

PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR

PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions

expressed in articles are solely those of the authors. Responsibility for accuracy in reporting

rests entirely with the contributor.

Directors

PRESIDENT W . BRAD THOMAS , JR.

301 DODSON MILL ROAD

PILOT MOUNTAIN, NC 27041 9191368-2875 Home 9191368-2291 Office VICE·PRESIDENT JACK C. WINTHROP ROUTE 1, BOX 111 ALLEN, TX 75002 2141727-5649' SECRETARY. M. C. "KElLY" VIETS 7745 W . 183RD ST. _STI!-.YYJIh!<S 66085 913/681-2303 Home 913/782-6720 Office TREASURER E. E. " BUCK" HILBERT P.O. BOX 145 UNION, IL 60180 815/923-4205

Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324

2131349"1338 Dale A. Gustafson 7724 Shady Hill Drive Indianapolis , IN 46274 3171293-4430 Richa rd H . Wagner P.O. Box 181 Lyons, WI 53148 414/763-2017 Home 414/763-9588 Office

John S. Copela nd 9'Joanne Drive Westborough, MA 01581 617/366-7245 Ro nald Fritz 1989'W ilso n, NW Grand Ra pids, MI 49504 6161453-7525 Stan Gomoll 1042 90th l ane, NE Minneapolis, MN 55434 6121784-1172

AI Kelch 66 W . 622 N. Madi son Avenu e Cedarbu rg , WI 53012 414/377-5886 Home Morton W . Lester P.O . Box 3747 Martinsville, VA 24112 703/632-4839 'H orne 703/638-8783 Office Arthur R. Morgan 3744 North 51st Blvd . Milwaukee, WI 53216 414/442-3631 .

George ·S. "York 181 Sloboda Ave. Mansfield , OH 44906 .Robert E. Kesel 'B usi ness Pho ne 419/755- 1011 455 Oakridge Drive Home Phone 419/529-4378 Rochester, NY 14617 Jo hn R. Turgyan 7161342-3170 Home 1530 Kuser Road 7161325-2000, Ext. Trenton, NJ 08619 ' 23'250123320 Office 609/585-2747

Advisors

Gene Morris 27 Chandelle Drive Hampshire, Il 60140 3121681-3199 '

NUMBER 8

VOLUME 7

TABLE OF CONTENTS Straight and Lev'el by Brad Thomas . . ........................ . .. . .. ... . 2

Rausie and Hi s Flying Engines by Ray A Watkins . . . . . . . . . . . . . . . . . . . . . . . . 4

Rebuilding An Aeronca Chief by Don Jenkins . ... ......... .. .... ...... . 9

Balancing of Radial Engines - Part I by W . B. Richa rds ........ .. ... ... . .. 12

Antique and Classic Airc raft Type Clubs .......... . ......... .. ........ . . 14

Drawings of Histori c Airc raft National Air and Space Mu se um ... ........ 15

The Single-Boom P-38 Story by Joel Whitehurst, Jr. .. . ..... ... . . . ... . ... 16

Antiqu e/ Cla ss ic Jud ging Manual ... .... ..... .... ... . ... .. .. ... ....... .. 18

Borden 's A e roplane Posters From The 1930's by lion e l Salisbury ... . ..... 22

Letters To The Editor . . . .... . ........... . .... .. .. .. . ... . . ....... . .... . 24

Antique/Classic Aircraft Under Restoration .. .... . ... .. .... . .. .......... 25

Calendar of Events ... ...... .......................... .... ...... . ..... 26

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP D NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antique/ Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem bership in the Experimental Aircraft Association and separate membership ca rd s. SPORT AVIATION magazine not included . D EAA MEMBER - $14.00. Includes one year membership in the EAA. Antique/Classi c Divi sion, 12 monthly iss ues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD . (Appli ca nt mu st be current EAA member and must give EAA membership number .)

Robert A. W hite P.O. Box 704 Zellwood, Fl 32798 305/886-3180

THE VINTAGE AIRPLANE (ISS N 0091-6943) is owned eXClusiv ely by EAA Ant iq ue/Classic Division: Inc..

and is published monthly at Hales Corners . Wi sconsin 53130. Second c lass Postage paid at Hales

Corners Post Office, Hales Corners, Wi sco nsin 53130 . and additional mai ling offices. Membership

rates fo r EM Antiq ue/Classic Division. In c .. are $14.00 per t 2 'month period of which $ 10.00 is for the

publication o f THE VINTAGE AIRPLANE. Membership is open to all wh o are i nlerested in aviation .

Polge 4

Page 9

Page 16

By Ray A. Watkins 1108 North Main Street Bellefontaine, OH 43311

Didier Masson, later World War I fighter ace, flying th e Curtiss-Rausenberger combination at Mineolia , Long is足 land 1911 . This was first Rausie V-8 aviation engine now owned by Cole Palen.

Wanamaker's downtown New York Department Store was the first to exhibit the world's first racing airplane, a Curtiss biplane having interplane ailerons and powered with a brand new Curtiss V-8 aviation engine of 50 hp. Glenn H. Curtiss of Hamondsport, New York, its pilot, streaked along at 46.5 mph win足 ning the Gordon Bennett Cup and purse at the First International Airplane Speed Contest, August 29,1909, Rheims, France.

This was an interval of time when there was mystery and magic pertaining to flying machines and men who flew them . Wanamaker ' s business manager knew what he was doing when he signed an exhibit contract with Curtiss Company official, Augustus Herring at a price of $5000 for the privilege of displayi ng the most famous racing airplan e. The exhibit area was always so heavily crowded with viewers that it was with much difficulty that a young employee of the then infant society of automotive engineers organization, viewed the famous flying machine. The V-8 engine , representing the very peak in design development as required for powering a flying machine , inspired the young employee in such an unusual degree that he resigned his position and determined to enter the business of design and manu facture of aviation engines. Lawrance E. Rausenberger, twenty-two , stepped down from a big four passenger train at Bellefontaine, Ohio , where a drafting table was set up in his old room at his mother's home and the design of the first " Rausie" aviation engine was launched . Internal combustion engine experience at the Stod dard Dayton, Pennsylvania Automobile Company, the ). M. Quimby Company, along with a thorough course in engineering , a full background of machine shop practice and, a natural know-how were important fac tors in the design of the first Rausenberger Aviation Engine. Pioneer designers and builders of aviation en gines were a dedicated and enthusiastic " type" who were completely capable of making their own foundry patterns. Later they 'd follow through with the required machining and assemble a complete engine. Follow ing through, they' d make thorough test stand runs of their " gems ". One can only guess at the degree of emotion that these pioneer deSigners experienced as their engines came off their drawing boards and finally roared into action. Designers of early aviation engines incorporated mechanical ideas that were new to the facilities of the day, especially the use of aluminum for the upper and lower crank case sections. Manu facturers of aero engines were really stymied for proper steels and often required special heat treating to meet individual parts applications. The automobile engine provided basics for aviation engine manufacture, how ever , the distinct requirements of aero engines stimu lated new and fantastic ideas that were previously un dreamed. Pioneer aero engine designers-builders experi enced monumental problems in lubrication, over heating, excessie wear of parts, valve and ignition trouble, which one by one were overcome through vigorous tests and often heavy outlay of cash.

The first aero engine off Rausie's drawing board in 1910, was a water cooled 45 hp V-8 consisting of 274 pounds of metals. It became the power plant of a Cur tiss Pusher at the already famous Mineolia, Long Island aviation grounds in New York. Numerous New York sportsman pilots flew the Curtiss-Rausenberger com bination. Sometime later the engine was returned to the Rausenberger Bellefontaine shop for a major over

haul. This engine was sold in 1912 and its whereabouts

are obscure. On a visit in 1973 to Cole Palen ' s fantastic

L. E. Rausenberger a t th e controls of a Curtiss Push er pow ered with a Rau sie V-8 water coo led 45 hp eng in e a t Mine-

a lia , Long Island 19 I 7, engin e N o . 7 now own ed by Cole

Palen_

Old Rhineb ec k Aerodrome, I was shown through Pa len 's aviat ion co ll ection by David Fox , who ca ll ed spe cia l attention to a Curtiss Pu she r in whi ch the number 1 Rause nbe rg er 1909 engine was install ed. According to Andy And e rson 's article in the March , 1978 iss ue of World War I Aeroplanes this engine was disas se m bl ed , cleaned , mad e operationa l, and started on the seco nd pull in 1975 at the Old Rhinebeck shop. The outstanding success of Rausie's engine number 1 wa s an ego builder and soon the Bell efo ntaine shop had a new 75 hp water cooled V-8 aviation engine off the drafting board and into production. Th ese engines w e re beautifully machined with the latest id eas in co r porated in their design . By this ea rly date , 1911 , all Rausenberger aero engines w e re provid ed with a cir culation of water around the intake throat of carbure tors, preve nting dread ed icing up . Bell efontaine con tinu ed to hea r the roar of Raus e nberger eng ines on test stands. Howeve r, it was August 25, 191 2, that a Bald win Red D evil Biplane powered with a 75 hp Raus en berge r engine gave th e local s their first sig ht of a fly ing machin e in full fli ght. Pilot George Schmitt, a young Rutl and , Vermontier had a flight contract to fly from Bellefontaine, Ohio to th e Kenton , Ohio fair. Immedi ately after take-off, Schmitt and the Red Devil w ere about 200 feet in th e air direct ly over Bellefontain e's big four lo co motive se rvicing terminal. Two loco mo tives backing slowly away from the coa l chutes met with the tenders at a switch , due to engine c rews " rub ber neckin g" at the airplane with a man sitting way out in front. Coa l was spilling o nto the right of way with large dents in the tende rs. It was probably the first of ficial railroad accid ent report made out b laming a fly ing machin e. A Rau se nbe rge r V-8 e ngin e of 75 hp was installed in a Curtiss Pusher at Bellefontaine , 1911, for a would be pilot nam ed Harp er. A co nsiderabl e c rowd had ga th ered to watch th e airplan e fly. Harper would open the throttle and at the instant of being airborn e would close the throttle and sett le back on the runwa y. Thi s disappointed the crowd to suc h an exte nt that damage to the plane was barely averted. These were th e days that m ec han ica l flight was looked upon as a g reat hoax. Rausenberger aerial motors transferred its activi ties to Dayton, Ohio where an acce lerated and amb i ti o u s production of avia tion eng ines ran from 1912 to 1916. Lin co ln Beachey , o nce the greatest of all ae rial showm en bragged th at give n an eng in e with eno ug h horsepower, he would fly a barn door. Doubtless en gi n e builders o f that time wer e influ enced by th e quip and so m e went back to the drawing board to provide more power to meet the eve r growin g demand of pilots in an e ra of fa ntastic p rogress.

First V-12 aviation eng in e manufa ctured in the tes t by designer-builder L. E. Rausenberger.

u.s. under

Busin ess end of the Rausie V-8 water cooled 75 hp avia tion engin e - 1911.

~.an:..W """'",+~·' '! "'fP~f"a.i~~~~.llI'BiiM-==

M . Thor, owne r of plane, on landing skid, pilo t George Schmitt, at controls of Baldwin Red Devil. No te long dis tance type fue l ta nk. L. E. Rausenberger, des igne r-m anu fac turer o f aviatio n engines - A ugust 19 12 .

Pilot George Schmitt, L. E. Rausenbe rger, engine builde r and M. Thor, owne r of th e Baldwin Red De vil - August 19 12.

Rausenberger returned to the quiet of his o ld room and drawing board at his mother's home where he pondered the design of a really new and powerful avia tion e ngine . The new power pl ant that came off Rausie ' s drawing board late in 1914 was a water cooled V-12 cylinder, that generated a neat 150 hp offering no more frontal area than a V-8 and incorporating the very lat est in doubl e ignition and fuel carburetion. The engine was manufactured at Dayton., Ohio and block tested in the early spring of 1915 . As a matter of historical record , the Rausie of V-12 was the very fi rst V-12 aviation engin e designed and manufactured in the United States . It predated all other American engines designed and was destroyed in a hangar fire. . World War I was at its peak in March, 1918 when Rausenberger became chief aeronautical engineer for th e steel products engin eering company of Spring fiel<;l , Ohio . A consiste nt degree of aviation engine development and research engineering resulted from Rausie 's new position and the facilities at his disposal. There was an enthusiastic rush by airplane engine manufacturers to get in on th e highly overrated esti mate of the demands for American commercial avia tion at the close of World War I. The Rausi e E-6 , an in-line water cooled engine of 175 hp , incorporating a special mechanism eliminat ing valve rocker arms and valve springs was intro duced to comm ercial aviation immediately following World War I. This engine earned a number of world records for operational performance and was in pro duction at the Steel Products Engineering Company , Springfield , Ohio. Rausie continued to design airplane engines over th e years and on occasion he drafted special engines for racing cars . Rausenberger was truly a dedicated engineer-de signer and manufacturer of aviation engines, embrac ing the entire range of piston engine development. During the twenties and thirties, special aviation en gines were designed and manufactured under con tract for numerous and enthusiastic promoters of avi ation . The engines they promoted were strictly ex perimental , involving unusual design and mechanical principles. The Engineering Division of Air Service at McCook Field , Dayton, Ohio became engaged in a fantastic pro gram which involved delving into the intricacies re garding the airplane and its power plant. It was here that Rausenberger and other renowned aeronautical engineering brains, under special assignment, con tributed their professional know-how in solving many pioneer problems . To meet the exacting requirement s of the bureau of U. S. Naval Aeronautics, Rau senbe rger designed and

7 ~,i "

~":, "

;

•

•'

manufactured an inverted air cooled V-12 engine in corporating a 2-1 reduction gear that blasted out 500 hp at 4000 rpm while weighing in at only 700 pounds. This engine design received exhaustive testing at the Philadelphia Naval Center in the late thirties. Three pioneer Rausenberger aviation engines are known to survive the throttle artists of yesterday who roared down those early runways that were fair grounds, race tracks or cow pastures. Rausie's first manufactured water cooled V-8 engine of 45 hp de signed in 1909 is now in Cole Palen ' s Old Rhinebeck Aerodrome collection . Col. Deeds and Boss Detter ing installed a water cooled V-8 Rausenberger 75 hp engine in their Wright " B" biplane in 1916. This air plane and its power plant are on permanent display at the Wright-Patterson Air Force Museum in Dayton , Ohio . Mr. Rausenberger retains a beautiful Rausie V-8 water cooled 75 hp engine and its radiator at his home, which he uses to renew his touch with the great yes terdays of aviation. Among other credits, a Rausenberger aviation en gine powered the first airplane to cross the Andean Mountains of South America, Easter Sunday, 1914. Pilot George Schmitt flew a Rausenberger engined Baldwin Red Devil which carried the first official air mail in Ohio at Fort Recovery, Ohio in August, 1912. A thirteen ton Pylon patterned after the Wright Kitty Hawk memorial was built honoring Mr. Rausenberger by the Bellefontaine , Ohio Air Scouts and dedicated August 1, 1948 in recognition of this aviation pioneer. Mr. Rausenberger was born three miles southeast of De Graff, Ohio, March 22, 1887, on a 206 acre farm which was Rausenberger property for 107 years. Mr. and Mrs. Rausenberger reside at their North Limestone Street home in Springfield , Ohio. Truly an aviation pioneer with a lifetime devoted to the develop ment of American aviation engines he is an enthusi astic recounter of aviation's great "once upon a time". He tells it like it was when the airplane and its power plant were breaking records almost every day. Pioneer aviation engineers were reaching for the stars and they knew it.

Three-quarter rear view of Wright " 8 " - Rausenberger combirration , showing power transmiss ion sys tem.

Lt. Jo hn A. M acread y prio r to take-o ff a t Int ern atio nal A ir Races, D ayto n, O hio 1924 . This pla ne, o nce th e p rop ert y o f Co l . D eeds and " 80ss" Ketterin g, now o n p erm anent display at th e W right-Patterso n A ir Fo rce Muse um. Ra usen berger w ater cooled 75 hp eng in e installed 79 15.

Don slands beside his readY-la-fly Chief.

REBUILDING AN

aeRonca

chIef:

By Don Jenkin s

1273 Rivermont Drive

M elbourn e, FL 32935

(PhOI OS Cou rl esy or lh e AUlhor)

In 1974 I started to build a Fly Baby designed by Pete Bowers and by the time June, 1976 rolled around it was finished, to the tune of about $2;300.00. It was a good flying ship but a little on the lonely and drafty side. So it was advertised in the EAA SPORT AVIA TlON of September, 1977. The responses to this advertisement were really astounding. But the most interesting one came from a chap by the name of Harold Prior from

Fulton, New York. In his letter, I was informed that he had a 1939 Aeronca Chief which was in need of re covering but aside from that, was in pretty fair shape. After a few more letters and telephone calls, it was de cided that we would trade even up on both ships. I wanted a two place job and he wanted a Fly Baby. On October 22, 1977, Harold arrived towing his airplane all the way from New York to Melbourne, Florida. He pulled up after dark, so we left the plane in front of my hangar at Melbourne airport and went back to my place where we swapped lies about how good we were and other kinds of hangar flying. After a few hours of this we both needed to go on oxygen so we went up to bed like a couple of kids on Christmas Eve . The next morning we really went to work. My Fly Baby had to have the wings removed, and his ship had to come off the trailer. We finally unloaded the trailer, and with the help of several of our EAA buddies, got the Fly Baby in place and lashed down securely. After getting all our papers, log books checked out, and titles changed, Harold had to get back to New York. We said our good byes and he shoved off. Now comes the unbelievable part of the story. The wings were stripped of fabric when I got them, so every detail could be seen . After stripping the fuselage and removing all the instruments and tank, here is what was found: Item 7: The welding was broken clear through on the bottom of the rudder. Nothing to hold it together but the fabric. Item 2: The two bottom steel formers of the fuse lage were cracked half way through about eight inches from the rear post of the vertical fin. Item 3: Two of the top main formers were broken about six inches back from the rear window, also the wood was rotten, and the only thing holding them together was the fact that the termites were holding hands. Three of the smaller type strip formers were broken . The wood braces at the top of the cabin area were rotten. The piece of plywood on which the fuel tank was strapped was rotten and the wood plies were coming apart. Also the metal strap that held the tank in place was rusted through, and the only thing hold ing the tank in place was the fuel fitting where it went through the firewall. It em 4: The engine refused to start for a preserva tion run so the MA-2 carburetor was pulled and every thing was stuck together from accumulated varnish and lack of preservation. The one bright item was that the engi ne was in very good shape aside from the car buretor. The carburetor was taken apart and every thing cleaned inside and all the jets blown out, and then reasseml?led and installed. Then the most amaz

ing thing happened. The engine started on the first pull and ran like a clock. After preserving the engine the prop was removed and cleaned up, which was fol lowed by two coats of varnish. After balancing, it was wrapped and put on the shelf for a long deserved rest. Now it was time to go over the history of N-23952 which was in the form of a large loose-leaf book. The paper work was in good shape. All the required changes had been made and were indexed. The log books for both airplane and engine were fairly up to date, and there were four of each. From what I could make out six copies of this particular model were made and I had the first one. The original Lycoming 0-145-A1 en gine was a 50 horsepower job with single magneto ig nition. This same engine stayed on the ship until Har old Prior changed engines to an 0-145-B2 which is a twin magneto job, and is 65 horsepower. The original engine had been overhauled seven times according to the records. I obtained this engine with the ship, and checked it out completely. It is in excellent shape and the single magneto for it had just been overhauled. Its new ignition leads had the yellow acceptance tag on it to the tune of $105.00. So now I am the owner of an extra small engine which will work great on another experimental airplane. The gloomy aspect of the fuselage loomed as I realized the work which had to be done. There was only one way to do it and that was to get with it. The welding was the first item to be done and that was ac complished by heli-arc and the use of 4130 steel tub ing along with .090 flat stock. We are fortunate in that Robey Green is a member of EAA Chapter 264 of Mel bourne, Florida, and is certified to make any or all in spections on ou r ai rcraft. Robey was on hand when the welding was done on all areas that needed it. He made the remark that it was now better than it had ever been. This assurance from brother Green was real good news. He told me to go ahead and get everything fin ished, ready to cover, and he would sign it off. Before getting the wood replacement, we changed every bolt in the airplane . All new AN bolts were in stalled in the wings, the landing gear, in all the con trol pulleys, ailerons, rudder and all the controls. New turnbuckles were also used. The control cables them selves were changed using stainless steel one eighth cable. After all the metal work that had to be done was accomplished, the wings were installed without any cover to check out the rigging and all cable adjust ments. New one-half inch AN bolts were used for wing attach bolts, and wing struts. Incidentally, these wing struts are aluminum and are the original issue . They were in great shape with no evidence of any corrosion.

At this time a new support was made for the fuel tank from plywood, using the old one for a pattern. A new stainless steel tank strap was also cut, and the tank was installed, falling right into place with no prob lems. A new fuel cut-off arm was made as the old one was pretty sloppy. Before I forget to mention it, the fuel tank support was varnished with three coats be fore it went in . Prior to installation, the tank was cleaned and then blown dry. It was in good shape. A new fuel line was put in place and checked with fuel and what do you know: No leaks!! Now it was cross your fingers time as the wood situation was next on the agenda. All the rotten wood was replaced and that took about twenty-two minutes . . . plus ten days. The two top formers of the fuse lage were of one-quarter round stock, and they were replaced. Two of the broken small formers were spliced and the other one replaced . The fuselage was now complete and in good shape so it was rewarded with two new coats of varnish, which enhanced its looks. A peice of .032 aluminum was secured across the top of the cabin to support the new antenna. Fresh wiring was installed in the wings and fuselage for all three running lights. New glass was installed in all the win dows. The seats were taken out and reupholstered in a soft gray blue finish, the same color as the head liner. A new indoor/outdoor floormat was installed and all in all the little gal looked like a dreamboat, except she still looked pretty bare with no covering. So everything comes off and the covering session be gan . My one idea was to completely finish the fuselage so I could get it out of the way, and start on the wings. I had ordered a set of covers for the whole ship in Ceconite, and they fit just about perfect. There is one thing to watch out for though. That is: When your fuselage cover is installed loose and glued down with Pliobond and all your sewing is finished, be sure when you start your heat or hot iro"n that it is done evenly so the seams will fall in place along the longerons and formers . If too much tightening is applied in one place the seams will not line up . With the fuselage cover finally installed to our satisfaction, the little darling was ready for doping. We first applied two coats of nitrate dope to the e ntire fuselage . This was followed by four coats of butyrate mixed with aluminum powder. The final four coats were of juneau white dope. With the last one, a quart of retarder was mixed in with th e dope and thinner . Next the windshield was installed and all the engine cowling. Now it was time for all the tail feathers to go on using all new AN bolts during the assembly. The white riding light on top of the vertical fin was in

Dan 's Chief stands rea d y to fl y aft er a n ex tensive exerc ise in rebuilding.

stalled and wir ed in place. It wa s th en ch ec ked o ut for co ntinuity. Can you im ag in e such happin ess when it lit up? The co lor co mbin ation decided up o n was juneau white and bahama blue . A d es ign was ginn ed up for co lor contrast and th e final res ult turn ed o ut to every one 's sa ti sfactio n. Th e fu se lage was now parked ove r in th e corn er while th e wings were se t up o n work horses and inspected to see what was going to h ave to b e don e to th em . Bo th of them fell into th e sa m e catego ry whi ch co uld be d esc rib ed as " lo u sy". Th e wood at th e trailing edge w as rotted away on both wings. How~v e r , th e ail eron s w ere in very good con dition so th ey wer e cleaned up , revarni sh ed , th e n dop ed and stored o ut of th e way . Th e wings were reb uilt with new trailin g edges sp li ced in , acco rdin g to th e m anu al. New AN bo lt s were installed in all areas, and pi eces we re clean ed

and then chromated. Th e m etal was in very good sh ape with no ru st , and th at was rea lly so mething in as mu ch as thi s old bucket w as now thirty-nin e yea rs o ld . Any h ow, th e wings were finally finished and bought off, again by Robey Green and we sta rt ed to cove r the rib ti e. I n eve r ti ed so man y rib s in m y life as o n thi s o ld girl , but it was finally finished. Down h e re in Florid a, we have pretty d ece nt weather so we did no t have any trouble with th e doping. We finally go t th ose wings finished and in stall ed. N o n e of th e m eas urem ent s had chan ged and th ey practically fell into pl ace when th e wing bolts w ere in stall ed. Th e strut s w e re th e sa m e thing , ri g ht into place. Pins w er e in stall ed, all th e ri g gi n g and cab les w ere se t i n place, ch ec ked and safe tied. Th e ail ero n s w e re now put o n and again n o prob lem s. All th e turnbu ckle s we re co nn ected, th e co n tro ls ch ecked ou t and worked perfect. So turnbu ckl es were n ow safe ti ed. wing li gh t wiring h oo k ed u p and

ch ec ked. Switches were pulled, lights all ca m e o n and th e radio ca m e roarin g in from the tower . Last ite m : Th e o ld cotto n picker w as finally fin ished and sh e looked like a n ew Mis s America. It had taken el eve n m ont h s and eight days to get finished from th e tim e sh e ca m e in th e hangar door. The logs we re brought up to date, and Ro b ey in spected h er and sig n ed off th e log book as ready for flight. Now th e n ex t thing in orde r was, would sh e fly? The answer was " yes, sh e would ", lik e a bi g kite. You ca n hardly tell when yo u leave th e deck. It u ses thr ee and a half gallons of fu el per hour, and tou ch es down at ab o ut thirty to thirty-five mil es per hour . It is a rea l fine old airpl an e and ju st abo ut my sp eed as I am sixty eight years old. On D ece mbe r 5, 1978, thi s o ld joker, m ea nin g m e, p assed m y Biennial Flight Rev iew in this airpl an e so eve rythin g is se t for two m o re years of f un flying. 11

BAlANCING OF RADIAL ENGINES PART I By W. B. Ri chards 2490 C ree r Road Palo Alto, CA 94303 Reprinted from Vintage Flyer

Several of our members have reported unaccept ably rough running radial engines after overhauls by well respected engine overhaul firms. Concerned lest the same happen to my Kinners as well as the Warner engines I am overhauling, I began a search for the formula and method for balancing of radial engines. The Kinner publication , "Se rvice Tools for Band R Series Kinner Engines ", page 11, gives a picture and description of Tool No. 7371, " Fixture Assembly Crankshaft Balancing", plus the following description of its use. This fixture is used for balanc ing or rebalancing the cra nkshaft. Th e fixture co nsists o f two balance ways or arbo rs upon which the crankshaft is res ted with the front main journa l on one arbor and th e rea r main journal on th e o th er. Th e crankshaft is th en position ed between th e two arbors. Th e arbors must be level and the height adjusted so that the axis of th e crankshaft is level. On shafts having different size journ als, lower th e arbor for the front journal to make up for th e difference in diameters. The fixture is equipped with a balance bu cket to which is att ached a ball bearing pulley wheel with a steel band which ca n be placed over the crank th row (i .e., crank pin or ma ster rod journal). Balan c ing is accomp lished as fol lows: Add weight to th e bu cket so th at th e total weight to be hung from the crank throw is eq ual to the rotating weight plus .508 of the rec iproca ting weight. ('I) W c = W rot + .508 W recip 12

The rotating weights are th e end reaction of th e larg e en d o f th e ma ster rod, m aster rod bearing, weight of th e four knuckle pins (wrist pins ) and th e end reactions of th e sma ll e nel (kn uc kle pin en d ) o f th e link rods . Th e recipro ca tin g weights are the end reactio n o f th e small end of th e master rod, th e weight of th e pistons, piston pins , piston pin buttons, piston rings and th e end react ion of th e larg e end (pi ston pin end) of th e link rods. To obtain end reac ti ons, th e rod is supported by knife edges at the center of th e bu shings with on e end on a sca le and the other on a rigid support. Th e rods mu st be leve l and all bushings in place when the reaction s a re taken. With the balan ce weight thus determined, th e steel band is placed over th e crankthrow and th e crankshaft balanced in four position s, i. e., wi th th e crank thro w vertica l po inting up and down and horizontal pointing to eith e r side. Material is removed from o r added to the crankshaft counterw eights to obtain proper balance.

I should add that the calculated weight (Wc) to be hung from the crankthrow should include the weight of the bucket , pulley, steel band as well as the weight placed in the bucket. For my experiments, a simple balance stand was constructed, not unlike a prop balance stand, and a laboratory balance beam scale obtained that could weight in excess of 2600 grams in 1110 gram increments . For larger weights, scales such as used in paint stores , provide sufficient accuracy. I now had the formula for balancing the Kinner, but would the same formula hold for a seven-cylinder engine, or a nine or three, or even a different five-cylinder engine? To tackle the Warner problem, two approaches were taken. First , a search for all available literature on bal anCing and, second, the actual weighing of all the ro tating and reciprocating parts of several smooth run ning Warner 165 Super Scarab engines. Four Warner 165 engines were carefully weighed with remarkable res ults. For example, nearly 50 pistons (including spars) were weighed and found to vary no more than 0.5 % from the lightest to heaviest regardless of whether standard, + .010 or + .020 diameter. Weights of other parts were equally close , showing that great care had been taken during original manufacture to keep part weights equal. The biggest variation appeared between supposedly similar piston ring sets. In contrast, a new set of Kinner pistons had been found to vary as much as 100 grams from lightest to heaviest before they were reworked to balance within 1/2 gram of each other. Results of these weighing experiments revealed that the apparent balance formula for Warner 165 engines should be. (2) W c = W rot

.5 10 W recip

With h elp from friend s, seve ral excellent literature so ur ces were turned up , including Den Hartog 's " Mechanical Vibrations" , third ed ition , pages 230 232; Taylor's " The Int e rnal-Combu st ion Engine in Theory and Practice", Vol. II, pages 274-303 and pages 688-689 (bibliography); Lichty's " Internal Combustion Engines", pages 498-504. The most useful paper, how ever, was Coppens' "Improved Formula for Comput ing Counterweights of Single-Rowand Double-Row Radial Engines", published in SAE journal, Vol. 34, No .3, March 1934. All of these sources give the same basic formula for computing the counterweight (W ) cw of a radial engi ne as: Rc (3) W cw = R x Wc cw (4) Wc = W rot where: Wcw

+ 112 Wrecip actual weight of counterweight

balance weight or bob weight hung from crankthrow

Rcw

distance from centerline of crank shaft to e.g. to counterweight

distance from centerline of crank shaft to centerline of crankthrow (or 112 the piston stroke)

Coppens' paper points out that the basic formula (4) is incomplete since the link rods are attached to the master rod at holes located a distance " r" from the cen terlin e of the crankthrow that are not concentric with the crankthrow. This construction introduces an error in the usual determination of reciprocating and rotat ing weights of about 0.3 % . Coppens ' adjusted formula is :

W 1r '

(5) W c = W rot

+ 1/2Wrecip + ~

where: W

weight of the rotating (knuckle pin) end of a link rod

distance from centerline to crank throw to centerline of knuckle pin hole

length of master rod from centerline of crankthrow to centerline of piston pin hole

Den Hartog points out that if the weight of the re ciprocating end of the master rod is different from the reciprocating end weight of a link rod it is not pos sible to completely balance the e ngine for primary force. With the counterweight calculated by formula (5) above, Den Hartog states that there remains pri mary unbalance forces in the two main directions (across and along the axis of the master cylinder) of: 1/ 2R cW2 (MrecipMR - MrecipLR) circular frequency = 21Tf (f = revs/sec)

where : w

mass of reciprocating end of recipMR

MrecipLR

the master rod mass of reciprocating end of a link rod

It appears that Kinner and Warner adjusted the basic balance formula (5) to compensate for these residual ·p rimary unbalance forces resulting in Kinner taking .508 of the total reciprocating weight and War ner using .510. Other engine designs may use some other value but in the absence of factory data, a value of .508 to .509 would probably work best. Twin row radial engines require two counter weights, one for each row. If " d " is the distance be tween the planes of both counterweights, the value of each counterweight should be :

d (6) Wc

= -d' (W

rot

W + ~ 2 +

1 r' W ___

Finally, some important factors to remember when overhauling an engine. If any of the original factory installed parts such as pistons, rings, wrist pins, pis ton pins are replaced, be sure that new part weighs w ithin .5% of the part being replaced . Kinner speci fies replacement pistons should weigh within 1/4 oz . (7 grams) of the weight of the piston being replaced . Original pistons , however, were weighed to within 4.5 grams of each other which is less than 0.5 % of the piston 's nominal weight. Once the desired balance weight, We ' has been calculated, however, any shop such as Babbitt Bear ing Co. of San Jose or Nickson's Machine Shop of Santa Maria , having an appropriate balance mac hine should be able to handle the balancing of the crank shaft.

(Lee Fray Photo)

Engines in th e EAA Air Museum.

ANTIQUE AND CLASSIC AIRCRAFT TYPE CLUBS Aeronca Club Edward H . Schubert, Chairman 28 East State Street janesville, WI 53545 2 newsletters per year Dues: $3.00 per year Aeronca Club 14100 Lake Candelwood Ct. Miami Lakes, FL 33014 12 newsletters per year Dues: $3.00 per year Aeronca Sedan Club Richard Welsh 2311 East Lake Sammam ish Place Issaquah, WA 98027 3 newsletters per year Dues: $2.50 per year Airmaster Club Gar Williams, Chairman Nine Sout h 125 Aero drive Naperville, IL 60540 No Newsletter Dues: $0.00 The American Bonanza Society Reading Municipal Airport Box 3749 Reading, PA 19605 12 newsletters per year Dues: $15.00 per year American Navion Society A. R. Cardono, Chairman of the Board Box 1175, Municipal Airport Banning, CA 92220 12 newsletters per year Dues: $20 .00 per year The Bird Airplane Clu b jeannie Hill , Secretary Box 89 Harvard , IL 60033 Semi-Annual Newsletter Dues: See Fi rst Issue Cessna 1201140 Association Box 92 Ri chardson, TX 75086 11 newsletters per year Dues: $10.00 14

Culver Club Lawrence Low, Chairman 60 Skywood Way Woodside , CA 94062 No Newsletter Dues: $0 .00

Howard Club john Turgyan , Chairman 1530 Kuser Road Trenton, Nj 08619 No Newsletter Dues : $0.00

The Dart Club Lloyd Washburn 3958 Washburn Drive Pt. Clinton , O H 43452 No Newsletters Dues : $0.00

International Cessna 170 Association , Inc. P. O. Box 460 Montezuma NP Camp Verde, AZ 85222 14 newsletters per year Dues: $15 .00

The deHaviland Moth Club john Bright, Chairman 221 East Ransom Street Kalamazoo, MI 49007 4 newsletters per year Dues: $5.00 per year

International Cessna 195 Club Dwight M. Ewing, President Box 737 Merced, CA 95340 Quarterly Newsletter Dues: $12 .00 per year

Ercoupe Owners Cl ub Skip Carden, President Box 15058 Durham, NC 27704 12 newsletters per year Dues: $15.00 per year

International Citabria Club, Ltd. Box 29 White Lake, NY 12786 10 newsletters per year Dues: $13.00 per year

The Fairchild Club Ken Love, President 1102 Main Street Crete, IL 60417 No Newsletter Dues: $3.00 per year Fokker Verein Dr. Stan ley S. Murel 812 East Park Row Arlington, TX 76010 Newsletter: The PILOT Dues: To be established

International Swift Association Charles Nelson Box 644 Athens, TN 37303 12 newsletters per year Dues: $15.00 her year The Luscombe Association Robert She lton 339 West Pierce Street Macomb, IL 61455 3 newsletters per year Dues: $5.00 per year

The Funk Aircraft Owners Association G. Dale Beach , Chairman

1621 Dreher Street

Sacramento, CA 95814

12 newsletters per year

Dues: $12.00

The Meyers Club Ev Payette 1604 South Custer Road Monroe, MI 48161 No Newsletter Dues: $0.00

The Heath Club

Bob Burgee , Chairman

7612 Erie Street

Sylvania, OH 43560

No Newsletters

Dues: $0.00

Monocoupe Club

Mr. & Mrs. Bud Dake

8318 Fairbanks

Berkeley , MO 63134

4 newsletters per year

Dues: $3.00 per year

The Mooney Mite Owners Association Box 3999 Charlottesvi ll e, VA 22903 No Newsletters Dues: $0.00

\ .\

The Moth Club john Bright 221 East Ransom Street Kalamazoo, MI 49007 No Newsletter Dues: $0.00 National Ryan Club Bill j. Hodges, General Chairman 811 Lydia Stephenville, TX 76401 4 newsletters per year Dues: Ryan Owners, $0.00 Non-Ryan Owners, $5 .00 per yea r National Ryan Club Mitch Mayborn 3164 Whiteha ll Dallas, TX 75229 Quarterly Newsletter Dues: Postage donations of unspecified amounts National Waco Club Ray H . Brandly 2650 West Alex Bellbrook Road Dayton, OH 45459 6 newsletters per year Dues: $5.00 per year OX5 Aviation Pioneers 605 All egheny Building Pittsburgh, PA 15219 6 newsletters per year Dues: $10.00 Porterfield Club Charles E. Lebrecht , President 路 3121 East Lake Shore Drive Wonder Lake, IL 60097 12 newsletters per year Dues : Owt;lers, $3.00 per year $2.00 trophy fund (voluntary) non-owner, 12.00 per year Rearwin Club Rt. 1 Poynette, WI 53955 No Newsletter Dues: $0.00

Rose " Parrakeet" Club Jack W. Rose P. O. Box 32

Ingleside, IL 60014

No Newsletter

Dues: $0.00

The Staggerwing Club

James c. Gorman, President

Box 1217

Mansfield, OH 44902

4 newsletters per year , plus 4 from

Staggerwing Museum Dues: $10.00 per year Stearman's Restorers Association T. Lowe, President

823 Kingston Lane

Crystal Lake, IL 60014

6 newsletters per year

Dues: $10.00 per year

Taylorcraft Owners Club

Merton A. Meade, Jr., President

2009 Victoria Drive

Aquia Harbour

Stafford, VA 20021

6 newsletters per year

Dues: $5.00 per year

Vargabond News

Cecil Ogles, EditorlPublisher

448 C Avenue

Coronado, CA 92118

12 newsletters per year

Dues: Donations

West Coast Cessna 120/140 Club, Inc.

Doug Williams, President

Box 891

Menlo Park, CA 94025

7 newsletters per year

Dues: $6.50 per year

Wheelchair Pilots

Howard Treadwell

11018 - 102nd Avenue

Largo, FL 33540

No Newsletter

Dues: $0.00

World War I Aeroplanes

Leonard E. Opdycke

15 Crescent Road

Poughkeepsie, NY 12601

5 newsletters per year

Dues: Voluntary

DRAWINGS OF HISTORIC AIRCRAFT NATIONAL AIR AND SPACE MUSEUM PR & S Division 3904 Old Silver Hill Road Suitland, Maryland 20023

The Smithsonian Institution has

available at $1.00 a sheet, drawings of historic aircraft. This price in cludes postage . These are large blue prints designed for modelers showing

3-view , general arrangement, di mension ed drawings with historical and technical notes . Checks or

money orders should be made pay able to the Smithsonian Institution. Coins and currency are sent at the sender's risk . Address your cor respondence to the attention of Bob Woods. Save this listing for future orders. Bear in mind that the Smith

sonian has 2 million drawings, most of which aren ' t catalogu ed . It may take some time to get a response if your order is "obscure". Drawings by Joseph Nieto are in the top half of the column (appeared in "Model Airplane News " in reduced size).

YEAR

SCALE-INCHES PER FOOT

SIZE OF SHEET

1928 1927 1922 1933 1928 1916 1925 1928 1935 1924-28 1928 1930

3/4" 3/4" 3/4" 3/4" 112" 3/4" 3/4" 3/4" 3/4" 3/4" 3/4" 3/4"

31 x 23 31 x 23 31 x 23 31 x 23 21'/2 x 32 31 x 23 31 x 23 31 x 23 31 x 23 31 x 23 31 x 23 31 x 23

1917 1918 1918

1/2" 3/4" 3/4"

21'12 x 32

1915 1.917-18

3/4"

1916-17 1915 1918 1918 1917 1918

1/2" 3/4" 3/4" 3/4" 1/2" 3/4"

MAKE AND TYPE Alexander Eaglerock Bellanca "Columbia" Boeing MB 3 and MB 3A Boeing P26A Consolidated PT-3 Curtiss JN4 and JN6H Curtiss R3C- 1 and 2 Curtiss Robin- " OX" (St. Louis) Douglas 0-43A Travelaire 2000 Travelaire 6000 Standard WACO 240A deHaviliand 5 Nieuport Nighthawk Sopwith Snipe 7F1 Nieuport 11 Nieuport 28 Albatross C-5 Fokker E-111 Monoplane Fokker D-7 Biplane Fokker DR-1 Triplane Roland LFG-Type D2 and D2A Rumpler - RU-D1

OTHER DRAWINGS MAKE AND TYPE Wright Brothers " Kitty Hawk Flyer" Wright Brothers " Military Flyer" Wright Brothers Model EX "Vin Fiz" Curtiss Model A-1 (U.S. Navy) Curtiss " Headless Pusher" Burgess-Dunne Hydro-Aero-Plane Verville-Sperry " Messenger" Fokker T-2 (U.S. Army Air Service) Fokker F-10 " Super Tri motor" Loening C-2 Cabin Amphibian Ryan NYP (Spirit of St. Louis) Sikorsky S-38-A Amphibian Sikorsky S-38-B Amphibian Vultee V-1a Transport Stinson A-1 Trimotor Stinson SR-9B " Reliant" Herrick HV-2A " Vertoplane " Martin B-26 " Marauder" FOKKER D VIII DOUGLAS DC-4 WATERMAN AEROBILE AKRON AIRSHIP

YEAR 1903 1909 1911 1911 1912 1915 1920 1922 1927 1928 1927 1928 1928 1933 1935 1936 1937 1941 1918 1957

31 x 23 31 x 25 31 x 23

21'/2 x 32 31 x 22 31 x 22 31 x 23 21 '12 x 32 21 '12 x 29'12

3/5" approx. 1/2"

3" 3/5" approx. 3/4" 1/2" 1.5" approx. 1/4" 1/4" approx. 1/4" 1/20" 1/4" 1/4" 3/5" approx. 2/5" 3/5" 1/2" 2/5"

112

SHEETS

21'12 x 32

SCALE-INCHES PER FOOT

11100 1116 11200

NO. OF

NO. OF SHEETS 1

Jo el Jr. on patrol.

THE SINGLE-BOOM P-38 STORY By Joel Whitehurst, Jr.

and

Anthony R. Whitehurst

Having been avid Warbird buffs for the last twenty five years or so, my brother Tony and I spotted the ad for our pride and joy in the want-ads of the San Fran cisco paper in early june of 1978. We hooked a cycle trailer to the flatbed, gutted the piggybank, and em barked on a hundred mile expedition ... an expedi tion which yielded one of the rarest pre-war designed ~Warbirds now flying, the infamous XPQ-13, also known as the single-boom P-38, SIN 440/415-C. As the photos show, the old bird was in pretty sad shape when we first laid eyes on her. Th~ wings and tail feathers, instruments, cowling, and a plethora of odd-shaped pieces were in a garage-shaped pile that made Fibber McGee's famous closet seem like a model of organization, and the fuselage was being used as a decorative centerpiece for a small natural weed garden. As we drove away, truck and trailer loaded, I hap pened to look back, and I can still remember seeing a hint of a smile playing over the lips of her former owner. We drew some even more interesting glances as we drove along the freeway through San jose, fuse lage trailing behind on that tiny motorcycle trailer. We were worried that a patrolman would ticket us, but after seeing the bewildered looks we received from various law officers we passed, we realized that, for once, we were apparently beyond the scope of the law. Upon arrival at our hangar in Los Banos, and be fore we could even unload, our friend and resident A & E, Paul Douthitt, was up on the flatbead punch ing holes in the wing fabric. And within a week, every body was in on the act. Our younger brother Fred and I were stripping paint (at least three layers of enamel),

our dad, who had rebuilt SIN 46 in 1953, was working on the control system, and Tony was busy with the carburetor, baffles, and engine . Of course, Paul was always there to answer questions and give directions, and darn, there were a lot of both. Incidentally, we would recommend him highly to anyone in the area having intentions to rebuild or repair . He is both knowledgeable and capable, and his rates are excel lent. Parts were a problem for Tony, particularly for the airframe. Suppliers were often distant, and stocks were usually depleted. We were lucky, however. We lo cated and bought a wrecked airframe which had crashed several years ago, in the nearby foothills. It provided our instrument panel, seat frame, battery box, and uncounted small parts that would have been difficult to obtain elsewhere. Anyway, we took that airplane apart until nothing else would come off of her, cleaned and stripped every thing, rebuilt one badly corroded aileron, made a com plete cowling out of three old ones, replaced every little part that looked even questionable, then alo dyned and chromated everything, inside and out. Finally the day came, and Dad and Tony set about the task of painting her. The paint scheme, as shown in the photographs, is the authentic 1944 version. It was chosen, after exhaustive research in the national archives, to match the version flown by the famous World War II bar rage balloon ace Fidelio "Four Eyes" Quackenbush, aka: "Mad Dog". Getting the wings and tail on, and hooking up the controls were time-consuming but simple. The rig ging presented a problem which should be of interest to others with similar planes . Tony and Paul strug gled for three days to achieve 50 degrees of up-travel in the ailerons, as specified in the approved manual information , but couldn't squeeze out more than 42 degrees. Only after Tony called desperately to Univair in Colorado, and Paul searched his FAA spec sheets, did we find that the correct reading should be 40 de grees up deflection, according to the FAA.

Despite its headaches and meticulous measure ments, we are convinced that precise rigging is pro bably the best single service you can perform on your bird. We credit rigging with improved performance, and stability beyond our expectations. The unsung heroines of this story are our wives, Michele and jan, who sat at home every night yvith the babies, while we greased our Levi's and skinned our knuckles. I kept telling Michele that we'd have the plane flying in a "couple of weeks". After about four months, I don't think she believed me any more, and as the six-month mark approached, I think she started to get a little suspicious that I had a mistress stashed somewhere. In all seriousness, I don't think it is stated either often enough or loud enough that no married pilot is better to have a wife who understands the joys and satisfaction that the love of aviation can bring. In this respect, we couldn't be more fortunate. The moment arrived finally, and Dad valia n tly climbed into the cockpit on an , almost-foggy day in early january. After low- and high-speed taxi tests, he took off, made a low pass over the runway, and then played tag with some low scud. To us, his seem ingly lengthy flight indicated that he was enjoy ing himself immensely, perhaps recalling the earlier re build project. A few minutes later, he touched down with a tiny squeak and a huge smile. All systems hav ing checked out, N87267 was soon escorting family and friends around the pattern. Frank Silveira, a local CFI, also had helped with the project. He had me checked out in a single flight, and a few flights later, Tony was cleared . We have been flying 267 nearly every day, in spite of winter weather. Crosswind landings are easy and safe. Flare it in a crab, and it straightens itself out when the main gear touches . For such a small plane, it is amazingly stable in gusts. It won't stall. Roll response is quick and positive. It uses less than 5 gallons of gas per hour, and economy cruise is at about 107 mph. Climb out is nearly 1000 fpm at 80 mph after a short take-off roll. At 75 horsepower, needless to say, we're more than pleased. All in all, we consider the project to have been very rewarding, and few words can describe the satis faction we got from seeing the XPQ-13 lift off the first time after such a long hibernation. One of the nicest aspects of the project, however, is the fact that dur ing the processes, we picked up enough parts and as semblies to rebuild at least one more representative of this rare species. And although we're counting the days until the air shows start out west, we are now looking forward to the time when we can attend them in formation! Keep 'em flying!

just a few of the parts laid out for inspection.

You must be kidding'

Ready for the trip home - june 27, 7978.

Tony's first landing in "267". The finished product

january 78, 7979.

Fuselage prior to engine and landing gear removal .

VINTAGE AIRCRAFT

COMPETITION JUDGING MANUAL

MAINTENANCE, RESTORATION AND CONSTRUCTION

STANDARDS

A GUIDE BOOK FOR JUDGES, RESTORERS ,

BUILDERS, EXHIBITORS, AND COMPETITORS

I. FORWARD

II. DEFINITIONS

The purpose of this manual is to lay the groundwork for a viable set of restoration, maintenance, and con struction standards against which vintage aircraft can be judged. The philosophy of these standards must meet two basic criteria. One, the system must be simple. Two, the system must allow consistent and fair competition between common and exotic types. Throughout these standards will be found the one concept that reflects the opinion of the majority of those individuals contacted during the development of these guidelines. That concept is authenticity. The standards are constructed to encourage the individual to complete and maintain a "factory fresh" aircraft. If the individual's desire is to deviate from this goal for personal whim, or other reasons, the "cost of not conforming to pure authen ticity is known in advance . A portion of the guidelines pertain to the documentation of authenticity as it relates to the aircraft. The exhibitor is encouraged to prove the authenticity with pictures, letters, factory specifications, or any other means which will alleviate the need for "judge's opinion" in determining authenticity. Extra copies of the OFFICIAL AIRCRAFT JUDGING AND SCORING FORM are located in the back of this manual. They should be removed individually as needed for the purpose of having them copied by a quick copy printer thus insuring an adeq u ate supply for the use of the judges. Permission is hereby given for unlimited re production of this scoring form .

ANTIQUE AIRCRAFT

An aircraft constructed by the original manufacturer, or his licensee, on or before December 31, 1945.

RESTORED AIRCRAFT

An aircraft with proof of construction by the original manufacturer, or his licensee, that has been disassembled into its component parts which were then either replaced , refurbished, or remanufactured to new or better-than new condition.

CLASSIC AIRCRAFT

CUSTOMIZED AIRCRAFT An aircraft constructed by the original manufacturer, An aircraft with proof of construction by the original or his licensee, on or after January 1, 1946, up to and in manufacturer, or licensee, which has been obviously cluding December 31, 1955. modified from its original appearance. Such modifica tions could include airframe structural changes, paint EXCEPTIONS TO THE ABOVE schemes, interior and upholstery, instrument panel, or Pre-World War II aircraft models which had only a engine and cowling, etc. small post-war production run shall be defined as · An tique Aircraft. Examples: Beechcraft Staggerwing, Fair REPLICA AIRCRAFT child 24, and Monocoupe. Civilian aircraft manufactured An aircraft constructed exactly to original manufac in the last four months of 1945, which were actually 1946 models, shall be defined as Classic Aircraft. Examples: turer's plans, full size in scale, but not constructed by the original manufacturer or his licensee. Aeronca, Taylorcraft, and Piper.

III. QUALIFICATIONS OF JUDGES CONTINUOUSLY MAINTAINED AIRCRAFT

An aircraft with proof of construction by the original manufacturer, or his licensee, which has received period ic maintenance, repair, recover, and/or replacement of parts, but which has never been completely disassembled and rebuilt or remanufactured to new or better-than-new condition.

A judge should be a current member in good standing of any aviation organization that promotes the restora tion and flying of Antique and Classic aircraft. He should have a thorough knowledge of the aircraft type and vin tage being judged, this knowledge having been gained from actual experience flying and/or maintaining such vintage aircraft. Qualification may also be acquired by historical research or actual restoration experience .

IV. GUIDELINES FOR JUDGES Judges should be guided by the following general pol icy. The prize winning aircraft is either IN , or has been RESTORED TO , factory fresh condition. In the case of restored aircraft, the quality and authenticity of the completed restoration is the main issue. The best restor ation is the one which most closely approaches factory fresh condition . Authenticity is to be emphasized. Any alterations, for whatever purpose, with the exception of safety items, should be discouraged. These are covered in the standard deductions on the judging sheet. Dupli cation of parts should be as close to the original as possi ble. Penalties should be given for lack of restraint in "over restoration" . J udging for cleanliness should take into con sideration the extent to which the aircraft is used . An authentic restoration should not be penalized when it bears only the oil and grease normally accumulated in operation of the aircraft. This will not excuse poor house keeping, as it only takes a few minutes after arrival at a meet to clean the oil spatter from most of the aircraft sur face . Aircraft must be flown to, or during the meet . The proof of authenticity should be a book which doc uments the history of the aircraft. The purpose of this presentation book is to authenticate the restoration or preservation of the aircraft. Replicas should be judged as a separate category . If there are sufficiently large numbers of replicas entered in competition, they can be subcategorized into all the clas sifications and subclassifications presently used in judg ing antiques and classics.

GOLDE N AGE (1918-1927) Champion Run ner up Outstanding open cockpit bipla ne Outstanding closed cockpit biplane Outstanding open cockpit monoplane Outstanding closed cockpit monoplane SILVER AGE (1928-1932) Champion Runner up Outstanding open cockpit biplane Outstanding closed cockpit biplane Outstanding open cockpit monoplane Outstanding closed cockpit monoplane CONTEMPORARY AGE (1933-1945)

Champion

Runner up

Outstanding open cockpit biplane

Outstanding closed cockpit biplane

Outstanding open cockpit monoplane

Outstanding closed cockpit monoplane

CUSTOMIZED AIRCRAFT (Any antique aircraft age) Champion Runner up Outstanding REPLICA AIRCRAFT (Any antique aircraft age)

Champion

Runner up

Outstanding

CLASSIC AIRCRAFT (1946-1955)

V. JUDGING CATEGORIES AND

CLASSIFICATIONS

Listed below are complete categories and subdivisions that will cover an event comparable to the largest nation al fly-ins . Each may be reduced to conform to the size a nd magnitude of the individual Fly-In. Of importance is the date range of the basic categories. These have been standardized and will remain intact. New categories will be initiated as progress warrants. ANTIQUE AIRCRAFT

GRAND CHAMPION RESERVE GRAND CHAMPION PIONEER AGE (Prior to 1918) Champion Runner up

GRAND CHAMPION

RESERVE GRAND CHAMPION

CLASS I (0-80 HP)

CLASS II (81-150 HP)

CLASS III (151-up HP)

CUSTOM CLASS A (0-80 HP)

CUSTOM CLASS B (81-150 HP)

CUSTOM CLASS C (151 -up HP)

OUTSTANDING IN TYPE

Aeronca Champ Luscombe Aeronca Chief Navion Beech Piper J-3 Bellanca Piper-others Cessna 120/140 Stinson Cessna 170-180 Swift Cessna 190-195 Taylorcraft Ercoupe Limited Production

VII. FORM EXPLANATION AND USE Judges should u nderstand that the maximu m attain able would be a perfect score grand ch ampion without qualification. It could never be surpassed, and it could only be tied by another perfect score grand champion. Consistency and fairness should be the main criterion in judging. ITEM 1. GENERAL APPEARANCE

This is the only category which covers the aircraft in its entirety. Workmanship, authenticity, cleanliness, and maintenance of the aircraft should be the criteria. Judges should consider the aircraft and its airworthiness as a whole and not as individual pieces. A non-authentic color scheme, modern finish, fabric other than original, non authentic striping or decorations should constitute the use of negative points. Markings, such as aircraft names or airmail company markings, done in good taste, should not be penalized. Aircraft showing use of metal that has replaced the original use of fabric or plywood skinning should be penalized substantially. Use of non-original type nuts, bolts, cable splices, safety wire, etc., should also be penalized. EX-MILITARY

Any Antique or Classic aircraft which at one time was owned and/or operated by any recognized military or ganization should be partially judged on the basis of its former military appearance, unless a comparable civilian model of that aircraft was offered for sale by the original manufacturer or his licensee. ITEM 2. COCKPIT

Anything visible within the cockpit and passenger compartments comprises the items under inspection in this category. Authenticity should be stressed in the finish , upholstery (or lack of), instruments, controls, and other components. The operational condition of all components, the workmanship, and the attention to detail are consid ered important. Installation of modern electronics should not be penalized providing the installation does not de tract from the authenticity of the instrument panel or other components. Deductions should be made for altera tions made to the throttle, stick, or control wheel. Non authentic upholstery material or patterns should result in deductions . Chroming o'f parts not originally chromed should earn minus points. 19

ITEM 3. ENGINE

ITEM 6. WING S AND TAI L SURFACES

Consideration should be given to the correct engine as well as to its mounting, cowling, accessories, and pro peller . Again authenticity should be stressed. There should be nothing on or in the engine compartment that was not there originally. Everytping should be installed in a first class manner according to the way it was when it left the factory . Plus points should be given for authen ticity. Any non-original engine, component, accessory , engine mount, propeller, or spinner, as well as any non authentic chroming should receive minus points . Later/or/ increased HP models of the original engines should re ceive little or no penalty.

The judges should examine the exterior covering and finis h reinforcing tapes, struts , braces and wires, ailerons, OFFICIAL AIRCRAFT JUDGING AND SCORING FORM fla ps, navigation lights, fairings to center sections, the center section, gas tank and gas tank cap (if mounted in ANTIQUE CLASSIC the center section) wing-wa lk a nd wing-to-fuselage fair ings. The tail surfaces, including the horizontal stabilizer, CUSTOM REPLICA elevator , fin, rudder, bracing wires, and attach fittings should all be considered. If the exhibitor, as suggested in the fuselage section, will allow a look inside the wings AIRCRAFT__________________________ for condition of the structure, it should be considered. Again, he has the right to refuse s uch entry if it means N#_____________ YEAR._ __ removing a cover plate, and he does not wish to do this; however, an uncooperative exhibitor should be prepared OWNER ___________________________ to lose a couple of points. The inside condition of wings will show the quality of the restoration. A judge should ADDRESS _________________________ not be looking for brand new wings as much as for work manship in the restoration. The important aspect should be to observe that the wings are in a generally new con dition showing the wood to be clean and freshly varnished, excellent craftsmanship is evident in the finishing of the fittings, and warped ribs have been replaced. There are many wings flying that have not been restored prior to recovering, or that have never been recovered. Non authentic wires, struts, pitot, landing lights , or other related items should receive negative points.

ITEM 4. LANDING GEAR

This category should include brakes, wheels, tires, landing gear fairings, and wheel pants or covers, if any. Smooth tires should be given plus points if the aircraft was originally equipped with them. If streamlining was accomplished by balsa wood and wrapping, the quality of workmanship and authenticity of this should be considered . If the wheels are retract able, the wheel wells should be part of the inspection. Credit should be given for flying an authentic tail skid. Credit should be given for tail wheel s that are authentic. Points should be deducted for non-authentic tires or tires of improper size. Non-authentic material used for fairings or wheel pants should be cause for penalty points. ITEM 5. FUSELAGE

When judging the fuselage , the first consideration should be its general all-over configuration. Has the re storer been authentic in duplicating the shape via string ers and woodwork where applicable? The entire fuse lage including all struts, mechanism , gear mountings, and covering should be examined for workmanship and authenticity. If possible, the judges should view the fuse lage interior for quality of inside restoration . The point should be stressed that it is the exhibitor's prerogative to refuse removable of any inspection covers, however, it is urged that the exhibitor be cooperative, since the inside of the fuselage is a major portion of the restoration of an aircraft. The quality of workmanship of formers, wood work , general finish, inside tubes , pulleys for the cables, the condition of the cables, and the interior finish on the tubes are all points that should be considered. The exhib itor should assist the inspection by the judges. Points should be deducted for fairings, cowlings , or windshields that are non-authentic.

ITEM 7. PRESENTATION BOOK

Proof of authenticity contained within the presenta tion book should be judged on details of the contents rel ative to the authenticity of either a continously maintain or restored aircraft and not on the beauty or artistic qual ity of the book itself.

ITEM 8. DIFFICUL TV FACTOR

Determination of the difficulty involved in the recon struction of a restored aircraft or in the preservation of a continuously maintained aircraft should be taken into consideration if it is significant.

VI. SAMPLE JUDGING FORM

APPEARANCE ONLY (+ )

Poor

Fair Good Very Good

General Appearance

Engine

AUTHENTICITY MINUS POINTS (- )

Excellent

P (20)

(15)

VG EX

0- 4 5- 8 9-12 13-16 17-20

P F G

0- 3 4- 6 7- 9

F G

Deduct as specified Non-authentic Non-authentic Non-authentic Non-authentic Other

color scheme finish striping markings

Non-authentic engine Non-authentic chroming Other

3 5 2 2 12 5

Classic owners! ~(UIt, 't dJ",

DOG 111 ~~\"l

DRESS IT UP

VG 10-12 EX 13-15

WITH A NEW Landing Gear

(10)

P F G

Cockpit

(15)

0- 2 3- 4

5- 6

VG EX

7- 8

P F

0- 3 4- 6 7- 9

9-10

VG 10-12 EX 13-15 Fuselage

(15)

P F G

0- 3 4- 6 7- 9

VG 10-12 EX 13-15 Wings & Tail

(15)

F G

0- 3 4- 6 7- 9

VG 10-12 EX 13-15 Presentation Book

(5)

0- 5

Difficulty Factor

(5)

0- 5

Non-authentic Non-authentic Non-authentic Non-authentic Other

2 4

Non-authentic windshield Non-authentic cowling Non-authentic fairings Other

2 5 2

Non-authentic wires Non-authentic pitot Non-authentic landing lights Other

2 1 1

TOTAL MINUS POINTS

Judges names

TOTAL MINUS POINTS (deduct) _ _

Judges names

Judging Score

2 1 2 2

Non-authentic instrument Non-authentic upholstery Non-authentic chroming Non-authentic controls Other

TOTAL APPEARANCE POINTS _ __ ~_

wheels tires tail wheel steering

Judges names

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II~ INTERIOR!

All Items READY-MADE for Easy

DO路IT路YOURSELF INSTALLATION

Seat Upholstery - Wall Panels

Headliners - Carpets - etc.

2 Ceconite Envelopes and Dopes Send $1 .00 for Catalog and Fabrics Selection Guide

,4~ P~,!Jnc.

259,...15 Lower Morrisville Rd. Follsington, Po. 19054 (215) 295-4115

FLORIDA SPORT AVIATION

ANTIQUE/CLASSIC ASSOCIATION

FLY路IN SCHEDULE July 14-15 .. .. . .. . .... .. ... . ..... St. Augustine July 29 - August 4 . . . ... . . . . ... .... .. Oshkosh August 11 . . . ... ... Venice Airport, Beach Party September 8-9 . . .. Silver Springs Airport, Ocala October 13-14 . . .. . . ... . . ... .. Thomasville, GA December 1-2 .. .. .. ..... . . Cedar Key/Williston

BORDEN'S AEROPLANE POSTERS FROM THE 1930'S ....,!1~.~ ..~·.. "

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-- -- ... - Article Number 7, Poster Number 7, Series Number Savoia Marchetti By Lion el Sa lisbury 7 H arp er Road Brampton, O ntario Ca nada L6W 2W3

- ..- ....

-- -....:

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Okay. Wh e re do you put a pilot in this one? If that is the pilot p ee king out from the right hull, how does he see anything on th e left side? For that matter, how does h e see anything on th e ri ght side? Or forward? Down ? This poster is number seve n in series number one, of a group of posters publi shed in 1936, by the Bor den Company, from their Toronto, Ontario office, as a promotion for th eir malted milk product. Three-view and description are from the back of the poster. If you build a repli ca of this one , and you ar e looking for aircrew, I will volunteer to man th e safety lau nch.

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NEXT MONTH - The Boeing Bomber and Pursuit.

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DESCRIPTION OF SAVOIA-MARCHETTI TWIN HULL FLYING BOAT The Savoia-Marchetti Flying Boat is made by the American Aeronautical Corporation of Port Washing ton , Long Island, New York. It has two hulls, each of which accommodates five or six passengers. The frame work of the hulls is of wood; sides and decks are of plywood and fabric. Ailerons and tai l surfaces have a framework of steel tubing co vered with fabric. Full cantilever wings with a fuselage of wood, covered with plywood and fabric, are provided. Sp ecifi ca ti o ns: Span, 79 feet 11 in ch es. Length overall, 55 feet 2 inches. Height overall, 16 feet 9 inches. Wing area (including ailerons) 990 square feet. Two

e ngines, Isotta-Fraschini , or Curtiss Conqueror, or Wright Cyclone, totaling 1,000 horsepower. Power loading , 16.1 pounds per horsepower. Wing loading, 17.35 pounds per square feet. Weight empty, 10,600 pounds; useful load , 5,250 pounds; gross weight, 15,850 pounds. Perf o rm an ce: High speed, 130 mil es per hour. Cruising speed, '110 mil es per hour. Landing speed, 75 miles p er hour . Rate of climb, 400 feet first minute . Climb in '10 minutes , 3,400 feet. Service ce iling , 11,000 feet. Radius, optional. Gaso line capacity, optional.

Equipment includes Paragon prope ller, compressed air starter, dual co ntrols, Pion ee r instrum ent panel , turn and bank indicator, clock, magnetic compess, inclinomet er , navigation , cabin and instrum ent board light s complete with battery, safety belts, tool kit , first aid kit , anchor, life pr ese rvers, fire ex tinguisher , air speed indi ca tor, altimeter, clock, water thermom eter , oil thermomet er, gasoline gauge.

LETTERS

Dear David: This morning I received a photo copy of a letter dated December 14, 1978 wh ich you sent to my pen pal Don Giffin . Box 179, Wyoming , Ontario , Canada , inviting him to keep a writ ten and photographic record of the replica Chilton DWIA that he is currently building with a view to its eventual publication in The VIN TAGE AIRPLANE. I feel sure that Don will be extremely pleased to do just that and I hope that you will file my following remarks to add what is suitable to h is story if he writes it. I am 70 years of age , one of the three work men who built the original Chilton DWIA in very primitive conditions for the Hon. A. Dal rymple and Mr. A. R. Ward at Hungerford in 1939 and by a whole string of coincidences Don was able to make contact with me and I was able to supply him with pictures and news clip pings over 40 years old and many memories of how the Chiltons were made. The July 1976 issue of the English magazine AEROPLANE MONTHLY carried a quite good story of the history of the Chiltons up to date : The actual story was written by Arthur Order Hume who rewrote much of the material sup plied by myself. In July last year, the Mr. Roy Nerou men tioned in the article , exchanged his Comper Swift for the last Chilton made , S-AFSV and removed part of the skinning to measure in ternal dimensions and prepare proper draw ings for futu re use. Obtaining data and working drawings has been very difficult due to the almost complete lack of interest by the surviving partner , Mr. Ward . Dalrimple was killed in a German Fies ler Storch on Christmas Day, 1945, and after 5 years in the ATA (ferry service) Ward had no interest in ultralight planes and I left the con cern for good. I never flew a Chilton myself. a pity because all who did , spoke very highly of it, in fact . Mr. Ronald Porteous who owned a Chilton and test flew many ultralight planes at the time 1936 1939, rated it the best ever built and equal to today 's types . The reason that I never flew the Chilton is that I used to be a pioneer glider and sailplane pilot and due to mishaps trying out new ideas in 1930-1938 with resu Itant damage to myself by the time 1939 arrived my flying days were over and it was wiser to stay on the ground. I was a founder member of the Bradford Glid ing Club in 1930 which became the Yorkshire Gliding Club in 1934 and was Ground Engi neer for both . In 1930, incredibly little was known in Eng land about either building or flying sailplanes and I was often the guinea pig for both test

flying new types and trying new launching sys tems like the win ch and hand launching in a very strong wind . During 1933-1934 I teamed up with the late Rex Stedman to make the first two seat sail plane that actually soared in this part of the world and was the first Yorkshire member to rise in a thermal to cloud base. By the end of 1938, I had spent nearly all my money and just had to earn my living on some thing more remunerating. The journey to Chilton was a blind date. by English standards a long way off and I had never seen the works . Whether Chilton Aircraft was a real business, or two rich men 's hobby will never be known. Both partners were extremely well connected socially and moved in the highest aristocratic circles, in fact , Ward's parents were personal friends of the late King George V and Queen Mary. They had a tiny shed about 25 feet by 15 feet hidden in the copse behind the stately home of Chilton Lodge and machines were taken by road 9 miles to the Earl of Cardigan 's field near Marborough for flying. Machinery was conspicuous by its absence and they only employed three men and a boy. Apart from the engines , bolts, nuts , turn buckles , tyres , etc. , almost the entire little planes were made on site by hand . On the outbreak of World War II the military requisitioned a large part of the mansion and turned the surrounding park into an Army Camp which grew in size right through the War at the same time as the works. Almost immediately wood work stopped and production was entirely small machined metal parts made by sub-contract for the larger air craft concerns on some very antiquated metal working machines later supplemented by modern U.S. lease lend machinery. The original shed was enlarged 15 times by 1945 and the last extension was a free stand ing chicken house which just held two benches and a sports sailplane fuselage , which was in fact the first Olympia Merze made outside Germany. When the U.S. entered the War the Army Camp became the official U.S . parachute school , and was greatly extended together with all the equipment needed for the mainte nance and re-packing of parachutes. Because the soldiers were so close we got to know them quite well and quite a lot of un official lease lend took place . In exchange for repairing ten hats, use of our circular saw, etc ., their officers would give us large quantities of the timber which came f rom Waco glider packing cases. Those pack ing cases were some of the largest ever made and when dismantled made excellent build ing material and that was how the factory was continually being extended until 0 Day. Amazingly although an Army Camp and quite a legitimate wartime target , the camp and works

were NEVER bombed but we often heard Jerry passing over on his way to the Midlands . I will have to cut this short or this letter will become a book : Almost immediately after the crash of the Storch , I left the firm of Chilton Aircraft which became Chilton Electric , mak ing shaver sockets and switchgear and for the next 28 years I worked as a high quality joiner until I retired . However. I never lost my interest in flying and during the last six years have acquired a number of pen and tape pals about the world who are interested in the building and flying of the 1930-1939 replicas . A few months ago Don 's pal , Ron Bays sent me an interesting tape about his trip in his 30 year old Bellanca from Nova Scotia to the Oshkosh Fly-In and the return trip. The address of Mr. Roy Nerou , the prime mover in the Chilton replica project is: 264 Browns Lane, Allesley , Coventry. If you would like to read more about the Chilton , I would be pleased to send either script or tape , sorry I do not type. Sincerely , Mr. Harold Holdsworth 27 Woodroyd Terrace Bradford 5. BD5 8P. Q. West Yorks England

Dear David: I have asked the Experimental Aircraft As sociation to post this letter to your company . You may be interested to know that a full size flying Replica of the famous Fokker aero plane Southern Cross as used by the late Sir Charles Kingsford Smith has been planned for historical commemorative operations in Australia. It is our intention to purchase four engines (one spare) that have been completely over hauled in the U.S.A. Mr. Bill Whitney, our aero nauti cal engi neer has advised that 3 X 200 BHP engines will be required to power the Replica . It is possible that 280 BHP engines would be considered . Would you kindly advise then , the avail ability and estimated cost in the U.S.A. of: 4 X Radial Engines with all accessories, of 300 BHP. 4 X Two bladed, feathering propellers with diameters a little over 8 feet : Activity Factor not too important. We would be most grateful if you could ad vise an estimate of the total weight including prop and accessories, in the reply. With thanks in anticipation . Sincerely, John S. Pope , Project Director 42 Strathalbyn Road Aldgate South Australia 5154

.....'l

Waco Model UBF, NC13075, cl n 3692 , 1933. Dear David : Being one of a perpetual nostalgia kick, the mention of Milwaukee. Oregon in Jack Mit chell ' s excellent article on Waco UBF, NC13075, stirred some memories of myoid home town . Among those memories are a few of this very same Waco. I submit two views captured during the 1946-47 period with my Brownie 620 Special. The photo of the UBF on wheels was snapped shortly after it arrived in Milwaukee, The exact location was a pretty sad airstrip at Ardenwald , a residential area of East Mil waukee. Soon to be covered with homes, this field enjoyed a very short life as an airport. The second view shows the U BF some months later - refinished, remounted on floats and put to work by Marine Air Service. At this time, Marine Air Service was located precisely at Milwaukee, on the Wallamette River. The river is wide at this location , Johnson Creek flowing in to help form what was then the sea plane basin for the air service. Though I have been to many flying events and airports throughout the Northwest during the past 30 years , I never had the good fortune to see the UBF again. Sincerely , Ralph Nortell N. 1747 Smith Street Spokane , WA 99207

Dear David: Please turn to page 14 of The VINTAGE AIR PLANE, January, 1979. Will you please give me the name of the pilot standing along side of the Eastern Air Transport , Inc.? I'd be almost willing to bet my next Social Security check that he is Gene Brown , who was at that time a reserve officer of the then Army Air Corps. He ca me to Columbus in the late 20's with Mable Cody 's Flying . He flew a WACO 9 taking up passengers. He got Mr. A. C. Chancellor and perhaps Mr. J. Ralston, Gargill and Mayor Dimon and two or three other important businessmen interested in promoting aviation in Columbus . I don 't know all of the details, but , he left Mable Cody 's Flying Circus. They formed a partnership and bought a new WACO 9. Gene started hopping passengers and giving flight instructions. He was very successful in both . One of his students that I remember quite well was George Shealey. He bought an old Jenny painted orange and aluminum for $500.00 in Americus. Gene taught him to fly . Later on , he got a job flying for Eastern . This was after Gene had joined Eastern . Gene flew the first air mail (night) from Atlanta to Richmond , Vir ginia flying a Pitcairn. Holding a box of peaches that he flew to New York City to give to Mayor Jimmy Walker. But , I failed as usual to put the date on it. I got ahead of myself. Gene was an excel lent pilot and liked to " flat hat around " every so often. I used to fly with him every chance I had . I started working for him selling plane ride tickets. Then started helping him on the plane. I " graduated " to propping the engine , making sure his passengers were strapped in properly , holding one lower wing for sharp turns. His aircraft didn 't have brakes . At that time , I didn 't know of any that did . I learned to warm up the engine and to taxi it for him. Then, he got the job flying the air mail. He was the first pilot to fly at night over Columbus, without the benefit of landing lights on his aircraft or on the field. I forget how many cars were parked side by side at an angle when he was ready to land. He would gun his engine as a signal to turn on the lights. My first great thrill in flying was my first hop May 5, 1926 in one of the old sweep back wi ng Standard aircraft of Gates Flying Circus. The second great thrill was my first night flight with Gene. I have many fond memories of working for Ge ne. One person told me that had Gene not gotten that air mai l job, that Gene was going to teach me to fly. I don 't know if that was so, but, if he had, I'm sure that I wo uld have made a darn good pi lot or not one at all. For he was a " cracker Jack" of a pilot. Ge ne was a young , good looking , lean , raw boned fellow and was very popular with the young belles of that time . Flying at night didn 't dampen his popularity with t hem either.

Last October, I heard that George Shealy died the preceeding December and that Gene was retired from Eastern and was living some where in Florida . I have a picture of Gene in a post WW-I SPAD. I would like to know the model. It has wider wing struts than the SPADS VII & VIII. Has a thick mid top wing fuel tank , a Lewis machine gun mounted on the lower right wing just on the outside of the lower front wing strut, a long , laced up section aft of the cockpit , a fire extinguisher hanging on the outside just be low the right side of the cockpit and what looks like an oil cooler just forward of the extin guisher. What I can see of the vertical fin , it comes up at 8" or 10" and then goes back hori-

zontally to the edge of the picture . Have you any idea of the model? I am a member of the CAP Sqd. 9098 in Colum bus . Through the courtesy of the Air Force at Ft. Benning, Georgia, four of us flew up to Wright Patterson Air Force Base weekend be fore last. That was a trip well worth it. I just wish that we had more than one full day there. If you have never been , I highly recommend the trip . There is no admission charge. It is open from 09 :00 to 17:00 Mondays through Fridays or Saturdays and 10:'00 to 18:00 on Sundays. Sincerely, Robert S. Grier, Jr. Rt. 2, Box 31 Seale , AL 36875

Dear David: Regarding Mr. Mike Kezick 's letter - page 26, February 1979, The VINTAGE AIRPLANE. M r. Douglas Corrigan did not do any weld ing on Charles Lindbergh's N.Y.P. he learned welding later - Mr. Corrigan was a pilot be fore the Spirit of St. Louis was built. Having soloed in March of 1926. Also, the Key Bro's. broke the Endurance Record with a J6 5 Robin in 1935. This being 5 years after Jackson and O 'Brine 's second endurance flight. Respectfu lIy, J. Rathjen

ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION

AERONCA 7AC CHAMP Samuel C. Mazzotta, 2504 Tecumseh Avenue, Lees burg, FL 32748 John B, Shandrow, Rd #1, Midd lebury, VT 05753

FAIRCHILD 24 Frankie Freeman , 16619 Mojave Drive, Victorvi ll e, CA 92392

AERONCA 11 AC William Lone, 8099 South Breeden Road, Blooming ton, IN 47401

HOWARD - DGC - 15 - P Gary Chilcote, Box 246 B, Britt, MN 55710 J. R. Graham, M.D., 1955 Santa Teresa, Sierra Vista, AZ 85635

BELLANCA 14-13 Ralph H _ Prince, 117 Rockwood Drive, Grass Va ll ey, CA 95945

MORRISEY "N IFTY" Kenneth Jorgensen , P. O . Box 495, Balboa Heights, Canal Zone

CESSNA 170 Pasq uale Ba rtone, 40 Bonner Drive, E, Hartford, CT 06118

PIPER )3 Ken Klei n, 2242 Liane Lane, Santa Ana, CA 92705

COMMONWEALTH SKYRANGER Zot Barazzotto, 1480 Betty D rive, Xenia, OH 45385 C URTISS )N-4D Harry Bodotsky, 2516 Merribrook Road, Wilm ington, DE 19810 ERCOUPE Charl es E. Carlso n , Sr., 2620 So uth Fifth Street, M il wa u kee, W I 53207

PIPER )-5A Edwa rd E. Self, RR 1, Box 384, Le itchfield, KY 42754 PIPER )-5-B Mrs. Thelma B. Grahn, Nine Chase Street, Lynn , MA 01902 PIPER PA-11 W ill ia m D . Graves, P. O . Box 2279, Auburn , AL 38630 PIPER PA22-150 Roy M . Si mo nso n , 6964 Yo rk Dri ve, Dublin , CA 94566

ERCOUPE 415-C Richard W. Land, 2411 Lo ngview Dri ve, Dayto n, O H 45431 Larry D. Sweetse r, 493 Ap ple Tree Lane, Fai rfi eld , CA 94533

Calendar of Events

AUGUST 19 - WEEDSPORT, NEW YORK - Antique/CiassidHomebuilt Fly-In. Sponsored by EAA Chapter 486, Whitfords Airport. Air Show - field closed 1 :00 P.M. until 5:00 P.M. Intermi ssion for early departures. Pancake breakfast. For further information, contact Herb livingston, 1257 Gallager Road, Baldwinsville, New York 13027. AUGUST 26 - WINDSOR, ONTARIO, CANADA - Pancake break fast sponsored by EAA Chapter 185. AUGUST 36="j1;" SEPTEMBER 1-3 - OnUMWA, IOWA - LABOR DAY WEEKEND - Antique Airmen In c. Annual Reunion, Ottumwa In dustrial Airport, Ottumwa, IA. Registration free for pilot of antique plane 30 years or older and one passenger . For further information write: Antique Airmen Inc., Box 931 , Ottumwa, IA 52501. SEPTEMBER 5-9 - GALESBURG, ILUNOIS - Ninth Annual Stearman Fly-In. Anyone with any interest in Stearmans is cordially invited. For further information, contact Stearman Restorers Association, Inc. , 823 Kingston Lane, Crystal Lake, Illinois 60014. SEPTEMBER 12-16 - SAN ANTONIO, TEXAS - American Bonanza Society Annual Convention and Industry Exhibit, Convention Cen ter. For further information, con tact ABS, P. O. Box 3749, Reading, Pennsylvania 19605 - 215/372-6967. SEPTEMBER 14-16 - KERRVILLE, TEXAS - Fifteenth Annual South west Regional Fly-In. Friday night hangar party, Saturday aircraft judging and air show from 3 to 6 P.M., Saturday night banquet and entertainment. Plenty of homebuilts, antiques, and warbirds. Spon sored by the Texas Chapters of EAA. For further information, con tact Dave Beckett, President, 5103 Village Row, San Antonio, Texas 78128 - 512/653-4710. SEPTEMBER 27-30 - TULLAHOMA, TENNESSEE - First Annual Fly In. Plan now - for the greatest show on earth. SEPTEMBER 30 - OCTOBER 5 - WASHINGTON, DC - Man's Quest for Wings : A History of Flight. A weeklong seminar on the history of flight featuring elctures by the NASM staff, field trips to the various Smithsonian facilities (including Silver Hill). For further information, contact Nancy Starr, Selected Studies, A & I 1190A, Smithsonian Institution, Washington, DC 20560 - 2021381-6434. OCTOBER 12-14 - CAMBEN, SOUTH CAROLINA - Fly-In. All divi sions, awards will be presented. For further information, contact Geneva McKiernan , 5301 Finsbury Place, Charlotte, North Caro lina 28211 . Sponsored by EAA Antique/Classic Chapter 3.

WACO THE AUTHENTIC HISTORY OF WACO AIRPLANES AND THE BIOGRAPHIES OF THE FOUNDERS - CLAY TON J. BRUKNER AND ELWOOD J. "SAM" JUNKIN. This hardbound publication, a depiction of the lives of two high school classmates who had a simul taneous desire to build an airplane of their own, was sanctioned by the late Clayton J. Brukner. This publication, edited and published by Ray mond H. Brandly, President of the National Waco Club, will be available in June of 1979. This collector's item will be introduced at a special price of $18.95 plus $1.50 postage and handling. Orders with remittance may be sent to: WACO PUBLICATIONS, 2797 ACOSTA STREET, DAYTON, OHIO 45420. For further information, contact Ray Brandly, Pres i def1t, National Waco Club, 2650 West Alex.-Bell. Road, Dayton, Ohio 45459 or call 513-435-9725.

Chino from the air - prior to Sunday's air show.

Glenn E. Peck, Jr., of Nipomo, CA, sent in this picture of hi5 excellent restoration work on a 1940 Porterfield LP-65. Th e plane, serial number 73 1, N27242, was rebuilt in 33 months of spare time . Glenn used razorback for covering. With its Lycoming 0-145-82 65 hp engine, the Porterfield d elivers a 94 mph cruise at 2300 rpm.