STRAIGHT AND LEVEL
By Brad Thomas In our July issue of Th e VINI'ACE AIRPLANE we predicted that Oshkosh '81 would be even greater than previous years. We do not claim to be psychic, but based the prediction on our personal contacts with others in EAA throughout the twelve months since our 1980 Convention. We noted the changes in the attitude of most people after the U.S. political changes last fall. Instead of the pessimistic opinions voiced by most, a more positive attitude began to show in the discus sion of our country and the directions we were told would be taken. All were positive, and it is happening. Changes obviously had to be made. Deficit spending was out of hand and inflation was ever increasing. It cannot be cured in a few weeks or months, but only through a period of time adequate to approach the problems. Your obvious statement relative to the above is to ask how in the world this could affect the EAA Inter national Convention for 1981. It does, and it did! When things are not going to your liking, prices are uncer tain, inflation is increasing, all items tend toward un certainty and you immediately hold off plans that could be changed by these conditions. So we lie back and pro ceed with only the necessary activities. Then came 1981 and we do not have to remind our selves of what transpired. Our outlook - much better! Things were becoming more stable in government and we planned ahead with a brighter outlook, for our per sonal feelings were more selective and optimistic. Osh kosh '81 was approaching in a few months and we needed to make our plans early to attend. A few basic facts immediately confirmed this outlook. The motels in the Oshkosh area were completely filled. The dormitory rooms of the University of Wisconsin - Oshkosh were completely booked by the end of January. For the past two preceding years you could have confirmed a dor mitory reservation at the end of March. Even the dorms in the adjacent cities to Oshkosh were filled this year before the Convention - another first. Camping re quests were more frequent prior to the Convention, pointing out that "new" campers would be arriving. While attending fly-ins throughout our area, we noted that more new first-time members were planning to attend the 1981 Convention. Saturday, August 1 was the official opening date for the Convention, but our Antique/Classic volunteers began their chores weeks ahead with their work parties as they prepared the grounds and areas of our Divi sion headquarters. Then, beginning with Tuesday be fore the official opening date, many of our chairmen and volunteers were hustling around, placing cones on the field and arranging row numbers for our park ing areas. The Red Barn had to be opened, cleaned and our Division signs and markings placed in the proper places. Our area became alive with the work details and soon we were ready. On Thursday a .few scattered aircraft had arrived. Many of these belonged to early volunteers and other early arrivals. Then Friday began with a beautiful clear day. Never had there been such an active day prior to the Convention opening. Our
President
Antique/Classic Division
Antique/Classic parking areas were 75% full and the show plane camping area was full. As most of the ar rivals were in the afternoon, many had not yet regis tered; nevertheless a total of 571 had signed in the day before the Convention was to start. At the conclusion of the first official day, August 1, registration totalled 959! In addition, both the transient aircraft parking and camping areas were 95% filled on Friday and by Saturday afternoon the parking committees were "tail ing in" the arrivals. Highlighting the events during the week of the Convention, we were well pleased with the increased attendance for our Antique/Classic forums. Our hos pitality tent was active during the entire week with members and guests resting and telling old tales of their past ventures in aviation. Our annual Division picnic, though interrupted for awhile by a rain shower, was successful and the fellowship lasted throughout the evening as we were entertained by a slide show that would please even the pros, and by old antique airplane movies by the Crites brothers. Our annual Parade of Flight on Wednesday was the highlight of the air shows. Participating in the fly-bys during the Parade of Flight were well over one hundred antiques and classics. JUI;lging went on throughout the entire week under the able direction of our volunteer judges of both an tique and classic aircraft. The quality of workmanship and quantity of representative types of antiques this year were the best we have witnessed at any previous Convention. Top quality antiques were represented in every category and the nostalgia was outstanding. Sur prisingly, the total number of classics that registered to be judged was down slightly from last year, but a fine representation was registered for each of the classic award divisions. Unique this year was the return of our Museum's Aeronca C-3 that was destroyed during its flight to the 1980 Convention. It has been completely restored and was flown to the 1981 Convention. Another interest ing project was the construction of a replica of the Australian Clancy Skybaby homebuilt, originally de signed and flown by the Clancy brothers. This aircraft was on static display during our 1981 Convention and was sporting a newly built replica of the original Hen derson conversion that was completed in time to make the Oshkosh Express trip via 747. Jack Clancy should be proud of his workmanship on the Henderson con version. (Continued on Page 26)
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT " 1981 EAA ANTIQUE/CLASSIC DIVISION , INC., ALL RIGHTS RESERVED
OCTOBER 1981
VOLUME 9
NUMBER 10
FRONT COVER . . . Gar Williams and Jim Jenkins proudly display their Osh足 kosh '81 Grand Champion aircraft and trophies. See stories on pages 6 and 8. (Ted Koston Photo)
BACK COVER ... John Turgyan , Tren足 ton , NJ flew his recently acquired 1930 Waco CTO Taperwing at Oshkosh '81. Power is a Wright R-760-E2, 350 hp. (Ted Koston Photo)
OFFICERS President W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain, NC 27041 919/368-2875 Home 919/368-2291 Office
Vice-President Jack C. Winthrop Route 1, Box 111 Allen, TX 75002 214/727-5649
Secretary M. C. " Kelly " Viets 7745 W. 183rd SI. Stilwell , KS 66085 913/681-2303 Home 913/782-6720 Office
Treasurer E. E. " Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591
DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City , MI 49330
Morton W. Lester P.O. Box 3747 Martinsville, VA 24112
616/678-5012
703/632-4839
Claude L. Gray , Jr. 9635 Sylvia Avenue Northridge , CA 91324
Arthur R. Morgan 3744 North 51st Blvd . Milwaukee, WI 53216
213/349-1338
414/442-3631
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 317/293-4430
John R. Turgyan 1530 Kuser Road Trenton , NJ 08619
AI Kelch 66 W. 622 N. Madison Avenue Cedarburg , WI 53012
S. J. Wittman
Box 2672
Oshkosh , WI 54901
414/377-5886
414/235-1265
Robert E. Kesel 455 Oakridge Drive Rochester , NY 14617
George S. York
181 Sloboda Ave .
Mansfield , OH 44906
609/585-2747
419/529-4378
716/342-3170
ADVISORS Ed Burns 550 Mt. Prospect Road Des Plaines, IL 60018 3121298-7811 John S. Copeland 9 Joanne Drive Vestborough, MA 01581 617/366-7245
Stan Gomoll 1042 90th Lane , NE Minneapolis, MN 55434 6121784-1172 Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216
TABLE OF CONTENTS Straight and Level . .. by Brad Thomas . . . . . . . . . . . .. AlC News . .. by Gene Chase. . . . . . . . . . . . . . . . . . . . . . . Oshkosh '81 Awards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Oldest Cessna Wins At Oshkosh '81 . . .
by Gene Chase .. . . .. .. . .......... .. . .. ...... .. . Grand Champion Classic -
2 4 5
6
Oshkosh '81 .. .
by N orm Petersen .... .. ...... .. ..... .... .... . ..
8
EAA Aviation Center Site Dedicated .. .
by Tom Poberezny ... ......... . . . . .. ..... . .. .... 10 Photos From Oshkosh '81 ....... . ... . . .. .... ... .... Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Mystery Plane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Members ' Projects . . .. . ..... ...... . ..... ..... . .... Tail Group And Fuselage Fittings Plans For The " Sky Scout" . .......... . .. .. . . .... .... , ... . Calendar Of Events ... . .. . . . . , . . . . . . . . . . . . . . . . . . . . .
12 13 14 14 19
26
Gene Morris 27 Chandelle Drive Hampshire, IL 60140 3121683-31 99 S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213 414/771-1545
PUBLICATION STAFF PUBLISHER
Paul H. Poberezny, President
Experimental Aircraft Association
EDITOR Gene R. Chase
Page 6
Page 8
Page 10
ASSOC. EDITOR
George A. Hardie, Jr.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase , Editor, The VINTAGE AIR足 PLANE, P.O. Box 229, Hales Corners, WI 53130. Associate Editorships are assigned to those writers who submit .five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort. THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EM Antique/Classic Division, Inc. , and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem足 bership rates for EM Antique/Classic Division, Inc., are $14.00 for current EM members per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. VINTAGE AIRPLANE 3
SIMPLIFIED PRIVATE PILOT
CERTIFICATE
PAUL POBEREZNY HONORED AT CLEVELAND Paul H. Poberezny, the man who founded the Experi mental Aircraft Association in his garage nearly thirty years ago, received the 1981 Meritorious Service Award of the Aviation Hall of Fame in Cleveland, Ohio on September 4. Poberezny, President of EAA was cited for his "ex traordinary and enduring contributions to aviation". He was honored along with Hall of Fame inductees Jimmy Doolittle, Joe Mackey, Blanche Noyes and Dr. Karl Arnstein during enshrinement ceremonies at the Crawford Auto-Aviation Museum. Past recipients of the Western Reserve Historical Society-sponsored award include Paul E. Garber, Frede rick C. Crawford and Lowell Thomas. In 1937, when Poberezny was fifteen , a Milwaukee high school teacher gave him a battered Waco Primary Glider. He restored it, taught himself to fly it, and had logged nearly 2,800 hours before abandoning the glider for powered aircraft. At last count, he had piloted 353 different type air craft, of which 152 were homebuilt. He has also de signed and/or built 13 aircraft, and is presently work ing on a fourteenth .
AOPA has petitioned the FAA for a simplified pilot's certificate primarily to aid recreation pilots. The pro posal would provide for a minimum of 30 hours of which half of that time would have to be dual. No medical certificate would be required , only proof of no physical disability similar to what is now required for balloon and glider pilots. This petition will be printed in the Federal Register at an early date and the public will be invited to submit comments.
ADAP PROGRAM Congress has extended the Airport Development Aid Program for another year and authorized the expendi ture of $450 million of which $387 million is for air carrier airports and $63 million for general aviation airports. Since Congress did not vote for any new taxes before approving the above legislation these sums will be taken from the Aviation Trust Fund.
UNIVAIR NOW HAS
PIPER PA-22/PA-20
CONVERSION KIT
Stephen E . Dyer, Univair Aircraft president, and Roy O. Dyer, Light Plane Components, have announced the purchase of LPC by Univair. This acquisition included all the assets of LPC in cluding the STC'd kit for converting Tripacers to Pacers. Production of these parts will begin immediately. To make room for this expansion Univair has closed its metal propeller repair facility; however, the wood propeller manufacturing division will be continued. This new addition complements Univair's current services of parts for Ercoupe and Stinson and parts for Piper, Cessna, Aeronca, Taylorcraft and Luscombe air craft as well as its distribution of brand name aircraft accessories.
EDWIN LINK DIES Aviation pioneer Edwin A. Link, Binghampton, New York, died September 7, 1981 after a short illness. He was 77. Link developed a number of mechanical flight train ers, aerospace simulators and lunar module mission simulators for NASA. The Link trainer, invented in 1929 has been used to train more than a half-million pilots. The nation's first astronauts trained in Link simulators at the Binghampton headquarters of Link Aviation, Inc. 4 OCTOBER 1981
(Photo by Ian Howarth)
ANOTHER JENNY IS FLYING The Curtiss IN-4D pictured on page 5 of last month's issue of The VINTAGE AIRPLANE is shown here on its first test flight after restoration. The flight was made by pilot Chris Woods on August 18 at Chandler Memorial Field, Arizona. This Jenny is serial number 34094. It was built in 1917 and assigned training duty with the U.S. Army Signal Corps at Souther Field, Georgia. It was placed in storage May 1, 1939. It was purchased as a basket case in December, 1979 by the Aero Meridian Aircraft Company. Work was started the following month to restore the plane to the Army Signal Corps issue spe cifications of the Curtiss Aeroplane Company. Aero Meridian was commissioned by the Owls Head Museum in Maine to restore this Jenny.
(Continued on Page
9)
OUTSTANDING - Dale Crites,- Waukesha, WI - OX-5 powered Curtiss Pusher, N1911. Sponsor: EAA ANTIQUE HOMEBUILT - Rick Demond, Whitmore Lake, MI - 1932 Corben Baby Ace, NX5148. Spon sor: EAA CLASSIC AIRCRAFT AWARDS
ANTIQUE AIRCRAFT AWARDS
GRAND CHAMPION - Gar Williams, Naperville, IL 1928 Cessna AW, NC4725. Sponsor: EAA RESERVE GRAND CHAMPION - C. H. Armstrong, Rawlings, MD - 1927 Waco 10, NC3960. Sponsor: EAA PIONEER AGE (PRIOR TO 1918) - CHAMPION - Dan Neuman, Minneapolis, MN - 1917 Curtiss IN-4 Jenny, N2404. Sponsor: EAA SILVER AGE (1928-1932) - CHAMPION - John Rath jen, Ft. Calhoun, NE - 1929 Curtiss Robin, NC766M. Sponsor: EAA RUNNER-UP - Leroy Brown, Zellwood, FL - 1930 Butler Blackhawk, NX299N. Sponsor: EAA CONTEMPORARY AGE (1933-1945) - CHAMPION . Frank Evans and Tom Dietrich, Kitchener, Onto Canada - 1941 · D. H. Tiger Moth, CF-CTN. Spon sor: EAA RUNNER-UP - Bill Morrison, Hawthorne, CA - 1938 Beech F17D Staggerwing, NC18781. Sponsor: EAA OUTSTANDING OPEN COCKPIT BIPLANE - Ray Fow, Miami, FL - 1941 Waco UPF-7, NC30199. Sponsor: EAA OUTSTANDING CLOSED COCKPIT BIPLANE - Neil Cottee, Burradoo, Australia - 1936 DeHavilland DH-87B, Hornet Moth VH-UVV. Sponsor: EAA OUTSTANDING OPEN COCKPIT MONOPLANE - Ron Johnson, Rockford, IL - 1941 Ryan PT-22, N49674. Sponsor: EAA OUTSTANDING CLOSED COCKPIT MONOPLANE Ken Williams, Portage, WI - 1937 Porterfield 35-70, NC17037. Sponsor: EAA CUSTOMIZED AIRCRAIT - CHAMPION - Bud Dake, Berkley, MO - Monocoupe, NX1161. Sponsor: EAA RUNNER-UP - Dan Kumler, Pilot Point, TX - 1943 Howard DGA-15, N68119. Sponsor: EAA OUTSTANDING - Lowell Blossom, Zionsville, IN 1937 Spartan Executive, NC17613. Sponsor: EAA OUTSTANDING - Dick Ward, Three Rivers , MI 1942 Ryan ST3KR, N46502. Sponsor: EAA OUTSTANDING - Don Cassidy, Martinsville, IN 1940 Spartan Executive, N97DC. Sponsor: EAA OUTSTANDING - William Dekker, Fairfield, CA 1944 Stearman, N620BD. Sponsor: EAA REPLICA - CHAMPION - Don Browett, Independence, MO - Great Lakes, NX65DS. Sponsor: EAA RUNNER-UP - Van Eller, Noblesville, IN - L-4 "CUBy" Observer, N94VE. Sponsor: EAA
GRAND CHAMPION - James L. Lenkins, Hunting ton, CT - Piper PA-17 Vagabond, N4811H. Spon sor: EAA RESERVE GRAND CHAMPION - Douglas Trager, Riverside, CA - Cessna 180, N9428C. Sponsor: EAA CLASS I CHAMPION (0-80 HP) - Steven and Deborah Lund , Flushing, MI - Luscombe 8A, N1850B . Spon sor: EAA CLASS II CHAMPION (81-150 HP) - Rick and Kathie Paige, San Mateo , CA - Cessna 140, NC4135N. Sponsor: EAA CLASS III CHAMPION (151 HP and Higher) - Ray bourne Thompson, Jr., Houston, TX - Cessna 195, N4477C. Sponsor: EAA CUSTOM CLASS A (0-80 HP) - C. Wlliam Pancake, Jr. , Keyser, WV - Aeronca Champion, N1390E. Spqnsor: EAA CUSTOM CLASS B (81-150 HP) - "Dutch" Brafford,
Lima, OH - Cessna 140, N89728. Sponsor: EAA
CUSTOM CLASS C (151 HP and Higher) - Rick Loomis,
Riverside, CA - Cessna 195, N3032B. Sponsor: EAA OUTSTAl'Tp.~?m IN TYPE - AERONCA CHIEF - Joe Ci'dmpagne, Houma, LA - Aeronca llAC, N9707E. ::3ponsor: EAA OUTSTANDING IN TYPE - BEECHCRAIT - Geor gene and Don McDonough, Palos Hills, IL - Bonanza B-35, NC5186C. Sponsor: EAA OUTSTANDING IN TYPE - BELLANCA - Charles Johanson , Albuquerque, NM - Bellanca 14-13, NC86880. Spons(,r: EAA Cil7TSTANDING IN TYPE - CESSNA 120/140 - Wen dell R. Ware, Mt. Perry, OH - Cessna 140, N7688. Soonsor: EAA OUTE'TANDING IN TYPE - CESSNA 170/180 - Don ale:. ~ . J ?nsen , Albert Lea , MN - Cessna 170, N1846C. Sponsor: EAA OUTSTANDING IN TYPE - CESSNA 190/195 - Kent Blankenburg, Arroyo Grande, CA - Cessna 195, N195KB. Sponsor: EAA ' OUTSTANDING IN TYPE - ERC OUPE - Vern Brown,
St. Paul, MN - Ercoupe, N3675H. Sponsor: EAA
OUTSTANDING IN TYPE - LUSCOMBE - Allan W.
Koebel , High Rid c · " MO - L1J·;combe 8A, N1380K. Sponsor: EAA OUTSTANDING I~ TYPE. - .. ~ AVION - Myra Dunn, Crawfordsville, Ii' - Na··..ton A, N4825K. Sponsor: EAA OUTSTANDING IN ~, fPE - PIPER J-3 - Stan and Roger Gomoll, Blaine. MN - Cub, N70528. Spon sor: EAA OUTSTANDING 1,\' TYPE - PIPER (OTHERS) - Henry R. Morrison, Tl ' 0masville, GA - Piper PA-14 , N4209H. Sponsor: EAA OUTSTANDING IN TYPE - STINSON - Kerry A. Uhler, Bellefonte, PA - Stinson Station Wagon, N710C. Sponsor: EAA OUTSTANDING IN TYPE - SWIFT - J . J. Montague, Lake Elmo, l' ~N - Temco Swift, N2334B. Sponsor: EAA OUTSTANDING IN TYPE - TAYLORCRAIT - John Shultz F. ,d Kaye Callard, Columbus, OH - Taylor craft ~"~ -12D, NC43252. Sponsor: EAA OUTSTANDING IN TYPE - LIMITED PRODUCTION - Chastain Family, Manchester, MO - Rawdon T-1, N5160. Sponsor: EAA VINTAGE AIRPLANE 5
OLDEST CESSNA ' WINS AT
OSHKOSH '81
(Ted Koston Photo)
Gar Williams flying his Grand Champion Cessna AW.
By Gene Chase
When Gar Williams (EAA 1416, A/ C 1416), 9S135 Aero Drive, Naperville, IL 60540 parked his 1928 Cessna AW in the antique aircraft area at Oshkosh '81, it was difficult to believe that he hadn't completed the restora tion just the day before. Actually, Gar had been flying the plane quite frequently since January 24, 1981, the day of the first flight, some six years after starting the mammoth rebuilding project. Few people would choose to restore a plane like the Cessna AW, for reasons which will be pointed out later, but Gar is a special breed of antiquer. His interest in the plane came naturally, having restored one of the most authentic Cessna Airmasters currently flying. The Airmaster is directly related to the Cessna Model A series, including the AA, A W, BW, etc. , depending on the engine used. The prototype AA was introduced in 1927, the first in a long series of cantilever high wing monoplanes. These evolved into the Airmasters from 1934 to 1942, marking the end of the tube and fabric single engine Cessnas. Gar has many hours flying his 1940 C-165 Airmaster all over the U .S. and is obviously "sold" on Cessnas. In collecting " 165" Warner engines and parts to support the continued operation of his C-165, he also accumulated some 110 Warner engines and parts. These would later be used to build up one airworthy engine for the AW. When Gar began searching for an A W project, he located one in Tulsa, Oklahoma but could not reach an agreement price-wise with the owner. He also learned of one in the Dallas/Ft. Worth area but the airline cap tain who owned it was not interested in selling. The Cessna in Texas was actually a BW model, powered with a Wright J-5. It was registered as N6442, serial number 138, and a previous owner who lived in Midland had it stored there since about 1932. In the meantime the airline captain started restor ing the BW by cleaning up the fuselage . Gar's interest in that particular plane continued to increase and after a year of correspondence he was finally able to make the purchase. After trailering the BW home he immediately in ventoried his new acquisition. Gar was more than 6 OCTOBER 1981
pleased with the condition of the fuselage, but the wood wing was something else! Not only is the wing big (40'6") and heavy (nearly 500 lbs .), but it is in credibly complex. The wing structure consists of two double tapered box spars, built up ribs and compres sion members, and double sets of drag and anti-drag wires at the top and bottom of each bay. Fortunately the front spar and the hardware fitt ings were in good shape, but over the years, hangar rash had seriously damaged the rear spar, every single rib, and both laminated tips. Gar spent the next four years rebuilding the wing. First he had to devise a jig so the wing would assemble accurately and so the structure could be turned over during construction by one person. This operation was housed in his ample-sized hangar conveniently located next to his house at Naper Aero Estates. As the name implies this is one of those fabulous pilot-oriented com munities on a private airport where Gar lives with his wife, Mary Alice and children, Gail and David. Words cannot adequately describe the agony ex perienced by one Gar Williams during the four years it took to rebuild the complicated wing. In fact he was so completely drained of enthusiasm for working on the Cessna that he turned his back on the project for one full year and proceeded to restore a Luscombe 8A which had been sitting in a neighbor's barn, quietly and patiently awaiting attention. Early in 1980 Gar returned to the Cessna project with renewed vigor. Thank God the wing was finished so he turned his attention to the fuselage. He had al ready removed the extra tubing someone had installed in the aft end per early factory supplemental drawings for the installation of a tail wheel. Gar insisted the plane be as authentic as when it first left the factory, which meant the original type tailskid would be used. Through some ingenious detective work in 1977 Gar was able to track down a rumor of a Cessna A W in Con necticut. He located the plane and owner, made the purchase, and soon was heading back home with A W serial number 196. Most of the wood formers, stringers, door and window frames were still intact on this fuse lage. These were invaluable for use as patterns. The
(Gene Chase Photo)
Gar Williams visits with Mr. and Mrs. Eldon Cessna in the shade provided by the Cessna AW wing.
(Ted Koston Photo)
The authenticity of the AW includes this faithful reproduction of the Cessna company logo and the tailskid.
"
na whose expertise was instrumental in this restora tion project. Eldon emphatically insisted the J-5 should not be used because it made the plane nose heavy and its greater size was a noticeable hinderance to forward visibility. Based on that recommendation, Gar decided the plane had to be an A W. Eldon Cessna, son of Clyde Cessna, founder of the Cessna Aircraft Company, was actually involved with the early Cessna aircraft and his recall of details is phenomonal. Eldon and his wife live in EI Segundo, California and he made himself available via mail or phone to Gar to assist in any way he could during the restoration. This fine offer proved invaluable to Gar on several occasions, for example in determining which specific airplane Gar was restoring. There was no data plate on the fuselage , but when he removed varnish from the rear face of the main spar he noted a factory stencil which read "20-3-8" . Eldon interpreted this to mean serial number 20, manufactured in March, 1928. He further explained that the first cantilever mono plane was assigned number 112, and that the "20" . was actually 120, making this the ninth production aircraft. This means that Gar owns the oldest produc tion Cessna known to be flying in the world! This knowledge sparked Gar's interest in the cur rent registration number of his plane ... N6442, serial number 138. In contacting the previous owner, Gar dis covered that the airline captain had received no records (hence numbers) when he purchased the plane in Mid land, Texas. He did, however, have a photo of a BW N6442, serial number 138. He checked with FAA Air craft Registry in Oklahoma City and learned that num ber was not currently assigned, so he applied for it. Gar was convinced that his airframe was actually serial number 120 rather than 138 so he cancelled the old number and applied for the correct one. In time the restoration of the A W was progressing at a normal rate and it was time to start covering the bird. Grade A fabric was used with clear nitrate and color butyrate dope. All the early Cessnas were red so there was no decision to be made with regard to colors. Gar learned that Randolph Products stocks a "Pontiac Red" which is the same color used by Cessna, so that solved one problem. Another problem was that Cessna used only two coats of clear and two of color, and that would not make an elegant finish. In discussing this with Eldon, Gar was advised that Cessna would use extra materials and labor to dress up their "show planes". So the Cessna is a "show plane" and completely authentic in that respect. Although Cessna painted the complete air craft with dope, Gar used Randolph acrylic lacquer on the sheet metal pieces which matches perfectly with the other surfaces. (Continued on Page 14)
(Gene Chase Photo)
The 110 Warner engine and landing gear installation show here. Note the unique pilot greenhouse.
complete landing gear assembly and the ground ad justable Hamilton Standard propeller were also to be used on the Cessna from Texas. A word of explanation is due here in that references have been made to Gar's restoration of an A W when it was a BW he purchased originally from the airline cap tain. Actually the airframes are the same, but with a 110 Warner in the AW and the Wright J-5 in the BW. It had been Gar's good fortune to meet Mr. Eldon Cess
(Gene Chase Photo)
Instrument panel in the
Ce~sna
AW.
VINTAGE AIRPLANE 7
(Ted Kaston Photo)
Profile view of Piper PA-17 Vagabond, N4811H which garnered the Grand Champion Classic award for its restorer, James L. Jenkins of Hu ntington, Connecticut. This beautiful restoration represents twenty months of intensive work over a four-year period .
By N orm Petersen
A 1948 Piper Vagabond PA-17, N481IH serial num ber 17-109, won the title of Grand Champion Classic at Oshkosh '81 for its owner and restorer, James L. Jenkins (EAA 95377 , AIC 2520) of 8 Hemlock Drive, Huntington, Connecticut 06484. Receiving the award of the large engraved trophy was the culmination of twenty months of very exacting work done over a period of four years. Jim, who at 27 years of age is six years younger than his award winning airplane , is one of the fresh new breed of aircraft restorers that are fol lowing in their fathers' footsteps . It seems that previous experience is the essential ground work for a grand champion restoration and Jim faithfully paid his dues by assisting his father in the complete restoration of another Piper Vagabond. This job was promptly followed by the restoration of a Piper Tripacer, P A-22. This extremely useful background set the stage for the Grand Champion. Vagabond N4811H is Jim's very own project and a close inspection reveals a fantastic amount of dedica tion to detail and just plain hard work. He personally sanded each of the twenty-five coats of Lock Haven yellow dope to obtain the beautiful finish that reflects wherever you look into it. All parts of the airplane were kept locked in the garage during the course of the rebuild in order to avoid dust and fingerprin ts on the mirror surfaces. Jim says his neighbors looked at him with raised eyebrows because of the tight security measures but he felt that it was the only way to main tain control over the final finish of the aircraft. The results speak for themselves! After viewing the pictures of the Vagabond when Jim obtained ownership, you just plain wonder how . The Vagabond had gone through a fence and between two trees before upending to the inverted position! In short, it was really a mess. Removal of the old fabric was followed by a thorough cleaning of the airframe, straightening the bent tabs and fittings and priming the entire structure. The very neat cover job was done in Ceconite and butyrate dope . The care exercised around the doors , metal edges and attachments really shows in the re 8 OCTOBER 1981
building and the overall finish literally defies descrip tion. Final polishing on all parts has been done with Turtle Wax auto finish which keeps fabric, metal and plexiglass lint-free and clean. Of the original four wing struts, only the right rear was restorable after the collision with the trees. Jim was able to replace the other three with Univair PMA struts. Jim reports that one of the best facets of rebuild ing is doing business with Univair of Aurora, Colorado, a top-notch vendor of aircraft supplies. All screws used in the restoration project were stain less steel because of the salt air corrosion in Connecti cut. New aluminum engine baffles were constructed and Jim reports that corrosion was very noticeable after one winter! The new aluminum nosebowl was pur chased from Piper rather than use a fiberglass dupli cate. Piper still stocks these nosebowls for Vagabonds and PAolI "Cub" Specials. How do you find an original set of wheelpants for a PA-I7? Jim discovered a friend with a Vagabond who wanted to convert to 6:00 x 6 Cleveland wheels and brakes. Jim promptly volunteered to do the complete conversion if he could have the old wheelpants and mounting brackets. In a short time, he was the owner of an original aluminum set of PA-17 wheel pants com plete with Dzus mounting fasteners for quick removal as per original factory drawings. The original 8:00 x 4 Goodrich-Hayes wheels and brakes were retained using Scott master cylinders. Fuel capacity of the Vagabond consists of a 12-gallon nose tank and a 6 V2 gallon wing tank giving a 4-hour cruising range at 4-41h gallons per hour. Jim majored the Continental A65-8 engine under the watchful eye of his father (also Jim) and this was finished off with a new Sensenich prop using Jim's special polyurethane varnish coating to give it that beautiful shine to match the airplane. Jim has earned his Airframe rating and is presently working on the Powerplant rating. His father is an A & P with AI rating. Jim's next project is a Fair child "24" so you antique fans had better get ready for another treat from this young man from Connecticut.
The finish on this PA-17 Vagabond is so bright that the re flection of photographer Ted Koston can be clearly seen in each wheelpant! Please note the neat covers on the landing gear shock cords and the non-skid tread on the wheelpant foot pads.
(Photo by Ted Koston)
The restoration of the interior of Jim's PA-17 Vagabond fea tures original instruments including non-sensitive altimeter and AAF magneto switch. Note trim control on the left wall.
Ale NEWS ... (Continued from Page 4)
FLYING MUSEUM OPENS IN
ARIZONA
15 October 1981 will see the official opening of the Carefree Flying Museum. Based at Carefree Airport in Arizona the Museum is the culmination of a life long ambition for its founder Woodson K. Woods (EAA 76209, AIC 535). Mr. Woods, owner of the airport, has long been as sociated with antique aircraft through his company , Aero Meridian Productions, one of the most prominent restoration facilities in the world. Destined to hold a unique position among aircraft museums the Carefree Flying Museum not only intends to house one of the finest collections of antique and classic aircraft, but also to fly them on a regular basis. Several of the aircraft on display are loaned by the superb Aero Meridian collection, which among its trea sures boasts two authentic Supermarine Spitfires - a MK IX and MK XVI - both again, regularly flown. The Museum's guiding philosophy is to emphasize flying aircraft with support parts and equipment repre senting the classic eras of aviation: Pre-Wright Brothers - Early Dreams and Designs - The First Flyers Pre-World War I World War I - Trainers & Fighters The 1920s - The Barnstormers The 1930s - Sport Biplanes, Innovative Designs - Trainers & Fighters World War II
(Ted Koston Photo)
James L. Jenkins (age 27) kneels under the wing of his Grand Champion award winning Piper Vagabond (age 33). Jim and his airplane hail from Huntington, Connecticut.
The Museum will be open to the public for static viewing on a year-round basis (closed Mondays and Tuesdays) . However, through the period October 15 through June I , special weekend activities will be staged providing flying demonstrations. Sight-seeing flights in these wonderful antique aircraft will also be available. Yet another departure from the somewhat static museum format will be the formation of the Carefree Flying Circus. The Circus is the Flying Wing of the Museum and apart from its duties at Carefree it will also be involved in touring to air shows and displays - primarily throughout Arizona but also further abroad when possible. To date, temporary accommodations for the first antique "arrivals" has been provided by the erection of some thirteen T hangars and one double hangar; how ever , early plans include the construction of a total museum complex consisting of a 20,000 square feet dis play hangar (to house some fifteen classics) plus at tendant gift shop, office facility, maintenance shop and storage hangar. In what promises to be an exceptional contribution to aviation enthusiasts and the general public alike, the Carefree Flying Museum not only provides a rich legacy for those generations to come but also provides a true sanctuary for the last of aviation's wildlife.
CORRECTION TO TYPE CLUB LISTING Please note the following correction to the Type Club listing published in last month's issue of The VINTAGE AIRPLANE. The International Swift Associ ation is located in Athens, TN for Tennessee, not TX for Texas. We apologize for any inconvenience this may have caused.
VETERAN FLIGHT TRAINING Congress has terminated the veteran flight training program. Only those students who started training prior to September I, 1981 will be permitted to receive sup port from the government. Except for those aviation groups who benefited directly from the government sub sidy for flight training there was uniform agreement that the program had been abused by veterans who re ceived financial support for flight training but had no valid intention of making aviation a full-time career. VINTAGE AIRPLANE 9
EAAAviation Foundation Capital Campaign
EAA A VIATION CENTER
SITE DEDICATED
By Tom Poberezny, President EAA Aviation Foundation, Inc.
(Gene Chase Photo)
The Museum's replica Spirit of SI. Louis, piloted by EAA Director Verne Jobst flies over the group assembled for the dedi cation of the site of the future EAA Avia tion Center.
Ever since 1927, the "Spirit of St. Louis" has been an important part of aviation. On Wednesday, August 5, it again played an important role at the site dedica tion of the new EAA Aviation Center. This Center will be the focal point from which all of our activities will emanate.
(Lee Fray Photo) .
This beautiful 1937 Lockheed 12A is maintained in flying condition by the Foundation. It was donated by Mike Strong (EAA 4857) of Arlington, Washington. 10 OCTOBER 1981
Oshkosh has become the world's center for aviation as a result of our annual convention. The name "Osh kosh" has become to aviation what "Indianapolis" is to auto racing. Two years ago, your Board of Directors along with the Directors of the EAA Aviation Founda tion, voted to consolidate all of our activity which started with the Kermit Weeks Flight Research Center. Cur rently the EAA Aviation Chapel is being completed adjacent to the EAA Nature Center. EAA has always accomplished what it has set out to do. The reasons are quite simple . . . hard work, dedication, sound planning and organization. A great deal of time has been spent in selecting our architect, construction manager, fund counsel and advisory board. All of these elements combined with the dedication and support of our membership and fellow aviation en thusiasts, will make the EAA Aviation Center a reality. An important part of the EAA Aviation Museum is our antique and classic section, recognizing the past con tributions that aviation pioneers have made on our behalf. It is important that each member of the Antique/ Classic Division consider what he or she can do to help us perpetuate this important part of aviation. You will be asked to help ... because we need your help. We all have a stake in aviation. This is the great est undertaking that we have ever set our sights upon. If the enthusiasm generated at Oshkosh and what I see in current chapter newsletters and other tabloids are any indication, the EAA Aviation Center will be a reality in the very near future. It will be a center that all of us can be proud of.
(Ted KOlton Photo)
This 1927 OX-5 powered Waco 10 garnered the Reserve Grand Champion Award at Oshkosh '81 . Flown here by owner C. Harold Armstrong with son Bob in the front cockpit. The plane was flown to Oshkosh from their home In Rawlings, MD, then on to Blakesburg, IA for the AAA Fly-In, then back to Mary land.
Art Morgan, Milwaukee, WI and Bob Kesel, Rochester, NY are co-chairmen of the Antique/Classic Aircraft Parking and Flight Line Safety committee. This committee was on the flight line dally from 6:00 a.m. Shown here are some of the group. Left to right on bikes: Jeff Alexander, Bill Buckles, and Paul Medendorp all from Crystal Lake, IL. Standing: Bill Hill, St. Louis, MO; Art Morgan, Milwaukee, WI; Dave Long, Keyser, WV; Richard Jenkins, Milton Freewater, OR; and Brian Gar inger, Ontario, Canada. Larry Agathen, Milwaukee, WI is in the building and on the bench is Bob Wallace, Wheaton, IL.
(Ted KOlton Photo)
Dan Neuman, Minneapolis, MN gave many rides at Oshkosh '81 in his 1917 Curtiss JN4-D Jenny. This elegant restora tion was named the Pioneer Age Champion.
Steve Pitcairn, Bryn Athyn, PA, with his rare and beauti fully restored 1928 Pitcairn PA-5 Mallwing. 12 OCTOBER 1981
The " Oshkosh Express" Qantas Boeing 747 makes a slow speed fly-by on Sunday p.m. Earlier it transported 250 Aus tralians and 11 of their aircraft to Oshkosh '81 from down under. In total, 390 folks registered from Australia, repre senting the greatest number of visitors from any overseas country.
PHOTO ALBUM Photos By Gene Chase (Except Where N oted)
The folks at Aircraft Repair (miniature barn at right) pro vided a battery charge for this 1939 Harlow PJC-2, owned by David Boyd and flown by Hurley 'Boehler of Claremore, OK. Some of the Schellville Antique Escadrille gang that flies out of Sonoma Valley Airport, Sonoma, CA. Left to right, John Snell , a RAF exchange officer from England currently flying C-5s ; Bill and Janet Ewertz, owners of the Great Lakes , N844K; and Rich McDonald who brought John Snell to Osh kosh in his Ryan SCW.
LETTERS TO THE EDITOR Gentlemen: Re the J-4 Travel Air on the back cover of the July '81 issue a nd t he "N" appearing on the rudder, if my foggy memor y ser ves me correctly, the " N" suggests that the airpla ne is permitted (or was) to fly interna tionally, i.e. , Canada, Mexico, etc. Wh at I did not "dig" was the swastika on the nose cowling. Best regards, EAA Member Editor's Note: "EAA Member" is correct in his remem brance of the "N " in the license number signifying that the airplane was licensed to fly internationally. The "C" only denoted that an airplane was registered to the con tinental United States, and carried an approved type cer ti{u:ate. The comment on the swastika that appears on the nose of the Travel Air reveals a common confusion on this subject. The swastika is defined in the American Heritage Dictionary as "an ancient cosmic or religious symbol, formed by a Greek cross with the ends of the arms bent at right angles in either a clockwise or counter clockwise direction." The illustration shows the differ ence between the Indian symbol and that of the German Nazi party. Since the Travel Air shown is of late 1920's vintage, the swastika is an Indian symbol with the arms bent in the opposite direction to that of the N!!:zi symbol. swastika
The Antique/Classic Volunteer of the Year Award went to ' 17-year-old Michael Casey from Wilmington, DE. Jack Cope- ' land , Canton , MA, Chairman of the Antique/ Classic Man- ' power Committee makes the presentation.
Navaho Indian swastika with i ods of rivers. mountains. r.ains
Nan s....astik a on a soldier's armba nd 13
GRAND CHAMPION CLASSIC - OSHKOSH '81 ... (Continued from Page 7)
The materials for the interior cabin upholstery were purchased from an antique auto parts supply house and are nearly identical with those used by Cessna in 1928. The 26 x 4 clincher-type spoked wheels have modified Ford Model T brakes exactly per the original. The new smooth tires were made by a company specializing in antique auto tires. Other efforts at authenticity found Gar shopping for such items as brass hose clamps, and brass and blued screws at local hardware stores . .. exactly as Cessna had done in those early years. Gar is pleased with his "Oldest Cessna" and right fully he should be. All of his efforts and the patience of his family have really paid off. Two weeks after it captured the Oshkosh '81 Grand Champion Award , it received the same honor at the AAA 1981 National Fly In at Blakesburg, Iowa.
MYSTERY PLANE The photo of this month's Mystery Plane is from the Roy Russell collection. The only clues offered are visible in the picture. The Mystery Plane in the September issue will be identified in next month's issue of The VINTAGE AIR PLANE .
MEMBE RS' PROJECTS
Joe Norris (EAA 113615, AlC 5982), 1951A County Hwy. D, Wisconsin Rapids, WI 54494 sent this photo of his P A-20 conversion and the following description: '''The aircraft is a 1955 PA-22 - 150 Tri-Pacer, SIN 22-3210, N2941P. This past winter the plane was con verted to P A-20 configuration using the Light Plane Components (now Univair) Kit and STC. I was very pleased with the completeness of this kit and the superb fit of the parts. I purchased the plane in 1978 and flew it until Novem ber '80 as a Tri-Pacer. Although the plane was recovered 14 OCTOBER 1981
with Ceconite only a short time ago, it needed a paint job, and I wanted a tail dragger! So last November the plane was taken apart for paint and conversion. All work was completed in my spare time in the shop at our family-owned cranberry farm. The conver sion was signed off in late June. I would like to take this opportunity to thank Ted Strub and John Hatz for their help in this project. The airplane gained about 7 mph in cruise and han dles very nicely on landing and on the ground."
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A. This first of the ' Limited Edition ' EAA Christmas orna ment , is sure to become a collector 's item . Pictorially depicting the Kitty Hawk in flight , the ornament is at tractively gift boxed for your convenience. $5.95 ppd . B. Coloring books for kids. A choice of three, with the' Space and Aviation theme. Aircraft . . .. ... . . .. . ...... ... , , .... , .... .. . $1.50 ppd .
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H-K. Even the tiniest fami ly member can sport ·the enthusiasm of aviation through these adorable clothes made by Spencer, a manufacturer of quality children 's apparel. Sizes : 0-24 Months - Romper 1, 2, 3 H - Airborn T-Shirt ...................... $3.95 ppd . I - Ace T-Shirt .. . . . . . . . . ... . .. . .. . .... . $3.95 ppd. J - ' Flight Line' Rompers . ...... . ... . ... $4.95 ppd. K - 'Grounded Again ' Soakers ... . .. .... .. $3.50 ppd. L. What kid wouldn 't love to wear this colorful Smurf T-Shirt with our exclusive EAA design. Available in sizes -$5.95 ppd. Childs 6-16 , Adults XS-XL
The PRO colle.ction of co-ordinate separates will warm any heart. The stylish V-neck sweatshirt has a striped body with matching ribbed trim and is a natural match for the pull-on pants with elastic waistband and front slash pockets. Com bine them with the zip front sweatjacket and you ' re ready to brave the elements . The EAA and airplane discreetly em broidered on the left chest sets you apart with a distinguished flare . Colors: Silver Gray - Navy or Silver Gray - Maroon . Sizes : XS, S, M, L, XL. V-neck sweatshirt ...... . . . .. , . . ... . . . .... $20.95 ppd .
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.•..I ":.
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Quant i ty
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Price Each
EXPERIMENTAL
AIRCRAFT
ASSOCIATION, INC.
P. O. Box 229
Hales Corners, WI 53130
Wise . Residents Add 4% Sales Tax Please remit in U.S. funds only
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Sub-Total
Allow 4路6 weeks for delivery.
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A real airplane, m'lads, and it gets its power from the innards of a Model T Ford . This ship is just as sturdy as it looks, is easy to build, and can take off and land at a field which would stump an OX-S or like·powered job.
PART 2
TAIL GROUP AND FUSELAGE
FITTINGS PLANS FOR THE
"SKY SCOUT"
Continued in this chapter you w ill find Author Pietenpol' s description of how to build the tail g1'OUP, control f i ttings, and this unique tail skid.
You fellows who have been demanding a real airplane powered by a Model T Ford engine have no doubt digested the previous installment, in which we discussed what could be expected of the ship, and in which you were given part of the plans and instructions for building. In the first installment, you will remember, we took up the building of the fuselage and wings. Now we will go on from there . The present install ment will include the tail assembly, landing gear, and controls. The Landing Gear
We will first take up the landing gear. This has proven to be a very strong outfit which will stand plenty of abuse. While it would be difficult to ex plain how this is built, the plans are very clear and you should- have no trouble . You will have to use a turning lathe and be a good welder to make the gear shown here. You may also build the type of landing gear that is used on the Air Camper. You will find that this is much
easier to make and is quite strong enough. While we are on the subject of this gear we had better put on some safety device to keep the ship from dropping to the ground if the shock cord breaks, since it seems that everybody has trouble wrapping shock cord. Here is the method we use : First cut a piece of leather to fit around the bottom of the landing gear vee, and lace it on with lace leather. Now take 6 ft. of 1f2 in . shock cord and have someone hold it about half way up on the outside of the front land ing gear strut. Take the other end and pass it un der the landing gear vee, over the axle, under the landing gear, over the axle, under the vee on the inside of the first wrap, over the axle on the outside of the first wrap and under the vee on the inside of the last wrap until you have three wraps pulled quite tight. The cord should be just long enough to make a good square knot and to permit taping of the ends. This method makes each wrap about the same length and you will not have any trouble with your VINTAGE AIRPLANE 19
shock cord cutting, The landing gear should give not over one inch with a full load in the ship, but neither should it be any tighter, The Tail Skid The tail skid comes next. This is of extremely simple construction, but it has proved so efficient that we are now using it on all of the planes we build, Be sure to put a small keel on the shoe or you will find your ship hard to steer on a windy day. This keel will also help to prevent the begin ner from ground looping .. The Empennage And now for the empennage. If you saw the plans of the Air Camper. you will see . at a glance that the tail surfaces of the Sky Scout follow the same general lines as those of its big sister. I have, however, cut down the w.eight a little at this point and I also believe I have given the Scout a bit the best of it on the lines. But outside of a bit of cleaning up I have seen no reason for changing this part of the ship, as the assembly on both jobs has given quick and sensitive control of the ship at all times. And another thing which is even more important - if you follow
SEE TAIL. SKID ASSEMBLY SIDE
VIEW OF' VERTICAL F'lN AND RUDDER
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these plans you need have no fear of any structural weakness in this most vital part of the ship. The Motor Mount In the motor mount you will notice that there is a drop of about one inch on the front of the motor mounting. I have had a lot of so-called experts tell me that this should not be. However, I reason that the motor should pull in the direction of travel and not the way the ship points. We built one ship using a straight motor bed and the climb was not so good, while it was almost impossible to fly it hands off, except at one speed and throttle setting; so my advice is to be sure and give this drop on the front of the motor. The motor mounting itself is well shown on the drawings and I wish to say it is all built right on the fuselage. The motor bed pieces are bolted on and tem porarily braced and then the motor support tubes are fitted to the fittings and bearers. The Covering Now put in the gas tank (5 lj2 gal.) and the wing is ready to cover. You may use any light grade of aircraft cloth for this or you may use sheeting.
TURNBUCKL.E
.... THE COMPLETE DETAILS AND ASSEMBLY OF THE EMPENNAGE
REAR VIEW OF' F'lN AND STABILIZER GA. BRACE WIRE FTG,
Here are the working drawings for building and rigging the ta·iI assembly of the Sky Scout. This is of simple wood construction, and no plans have been drawn for a steel tube job. The scale applies only to the assembly drawing. 20 OCTOBER 1981
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SIDE VIEW OF ENGINE MOUNT LANDING GEAR
SEE DETAILS OF AXLE END
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i"X 20 GAGE TUBE SUPPORTS
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fRONT VIEW Of THE LANDING GEAR
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UPPER SHOCK !lTRUT FITTINGS
• TOP VIEW OF THE ENGINE MOUNT
UPPER ASSEMBLY 2-THUS REQUIRED
TOP VIEW OF CHECK LUGS
I" X 18" GA STF!UT TUBE
--ASSEMBLY OF SHOCK STRUT AND LANDING GEAR .....
This working drawing shows the extremely rugged split· type landing ge.ar designed especially for the Sky Scout.
At the left will be found the dimensions for the bolted steel a,nd ash motor mount. Further details found elsewhere.
!lEE !lHEET 0 .. LANDING GEAR A·!I'BLY
DETAIL OF AXLE END AND METHOD Of ATTACHING TO STRUTS
Here is how the axle end is welded to the This drawing gives details landing gear struts. A workmanlike job of for building and assembling welding is vital at this point. and post. The ends of the flattened and a hole drilled
and dimensions Here is how the pulleys are welded to the
the rudder bar control stick torque tube. One pulley is used
rlldder bar are in front and two at the rear.
for the cable.
VINTAGE AIRPLANE 21
Complete details for the tail skid are given here. Be sur'e to weld the keel onto the unders ide of the skid·shoe.
ATTACH FITTING FOR TAI L SKID ASS ' SLY. 2-THU5 11' 0 .
2-THUS REQ ' O OF 22 GA. STL NOTE: SEE DETAIL OF AILERON HORN FOR TYPICAL CONSTRUCTION
Above are dimensions for elevator and rud Rear Admiral Don Finke shows the tail skid der horns. For typical construction see ailer and rear assembly. This plane is light enough for the average man to wheel in and out of on horns i'n first installment. the hangar without assistance.
22 OCTOBER 1981
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OVERALL SPAN _27 '-3 M - . . .
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• PERFORMANCE MAXIMUM SPEED . . ..... 62 MPH
CRUISIN'SPEED . . ... S514PH
LANDIN; SPEED. . . . . 35 MPH
INITIAL RATE OF CLIMB . . . 200 FPM
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THE COMPLETE
This drawing shows the complete assembly of the controls, which are insta.lled in the conventional manner. Aileron, elevator, and rudder horns and other details will be found on the smaller working drawings. If you are not an expert at welding, this work should be sent out, as failure of the controls has an annoying inclination to become embarrassing.
Tack a piece 60 in. wide the full length of the wing all around the edge, bottom side first. Give the edge a coat of dope, turn the wing over and do the same on top. Now sew the cloth to the ribs in the regular manner, put on a coat of dope, then all the tape and patches around fittings and give the wing four extra coats of dope (five in all) . The last two coats may be colored. I advise a light coat of paint on the wing if you wish the cloth to last a long time, although this makes the ship harder to patch. Just a little warning, be sure and put the flap in the center. A lot of those building the Air Camp足 er did not do this but put a large opening instead and spoiled the climb of the ship. Remember that you cannot have all the features of a high powered plane in a small Ford powered ship and expect it to fly well. And the flap is one of the things that makes these ships a success. The first thing to remember in building a low powered ship is to keep the weight down and to keep the efficiency up.
After you have your ship complete, that is, the motor in, tail group on, all controls in, and are ready for the wing, make up your center struts like drawings (see next installment), all brace wires made, get about four extra helpers, put the wing on the center struts and line up. Next have someone hold up the ends of the wing so that it will have a little dihedral, and meas足 ure the length of the front flying struts. These should both be exactly the same length. Wnen these are in place, do the same with the rear flying struts. Now make the flying or brace wires. Hook up the ailerons, safety all turnbuckles and your ship should be ready to go. . I will likely get a lot of letters saying that I did not cover the whole ship, but if I were to do this it would take more space than this whole mag足 azine . I personally think that if you cannot build a ship from the plans alone, that all the instructions it would be possible to write would not do you much good. But as I said before, if you know your stuff,
FLYING AND GLIDER MANUALS 1929, 1930, 1931 1932, 1933
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2.50 ea.
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END
DET AIL OF" .GUIDE 4-R~'O PULLEY F"OR AILERON CABLE.
SEND CHECK OR MONEY ORDER TO :
EAA Air Museum Foundation, Inc. Box 469 Hales Corners, WI 53130 Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4% Sales Tax
i + 4 - - - - - - 1 7 " - - - - - a o f Hl
you may be able to make improvements in this ship and I would like to hear from those doing it, as it is one of my greatest desires to see the lightplane developed into one of the safest and best sports there is. I believe this to be the safest lightplane there is, and if this design is a start in that direction it has all been well worth the time we have put into it. But those of you who wish only to build so that they will have something to fly had better build it ex actly as the plans, and you will be sure of having a ship that is very ea1iY to handle. It is cheap to run and will land and take off at a field where the average OX5 job, or similar powered ship, would be completely out of luck. I am sure if you ever come to our field and see these ships fly you will agree that these planes will do all we claim they will - and then some. If you fellows are going to build this ship for the Model T motor, well and good, but if it goes for the Packmag Twin, then here's a word or two on that motor and what it will do to your ship. It was originally designed by Earl D. Hilburn for use with all of the type of ships which can be flown with around 30-40 hp. She was built at the MECHANICAL PACKAGE MAGAZINE'S Experi ment Station, and, after considerable machining, took final form and was tested in a ship like the Air Camper. This motor sells in the rough casting form for $75.00, and in the finished machined form for $261.00. It will make this plane have pursuit ship performance and it will be able to carry consider able pay load, although the fuselage is not stressed for two-place work. I imagine a top speed of 95 miles and an even lower landing speed due to lower weight would give this ship some real soup. It is not necessary to have very elaborate ma chine shop equipment to build the engine. If you have a small lathe, the cylinders can be bought ma chined, and then the crankcase and the shaft and all can be bought as is necessary.
BEARING PLATE
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ASSEMBLY OF" BELL CRANK MOUNT ON FUSELAGE STRUTS
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Here a,re more working drawings for the con trol fittings. Dimensions for the construction of the bell crank and guide pulleys for the aileron cables are shown above.
A longer mount will have to be put on the ship and it should extend 13 in. farther out than the Ford T due to its lower weight of 120 Ibs. The Cross Country can be cowled in to make the ship have Army type looks and this is always something to be desired - a classy ship. I don't know about the proposition of floats with a Model T. I do know you can't use them as the motor won't have enough soup. The usual pro cedure for any land plane which performs well as a land plane is to add 50 percent more power when used as a sea plane. This is because of the increased resistance of the floats, which have their highest resistance just before they begin to plane. After that they become less and less drag until they take off and the ship's highest speed is reached, which of course means that the drag has reached the highest proportions possible with that power. Next chapter we will take up the engine de tails and the method of mounting the good old Model T, which, after all, is the ideal for this ship as she was designed. • •• VINTAGE AIRPLANE 25
STRAIGHT AND LEVEL ... (Continued from Page 2)
CALENDAR OF EVENTS
OCTOBER 9-11 - ANDERSON , INDIANA - Annual Convention and Fly-In sponsored by the International Cessna 120/ 140 Association , Inc. For further information , please contact Frank Hancock, 3941 West Cross Street, Anderson , IN 46011 . 317/ 643-1593. OCTOBER 10 - COLUMBUS, OHIO - Don Carson 's Air Fair benefit ing the League Against Child Abuse. Bolton Field. Full air show featuring ultralights with competition - trophies and $500 prize money. Pilots barbeque with country band . $25 registration deadline October 1. Contact Rob Young , 614/ 272-8249 or 274-7099. 20 South Wayne Ave., Columbus, OH 43204. OCTOBER 16-18 - CAMDEN , SOUTH CAROLINA - Fly-In. Antiques, Classics , Homebuilts, Ultralights and Warbirds invited . Awards and banquet Saturday night. For further information contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211 . OCTOBER 17-18 - MARANA, ARIZONA - 10th Annual Copper State EM Fly-In. OCTOBER 31 - NOVEMBER 1 - RAMONA AIRPORT, CALIFORNIA EM Ramona Fly-In . Sponsored by EM Chapter 14 and San Diego Chapter of the Antique Aircraft Assoc. Rain date November 7-8. Contact Ben W. Hunsaker, 714/ 276-5121 . NOVEMBER 13-15 - JENNINGS , LOUISIANA - End-of-the-Season Stearman Fly-In. For information contact : Willard Duke, P.O. Box 26451 , New Orleans, LA 70186. 504/ 241-6000. NOVEMBER 21-22 - MIAMI, FLORIDA - Antique, Classic , and Cus tom Built Exhibit and Fly-In at Sixth Annual Harvest sponsored by Historical Association of Southern Florida. Located at Tamiami Fairgrounds. Coral Way at 112th Avenue in Miami. Contact Eliza beth Bookout, 305/ 557-5530 or Gene Card , 305/ 253-3776.
Enough cannot be said about the 1981 Convention. It was outstanding. It was safe. It was enjoyable. This situation can only come about through the efforts of the many volunteers, chairmen and members who con tributed their time and effort to make our Convention such a tremendous success. We are unique - no doubt about it; but we have a purpose which is to bring sport aviation to all for the betterment and advancement of aviation. We are well recognized throughout the world, and we are proceeding on course in the proper direc tion. Each of us has a part in this movement and we want to keep it that way. At heart, some of us may be warbird buffs , custom builders, aerobatic believers, gyroplane enthusiasts, ultralight flyers or antique and classic restorers but remember that our combined ef fort toward the entire sport aviation movement is the nucleus around which EAA and its Division revolve. Let's keep it rolling.
Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis played in the Antique/Classic logo. Sizes : X-small thru X-large $28.95 ppd
Cap: Complete the look in this gold mesh hat with contrasting blue bill, trimmed with a gold braid. Your logo visibly displayed, makes this adjustable cap a must. Sizes : M & L (adjustable rear band) $6.25 ppd
WEAR the IMAGE
in an Antique/Classic jacket and cap
Send Check To:
EAA ANTIQUE/CLASSIC DIVISION, INC.
P.O. Box 229
Hales Corners, WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4% Sales Tax
26 OCTOBER 1981
AVAILABLE BACK ISSUES
March through December All Are Available July/August, September/October, Novemberl December January through May , August through Decem 1976 ber 1977 All Are Available 1978 January, March through June , August, October, November 1979 February through December 1980 - All Are Available 1981 - January through September Back issues are available from Headquarters for $1.25 each , postpaid , except the July 1977 (Lindbergh Com memorative) issue, which is $1.50 postpaid. 1973 1974 1975 -
DRESS IT UP
WITH A NEW
II~
I N T E RIO R ! Ea~y
All Items READY -MADE fo r
DO·IT· YOURSELF INSTALLAliON
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Headliners - Carpets - etc.
Ceconite Enve lopes an d Dope s
-Send for FREE Catalog Fabric
Sel~tion
Guide - $3.00
II~P~,1He.
259 Low.r Morrisvill. Rd . •·. '1'·.- ,' Folls ~n9ton, Po. 19054 fr--=;;::--:::;;=-'~ I~I
~~_~~~:_:(
(215) 295 - 4115
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CLASSIFIED ADS ACRO SPORT - Single place biplane capable of un limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views . Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.
ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com plete with isometric drawings, photos , exploded views. Plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P .O. Box 462, Hales Cor ners, WI 53130. 414/425-4860 .
VW powered parasol - unlimited in low. cost pleasure flying . Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3% gph at cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462 , Hales Corners , WI 53130. 4141 425-4860 . POBER PIXIE -
Repair Station 464-61. Wooden propeller repair and manufacturing. 1565 North Broadway, Stockton , CA 95205. Phone 209/462-7381.
DERRICK INDUSTRIES, INC. -
WANTED : For my Curtiss Wright Junior restoration ,
parts or pieces, any condition. Contact Gene Chase at EAA Headquarters, P.O. Box 229, Hales Corners, WI 53130. 414/425-4860 or 414/425-8851.
MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $15.00 annually.
EAA ANTIQUE· CLASSIC
• EAA Member - $14.00. Includes one year membership in EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.) • Non·EAA Member - $24.00. Includes one year membership in the EAA Antique-Classic Division , 12 monthly issues of The Vintage .Alrplane, one year membership in the EAA and separate membership cards. Sport Aviation not included.
• Membership in the International Aerobatic Club, Inc. is $16.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. lAC in the Warbirds of America , Inc . is $20.00 per year , which includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EAA. WARBIRDS • Membership Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication additional for Sport Aviation magazine). For current EAA members only, $15.00, which includes ULTRALIGHT . • ($15.00 Ultralight publication.
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P. O. BOX 229
HALES CORNERS, WI 53130 VI NTAGE AIRPLAN E 27