STRAIGHT AND LEVEL
By Brad Thomas President
Antique/Classic Division
Each year The VINTAGE AIRPLANE prints a list ing of Type Clubs which have provided us with their addresses and other pertinent information. This list ing is especially useful for those persons restoring an antique or classic aircraft. The last Type Club listing was included in the January, 1980 issue of The VIN TAGE AIRPLANE, and an update of active Type Clubs is in order. Confirmation of each active Type Club should be forwarded to our editor including the name of the club, address, meeting place and date if applicable, dues (if any), and a notation if a newsletter is printed. Basically, Type Clubs are independent groups which have been formed to provide information and other sup tives. This applies basically to classic aircraft manu port to owners and operators of specific lines of air factured during 1946 through 1955, but as time moves craft. Without a doubt, they are a part of grass roots on, considerable thought should be given to following aviation which help support the basic purpose of the the planning and actions taken by the Swift and Stag EAA Antique/Classic Division; to restore, maintain and gerwing groups. fly the aircraft of our early aviation history. Specifica There is another important factor supporting the tions, construction details and the availability of parts formation and continuation of Type Clubs. The together are a vital factor in the proper restoration of an antique ness and fellowship of a club's membership is a compell or classic aircraft. An outstanding example of the value ing factor in the relationship of fun and activity. Through of a progressive Type Club is the International Swift out history individuals with common interests have Association. Without the results of their effective ef grouped together for the purpose of survival , or just fort, parts for Swift aircraft would be practically non mutual admiration. To bring together people from all existent. Rather than have the manufacturing rights, walks of life to display and fly their aircraft of one dies and jigs leave this country, the Swift Association type is a significant accomplishment. No one is more purchased all of the necessary manufacturing rights, proud of his endeavors than the individual who has just parts and related equipment. Without this effort and completed his project, or the one whose craft was restored forethought, as the years pass, Swift aircraft could months back and is still maintained in factory new gradually disappear from the scene. condition. Another excellent example of wisdom and foresight The VINTAGE AIRPLANE is the publication which is the result of the efforts of the Staggerwing Club and brings you current news, restoration projects, fly-in the Staggerwing Museum Foundation. Today, there are reports, historical articles, a calendar of events and no parts available for Staggerwings from the Beech editorial comment. The staff and funds are limited and Aircraft Corporation. Through the early efforts of W. C. the dependency of available information for use in the "Dub" Yarbrough, the Staggerwing Club was formed, magazine lies sol ely with our associate editors and volun initially to restore, fly and preserve Model G Stagger teer contributors. Our historical articles are excellent wings. With the involvement of Dub and others the examples of the preservation of aviation history. They project expanded into the preservation and restoration are delightful to read while we visualize the events un of all Model 17 Staggerwing aircraft. Here are some of folding in history. But we also want to record current the results : A museum exhibiting various models of happenings, restoration projects , and Type Club ac flyable Staggerwings and Travel Air aircraft (Walter tivities. Beech was one of the founders of Travel Air Inc.), plans We welcome such items of interest, whether they and production drawings of all Model 17 Staggerwings; be stories of annual fly-ins , restoration projects or other displays of parts, engines and cut-a-way sections of informational news of Type Club activities. Further, various components; original photographs of various many of our EAA Antique/Classic Chapters have fly models as delivered by Beech; and a beautiful display ins during each calendar year, and these events should of color photos of today's restorations. be published in The VINTAGE AIRPLANE . Each Chap Most of the available remaining parts for Stagger ter or Type Club should have a publicity chairman and! wings are in the possession of either Dub Yarbrough or a committee to function on behalf of its newsletter, or the Staggerwing Club. The efforts of Jim Gorman, local public relations and national attention through Dub Yarbrough and George York have resulted in the The VINTAGE AIRPLANE . availability of these parts for restorations by Stagger Articles should be accompanied by appropriate photos, wing Club members. This is another example of the fore either black and white or color slides. The articles should sightedness and effort which helps make it possible for be written to basically cover the events of the fly-in . us to see Staggerwings and Travel Airs flying today. Don't despair if you have doubts about your writing Fortunately some parts, drawings and other neces ability. Our staff at Headquarters is qualified to or sary information is still available from some of the ganize and edit the text for publication in The VIN original manufacturers or their authorized representaTAGE AIRPLANE . Let's hear from you!
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC. P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT
C>
1981 EAA ANTIQUE/CLASSIC DIVISION , INC., ALL RIGHTS RESERVED
APRIL 1981
VOLUME 9
NUMBER 4
OFFICERS PRESIDENT W. BRAD THOMAS , JR. 301 DODSON MILL ROAD PILOT MOUNTAIN , NC 27041 919/368-2875 Home 919/368-2291 Office SECRETARY M. C. " KELLY" VIETS 7745 W. 183RD ST. STILWELL, KS 66085 913/681-2303 Home 913/782-6720 Office
VICE-PRESIDENT JACK C. WINTHROP ROUTE 1, BOX 111 ALLEN , TX 75002 214/727-5649 TREASURER E. E. " BUCK" HILBERT P.O. BOX 145 UNION, IL 60180 815/923-4591
FRONT COVER .. . Doug Williams and Carol Simpson fly足 ing over California near the end of a ferry flight from Montana in a friend's Cessna 120. See story on page 5.
DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678-5012
Morton W. Lester P.O. Box 3747 Martinsville, VA 24112 703/632-4839
Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324 213/349-1338
Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 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 609/585-2747
AI Kelch 66 W. 622 N. Madison Avenue Cedarburg , WI 53012 414/377-5886
S. J. Willman Box 2672 Oshkosh , WI 54901 414/235-1 265
Robert E. Kesel 455 Oakridge Drive Rochester , NY 14617 716/342-3170
George S. York
181 Sloboda Ave .
Mansfield , OH 44906
419/529-4378
John S. Copeland 9 Joanne Drive lestborough, MA 01581 617/366-7245
BACK COVER .. , This ~eech Staggerwing reportedly built for Frank Hawks, is the first 017 model. It was manufactured in 1937 as a D17W, then converted to a D17R and later to a 0178. Apparently it did not survive its stint with the Navy (Bur. No. 09776) during WWII. (Photo from the Claude Gray Collection)
TABLE OF CONTENTS Straight and Level ... by Brad Thomas. , . , . , . . . . . .. NC News ... by Gene Chase......... ...... .. . .. ... Delivering a 95% Reliable Cessna 120 From Montana to California .. . by Douglas Williams and Carol Simpson....... . . Moving The Hughes Flying Boat . . . by George Hardie, Jr. .. ........ ... . .. ... , ....... Did You Say Sears? . , . by Bob McDaniels ...... .... Thanks EAA ... by Karl C. Bihary ........ . .. . ..... Members' Projects .............. . . . . . . . . . . . . . . . . . .. How To Build The Powell "P-H" Racer - Part II ..... Record Setting Aeronca C-2N ...................... Sale Of "Red" Jensen's Estate Ends An Era ......... Letters ............. . .............................. Calendar Of Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
ADVISORS Stan Gomoll 1042 90th Lane , NE Minneapolis, MN 55434 6121784-1172
Gene Morris 27 Chandelle Drive Hampshire, IL 60140 312/683-3199
PUBLICATION STAFF
Publisher Paul H. Poberezny, President Experimental Aircraft Association
Editor Gene R. Chase
Page 5
Page 10
Page 19
Editorial Policy: Readers are encouraged to submil slories and photographs. Policy opinions e.xpressed 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 AIRPLANE , 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 EAA Antique/Classic Division, Inc., and is pub足 lished monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA 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 cor足 rective measures can be taken . VINTAGE AIRPLANE 3
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11 12 13 14 19 20 21 22
MUSEUM NEEDS
MUSEUM ACQUISITIONS The following items have recently been donated to the. EAA Air Museum: Library Materials - Donors: Robert F. Allen, Lindale, TX; Lubowski Stanislaw, Polska, Poland, Juan Grespo Giralt, Madrid, Spain; John H . Krauer, Detroit, MI; Al Larson, Ingleside, IL; Herman Matthes, Mansfield, OH; Jim Gorman, Mansfield, OH. . Ford Tri-Motor Materials - Donor: Scenic Airways, Las Vegas, NV. Radio Equipment - Donor: Ray Hoffman, Milwaukee,
WI. World War II Artifacts - Japanese - Donor: Stan Gomoll, Blaine, MN. Racing Pylons and Aerobatic Displays - Donor: National Air and Space Museum, Washington, D. C.
OSHKOSH '81 GAS AVAilABILITY - For the third consecutive year the Oshkosh Convention and Tourism Bureau will ask the State of Wisconsin to assure the availability of a sufficient q-uantity of fuel to satisfy the needs of all Oshkosh '81 attendees. SPECIAL PROGRAMS - The Warbirds special ex足 travaga~za will be presented on Sunday, August 2. They WIll also begin each daily air show during the Convention. The Homebuilt Review will be on Wedhesday, ~ugust 5. The Antique/Classic "Parade of Flight Pageant" IS set for Thursday, August 6. As in the past top air show and lAC performers will be featured in the daily air shows. HOUSING NEEDS - For the latest information concerning the housing situation at Oshkosh, call the "Housing Hotline" - 414/235-3007 - Monday through Friday, 8 a.m. to 4 p.m. Central Time.
FUEL TANK GROMMETS From the Northeastern Sport Aviation News
Publication of Chapter 279, Duxbury, MA
Editor Bob Whittier
For those who may be looking for the grommet that fills the gap in the plane's top fairing or cowling over the gas tank, a simple expedient has been found. For 2\4" filler necks the cost is only $1.04 at your local Ford agency. Ask for Part Number D7TZ-9080-B Grommet. This fits perfectly and is easily obtainable. 4 APRIL 1981
The following items are needed to carryon the pro足 grams of the EAA Air Museum Foundation. If you can help, please contact EAA Headquarters, telephone 414/ 425-4860. Donations to the Museum are tax deductible. *Planer (wood) * Wing fittings for Curtiss JN4D *Miscellaneous aviation mechanic hand tools *Tools for V-1650 Merlin engines *Complete engine or parts, Merlin V-1650 *Semi-tractor, double or single axle *Modern NAV/COM radios for B-25 and Lockheed 12 aircraft *Hydraulic Mule *Hydraulic Maintenance Stands *220 to 28 volt rectifier - 100 amp *Lawn mower blade balancer *Caterpillar or crawler tractor with front end loader *Engine rebuilding stand for automotive engines *Sewing machine with zig-zag attachment * Wright Cyclone R-1300-1A engine for T-28A *3 prop hubs (30 spline), Part #5406-AL and 6 Hamilton Standard Ground Adjustable prop blades, Part #3792X - 8' 9" for P& W R-985 Ford Trimotor engines *N3N wheels and brakes *P&W R-1830-75, R-1830-94 and R-2000 engines *Tank Model 63 or 73 engine. Need complete but not runable
*Towing tractor for medium to large aircraft
ENGINE POWER LOSS ACCIDE'N T PREVENTION From David H. Scott's Washington Report In connection with general aviation accidents the FAA has a new Advisory Circular AC 20-105A that is entitled Engine Power Loss Accident Prevention. This does not contain any startling new information and merely reviews good operating practices. But some of the statistics are interesting. For instance from 1977 through 1979 there were 2608 accidents due to engine failure with 473 fatalities and 1396 injured persons. Fuel supply failure accounted for 47% of these accidents and fuel contamina足 tion accounted for 31%. (The fuel supply failures included running one or all tanks out of fuel . .. Editor)
DELIVERING A Photos by the authors
By Douglas Williams
and
Carol Simpson
(EAA 123809, AIC 3771)
2055 Sterling Avenue
Menlo Park, CA 94025
95l
"" v RELIABLE
CESSNA 120 FROM MONTANA TO CALIFORNIA _ __
Doug Williams and Carol Simpson were, respectively, the President and Newsletter Editor of the West Coast Cessna 120/140 Club for two years, and continue as product coordinators. Officers of any national organization get many interesting offers and have many adventures, and the following is an example. Since both Doug and Carol were involved, and since they normally fly alternating legs of a trip (the right seat occupant navigates, seats are switched each leg) they wrote alternating sections of this story. Carol: Last June Alberta Knox of San Rafael, Cali fornia joined the club and asked our help finding a 120 or 140 for sale, as she had her heart set on having one of her own. The next week we got a letter from Jack Brown in Whitefish, Montana, wanting to join the club and saying that as he flew his C-170B more than he did his 1947 polished, very original C-120, he planned to sell the 120. Immediately we called Alberta. We also called EAA members and long-time 1201140 Club members Tom and Donna Weaver in Kalispell, Montana to see if by chance they knew Jack's 120. Turned out their hangar was one row away from Jack's at Glacier International Airport. Tom went over N3032N from spinner to rudder and pronounced her a super fine looking bird, which info we passed on to Alberta . Since Tom and Donna's 140 had won a "Best Custom" trophy one year at Oshkosh, his opinion carried consider able weight. One thing led to another, and before we
knew it we were meeting Alberta at San Francisco Air port. Doug's and my assignment was to fly commercial to Kalispell, armed with Alberta's cashier's check, inspect the 120, and, if she looked good and performed well, give the check to Jack and fly her home to Alberta. Doug: When Alberta had called us asking about airplanes for sale, I had jokingly suggested that we would certainly go get it for her. I had made this proposal in about the same spirit (and with about the same expecta tion of having it accepted) as you do when you tell a bridegroom at his wedding, "If you need a little help tonight, heh heh, give me a call." Naturally, I hesitated several microseconds before accepting when she called back asking us to go get her an airplane a thousand miles away. As it turned out, it was quite a reasonable idea. She was not checked out in 120/140s, and her in surance would not insure anyone who did not have 10 hours in type; and it would be expensive any way she did it. Carol: Donna Weaver met our Hughes Air West flight at Glacier International at about 11 p .m . Of course we immediately drove to Jack's hangar to have a look at 32N in the moonlight. Next morning we met Jack Brown and went over the 120 ourselves from spinner to rudder, admiring her tail feathers and control sur faces and thinking we would have to warn Alberta to keep close tabs on 32N whenever Larry Cole (who lusts after perfect control surfaces) was around.
Jack Brown of Whitefish, MT bids farewell to his beloved
Cessna 120.
VINTAGE AIRPLANE 5
Tom and Donna Weaver (EAA 116565) flying their award winning Cessna 140 near their hometown of Kalispell, MT.
Jack gave us the go-ahead to fly the 120 over to mechanic Bobbie Colby at Ferndale Airport for a pre足 sale inspection. Of course Tom and Donna flew along with us in their beautifully polished 140. 32N passed all her tests except for the compression in number 3 cylinder, which had dropped considerably since the annual 6 months before (probably due to not having been flown enough). Over the phone, Jack and Alberta decided to split the cost of a top overhaul on numbers 3 and 1 (1 was also soft). Less than 24 hours later and for a price so low you wouldn't believe it, 32N was ready to fly again. Never saw anyone work as surely and quickly as Bob Colby. Lucky Carol got to fly her for a couple of hours keeping her hot to start seating the rings while Doug went off to the bank to transfer Alberta's check to Jack. When we took Jack's picture standing by N3032N , he looked like he felt like crying, he loved her so much. We told him we knew Alberta would give her a good home. Jack showed us on the chart countless little back-woods airstrips he had flown into and suggested a good route for our flight back. We decided then and there to return in our own 140 one day soon. With Tom and Donna in their Cessna 180 we took an evening aerial tour of Glacier National Park, wishing we didn't have to return just yet. Next morning we set out in the 120 for California. Our trip home was quite an adventure for the last 200 miles (details in good time). For starters we took a tip from Tom and flew over to Kalispell City Airport to root around in junk piles behind hangars to hunt for a set of late model 140 seat bottoms he had seen there the year before. They were still there, well weathered . Eventually we got hold of the owner by phone and offered him $10 for the pair. The seat bottoms took up the last bit of spare room in the baggage compartment of the 120 so it's good we didn't look any further for more valuable "junk".
6 APRIL 1981
We lifted off Kalispell City at noon, climbing along the west shore of Flathead Lake for altitude, which was easy to come by in the 120. Our planned route was short on dead reckoning and long on pilotage since the mag compass indicated anywhere from 20 to 180 degrees off, depending on its mood at the moment. The OBS on the VOR receiver varied from 30 to 60 degrees shy of our actual bearing to the station as determined by visual reference. So we followed ye olde roads and railroads west to Coeur d'Alene, Idaho then proceeded up north for a landing and late lunch at Henley Aerodrome , home of many a WWI replica and assorted antiques . There were a couple of dog fights going on in the pattern (or rather below it) when we entered. What a super place for a fly-in .. . ! After lunch we pressed on west and southwest, skirting southeast of Spokane and continuing southwest following railroads to Vista Airport at Kennewick, Washington near TriCities on the Snake River. It felt like 1100 in the shade, but that didn't stop the local parachute club from jumping - everyone had Para Wings, and they were getting some nice formations together. As usual, the 120 attracted a fair amount of attention , including a hello from a guy working on his DC-3. They sold us some 80 and took our picture next to the DC-3; then we were off again (Doug's leg this time) across the now somewhat bumpy desert making an end run around restricted area R-5701 and continuing southwest to pick up what looked like a miniature or very young Grand Canyon - the Deschutes River, which empties into Lake Chinook , north of Redmond , Oregon . Of course it was CAVU , and we watched as the snow-topped peaks of Mt. Hood, Three Sisters, and Mt. Jefferson drifted by to the west. During the fuel stop at Redmond, Oregon (averaging 4.75 gph) and change of pilots, we first realized we might make Enterprise Airport at Redding, California that day, site of our semi-annual 120/140 fly-ins . Just a bit
south of Redmond that substantial looking cloud forma足 tion to the south turned out to be Mt. Shasta, so we steered a course to the right of that magnificent peak. 8 p.m. found us over Dunsmuir-Mott Airport at the base of Mt. Shasta. With our altitude of 8500 MSL , it was a down足 hill run from there to Enterprise. " Wonder if there'll be anybody there ... Boy , won't they be surprised. They'll sure wonder who it is ..." Arriving Enterprise at dusk. a STEEP stand it on the wing 720 degree turn to look over the club house , then "Enterprise Traffic, Cessna 3032N overhead to enter left downwind for 16." Now we're dropping down final at 120 lAS (it's a 120, right?) and she's really cookin'; down the runway at 110 and pull it up hard left just before the club house, a standard "Enterprise One Arrival". Well now they sure were scratching their heads on the ground . This beautiful silver 120 surely knew them, so who could it be? Back on downwind, I announced landing intentions. Then Doug said he had heard there was a guy named Cole down there who would polish a 120 for a case of beer. "Is that you, Doug? I thought your 140 was white." "It is. This is a 120 and it's polished." "So you finally got Carol her own plane! Congratula足 tions!" For a few fun moments we enjoyed the luxury of owning two planes, even if only imaginarily. Larry Cole, Nita and Steve and other Enterprise dignitaries inspected 3032N with approving eyes in the fading light. Larry absolutely had to have a turn around the patch so Doug gave him right seat and off they went. Doug: Larry has many hours in 120s and 140s, and wanted to do the flying; fine with me, but I thought I
had better be in the left seat where the brake pedals were, just for insurance reasons. I had a lot of confidence in the little 120 after flying it over 800 miles of desert and mountains in a single day, but still, a night take-off in an unfamiliar airplane could get interesting; so we wordlessly agreed that he would fly it, but I would do the brakes as necessary, and be pilot in command if we broke it. The run-up was uneventful , but it was now dark enough so that the 120s retrofit lighting system was a definite problem; the spotlight-type illumination would show a gauge at a time, then vibrate down and point at the floor until re-positioned . We figured we didn't need to see much except out the window anyhow, and Enterprise's Mayo-jar and grocery store bulb runway lights were pointing the way nicely; so away we went. About 50 feet up the engine started surging and missing; it was not developing full power, would not develop full rpm, and sounded like it was going to quit any time . Larry had lots of experience with 140s which had a "left-right-both" fuel selector, but didn't know if this had one of these or one of the "left-right-off' type which are also common. He couldn't see it in the dark, and didn't have time to look anyhow; so he did the wisest thing, which was to keep flying as best he could, and shout "Give me fuel!" I knew the selector was on the fullest tank , but that was obviously not doing the job, so I switched to the other and pulled carb heat. Neither action did any good, and the 75 foot tree tops at the end of the ' runway were approaching fast. Once before I had been in an airplane that ran like this one, only it had not left the ground; Carol and I once got a ride in Howie Keefe's P-51 at Watsonville, but only taxied around in it, as the engine was cutting out. He had kept it running on the primer, and I tried
14,162' Mt. Shasta as viewed from the 120 flying at 8,500 msl. VINTAGE AIRPLANE 7
Alberta Knox greeting her newly acquired C-120 at Sonoma County Airport for the first time.
that now; it gave us the extra surge that was needed to get us over the trees. Larry said, "Keep doing that" and I needed no encouragement; every pump of the primer got us altitude or airspeed, and we needed a lot more of both. Now, all the books tell you to crash straight ahead rather than try for the turn, but it hadn't actually quit entirely yet, and it sure was dark down there, so when Larry said "I'm going to try a shallow turn to the left" all I said was ''I'll call your airspeed" since I didn't want him to be looking inside and clip a tree top or get dis足 oriented; we were not in a mood to get lost. I didn't know it at the time, but he knew of some lakes in the direction of the turn that he could have gone into if it had stopped running. "Coming left, about 10 degrees is all the bank I'm going to use" "Airspeed 60, (pump, pump) now 65, 60, (pump, pump, pump) 70, looking good, 70 (light vibrations off airspeed and shines on floor, re-positioned, eek, 55 pump, pump) 60 .. ." I look up from the airspeed to see a double line of yellow grocery store bulbs shining through the bottom of their mayonnaise jar covers, and the biggest CAT-II runway I ever saw never looked better. "It runs pretty good downhill" "Airspeed looks good for landing" "Ready on the brakes?" "That's affirm, anytime" THUMP "You got it" As we tied it down we expected to be surrounded by concerned aviators or spectators, or at least a kid who
8 APRIL 1981
noticed we landed downwind; everybody was in the bar and later they told us they thought we hadn't even left yet. "Well, you had enough flying for today?" "Yes, I think I'm ready to start drinking." "Boy, does that ever sound good. Why didn't you think of that earlier?" "I think if we hurry we can make up for lost time." The next day we took ofT the cowl and looked things over, checked the fuel bowl, drained the sumps and checked all connections, and found absolutely nothing. It ran fine on the ground, full-power static run-ups were textbook perfect. We looked at the mixture control cable end, and noticed that a washer was missing that was required to keep the cable from being jammed when it was returned from a "Lean" position to " Full rich" . A run-up confirmed this could give the symptoms noted if the mixture was partially leaned. It was still a little puzzling, and we were not sure we had fixed it; but we could not get it to duplicate the problem on the ground. "Well, Doug, what do you think?" Larry asked me. "I don't know what to think, Cole, but it sure runs good on the ground." "Let's go see if we can make it do it again." "What if it does?" "At least we can see where we are going." "Ok, same as last night, you fly, I try to keep it running?" "Sounds good." Another complete run-up and we were ready . It sounded fine and ran well until 50 feet in the air. and
then it ran exactly as it had the night before. This time we were looking at wires as well as trees at the end of the runway, and we had plenty of witnesses as all of the airport bums had heard of our adventures the night before. One of them was an AI, and said he never heard anything sound as bad and still be flying. It didn't sound very good from inside either. This time Larry's intimate knowledge of places to crash led us down the highway about 50 feet high . He planned to go down in the median strip or on the lane going our way if necessary. A parade of airport bums followed, as they had all climbed in any handy vehicle and chased us down the road. Again, when we needed some altitude to get over wires or trees, I gave a few shots of primer; Larry concentrated on flying, and paid no attention to anything else. Finally, we had covered about three miles, but had gained no significant altitude. It didn't sound like it was going to quit, but it wasn't running any better, either. "Larry, let's go to Metro, that big runway looks pretty good." "Ok, I'll put it on tower frequency for you." (The radio was on the passenger side) "Redding tower, this is an emergency, Cessna 3032N is coming straight in on 16." "Roger 32N, you are cleared to land on any runway, what is the nature of your emergency and how many are on board?" (Jeez, fellow, we haven't crashed yet, let's wait until we do before you start filling out the paperwork.) "Two on board, and the engine won't develop full power." (And all our required documents are in the airplane, we have current medicals and BFR's, the insurance is paid up . . .) "Ok Doug, be ready on the brakes, I'm a little fast." "No problem, lots of runway." SKEETHUMP, THUMP. "32N, do you need a tow off the runway?" ."No, tower, thanks. It runs fine on the ground." Without going into a lot of unnecessary detail, the FBO at Redding took the carburetor apart and found about a teaspoonful of dirt in the float chamber. After the cleaning, testing showed that it would run fine on the right tank, but would quit if flown about 50 mph (nose-high attitude) on the left tank. We figured we could get home on the right tank, and had them fuel it; they accidently filled it with 100 octane, which Carol (who arrived by auto) would not accept; she made them drain every drop out, and give us 80 instead . As long as the tanks were empty, I blew through the fuel lines to make sure they were clear. By this time it was getting dark, but 32N seemed to be running well so Carol and I pointed it south and started picking our way along the chain of lighted fields, trying to stay within gliding range of one of them. We had no further problems, and landed at Palo Alto about 11 p.m. Later, we found the needle and seat in the carburetor were worn out, and the float level was set wrong; but fortunately that had made no difference after the dirt was blown out of the float chamber. Carol: The next day we flew the 120 and our 140 in formation to Sonoma County (Santa Rosa) to meet Alberta. It was love at first sight. Alberta gave her a kiss on the spinner, then she and her friend Dennis in the 120 and we in our 140 went flying together in the last bit of daylight.
Seen At Oshkosh '80 (Photos by Gene Chase)
-.
1941 Waco UPF-7, NC30188, Hank Geissler (EAA 86004, AlC 4179), Rt. 1, Box 177C, Webster, MN 55088.
1940 Spartan 7W, N97DC, Don Cassidy (EAA 62405, AlC 3427), 5500 St. Rd. 44, Martinsville, IN 46151 . VINTAGE AIRPLANE 9
(Los Angeles Times Photo)
MOVING THE HUGHES FLYING BOAT It is the largest airplane ever built. Its wingspan of 320 feet is 125 feet greater than that of a Boeing 747. The span of its stabilizer is greater than the wingspan of a B-17. The tip of its fin rises almost as high as a ten足 story building. True to its name, Hercules, the Hughes H-4 Flying Boat was an awesome sight for the hundreds of spectators who witnessed its move from its hangar to its temporary berth on Pier E at Long Beach Harbor, near the liner Queen Mary where it will remain until a special building for its exhibit is completed by mid足 1981. The "Spruce Goose" , so named because of its all-wood construction, was conceived in 1942 as a joint venture of Henry J. Kaiser, the master ship-builder, and Howard Hughes, the eccentric millionaire aviation pioneer. The monster flying boat was designed to transport men and materials over long distances, safely out of reach of enemy submarines which were exacting a heavy toll of Allied war-time shipping. The original contract called for three flying boats, designated HK-1, to be constructed at a total cost of $18 million . The aircraft were to be built of non-critical materials, hence the lami足 nated wood (birch) structure. A special factory was built at Culver City and Hughes was in charge of design and construction. By the end of March, 1944 the first aircraft still was not completed and most of the $18 million had been spent. So the contract was renegotiated with Hughes agreeing to complete the one aircraft on a cost basis. In 1945 a site was leased on Terminal Island in Long Beach Harbor and a concrete drydock was constructed. 10 APRIL 1981
By George Hardie , Jr.
In June, 1946 the components of the giant aircraft were moved to the completed drydock for assembly. To appreciate the immensity of this task, consider a few statistics. Each of the two wing panels measured 160 feet long, with a root chord of 51 feet 9 inches and a root thickness of 11 feet 6 inches. Length of the hull is 218 feet 6 inches and its height is approximately 30 feet. The eight engines, Pratt & Whitney Wasp Major R-4360s rated at 3000 hp, were mounted more than 25 feet ahead of the front spar. The flight deck is 25 feet above the main cargo floor, which is stressed to carry a 60-ton Army tank or could be fitted with seats and racks for 700 infantry soldiers. Gross weight was to be approximately 200 tons. Originally finished in silver, the Hercules was given a white protective coating while in its hangar. On November 2,1947, after two fast taxi runs, Hughes lifted the huge boat into the air for a flight of a mile at a height of about 50 feet. Satisfied that he had fulfilled his contract, Hughes returned the aircraft to its drydock. Later a special hangar building was erected over it with controlled humidity and 24 hour restricted guard. There it remained until Wednesday, October 29, 1980 when it was taken from its hangar for the move to its permanent berth. Saved from destruction (at one time the plan was to divide the structure between eight museums, including the EAA Air Museum,) the flying boat was donated by the Summa Corporation to the Aero Club of California, who contracted with the Wrather Corporation to house and display the historic boat in a special facility next to the liner Queen Mary.
Did You Say Sears?
By Bob McDaniels (EAA 22895, AIC 56) 9 S. 237 Aero Drive Aero Estates Naperville, IL 60565
PI5l8_C
3 79
(Photos courtesy of Sears, Roebuck and Co.) As a boy in 1929 I used to spend a lot of time in our family recreation center, a small building out back with a moon over the door. We didn't have enough money to subscribe to "Liberty" or "The Saturday Evening Post" so I read the only material available, the Sears, Roebuck and Company catalog. Even then I was an aviation buff and I remember many hours spent dreaming and drooling over the goodies on a page in one of their catalogs. I will never forget my despair when someone in our household tore out this page and applied it to a function which Sears had never intended. Now, years later and wearing teeth which cost more than all the items on the page collectively, I was remi niscing one day and decided to call the Sears archives department. They were kind enough to research their files and provide me with photos of the front cover of their Spring and Summer, 1929 issue of their catalog and the page containing the aeronautical goodies. This was
page 379 which had been unceremoniously torn from my favorite publication in the family "library". I can't completely dismiss another thought about those times. I feel certain that Sears also advertised Heath Parasol airplane kits. A few months ago I asked my friend Warren Hotchkiss, now deceased, about this . Warren formerly worked for Heath and he thought the kits were advertised in the 1927 catalog. Once again I bothered the Sears people and after a few days they returned my call stating they could find nothing pertaining to Heath ·kits in the 1927 catalog. I believe we are in error concerning the year. One of these days I will go to the Chicago Public Library and research on my own. One might ask why anyone would want to spend time on such a project? I feel it's a part of aviation history and as such, should be preserved. I hope the readers of The VINTAGE AIRPLANE will enjoy this briefpresenta tion. VINTAGE AIRPLANE 11
Thanks EAA
Here I sit and sigh When I would rather fly But, as of this date I silently await My SPORT AVIATION and VINTAGE AIRPLANE , too; What happened to our Postal Service, so true? Private Pilots Ground School Course is fine But flying in print and picture right now is mine . The winds are cold, the snow is deep Dreams soar above the clouds Into bright sunshine My spirit holds I do not weep But shout aloud Flying is for birds like me And I too would fly and see Places far away, not seen before The wonders of nature and much more.
12 APRIL 1981
By Karl C. B ihary (EAA 149485, AIC 5978) 14211 Wellesley Street Dearborn, MI 48126
Build a craft With plans so good Time spent as time should Toil and trial And anguish Now and then Try over once again The finished dream It stands alone Now to the skies above I will fly my dream, my love And if only for a while Happiness shows with a smile. Long years have passed Since last I flew Alone, so far above Earth's noise and trouble too My love and I, Together once again, My dream come true, and thanks to yo u.
This section of The VINTAGE AIRPLANE is ded icated to members and their aircraft projects. We wel come photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue. (Photo by Ted Kaston)
Dear Sir: In 1976 I acquired part of a Huntington Chum airplane. The Antique Airplane As sociation kindly sent me a copy of an advertisement that showed it to be a 1931 model. It was manufactured by the Hunt ington Aircraft Corporation, Stratford, Connecticut. I later found out that only two of this model were ever built. This one was demolished when new and someone started to rebuild it, but never completed the job. Sometime around 1943, the Chum, less wings was fitted with skis and run around on the ice. It remained in that state until I got possession of it. I rebuilt it, including the making of new wings. This was two years later . However, during taxi tests I had an accident with it. Since then I have rebuilt it again and successfully flew it for the first time on October 24, 1980. It hadn't been flown in 49 years! The original registration number was NX741 Y. The Chum now carries number NX707Y. Enclosed is a recent picture of the Chum. Sincerely, Erwin E . Stockwell (EAA 12215) 216 Pleasant Street Orange, MA 01364 P. S. I am 72 years old, the Chum 50 years, so together we are 122 years old.
Erwin E. Stockwell and his 1931 Huntington Chum. The powerplant appears to be a Continental A-40.
The following information about the H untington Chum was extracted from the H untington Aircraft Corporation's full page ad in the April, 1931 issue of A ER O DIGEST: With 35 h .p. Continental ........ . $1,550 With 45 h .p. Szekely . ............ 1,750 With 80 h .p. Genet. . . . . . . . . . . . . . . 1,950
When you have a friend with you in your car, do you place him in the rear seat, all alone? The old style tandem cockpit seating arrangement in airplane design is now passe'. Even the cockpit is discarded in these ultra modern ships. Huntington engineering has achieved a new type of fuselage which permits large square cornered doors on both closed and open models, and side-by-side seating. You do not have to be an acrobat to get into and out of these craft. Safety factors are greater than required, ·and comfort has been stressed for both pilot and passenger, even to the point of tilt of seat cushion, height of window sill, convenient position of window winding crank, instrument lights, etc. H untington design and engineering experience date back to the inception of American aeronautics.
AIRCRAFT CORPORATION Stratford, Connecticut VINTAGE AIRPLANE 13
HOW TO BUILD THE
POWELL "P-H" RACER
PART II
EDITOR'S NOTE: Part one of this two part series appeared in the March, 1981 issue of The VINTAGE AIRPLANE. This construction article is from the EAA reprint ofthe 1932 FLYING AND GLIDER MANUAL (see ad on page 23 of this issue). In the June, 1957 issue of the EAA "EXPERIMENTER" magazine, now SPORT AVIATION, an article about the Powell Racer by Jack McRae (EAA 93, AIC 6055) of New York City was published. Along with Jack's excellent three view and construction drawings was the following historical information about this famous little homebuilt of the past: "The Powell Racer, which was flown in the 1925 National Air Races, was one of the most successful lightplanes built at that time. It is one of the few airplanes that has the distinction of having won every race in which it was entered. Powered with a Bristol Cherub engine, the little ship won the Aero Digest Trophy, the Dayton Daily News Trophy, the Scientific American Trophy , and $2000 in prize money. It clearly showed the superiority of the horizontally opposed engine over the converted motorcycle engines then used in most of the lightplanes. The Powell Racer was the result of some very skilled design and construction work by Professor C. H. Powell who was at that time in charge of the Aeronautics Department of the University of Detroit. Professor Powell had previously been employed in the Aerodynamics Department of the Sopwith Company in England and the design of the Racer shows the effect of his experience there. It was built along conventional lines scaled down to a wing span of 15 ft. 9 in. with extreme attention paid to detail design in order to save weight and decrease drag for high performance. The design and construction was done with the help of his students and was intended as a practical application of the theory taught in the aeronautical engineering courses." __-----f-C-'S:.:.Pc:.RU:.:C:.::E'-L=£A.OINC EDGE ,e9 ''''' (I~'~'.) ..
79'" ........ 9'" ........... i~-...9- ....... e.___ •• ~ •..-.'.......... ,,......7~--.7.. _1~ .......... e.--.I·........ 9 .. --.9'"~9·-..9·~e .......... 9 .. ,
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-CONSTRUCTION DETAILS OF WINGS AND AILERONS ."'. -OF THE 'P"'H " RACE PLANE-
ASSEMBLY
DETAILS OF INTERNA. ORA;::' BRACING STRUT END .1 TT ING
Figure 4, The wings are of simple, conventional construction. This drawing gives full dimensions. 14 APRIL 1981
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Now for the axle. This should be a piece of 22 gauge chrome molybdenum round steel tubing 1 in. in diameter and at least 54 in. long. This should be placed in the axle guides and the collars should be brazed at the points shown in the drawing. The axle should not be sawed to length until after you have the wheels on and the gear fitted to the fu selage, and then enough of the axle should be left to permit the placing of a hub cap. This can be made from a 1 in. inside diameter washer and a piece of 11/8 in. by 16 gauge steel tubing about %,
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METHOD OF SUPPORTING
THE TORQUE TUBE
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END
DETAIL Of THE AILERON HORN 2" REQ'D. or IS GA . CARBON STL
-COMPLETE DETAILS OF THE- LERON FOR THE ' P-H" RACE"'L."N"~'
Figure 6. These detailed drawings of the aileron construction will nutke your work " ,sy, Two inches are cut from the ribs.
Fig. 5
DETAILS Of THE ELEVATOR HORN HINGE SlRAP .-R[Q'D
Ie GA
I-REQUIRED or I. GA. STUL TO BE WELDED TO ELEVATO·" TORQOE TuBE
--COMPLETE DETAILS OF THE ASSEMBLY Of TAIL GROlJP
..... fOR THE "P-H" RACEPLANE .....
VINTAGE AIRPLANE 15
in. long, with a 3/16 in. bolt put through the end. The Wings The wings are of conventional design with the same bracing as you will find in other wings. A glance at Figs. 4 and 7 will reveal their simplicity. The spars are the acme of simplicity, as they are solid. But be sure and pick a very good piece of spruce for each spar, as they are the heart of the wings. In drilling holes for the wing fittings, be sure to make a clean bore, being careful not to let the drill wobble in the wood, as this causes a weakness of the spar at that place and gives a poor fitting. The leading edge is put on with glue and nails and the ribs are secured to the spar in this way. In making the ribs, it is well to stress the fact here that these are very important parts of the plane and should be built accord ingly. Layout an outline of the rib on a piece of heavy brown paper and put it on a board that is smooth and level. This board should be at least 38 in. long and 6 in. wide. Lay a cap strip on the outside of the line all the way
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--COMPLE T E DETAILS OF THE AIRFOIL - FOR THE" P - H" RAC[PLANE-+
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Figure 7. The Racer uses R.A.F. Airfoil, which is shown in deta,il here a,long with the table of ordinates. Spruce cap strips and 1/16 in. plywood are used in constructing ribs. 42 ribs are needed.
Fig. 9
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DETAIL OF CENTER STRUT FITTING 12 GA
TO BE MOUNTEO ON COCK PIT FLOOR 10 SUI T PI LOT
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~-.-------------.9~'----------~~~-----)·r.f-----~.~~2'"-~ COCKPI T [DGE 5 ARE LEATHER AND PADDEO
FLEXIBLE CONTROL ____
CABLE rOA RuDDER IT "LOOR Ii PLY WOOD X)'
___________
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- -:;: A55EMBLED SECTIONAL VIEW" -4-0F THE "P-H" RACEPLANE TH E SCALE I.... INCHES
16 APRIL 1981
around the contour of the rib and nail in place accurately. Inside of this place two more cap strips, pushing the middle one in place and nailing the in side strip. This middle one is the cap strip of your rib. Now you are ready to place the spar open ings, which are illustrated on Fig. 7, in their correct locations. After these are located and their correct size determined, make a block of that size and put it in the spar place. Now cut the 1/16 in. plywood tl) the contour of the rib, place it over the cap strip, glue and nail with % in. by 20 nails with a flat head. Then place the other cap strip on the opposite side and glue and nail it in place. After all the ribs are made, sand them up and fit to the spars. A wing splice in the spar is not necessary if a piece of spruce can be obtained 'which is long enough, but in the event that you have to splice the top wing spar in the center, make it a diagonal splice 16 in. in length, wrap with rib cord and glue. In rigging the wing it is easiest to measure out from the butt about three feet and make a mark on the spar. Then tighten and loosen the wires until it is the same distance diagonally from the wing butt to the mark on each spar. Give the wing a coat of good varnish before covering. The Ailerons
The ailerons are of the semi balanced type and are operated with a torque tube from the fuse lage bell cranks. There are four hinges o-n each aileron, and these are made from 16 gauge steel % in. wide. Details for these hinges, as for all other parts of the ailer on, are clearly shown on Fig. 6. This type of hinge is the best if care is given in construction, but they must be assembled as the ail eron is built if they are to be in line and operate smoothly. The aileron ribs are the regular ribs with two inches cut out im mediately behind the wing spar. The aileron spar depth is then gotten from the inside measure ments of the cap strips. The trail ing edge is made from a 1 in.
THE SCALE IN INCHES
r"
20 GA_TUllE TO THE HORN
RUOOE~
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CONTROL
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Fig. 11
wide strip of aluminum, bent in a "V" shape and secured by small strips of brass nailed around the aluminum and onto the rib cap strips. No other instructions are needed here, as the drawings are given in minute detail. The Control Stick
This is another part of the ship which can be moved around to suit the pilot. There is not much room in which to play around, but the person who is to fly the ship should see that the stick and foot pedals are placed where they will
permit the most comfort. The draftsman has illustrated the en tire control system in such mi nute detail in Figs. 9 and 11, that further comment would be super· fluous. The tail skid may be made of either steel or wood, but for this size ship wood will probably be the best, although the drawing shows it constructed of steel, This is a matter of personal choice. If you decide upon wood, use ash, and follow the general size and shape as shown on Fig. 9. VINTAGE AIRPLANE 17
LOCATION AND METHOD OF ATTACHING LOWER WING SPARS TO THE FUSELAGE
""RALLEL W'TH
f
NG[RON
SOLT
Powell racer had clean iii
).
+DETAILS OF LOWER WING· +SPAR ATTACH FITTING.
4-REQ.' o.
12 GA .
Figure 8. These drawings give de· tails of fittings needed for fitting the wings to the fuselage.
Air Force Photo from Jack McRae
Instruments
The only instruments needed are the oil gauge, tachometer, al timeter and switch. Others are of course desirable, but you can buy what you want at the convenience of your purse. UPPER STRUT
FITTING
I~
GA
-4-A[Q' D
NOTE: STRUT LUG IS W[LOED TO THl LOW(R STRUT "TTINe;
DET AILS OF THE FLYING WIRE AND STRUT FITTINGS FOR THE OUTER STRUTS OF REAR FITTING SPARS UPPER & LOWER WINGS ,...... 4-R[Q'O
Figu'r e 10. Above are shown detailed working drawings of the flying wire and strut fittings for the outer struts of the rear spars on both upper and lower wings of the Powell Racer. 18 APRIL 1981
Struts
The center section struts are of 1 in. by 20 gauge streamlined steel. They may be made adjust able if so desired. The front cen ter strut is 15 1/2 in. long and the rear one is 15 in. When these have been laid out and spot weld ed the diagonal is cut to fit. They are then fitted to the fuselage and welded. The front outer bay strut is 30% in. long and the rear 30%
in. The diagonal is cut to the proper length before welding. The flying and landing wires are of 14. in. streamline cable, al though stranded cable may be used if preferred. Before order ing the streamline wire it is the best policy to set the plane up and block the wings to their proper positions; then measure the lengths. Covering
Cover the ship with a good grade of airplane fabric and give six coats of dope. Tape the ribs and wings carefully, for that makes a lot of difference in the looks of the ship. Use pigmented dope for the last three coats, as the cloth will not stand sunlight otherwise. • ••
Record Setting Aeronca (-2N
This rare bird , donated to the EAA Air Museum Foundation by John H. McGeary, Miami, Florida, is an Aeronca C-2N seaplane. Standing next to the airplane is Benjamin King, who flew it in setting five official national and international records in 1935. On June 25 of that year he set a distance record for single seat light seaplanes, Class C-2, Second Category, single seater, by flying 221.20 miles non-stop. On September 24 , entered in Class C-2, Fourth Category for light seaplanes, he set an altitude record of 15,081.976 feet. In the same category, on September 26 he set a distance record of 230.314 miles. On December 11, at Miami, Florida, he set two speed records, one for a distance of 100 kilometers, 80.931 mph, and the other for 500 kilometers, 70.499 mph. This airplane is presently being restored in the EAA Air Museum Shop. Meanwhile, an effort is being made to learn more about the pilot, Benjamin King, and whether or not he is still living. Anyone having information about the pilot or airplane is requested to write to George Hardie, EAA Historian, P . O. Box 229, Hales Corners, WI 53130.
(National Air & Space Museum Photo)
In late 1935, Benjamin King attained an altitude of 16,000 ft. for a new seaplane altitude record.
MYSTERY PLANE Two views are shown of this unique aircraft. Close examination will show the powerplants to be Continental A-40s. What about that super skinny fuselage? Airplanes in the background will help to establish the vintage.
VI NTAGE AIRPLANE 19
Sale Of "Red"
Jensen's Estate
Ends An Era
The estate of aviation's crop-dusting pioneer C.T. "Red" Jensen goes on the auction block at his private airfield in Sacramento, California, April 25. Cancer took his life on July 1, 1980. Jensen's career spans over fifty years of flying , and almost the entire history of agricultural aviation. He
was a barn-storming, crop-dusting, fire-fighting, airplane mechanic, whom people either loved or resented. His lifetime friend , Bill Paynter, owner of Union Flights in Sacramento, says, "Charlie was fearless. He simply led his life the way he wanted. If someone got in his way, he told them to go to hell, whether it was the bureaucracy or a business associate. Charlie lived his life as he wanted. He was the last of a breed." Jensen's collection of Stearmans, Travel Airs, N3Ns, TBMs, and helicopters represents his diverse ventures in the fields of agriculture, aerial advertising, charter services, and fire-fighting. He modified war surplus planes for use in his seeding, crop-dusting, and spraying business. Those planes today are being converted back to their original status by airplane buffs. Many of his inventions are still being used , such as the roto-brush in crop-dusting. In the fifties, he began using helicopters; and some of his modifications on the Alouette have the Jensen name.
C. T. " Red " Jensen provided planes for Howard Hughes' movie, " Hell's Angels". He began flying at 16, and soon became o ne of the pioneers of the crop-dusting industry in California. 20 APRIL 1981
LETTERS
Dear Gene: I want to thank you so much for the we ll written story about t h e Sedan in The VINTAGE AIRPLA NE a nd S PORT AVIATION. You did a super job of wr iting and telling it like it happened. Having the Aeronca on the covers of two of the finest publications going today is an honor I'll not soon forget. Also the photos are just fantastic as they always are. Please pass along my compl i足 ments to Ted Koston on a great, great job. We went to Tullahoma with the Sedan and had a wonderful time. Sure is a nice place with lots of room. Would like to think we could make it an annual event. Hoping to see you again sometime in the near fu t ure. Sincerely,
Jim Thompson (AlC 5759) Box 102 Roberts, IL 60962
Dear Paul: About ten years ago I went to an auction at Warren, Ohio where the property of the estate of Earl Hall was being disposed of. Hall was an Early Bird Pilot who had several J-3s and parts for several other aircraft. I bid on a tail skid dolly, and got it. I was interested because it was made from Model T wheels of the clincher
type in use before 1918. The wheels were in good condi足 tion and complete with hub caps. I restored the dolly .in my basement this winter and I think it look s quite nice. I have no real use for it at my airport a nd I thought it mig ht be of some use a t the Museu m. I also bought about a dozen aviation magazines pub足 lished between 1927 a nd 1928 which a re in good condition. I a lso got two signs from Hall's office. I will be glad to donate all of these items to t he Mu seu m a nd will deliver them when we come to Oshkosh '8 1. The enclosed photo was taken in 1935 a nd shows myself and my fi rst airplane, an Aeromarine-Klemm with a 40 hp Salmson . Bill Hinde, Ma nager HURON AIRPORT INC. 1909 Boos Road Huron , OH 44839
Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and wh ite braid trim on a Tan body emphasizes the colors proudly dis足 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/CLA.S SIC DIVISION, INC.
P.O. Box 229
Hales Corners, WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4% Sales Tax
VINTAGE AIRPLANE 21
Calendar Of Events
MAY 1-3 - BURLINGTON, NORTH 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 . MAY 2 - PLATTEVILLE, WISCONSIN - University of Wisconsin Platteville, University Flyers are sponsoring a fly-in at Platteville Airport (Nodorft Aviation) . All types of aircraft welcome. Awards will be presented in all categories. A pork roast is being planned . Rain date : May 9. For further information, please contact: Vern Thompson , 608/348-7136. MAY 15-17 - CAMBRIDGE , MARYLAND - The Potomac Antique Aero Squadron and the Dorchester Heritage Museum will host the 13th Annual Antique Fly-In at Horn Point Aerodrome on the former Francis duPont Estate. May 14, Early Bird Day. For further infor mation, please contact, Barry P. Flashman , P.O. Box 478, Severna Park, MD 21146. MAY 29-31 - COLUMBIA, CALIFORNIA - Fifth Annual Luscombe Fly-In sponsored by the Continental Luscombe Association . Goal is 100 Luscombes in attendance. For further information, please contact, C.L.A., 5736 Esmar Road , Ceres, CA 95307. JUNE 5-7 - MERCED, CALIFORNIA - 24th Annual West Coast An tique Fly-In sponsored by the Merced Pilot's Association . Early Bird reception , dinner and dance Friday night ; Award Banquet Saturday night; Air Show Saturday and Sunday. For further informa tion , contact Don or Dee Human, 209/358-3487 or write, Fly-In Com mittee, P.O. Box 3212 , Merced , CA 95340. JUNE 6-7 - LINDEN , NEW JERSEY - Northeast Aviation Fair at the Linden Airport. Military, warbirds, antiques, homebuilts, fly-market , awards. U-1230. Sponsored by EM Chapter 230. For further informa tion , please contact : EM Chapter 230, Box 357-WOB, West Orange, NJ 07052, 201 /736-9092. JUNE 7-13 - FORT WAYNE , INDIANA - 70 KNOTTERS TOUR , an nounced by EM Chapter 2. This seven-day tour for aircraft flying at approximately 70 knots will visit Blakesburg, Iowa ; Wichita , Kansas ; Little Rock , Arkansas; Tullahoma , Tennessee; and Sey mour, Indiana. For further information about the tour send a self addressed, stamped envelope to, Joe Dickey, 70 KNOTTERS TOUR , 511 Terrace Lake Road , Columbus, OH 47201. JUNE 13-14 - ANDERSON, INDIANA - 2nd Annual Summer Festival sponsored by EM Chapter 226. Free breakfast to sport plane pilots (antiques, classics, experimental, ultralights, warbirds) , balloon races, camping, fly market. For further information, please contact, Steve Darlington 317/644-1238 or Dale Faux 317/378-5028. JUNE 20-21 - FREDERICKSBURG, VIRGINIA - 14th Annual Antique Aircraft Fly-In and Air Show at the Shannon Airport. Air Show at
tractions: Eagle's Aerobatic Flight Team, Bob and Pat Wagner wing rider, Chuck Carothers - Pitts Special , Charlie Kulp. For further information, please contact , Shannon Airport, P.O. Box 509, Fred ericksburg, VA 22401 . JUNE 21 - ANSONIA, CONNECTICUT - 3rd Annual PIPER VAGABOND Fly-in , Ansonia Airport, 80 octane fuel. For further information , please contact: Jim Jenkins, 569 Moose Hill Road , Monroe, CT 06468, 203/261-5586. JUNE 26-28 - HAMILTON, OHIO - 22nd Annual Waco Reunion . This year Wacos 50 years or older will be honored . For further information, please contact: Ray Brandly, 700 Hill Avenue, Hamilton, OH 45015, 513/868-0084. JUNE 26-28 - AIRDRIE, ALBERTA, CANADA - Wild Rose Antique/ Classic Fly-In, sponsored by the Airdrie Country Club of the Air, at Airdrie Airport , 8 miles north-northeast of Calgary International Airport. All aviators, enthusiasts, and aircraft are welcome . For further information, please contact, Airdrie Field , Attn . Mr. George B. Pendlebury, RR 2, Airdrie, Alberta, Canada. JULY 3-5 - PORT LAVACA, TEXAS - Gulf Coast Sport Aviation Fly-in, Calhoun County Airport. Sponsored by the Port Lavaca Chamber of Commerce, EM Chapter 340 and EAA Antique/Classic Chapter 2. For further information, please contact: Port Lavaca Chamber of Commerce, P. O. Box 528, Port Lavaca, TX 77979, 5121552-2959. JULY 12 - EASTON, PENNSYLVANIA - Fifth Annual Aeronca Fly-in. Largest Aeronca Fly-in in the East. Fun events scheduled . Easton Airport. For further information, please contact: Jim Po lies, 299 Nazareth Drive, Nazareth , PA 18064, 215/759-3713. Rain date July 19. AUGUST 1-8 - OSHKOSH, WISCONSIN - 29th Annual EAA Fly-In Convention . It is never too early to start making plans for the world 's GREATEST AVIATION EVENT. AUGUST 7-9 - LEWISTOWN , MONTANA - 4th Annual Montana Chapter AAA Fly-In at Beacon Star Antique Airfield . For further information , please contact, Frank Bass, Beacon Star Antique Airfield , Star Route, Moore, MT 59464. 406/538-7616. AUGUST 9-15 - FOND DU LAC, WISCONSIN - 12th Annual lAC Inter national Championships. SEPTEMBER 17-19 - CHARLOTTE, NORTH CAROLINA - Silver Wings 23rd Annual Convention. Highlights are old time pilots reunion and air show. Firestone Pitts aerobatic team, skydiving , hot air balloon. comedy acts, etc. All eligible pilots, active or retired , civil or military welcome. Make your reservations now! For further information , please contact: Haskell Deaton, Chairman, Box 18222, Charlotte, NC 28218 or National Headquarters, Box 1228, Harrisburg , PA 17108. SEPTEMBER 30 - OCTOBER 4 - TULLAHOMA, TENNESSEE - 3rd Annual EM National Fall Fly-In . Don 't miss this one. 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 .
THE VINTAGE AIRPLANE
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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. 4141 425-4860. 22 APRIL 1981
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. POBER PIXIE - VW powered parasol - unlimited in low cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3V2 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. 414/ 425-4860. DERRICK INDUSTRIES, INC. - Repair Station 464-61. Wooden propeller repair and manufacturing. 1565 North Broadway, Stockton, CA 95205. Phone 209/462-7381. WANTED: 120 hp upright Gipsy II engine or 145 hp in verted Mark 7 engine. Need propeller and hub for same. Engine must be complete. Al Kelch, 622 North Madison Avenue, Cedarburg, WI 53012. WANTED: Kinner K-5 or comparable 5 cylinder radial engine for my 1929 Ace aircraft. Norman J. Kapson, 174 Mill, Box 208, Ortonville, MI 48462. Phone collect 313/ 627-3241 or 627-3670.
AVAILABLE BACK ISSUES
1973 1974 1975
March through December All Are Available July/August, September/October, November/ December January through May , August th rough Decem 1976 ber 1977 All Are Available 1978 January , March through June , August, October , November February th rough December 1979 1980 - All Are Avai lable 1981 - January, February, March Back issues are available from Headquarters for $1.25 each , postpaid, except the July 1977 (Lindbergh Com memorative) issue , which is $1.50 postpaid.
DRESS IT UP
WITH A NEW
4~
Sketch of Doug Creech 's " Carolina Coupe" by AI Wheeler, EI Sobrante, CA.
All Items READY-MADE for Ea~y DO·IT·YOURSELF INSTALLATION
FLYING AND GLI DER MANUALS 1929, 1930, 1931 1932, 1933,
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EAA Air Museum Foundation , Inc. Box 469 Hales Corners , WI 53130 Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4% Sales Tax
,4~P~,Jnc. 259 Lower Morri.ville Rd' r-::;;=-==-, ~~. Fall.ington, Pa. 19054 ,. ~ I. • . VIS4 . °,.1 . ,, (215) 295-4115 l cw> ;
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MEMBERSHIP INFORMATION fAA
• Membership in the Experimental Aircraft Association , In c. 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 ava ilable at $15.00 annually.
ANTIQUf CLASSIC
• fAA Member - $14 .00. Includes one year membership in EAA Antique-Classic Division , 12 monthly issues of Th e Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.) • Non-fAA ' Member - $24.00. Includes one year membership in the EAA Antique-Classic Division , 12 monthly issues of The Vintage .Airplane, one year membership in the EAA and separate membership cards . Sport AvIation not included. • Membership in the International Aerobatic Club , Inc . is $16.00 annually which in cludes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.
lAC WARBIRDS ULTRALIGHT •
• Membership in the Warbirds of America , Inc. is $20.00 per year. whi ch includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EAA. Membership in the EAA Ultralight Assn. is $25.00 per year which in clu des the Ultralight p ublication ($15,00 additional for Sport Aviation magazine) . For current EAA members only, $15.00, which in cludes Ultralight publica tion .
MAKE CHECKS PAYA BL E TO EAA OR THE D IVISIO N IN WHICH M EMB ERSH I P IS D ESI RED. ADDRESS ALL LETTERS TO EAA OR THE PARTI CULAR DIVISIO N A T TH E FO LL OWI N G ADDR ESS :
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HALES CORNERS, WI 53130 VINTAGE AIRPLANE 23