STRAIGHT AND LEVEL

By Brad Thomas . President Antique/Classic Division

The old adage "April showers bring May flowers" should be translated to mean "When it rains, it pours" for April not only brought showers but torrential downpours both in the west and in the south and east. The flowers may be few and far between because they were probably washed away in the floods and downpours. The fall of 1982 was basically mild; early winter was better than normal and then when things were expected to break for spring, all heck broke loose. What type of weather reports are we going to obtain? Books have been written about weather, schools teach First we should obtain a complete briefing from a FSS the basics as we know them today, but it is still difficult specialist for each leg of the route, and then file aVFR or to accurately forecast these abnormal conditions that con­ IFR flight plan. If you have access to the AM Weather tinue to plague us. Ofcourse excellent advancements have programs on TV on Mondays through Fridays, it is a good been made in reporting and forecasting weather conditions idea to follow them for a few days before your departure, for both pilots and farmers. and pay particular attention to the extended forecasts. Information can be obtained from Flight Service Sta­ This will present a fairly accurate picture of the move­ tions, the National Weather Service, the local continuous­ ments offronts and pressure systems that develop. Do not, reporting stations now in operation, the early morning AM under any circumstances, depend upon the forecasts with­ Weather on TV, and, oh yes, The Farmer's Almanac. Many out alternative plans for each leg of the flight; you should who fly are strictly VFR pilots, while several of us are IFR always have an alternate destination in mind. Never be rated and have to work hard at staying current. Corporate afraid to make the 1800 turn and return to satisfactory pilots are able to stay current as they and the airline and conditions when the need arrises. And when you are really commuter crews fly daily under most conditions. Most getting into trouble, do not wait until the last minute to airlines have their own weather reporting facilities and communicate via radio with the nearest facility. Many of their routing managers have their own reporting informa­ us must admit that, at some time during our flying careers, tion to verify the current conditions. we have been temporarily disoriented or just plain lost, The corporate crews and we other IFR pilots must and this is no disgrace! depend upon the FAA facilities to advise use while plan­ The fly-in season is now upon us and it appears that ning our flights. Without fail, we must file and get a spring has finally arrived. Those who plan fly-ins have clearance from an FAA facility before proceeding on an selected and published the dates, and are on needles and IFR flight. pins during the few days preceding the opening date. To Ifa VFR flight plan is initiated, certain ~onditions must try to predict the weather months before is impossible so be met at the beginning and completion of the flight. A you rely on "past experience" and good 01' guesswork. VFR flight plan is not mandatory but should be used as When dawn breaks on the first day of the fly-in and the an aid to safety; if a problem arises, the FAA is keeping local weather conditions are clear and mild, it is time to track ofyou, and ifyour estimated arrival time has passed, heave a sigh of relief and begin expecting the early arri­ a search is initiated. If the pilot is flying IFR and leaves vals. the radar scope or misses the next reporting point, the Old Man Weather will always be with us and fortu­ situation is known immediately. This definitely gives the nately, we continue to see advancements in the accuracy pilot a secure feeling to know that someone is following of weather reporting and forecasting. As long as we can't his flight. We frequently go for short distances in CA VU control the weather we learn to adapt to it. conditions without a flight plan, but even when this type On another subject, we in the United States will have of flight in undertaken, someone should be advised of our the least regulated and controlled flying privileges for destination. sport and recreational flying in the world. EAA and the Very few of our antique and classic aircraft have IFR Antique/Classic Division will continue to promote con­ capabilities so most of us depend upon VFR conditions structive and progressive proposals for the improvement when we fly. Before long many of us will be flying our of sport flying, for now and the future. Frequently hurdles aircraft to fly-ins including the EAA International Con­ have to be jumped and at times the road becvmes bumpy, vention at Oshkosh. Some will make short trips, but many but our intentions are always positive and we trust that will be departing from such distant points as California, in the days to come, some will look back and thank us for Florida and those states in between. our efforts. • PUBLICATION STAFF

PUBLISHER Paul H. Poberezny

EDITOR Gene R. Chase

MANAGING EDITOR MAY 1983 • Vol. 11, No.5 Pat Etter COPYRIGHT ~ 1983 EAA ANTIQUE/CLASSIC DIVISION,INC., ALL RIGHTS RESERVED

EDITORIAL ASSISTANT Norman Petersen

FEATURE WRITER George A. Hardie, Jr. Contents EAA ANTIQUE/CLASSIC DIVISION, INC. 2 Straight & Level by Brad Thomas OFFICERS 4 A/CNews President Vice President by Gene Chase W. Brad Thomas, Jr. Jack C. Winthrop 5 Mystery Plane 301 Dodson Mill Road Route 1, Box 111 by George Hardie Pilot Mountain, NC 27041 Allen, TX 75002 6 Charles H. Hubbell 1899-1971 919/368·2875 Home 214n 27·5649 Page 6 919·368·2291 Office by Bob Wilson 9 Calendar of Events Secretary Treasurer 10 A. C. "Charlie" Miller - Pilot and Master M. C. " Kelly" Viets E. E. " Buck" Hilbert Route 2, Box 128 P.O. Box 145 Craftsman, Part 3 Lyndon, KS 66451 Union, IL 60180 by Ted Businger 913/828·3518 815/923·4591 16 Golden Oldie - Farman Sport by Gene Chase 16 Members' Projects DIRECTORS 17 The Search for "Lady Southern Cross" by Gene Chase Ronald Fritz Claude L. Gray, Jr. 18 Otto Heyer and Schellville Page 10 15401 Sparta Avenue 9635 Sylvia Avenue by Bill Ewertz Kent City, MI 49330 Northridge, CA 91324 21 Letters to the Editor 6161678·5012 213/349·1338

Dale A. Gustafson AI Kelch 7724 Shady Hill Drive 66 W. 622 N. Madison Ave. Indianapolis, IN 46274 Cedarburg, WI 53012 317/293·4430 414/377 ·5886

Robert E. Kesel Morton W. Lester 455 Oakridge Drive P.O. Box 3747 Rochester, NY 1461 7 Martinsville, VA 24112 Page 18 716/342·3170 703/632·4839

Arthur R. Morgan John R. Turgyan 3744 North 51st Blvd. 1530 Kuser Road FRONT COVER . . . This 220 Continental· powered Great Lakes 2T·1 C, Milwaukee, WI 53216 Trenton, NJ 08619 N425, SIN 6926 received the Grand Champion Antique Replica Award 4141442·3631 609/585·2747 at Sun 'n Fun '82. Owner is Bob Wilson (EAA 9702, AlC 157), 9420 NW. 125th Ave. , Ocala, FL 32671 . S. J. Wittman George S. York (Photo courtesy of Bob Wilson) Box 2672 181 Sloboda Ave. Oshkosh, WI 54901 Mansfield, OH 44906 4141235·1265 419/529·4378 BACK COVER .. . Luscombe 8A, N1288K, SIN 4015 received Best Restored Classic· Up to 100 hp at Sun 'n Fun '83 for owner Rob ADVISORS Hudson (EAA 170521), P.O. Box 16371 , Orlando, FL 32861. (Photo by Gene Chase) John S. Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane, NE Westborough, MA 01581 Minneapolis, MN 55434 617/366·7245 612n 84·1172 Edilorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles Robert G. Herman Espie M. Joyce, Jr. are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material W 164 N9530 Water Street Box 468 should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE , P.O. Box 229, Hales Corners, WI 53130. Menomonee Falls, WI 53051 Madison, NC 27025 414/251·9253 919/427·0216 THE VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by EAA Antiquel Classic Division , Inc. of the Experimental Aircraft Association, Inc. and is published monthly at 11311 W. Forest Home Ave ., Franklin, Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Gene Morris Daniel Neuman Post Office, Hales Corners, Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic 27 Chandelle Drive 1521 Berne Circle W. Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The Hampshire, IL 60140 Minneapolis, MN 55421 VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. 3121683·3199 61 21571·0893 ADVERTISING - Antique/Classic [)ivision does not guarantee or endorse any product offered through our advertising. Roy Redman S. H. " Wes" Schmid We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so Rt. 1, Box 39 2359 Lefeber Road that corrective measures can be taken. Kilkenny, MN 56052 Wauwatosa, WI 53213 507/334·5922 414n 71·1545 Postmaster: Send address changes to EAAAntique/Classic Division. Inc ., P.O. box 229, Hales Corners, WI 53130. VINTAGE AIRPLANE 3 CABOT AWARD TO POBEREZNY

The Aero Club of New England has selected EAA President Paul H. Poberezny as its 1983 recipient of the Godfrey 1. Cabot Award. Named for Dr. Godfrey L. Cabot and supported by the Cabot family, the award was estab­ lished in 1952 and is presented each year to an individual or team for outstanding cpntribution to aviation. Last SUN 'N FUN '83 year's award went to the crew of the space shuttle Colum­ bia, Capt. John Young and Col. Robert Crippen. The 1983 Weather was the main topic of discussion at the Ninth award will be presented in Boston on June 3. Annual Sun 'n Fun Fly-In at Lakeland, Florida, March 13-19. The area had been experiencing one of the worst winters in history and rains and high winds resulted in three days of IFR weather during this popular event. 1983 CHAPTER DIRECTORY In spite of these adversities, the Fly-In established new AVAILABLE attendance records, with 25,000 people registering and 5,100 aircraft on the airport. Display aircraft totaled over Copies of the 1983 EAA International Chapter Direc­ 800 including 21 antiques, 140 classics, 41 warbirds, 120 tory listing the active chapters, their presidents, as well homebuilts, and approximately 500 ultralights. as the time and place oftheir meetings has been distributed Other statistics are: 2,140 people in the campground, to chapter officers and are now available to members. 3,642 general admission tickets were sold, and 111 over­ Please contact the Chapter Office at EAA Headquarters, seas visitors came from 25 foreign countries. P.O. Box 229, Hales Corners, WI 53130 for your personal Sun 'n Fun '83 award winners included: copy.

Antique Aircraft Grand Champion -Stinson SM-6000B, N11170, Stinson Enterprises, Neenah, WI Silver Age 1928-1932 - Travel Air D-4000, N5283, Fred Ware, Lakeland, FL Contemporary Age 1933-1945 - Spartan 7W, N97DC, Don Cassidy, Martinsville, IN Best Custom c Howard DGA-15P, N68119, Dan Kumler, Ocala, FL Best Biplane - Stearman PT-13, N14101, David Frederick, Lancaster, PA Best Open Cockpit - Boeing Stearman, N444TM, Russell L. Wall, Lakeland, FL Outstanding Aircraft - Butler Blackhawk, N299N, Leroy Brown, Zellwood, FL

Classic Aircraft The U.S. Navy's decommissioned aircraft carrier, the Intrepid, Grand Champion - Swift, N2451B, W. H. Copp, Lexington, now serves as the Intrepid Sea-Air-Space Museum in the Hudson MA River at New York City. Best Restored - Up to 100 hp - Luscombe, N1288K, R. Hudson, Orlando, FL Best Restored - 101 to 165 hp - Swift, N90373, W. Jennings, INTREPID SEA-AIR-SPACE Dalton, GA MUSEUM Best Restored - Over 165 hp - Cessna 195, N195PW, Paul and Jean Walter, Waukesha, WI The Intrepid Sea-Air-Space Museum is a museum of Best Custom - Up to 100 hp - Ercoupe, N2666H, G. D. Twentieth Century technology in the sea, air and space Gallaspy, Oklahoma, City, OK sciences. Her exhibit halls present the Navy story from Best Custom - 101 to 165 hp - Swift, N655S, G. Strattner, landmark historical events to the modern era and on to Virginia Beach, VA the future. A unique fundamental theme of the museum Best Custom - Over 165 hp - Navion, N4043K, M. Turner, is the collaboration between the Navy and her industrial Frankenmuth, MI partners at the forefront of today's technological revolu­ Outstanding Aircraft - Republic Sea Bee, N1CD, David tion. Flavan, St. Charles, MO The distinguished career of the aircraft carrier In­ Outstanding Aircraft - Stinson 108, N97128, A. Hender­ trepid, CV-11 began in Newport News, VA when she was son, Lakeland, FL launched in April of1943. During World War II she served Outstanding Aircraft - Cessna 140A, N3796V, M. Myrick; in the Pacific and played a pivotal role in the Battle of New Port Richey, FL Leyte Gulf. During the postwar years the Intrepid saw Outstanding Aircraft - Luscombe 8A, N71931, John Best, duty in the Atlantic and Mediterranean until she was Lakeland, FL decommissioned. Now this gallant carrier is a floating museum perma­ Replica Aircraft nently berthed at Pier 86 at the west end of Forty-Sixth Post Grand Champion - Great Lakes 2T-1C, N425, Bob Street in the Hudson River where she has become one of Wilson, Ocala, FL New York City's favorite tourist attractions. This museum Additional information and photos will appear in future offers aviation buffs not only the opportunity to view the issues of VINTAGE AIRPLANE. well-documented historical exhibits but also a firsthand

4 MAY 1983 look at one of the U.S. Navy's "floating airports." EAA all with volunteer help and equipment. Contributions to member Ben B. Rock is Aviation Curator for the Intrepid the museum are tax deductible. Sea-Air-Space Museum. For more information contact the The club is looking for all kinds of donations regarding museum at Intrepid Square, New York, NY 10036, 2121 the Brunner-Winkle Aircraft Corporation and their Bird 245-0072. biplane. The ultimate would be a complete Bird airframe, but any photographs, data or other information would be greatly appreciated. Contact Herbert at 819 N.W. Victory OLIVE ANN BEECH HONORED Lane, Stuart, FL 33494, 305/692-9276.

Olive Ann Beech, co-founder and chairman emeritus of Beech Aircraft Corp. was among six Americans inducted LOW COST FUEL FOR recently into the Business Hall of Fame. The Business EAA MEMBERS Hall of Fame was established and is sponsored by Junior Achievement, the business-education organization. The Tom Austin, Jr. (EAA 58294), President of "Diamond induction ceremonies were held at the Dallas Hyatt Re­ G" Aviation is offering 80 and lOOLL @ 35¢ per gallon off gency Hotel in Dallas, TX. the regular retail price for members flying to and from Oshkosh '83. This discount will be available if you are fly­ ing a homebuilt, antique, classic, or warbird. Present your valid EAA membership card and refuel in Greeneville, BRUNNER-WINKLE AIRCRAFT Tennessee between July 20 and August 16, 1983. "Dia­ mond G" Aviation is located at the Greeneville, Ten­ INFO NEEDED nessee Municipal Airport (GCY), just 'east of airway vic­ tor 16 between Knoxville and Bristol, Tennessee. Cour­ Herbert G. Birnn (EAA 134731), a pilot since the 1930s, tesy car to local motels and restaurants. Y'all come. a Grumman retiree, and a member of the Long Island Early Flyers Club has been entrusted with the job of TIPS FOR FLIGHT TOUR assembling an exhibit pertaining to the Brunner-Winkle Aircraft Corporation and their Bird biplane. As a youngs­ COORDINATORS ter Herbert lived across a farm from Brunner-Winkle on Long Island and has long been an enthusiastic fan of the THE 70 KNOTTERS TOUR PLANNER AND Bird. FRIENDLY TOUR COORDINATOR'S COMPANION by The exhibit will be displayed in the Cradle of Aviation Joe Dickey (EAA 62186, AIC 4169) is a masterful (and Museum at Mitchel Field, Long Island, NY. The main humorous) review of organizing an aircraft tour. The wit supporting body for this museum is the Long Island Early in Joe's writing and illustrations make for delightful read­ Flyers Club. The museum is owned by the Nassau County ing while providing the necessary hard facts and little tips Department of Recreation and Parks and is provided only learned in several years as the F.T.C. (Flight Tour Coor­ sufficient funding to maintain the exhibit buildings con­ dinator). It also includes many suggestions for aircraft sisting of two of the original Air Corps hangars. The club camping. Well worth the paltry $6.50 he asks to have it has the resources to transport anything from any portion delivered to your door. Order from Pea Patch Airlines, 511 ofthe continental United States and to rebuild any aircraft, Terrace Lake Road, Columbus, IN 47201. MYSTERY PLANE

This month's Mystery Plane is a "foreigner" as can be seen by the re­ gistration on the side of the fuselage. Race fans will probably identify this one with ease, but answers should include the name of the pilot, the event and location, and the year taken. Answers will be published in the Mystery Plane column in the July 1983 issue of The VINTAGE AIRPLANE.

No answers identifying the Mystery Plane shown in the March issue had been received at press time. Evidently this one was a "toughy". George and a length ofI9'.The Warner engine Goodhead who supplied the photo, has been delivered to Bob Taylor at labels it the Tipton Model 90-2 pow­ the Air Power Museum in Blakesburg, ered with a 90 hp Warner engine. It Iowa by Bob Younkin. The fuselage, was built by Billy Tipton in 1932-33 tail group and other miscellaneous at Kansas City, Missouri. Billy passed parts are now in Bob's hangar at away on August 11, 1975. Springdale, Arkansas and also will be George writes, "I recently contacted transported to Blakesburg." Billy's widow, Irene Tipton who lives It will be recalled that Billy Tipton in Westfork, Arkansas. She recalled also designed the Ranger Racer which that the plane was a 2-place tandem was the Mystery Plane in the De­ monoplane with a wing span of 30' cember 1982 issue.

VINTAGE AIRPLANE 5 CHARLES H. HUBBELL 1899-1971

By Bob Wilson (EAA 9702, Ale 157) 9420 N. W. 125th Avenue Ocala, FL 32671

(Photos of Hubbell paintings are by the author with permission of TRW, Inc.)

It is with great personal pride that I write this brief biography of Charles H. Hubbell. Charlie was my uncle and dear friend, a man I greatly admired as a boy and who not only influenced my life with his sketches and paintings of aircraft but he gave me my first airplane ride in an Aeronca C-3 in 1937. Although I was only eight years old at the time, that was the beginning of my obsession with airplanes and I have spent my life in aviation eversince. Charlie was born in Cleveland, Ohio in 1899. As a boy of 10 he became interested in aviation when a friend gave him an aeronautical magazine and he became an avid model airplane builder. Before he completed high school, he had designed and built many models as well as a man­ sized glider. He graduated from the Cleveland School of 1930 - Laird Solution - Charles W. "Speed" Holman, pilot. Art in 1923. He traded his early paintings for flight time, soloing in 1925. He received CAA Pilots License number 9792. Charlie worked as a commercial artist for several years painting airplanes mostly as a hobby as there was little demand for aviation art at that time. Cliff Henderson, the director of the National Air Races had seen Charlie's airplane paintings and had used them on his air race posters and programs. Cliff arranged a meeting with Fred Crawford, Chairman of Thompson Products, who spon­ sored the Thompson Trophy Races. This was the famous unlimited closed course race that started in 1929. Henderson suggested that Charlie paint the winners each year for a calendar. Fred Crawford agreed with great enthusiasm and sealed the deal with a handshake which started a 30-year project for Charlie ... painting airplanes for Thomspon. Oil paintings of the first nine Thompson winners (1929

1931 - Gee Bee Model Z - Lowell Bayles, pilot.

6 MAY 1983 1932 - Gee Bee Model R-1 - James H. Doolittle, pilot. 1934 - Wedell-Williams - Roscoe Turner, pilot.

1933 - Wedell-Williams - James R. Wedell, pilot. 1935 - Howard Mr. Mulligan - Harold Neumann, pilot. through 1937) were coyprighted in 1938 and they became During his association with TRW (the company which part ofthe first Thompson calendar produced by the young Thompson had since merged with), Charlie had created 32 artist and Fred Witt, Advertising Director for Thomspon calendars and more than 375 individual oil paintings. Products in 1939. Two million Hubbell calendars and a quarter of a mill­ The first calendar consisted of six pages; four of airlin­ ion lithographic reproductions of Hubbell paintings have ers, one of Roscoe Turner's 1938 Laird Racer and a final been published. Charlie's paintings have hung in the page of the winners of the first eight Thompson Trophy White House, in museums, palaces, libraries, and the Races. homes of countless thousands ofaviation buffs throughout The first 12-page calendar appeared in 1940 featuring the world. the outstanding military aircraft ofthat era. 1941 was the Each lithograph measures about 16" x 13" while the year of the first "titled calendar," called the "Dawn of original oils were done on 32" x 26" canvases. Most of the Wings," portraying the early aviation pioneers starting originals are owned by TRW and are on display at the with the Wright Brothers' "Kittyhawk". Western Reserve Crawford Auto-Aviation Museum in Each year thereafter the calendars featured a new Cleveland, Ohio. theme along with a selection of Hubbell paintings. This Charlie Hubbell probably was the world's best known panorama of aviation history continued through 1969 artist-historian of the air age. He was a stickler for detail when Charlie retired, followed by an additional four years and he went to great lengths to assure accuracy, not only with a series called the "Best of Hubbell". Charlie died in of the aircraft, but the backgrounds as well. As a pilot he 1971 at the age of 72. had flown many of the planes he committed to canvas.

VINTAGE AIRPLANE 7 1936 - Caudron C-460 - Michel Detroyat, pilOt. 1938 - Laird-Turner "Pesco Special" - Roscoe Turner, pilot.

1937 - Folkerts SK-3 - Rudy A. Kling, pilot. 1939 - Laird-Turner "Pesco Special" Roscoe Turner, pilot.

Charlie Hubbell is remembered warmly by his many friends and by thousands of others who admire his work and possibly still have some Hubbell aviation art. I am one of the more fortunate who has the entire collection. Author's Note: Lithograph copies ofmany of the Hub­ bell paintings are still available by contacting: The Gift Shop, Western Reserve Crawford Auto-A viation Museum, 10825 East Blvd., Cleveland, OH 44106. 2161721-5722.

Editor's Note: Bob Wilson is a captain for Pan Am and owns and flies a beautiful replica Great Lakes which re­ ceived the Best Antique Replica Award at Sun 'n Fun '82. The photos of Charlie Hubbell's artwork depict the first ten winners of the coveted Thompson Trophy at the Na­ tional Air Races from 1930 through 1939... . G.R.C.

Bob Wilson in his Great Lakes. (Photo by Jack Cox)

8 MAY 1983 CALENDAR OF EVENTS

JUNE 18 - TOMS RIVER, NEW JERSEY - 7tti Annual Antique & Homebuilt We would like to list your aviation event in our calendar. Please send Fly·ln at R. J. Miller Airport, Berekely Twsp. Trophies, flour bombing information to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales contest, plane rides, refreshments. Admission free . Rain date June 19. Corners, WI 53130. Information must be received at least two months in Contact Tom or Vivian Tedrow, Box 451 Three Brooks Rd ., Freehold, NJ advance of the issue in which it will appear. 07728. Phone 201 /780-0765. JUNE 18-19 - FREDERICKSBURG, VIRGINIA - 16th Annual Antique Air­ MAY 13-15- HAYWARD. CALIFORNIA- Hayward to Las Vegas Proficiency craft Fly·ln and Two Day Airshow at Shannon Airport. Airshow featuring Air Race. Private Pilots License requ ired . Awards and trophies, cash prize. Northern Knights, Republic Airlines Microjet and more. For details call Kits $3.00 from Hayward Air Race Committee , 20301 Skywest Drive, 703,373·4431 or write P.O. Box 509, Fredericksburg, VA 22404. Hayward, CA 94541 . For information call Lou Chianese at 415/581·2345, JUNE 21 - JULY 11 - HOBBS, NEW MEXICO - 18th World Soaring ext. 5285. Championships. For information contact Soaring Society of America, Box MAY 15 - POINT PLEASANT, WEST VIRGINIA - Fly-In Breakfast sponsored 66071 , Los Angeles, CA 90066.213/390-4447. by Mountaineer Chapter of 99's at Mason County Airport. Starts at 8:00 JUNE 24-26 - HAMILTON, OHIO - 24th Annual National Waco Reunion a.m. Everyone welcome. Contact Lois A. Fida, # 308 N. York St. , Wheeling, Fly-In. Sponsored by the National Waco Club. For information contact Ray WV 26003. Brandly, 700 Hill Avenue, Hamilton, OH 45015. MAY 20-22 - CAMBRIDGE, MARYLAND - Ninth Annual Potomac Antique JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley, Oklahoma Aero Squadron Fly-In at Horn Point Aerodrome. Banquet Saturday evening. Fly-In sponsored by Greater Oklahoma City Chapter AAA. Contact Bob Contact Robert K. Graulty, P.O. Box 4013, Arlington, VA 22204, 301 /449­ Akin , Flying A Ranch , Route 1, Box 133-0, Washington, OK 73093. 4051 5346 or Bob Mertin at 301 /643-6744 or Pat Merchant at 301 /228-4924. 288-6161 . MAY 20-22 - COLUMBIA, CALIFORNIA -Seventh Annual Luscombe Fly-In. JUNE 25-26 - ORANGE, MASSACHUSETTS - 7th Annual New Eng land For information contact Continental Luscombe Assn ., 5736 Esmar Road , Regional Fly-In Sponsored by EAA Chapter 726. Restricted parking, avia· Ceres, CA 95307. 209/537-9934 . tion flea market, commercial exhibitors, seminars, overnight camping, food MAY 21-22 - PORT TOWNSEND, WASHINGTON - Second Annual and fuel available. Contact Paul Dexter, 15 Sunset Dr. , Orange, MA 01364. Rhododendron Grass Roots Air Fair. Ultralights, homebuilts, antiques, hot Tel. 617/544·6412, evenings only. air balloon race . For information contact Ken McMillen , P.O. Box 719, JULY 2-3 - SUSSEX, NEW JERSEY - 1983 Festival of Flight Fly-In at Hadlock, WA 98339. 206/385-2323. Sussex County Airport. Sponsored by EAA AlC Chapter 7 and EAA Chap­ MAY 22 - MOUNDSVILLE, WEST VIRGINIA - Second Annual Bombing ters 73 and 238. All invited. Fly market, square dance, food , camping Contest sponsored by EAA Chapter 738 . At Marshall County Airport. For permitted. Contact Ann Fennimore, 4 Ridge Road , Succasunna, NJ 07876. information and entry info contact Marshall County Airport, Moundsville, 201 /584-4154. WV 26041 , 304/845-0200. JUL Y 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly-In at MAY 27-29 - ATCHISON, KANSAS - Greater Kansas City Area Chapter, Antique Airfield. Aircraft judging, awards, forums and meetings of several Antique Airplane Association Annual Fly-In at Amelia Earhart Airport. Early type clubs. For further information contact Aeronca Club, 1432 28th Ct. , arrivals will be served supper Friday evening with awards banquet on Kenosha, WI 53140, 414/522·9014 or Antique Airplane Association , Rt. 2, Saturday night. Dormitory accommodations are available and camping is Box 172, Ottumwa, IA 52501 , 515/938-2773. allowed. 80 and 100 octane gas is available. Contact Bill Hare, 6207 Riggs, JULY 8-10 - ALLIANCE, OHIO - Annual Taylorcraft Fly-ln/Reunion at Mission, KS 66202 or George Hefflinger, 3510 North 99th Street, Kansas Barbers Field . Factory tours, many activities. Contact Allan Zollitsch, 37 City, KS 66109. Taft Ave ., Lancaster, NY 14086, 716/681-1675 or Bruce Bixler, 12809 MAY 27-29 - WATSONVILLE, CALIFORNIA - Watsonville Antique Airshow Greenbower Rd ., Alliance, OH 44601 , 216/823·9748. sponsored by the Northern California Chapter of the Antique Airplane JULY 9 - GEORGINA TOWNSHIP, ONTARIO, CANADA - 3rd Annual Association and the Watsonville Chamber of Commerce. Contact Richard Antique, Sport and Specialty Aircraft Fly-In and Brunch at Georgina Civic Borg, 6515 San Ignacio Ave. , San Jose, CA 95128. 408/226-3603. Centre Air Park. Contact Dick Shelton , Box 385, Sutton West, OntariO, MAY 29 - SALMON , IDAHO - Fly-In with ultralights, gliders, antiques, etc. Canada LOE 1RO. 4161722-3295. For information write P.O. Box 698, Salmon, 10 83467. JULY 15-17 - MINDEN , NEBRASKA - National Stinson Club - 108 Section JUNE 3-5 - BLAKESBURG, IOWA - 3rd National Bucker Fly-In and Tigre Fly-In. All Stinson Lovers - 108 and Round Engines welcome. Aircraft Days. Vintage National Aerobatic Contest. Contact John Bergeson, 615 judging, forums, banquet Saturday night. Camping on field or motel (3081 W. May, Mt. Pleasant, MI 48858. 517/773-3436. 832-2750) available. For further information contact George Ackerman , JUNE 3-5 - MERCED, CALIFORNIA - 26th Annual Merced West Coast All iance, NE 308/762-4770. Antique Fly-In at Merced Municipal Airport. For information contact Dee JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsored Humann, Registration Chairman, Merced West Coast Antique Fly-In, P.O. by EAA Chapter 62. Contact Edward Shaules, 3910 Paladin Drive, San Box 2312, Merced, CA 95344. 209/358-3487. Jose, CA 95124.408/264-5714. JUNE 4-5 - WAUKEGAN, ILLINOIS - Air Show dedicated to Pappy JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and Inter­ Boyington and Black Sheep Squadron at Waukegan Memorial Airport, national Airshow. Classics, warbirds and fly-bys. Two full days of aviation. sponsored by Greater Chicago Area Antiquers. Special tie-down area for Contact Joseph Koch , 188 Schoelles Road, No. Tonawanda, NY 14120. fly·in guests. Warbird line will highlight EAA's B-17 and Zero. Contact Hans 716/689-9392. Habermehl, Air Show Chairman and President at 31 21480-0744. JUL Y 29-31 - COFFEYVILLE, KANSAS - 6th Annual Funk Fly-In. Antiques, JUNE 5 - CADIZ, OHIO - Third Annual Fly-In Pancake Breakfast at Harrison classics, homebuilts invited . Contests, trophies, dinner. Contact Ray Pah ls, County Airport. Sponsored by E. F. Aircraft Service and Cadiz Volunteer 454 Summitlawn, Wichita, KS 67209. 316/943-6920. Fire Department. Starts at 8:00 a.m. Rain date, June 12. Prizes for antique JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly-In and experimental aircraft. For information contact Lois A. Fida, # 308 N. Convention. Start making your plans now to attend the World's Greatest York St. , Wheeling, WV 26003. Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130. JUNE 5 - DE KALB, ILLINOIS - EAA Chapter 241 Annual Fly-In, Drive-In AUGUST 5-7 - SHELTON , WASHINGTON - Third Annual Antique , Classic Breakfast 7 a.m. 'til noon at DeKalb Municipal Airport. Contact Marlin and Warbird Fly-In at Sanderson Field. Sponsored by Puget Sound Antique Crown, 159 Thomas Street, Sycamore, IL 60178.815/895-6856. Airplane Club, EAA AlC Chapter 9. Public display, dinner Saturday evening. JUNE 5 - ARLINGTON, TEXAS - Benefit Air Show sponsored by EAA Fly-a-way Breakfast Sunday. Contact Pete Bowers, 10458 16th Ave., So., Chapter 34 to raise funds for World Aerobatic Competition. At Arlington Seattle, WA 98168.206/242-2582. Municipal Airport, 2 miles south of 120 on S. Collins. From 2:00 to 4:00 p.m . AUGUST 8-12 - FOND DU LAC , WISCONSIN - EAA lAC International JUNE 10-12 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ­ Aerobatic Championships. For information contact EAA, P.O. Box 229, ation Fly-In. For information contact Bob Landrum, Rt. 4, Box 14Q, Hales Corners, WI 53130. 414/425-4860. Roanoke, TX 76262, 817/430·3387 (after 6 p.m.) or Jack Winthrop, Rt. 1, AUGUST 21 - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt Box 111 , Allen , TX 75002. 214/727-5649. Fly-In sponsored by EAA Chapter 486 at Whitfords Airport. Pancake JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly-In, including tours of breakfast and air show. Contact Herb Livingston, 1257 Gallagher Rd. -B, the Aeronca factory and U.S.A.F. Museum. Banquet on Saturday night Baldwinsville, NY 13027. with speaker and aircraft judging awards. For more information contact SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air Jim Thompson, Box 102, Roberts, IL 60962 , 217/395-2522. Races at Stead Airfield. Qualifying September 13-15. Airshow. Contact JUNE 12 - REDDING , CALIFORNIA - 10th Annual Fly-In breakfst and air Greater Reno-Sparks Chamber of Commerce, P.O. Box 3499, Reno, NV show at Muni Airport. Trophies, door prizes. 916/222-5225. 89505. 7021786-3030 . JUNE 17-19 - TRAIL, BRITISH COLUMBIA, CANADA - Trail Flying Club's OCTOBER 14-16 - CAMDEN, SOUTH CAROLINA - EAA Antique/Classic 8th Annual Fly-In. Homebuilts, antiques, classics, ultralights. Camping on Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome . Contact field . Trophies, prizes. Hangar dance and barbeque. Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 .

VINTAGE AIRPLANE 9 Pilot and Master Craftsman, Part 3

By Ted Businger (EAA 93833, AIC 2333) Rt. 2, Box 280 WilJow Springs, MO 65793

(Photos from the author's collection except as noted)

Editor's Note: This is the third installment ofa four-part story on the career of Charlie MilJer who spent 45 years working in the aircraft industry, including periods at Ryan and Douglas. Charlie and his wife currently reside In Santa Monica, California . ... G.R.C.

DOUGLAS DC-1 and very shortly would have torn loose if they had not done everything they did. We re-set the actuating arm On this first model of the "Douglas Commercials," the permanently to the number two position and recovered the original rudder was all metal. This design resulted in rudder with fabric. considerable inertial forces due to the weight involved. It Eddie Allen was a wonderful test pilot and a true was balanced and equipped with a compensating tab. This gentleman. He too was involved in the DC-l test program. compensation could be altered and anchored in anyone of On one flight, he was checking the reaction of the gear in three positions. a forward C.G. landing, with a new co-pilot on board. One Sunday, Carl Cover, Vice President and General One of the co-pilot's duties was to operate the gear Manager of Douglas Aircraft, was making some test retraction and extension lever. At this time retractable flights. These tests were to determine the best tab setting. landing gears were a novelty as they were employed on Following the first flight of the day, he said, "Not enough, very few planes. A fraction of a second prior to touch-down set it over." I was the mechanic and I complied with his Eddie realized too late the gear was still up. All he had request. After the second flight he said, "Pretty good, let's time for was the classic "Aw --- -!" comment. Coming try the third position." Again I followed instructions. from him that was very strong language. I roped off and The third flight was nearly a catastrophe. As soon as guarded the ship that night at Mines Field. the plane was airborne, the rudder started oscillating from The next morning we propped up the plane then slid side to side. Mr. Cover executed a tight turn and landed boards covered with blankets under the wings. Ramped immediately. The over-compensation had made the rudder trenches were dug under the gear which was then extended almost uncontrollable. Both Carl Cover and the co-pilot and locked. We installed new props and tracked them by used both feet on one rudder bar, and augmented their ef­ the old fashioned method of checking each blade position forts with the engines in an effort to regain stability. Carl as it passed a fixed point. The engines were started and had "screwed up" his back trying to avoid a crash. That checked for vibration. As everything appeared to be okay, heavy rudder had actually thrown itself from stop to stop the plane was flown back to Clover Field at Santa Monica.

(Roy Russell Photo) The DC-1 (X223Y) built in 1932/33 was the prototype for the Eddie Allen's gear-up landing in the DC-1 at Mines Field. Minimal "Douglas Commercial" series. Note the metal-skinned rudder. damage was incurred. 10 MAY 1983 Some damage was found in the left side nacelle saddle YB-ll (bomber) in 1933. Later that same year the original fittings which sheared during the landing. These fittings order was revised, replacing the two 670 hp Wrights with were attached to the lower end of the nacelle frame, with 750 hp Wrights, and the designation switched to YO-44 the gear being drawn up into the saddles in the "up" (observation). position. Fortunately the shear was a clean one with no Sometime later the designation was again changed, elongated holes, so we just reriveted the fittings back in this time to FP-3 (frontier patrol). In 1935 the engines place. This incident could have had extremely negative were changed to 800 hp Wrights and the plane delivered results. Instead it turned into a big plus for the company as a YOA-5 (observationJamphibian). The plane was scrap­ when the airlines realized that only minimal damage ped in Alaska in 1943. would be sustained in gear-up landings. The Navy version is nearly as perplexing. It was or­ On another early test flight, one engine quit just at dered in 1934 with two 1000 hp Wrights as the XP3D-1 lift-off, then came back to life only to have the opposite (patrol). Following navy tests in 1935, it was returned to engine fail. The pilot, whose name I don't recall, finally the factory to have the pylon-mounted engines re-fitted got the plane up to about 1500 feet which allowed them into the wings and the wingfloats modified to retract. It to come around and land. Our investigation of this incident was delivered in 1936 as the XP3D-2. As the navy had determined the carburetors had been mounted in such a chosen Consolidated's fore-runner of the PBY, no further way that the floats would shut off fuel flow during a climb. orders were placed. We inverted the carburetor mounting and re-routed the Several strange items are unexplained. Why didn't the fuel lines to solve the problem. Navy utilize the Army's rugged "Grumman type" landing Historical Note: Only one DC-1 was built and it was de­ gear rather than the rather fragile looking beaching gear? stroyed in Spain in 1937. The DC-2 model followed and it What prompted a supposedly financially impoverished gained much recognition in 1934 whenKLM (Royal Dutch Army Air Corps to order a long range patrol boat during Airlines) entered one of its DC-2s in the 1934 Mac­ this bleak depression year? Scrutinizing the records shows Robertson Race from London, England to Melbourne, Au­ this and one other design as the only ones built by Douglas stralia. This plane competed against three specially con­ that did not develop into improved aircraft later! structed British racing planes and Jacqueline Cochran's Gee-Bee long distance racer. The KLM DC-2 transport was further handicapped by being obliged to stop at every KLM terminal on the route. It carried its normal crew plus champaign-sipping passengers, one of whom missed a take­ off in India. The plane returned for him. Even with all these drawbacks, the DC-2 finished second and it might have won the race if it had not gotten stuck in the mud just short of Melbourne. The DC-2 had achieved a tremend­ ous moral victory which served as a big boost for this superior design. • ­ Of course the transcontinental flight across the U.S. by Jack Frye and Eddie Rickenbacker in TWA's DC-2 on February 19, 1934, breaking all existing records also brought well deserved recognition to the Douglas DC-2.

Douglas XP3D-1 built in 1933 for the U.S. Navy. Only two exam­ ples of this handsome flying boat were built, the other going to the Air Corps as the YOA-5. Wing span was 89' 9".

DOUGLAS DF-151 The DF-151s were the last true flying boats ever built at Douglas. It was a very clean all-metal design. Carl Cover made most of the test flights and he reported excel­ lent handling characteristics. At that time I was still pretty far down on the "totem pole," so was only familiar with the specific tasks I was called on to perform. (Roy Russell Photo) The completed hulls were trucked to Cabrillo Beach, The first 20 DC-2s were delivered to TWA. This is NC13719, SIN 1245 powered by two Wright Cyclones of 710 hp each.

DOUGLAS YOA-5 & XP3D Douglas built two large patrol planes in 1933, similar in overall configuration to the "Dolphin" amphibian, but of larger size. I recall that the air corps version used a much different landing gear than the navy plane. Neither service seemed overly anxious to take delivery of their aircraft and following completion they sat in our shop for a very long time. From time to time a little additional work was ordered on them. As our space was somewhat limited we were obliged to move the planes from one place to another, allowing us to continue on with other (Roy Russell Photo) more urgent tasks. Douglas DF-151, the last flying boat built by Douglas. One went Historical Note: These two beautiful amphibians present to Russia and three were sold to Japan in 1936 along with the an enigma. The Army Air Corps ordered its model as the design rights. VINTAGE AIRPLANE 11 California where the wings, tails, power plants, etc. were consider the build-up in air crews by the Air Corps. The mated to them. That on-site assembly was troublesome in B-18 adequately filled those needs, and it also carried the the sand. first airborne radar. The launching procedure was interesting. Planks were Mr. Pavlecka completed the design work of a new laid over the sand and a wheeled dolly with the flying boat aircraft engine in 1935. Douglas forwarded this to Pratt loaded on it was eased across this man-made ramp and and Whitney and they in turn sent it to M.I.T. Many years into the water. passed with this design finally being marketed as the Little interest could be generated for this large size Northrop "Turbodyne". flying boat in the U.S. at that time. One was sold to Russia In May, 1977 he and 19 other aerospace engineers and the other three aircraft, along with the complete design founded "Airships International". A short time later a were sold to Japan. basic design was completed for a new giant metal-clad Under the contract terms, the supervisor of hull con­ dirigible. While the group was in the process of raising struction accompanied the flying boats to the Orient. On funds for construction, Mr. Pavlecka passed away. With his return, he stated, "They will never be able to build his loss, it is highly doubtful that the project will ever be those boats. They don't show any skill or aptitude for it. continued. They knock-off at any time to make tea. Further, they can't even follow simple directions." Boy, did they have him fooled . Those workmen were probably instructed to mislead this representtive of an American manufacturer. They certainly had little trouble with other aircraft they built.

1936 Douglas 8-18 bomber had a wing span of 89' 6" and was powered by two Wright R-1820 engines of 930 to 1000 hp each.

ORIGINAL DOUGLAS DC-4 The "original" DC-4 was a superlative airplane. It was financed in part by Douglas, with the balance of the fund­ ing being provided by several interested airlines. Along with demands for superior performance, these customers (Roy Russell Photo) requested elegant interior appointments, greater seat size 1933 Douglas Dolphin amphibians were built for civil use as and spacing, and full sleeper accommodations. well as military. Wing span is 60' and one example is known to The original DC-4 had triple vertical tail surfaces be currently flying. which were needed by United Air Lines because the doors on their Denver, Colorado overhaul base could not accept anything with greater height. (A single vertical tail would DOUGLAS 8-18 have been much too tall). Vladimir Pavlecka was simply called "Pave" by his With government permission, this beautiful airplane fellow workers. In 1929 he had been one of the three was sold to Japan. It was just too big and heavy for that designers for the only metal-clad airship ever commis­ period. Douglas later redesigned the DC-4 and during sioned. It was known as the ZMC-2 in the Navy. He had World War Two it became the C-54. Most of these aircraft personally worked out the means to seal the ship (rather were built in the Chicago plant. than use balloonets). One eventful night flight of the original DC-4 stands Pave started with Douglas in about 1934. My first out in my memory. In those days we ran weight tests by contact with him was the result of problems with the B-18 loading an appropriate number of 50-pound lead "pigs" in bomb bay. Pave was an excellent structural engineer. At various areas of the aircraft to represent a given load. that time I was a second shift supervisor and we really Wood 2x4s were braced against structural members in the worked beautifully together. The plane was equipped with fuselage. Box type receptacles were fastened to the 2x4s standard bomb racks, but as the bombs were released they and the pigs loaded into the boxes. would strike the edge of the bay, thus ruining normal I was along on this particular flight, riding in the trajectory. loaded area. Our take-off was from Mines Field (now Los The solution was to widen the bomb bay and increase Angeles International). A road crossed the field diagonally. the size of the bay doors. When we finished this modifica­ We started our take-off run, and as we passed the old tion the bomb bay area looked "pregnant" with the bulbous tower and hangar the rumbling of the wheels ceased ... center section. However, it was all nicely faired in with we were om Only a few seconds elapsed when the rumble the fuselage, and even with the extra weight penalty the started up again; we were back on the ground! Through bomber's performance didn't suffer. the window nearest me, I could see the red obstruction Historical Note: Some contemporary authors have derided lights on the poles coming up very fast. Suddenly the plane the B-18, one suggesting it was a "boon doggIe". These literally leaped into the air,just clearing those phone lines. folks did not take into account the state of the economy at It then settled again beyond the wires before a general that time or the pacifist mood ofthe country. Nor did they recovery was made to normal flight. After that thrilling 12 MAY 1983 One is that it crashed into Tokyo Bay and the other that it was intentionally put there along with the design paper­ work. Both accounts are from reputable sources. There is a 16mm movie film of the first test flight, showing the plane making a perfect three-point landing, but recovering. Apparently the pilot forgot that he had tricycle gear.

DOUGLAS XB-19 "HEMISPHERE" BOMBER The construction of the XB-19 Hemisphere bomber was the best kept secret of that time. It was the world's largest aircraft and could stay in the air for two days on its internal fuel load. Building the wing was a massive undertaking. Its height was such that the workers in the experimental department, where it was assembled, were forced to wear The prototype Douglas DC-4, NX18100 was this "triple-tailed" version. Its first flight was on June 7, 1938. hard hats. The fuel tanks were integral with the wing but a system for sealing them was yet to be developed. We devised a method which did work. The spars were take-off we proceeded to make a two-hour flight over the serrated at the skin attach area and these grooves were beautiful, lighted city. then coated with honey. Aluminum foil was then layered When we landed, things began to happen. The chief and honey coated, and finally the outside skin was fastened pilot (name withheld) was at the controls. I don't recall in place. who the co-pilot was, but Benny Howard was test pilot/ob­ server. We opened the door and the ground crew wheeled the stair ramp to us. A C.A.A. inspector was waiting at SURFACE SKIN the end of the ramp. After everybody was out of the plane, Benny really turned the air blue with his harangue. The most startling SEVERAL LAYERS remark was "I should hit you over the head with my OF FOIL SEALED wooden leg, you dumb s.o.b." Apparently the chief pilot -----} WITH "HONEY" was unfamiliar with the feel of this plane and once it was ----- airborne, he just sat there and let it settle back. Benny could see that they were running out of room, and in desperation he leaned over the pilot, grabbed the control WING SPAR SERATED SURFACE column and heaved back as hard as he could. That effort . got us over the lines. The C.A.A. inspector pondered the " advisability of pulling the chief pilot's license. It was an interesting episode. Historical Note: The "E" appendage to the DC-4 designa­ tion is never used by those intimates who built the first one. With them it is the "Original," or the "Triple Tailed" version. X8-19 FUEL TANK SEALING METHOD There are two stories describing the plane's demise.

The Douglas X8-19 was the world's largest aircraft with a wing Wright R-3350-5 engines rated at 2,200 hp each. span of 212' and gross weight of 160,332 Ibs. Power was four VINTAGE AIRPLANE 13 The plane's armament included a top turret fitted with Historical Note: The XB-19 was ordered in 1937 and its a 37mm gun, riding on a very stable platform. Using this first flight occurred on June 27, 1941. A great deal of this gun against the relatively slow moving planes then in use, time period was spent in building machinery capable of it was a very effective weapon. fabricating various components as its huge size was beyond The cockpit command station was an exceptionally the scope of many normal suppliers. Few runways in the roomy area. The pilot, co-pilot, navigator and engineer world could support the plane's 82 ton weight. were all situated at a desk. The area had a galley, ward The author's late friend, Roy Russell, accompanied the room, latrine, and sleeping accommodations for off-duty ship to Chicago in 1944 to supervise replacing the Cy­ crew members. clones, with more powerful Allison engines. Roy was ex­ I had a terrific flight one day in the B-19, riding in the tremely proud of his part on this project, always getting front turret. It was hydraulically operated and'l he action a wistful look when disG,ussing"icts finaLfa,te.. In 19A8~ the of the hydraulic system was controlled by "gun stock pres­ B-19 was flown to Davis Monthan AFB at Tucson, Arizona sure". Control could be slow for distant targets or fast for where it was scrapped. close-up combat. Up and down movement on "fast" was As this was a super secret project, Roy and most other far better than any roller coaster ride, as the seat rode Douglas workers on the job never discussed it, even with with the gun position, and side to side action was wow! their families. The nose area was large enough to accommodate both the gunner and bombardier. DOUGLAS 8-23 "DRAGON" On take-off for the B-19's first flight, the ship veered slightly to the left when it was approaching the halfway The B-23 was an outgrowth of the B-18. It was vastly mark on the runway. Later we found that this was due to superior to every medium bomber this country had at the sloppy controls, as actuation was by cable, and the cable outbreak of WWII. It was dropped from contention for a length involved was long enough to be affected by the variety of political reasons. It's a shame that our boys ambient air temperature. didn't have it. Its top speed was 280 mph which was very good in 1939. The B-23 had its share of new ideas: first with a "stringer" gun mount in the tail; first with side window gunners; and a belly gunner located midway along the fuselage, with the gun mounted on a retractable platform. For emergencies, a fuel dump system was installed utilizing a long snout mounted on a pivot. When this specific system was tested, pink colored water was used in place of fuel. The side gun windows and the cockpit side windows were opend to aid the crew in viewing the fuel dump. Surprisingly, the "fuel" traveled from the end of the spout forward into the cockpit area and then it exited through the gunners' position. The crew landed, no worse off for the experience, but they were slightly damp and very pink. On DC-3 applications which followed, we ex­ tended the snout to discharge in a further aft position. Historical Note: B-23s made popular conversions into executive transports at the end of WWII hostilities. Of 38 planes built, approximately four are still flying. It must be a pretty good airplane!

(Roy Russell Photo) First take-off of the XB-19, on June 27,1941.

1939 Douglas B-23 "Dragon" bomber, powered by two Wright R-2600- 3 engines of 1,600 hp each. Wing span was 92' and 38 were built. DOUGLAS 08-7 During WWII Johnny Martin was test flying the DB-7 for Douglas. Johnny loved to pull the gear out from under the plane on take-off, and he was very good at it. Anytime The designation became XB-19A with the installation of four the company "grapevine" brought word that Martin was Allison V-3420-11 engines of 2600 hp each. Top speed increased taking off, heads would be poked out of every available from 204 to 265 mph. Photographed in Chicago in 1944 by Roy door and window. Believe me, his take-offs were sensa­ Russell. tional. 14 MAY 1983 Once airborne he'd hold the plane just off the deck to most of them literally ran to the restroom and back so that the very end of the runway, then executing a semi-chan­ a replacement would not be necessary during their ab­ delle climbing turn. One day he jerked the gear up just a sence. Those station people just did not want strangers in little too soon. Later, we went down the runway, counting their midst, preferring to take up the slack themselves. the nicks in the macadam. No more sensational take-offs As soon as an arriving station was near enough the after that! workers would begin reaching around the jig posts to get Historical Note: The DB-7 was constructed only for export the job going. Usually there was enough time between to France and England. The original order was placed by assigned tasks to allow a very short break from the routine. France in 1937 and 270 aircraft were delivered by 1939. In order to get from one side of the line to the other an In 1939 Great Britian ordered 100 of these planes desig­ overhead walk-way was built. Once the two fuselage halves nated as DB-7 As. were completed, including all bracketry, cables, hyd­ raulics, controls, etc., the two lines were joined at a "Y", and the fuselage conti'1ued moving as the two halves were united. It was a very good system which made possible the high production rate. As the war situation became more critical, we added a gun shop to the facility, which allowed us to deliver com­ plete, combat-ready ships. Later, an accelerated program necessitated the opening of a final assembly and delivery station at Dagget, California (near Barstow) with Roy Russell in charge of this operation. We normally made engine test run-ups only until 11 :00 p.m. Occasionally complaints would come from those living nearby and these usually were referred to me. An un­ forgettable episode took place one night with the caller saying, "How in the h-do you expect us to get any sleep, with all that racket going on!" As diplomatically as possible One of the 270 Douglas DB-7s built for France. Factory photo I tried to explain our situation. He shot back, "What the dated 8/12/39. Aircraft later designated A-20. h- are you doing there, you d- foreigner?" I was .the night superintendent and he had detected my Swiss accent, DOUGLAS A-20 concluding that I was German. (Unfortunately Charlie The wartime demands for the A-20 mandated a produc­ still remembers the hurt, 40 years later . . . Author) tion rate ?f 312 planes per month. In order for us to ap­ On ground run-ups it was necessary to open the cowl proach thIS figure we had to devise an entirely new man­ flaps. On the A-20 a large portion of the wing surface was ufacturing concept. pretty well blanketed out with these flaps open and they Most aircraft have always been a very complex arrange­ also increased the drag. The new pilots who came to pick ment ofparts that at times seem to be designed to prohibit up the planes received a short lecture and then watched rapid assembly. It just wasn't possible to get very many a brief familiarization film. Although adequately warned, workers into those relatively small airplanes so we devised they would take off at times with the flaps open. The A-20 a moving line with a split fuselage concept. The implemen­ would just barely get into the air in this condition, but our tation of this novel approach was the result of many ideas tower operators at Clover Field were very observant and of a lot of people, myself included. they'd start screaming over the radio to get the cowl flaps The crowded working conditions which could result in closed. such take-offs could be very exciting! injuries were my primary concern. Any sizeable injury A shelf behind the cockpit in the A-20 was a handy rate would have a devastating effect on morale and even­ place to stow things. One day a colonel took off with the tually the production rate that the country had to have. cockpit enclosure unfastened. As soon as he reached take­ . Actually the split fuselage was easier to build. Right off speed the enclosure opened and away went the colonel's SIde and left side production lines were run parallel to flight bag and cap. There was no appreciable effect on each other. Access space was provided in the center. The flight behavior, but there was a very embarrassed officer simplicity of the fixtures was unique and essential to the and some poorly concealed chuckles by the ground crew. success of this venture. Each installation was carefully Later we began having young women work on the flight analyzed to be certain the assigned tasks could be per­ line. Fuel pressure adjustments had to be accomplished formed properly. Open shelving containing parts led di­ through the cowling, with the engine running. The cockpit rectly to the centrally located stock room. One shelf was occupant would either signal thumbs up for okay or thumbs provided as a place for rejected parts, with the inspector down on the preceding adjustment. Apparently one lady being responsible to handle any paperwork involved. All became confused or disoriented by the prop blast and noise fasteners were arranged in the sequence required. Frames because she turned in a slightly crouched position and were attached to jig points, longerons installed, then the walked right into that moving prop, head first. The trailing edge hit her a glancing blow and she staggered back falling ex.terior ~kins were riveted in place, all at 21/2 inches per mmute lme speed. Lead men on the job watched each to the ground. She just picked herselfup and walked away. others' progress, adjusting the speed controls to match the I guess it just wasn't her turn to check out. other line's progress. Historical Note: Total production of the A-20 and its var­ Occasionally the speed would reach four inches per iants, BD-l, BD-2, P-70, F ~ 3 and F3-A was 6,278 units, minute, with the workers being only minimally aware of with a maximum monthly production of 322 ships occur­ the increase. ring in March 1944. The moving production line is officially Five to six workers were assigned to each station which credited with this feat. The new Long Beach plant became enabled continuous movement of the assembly line. The operational during this period, which eased other produc­ only interruptions occurred when someone got stuck be­ tion problems. The next evolution was the A-26/B-26 tween the aircraft structure and the four-inch diameter series. vertical jig members. Plenty of loud hollering prevented Editor's Note: The fourth and final installment ofthis injuries and no one was ever hurt on this line! story will appear in the June, 1983 issue ofThe VINTAGE An interesting note about our wartime workers is that AIRPLANE . .. G.R.C . • VINTAGE AIRPLANE 15 MEMBERS! PROJE(JTS This section ofThe VINTAGE AIRPLANEis dedicated to members and their aircraft projects. We welcome 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.

This beautifully restored 1946 Aeronca 7AC Champ, NC83314, SIN 7AC-1979, has an 85 Continental with C-150 mufflers, ceco­ nite cover, butyrate dope, new seats and interior. Photo fur­ nished by Ernest Seiler (EAA 2247, AlC 2377) and James Beckner of Marshfield, MO, who say the plane flies perfectly!

Adolph Albert Pezoldt (EAA 112526, AlC 3149), 1210 Ferndale Lane, Springfield, OH 45503 and daughter Kay rib stitch the left wing of the family's 1950 Piper PA-20-125, N7304K, SIN 213. Along with wife Sandra and two friends, Joe Wunder and Jim Craft, they restored the plane at Mad River Airport, Tremont City, OH over a one-year period, from May 1980 to May 1981 . Resto­ ration included an overhaul of the Lycoming engine, new cover­ ing and some improvements such as Cleveland brakes, vacuum pump, static system, gyros, radios, wingtip strobes, and an Airtex interior. They never did agree on a paint scheme so the aircraft was painted all white.

GOLDEN OLDIE - FARMAN SPORT By Gene Chase The accompanying photo was provided by Professor Robert M. "Bob" Anderson (EAA 53175), NEO A&M Col­ lege, Box 15, Miami, OK 74354. It is one of four existing photos taken in 1929 of his father, Robert L. Anderson, Okmulgee, OK and his aircraft. Bob writes, "The plane was a 2-place sport biplane called the Farman Sport or Farman David manufactured in France around 1919 by H. & M. Farman. It was pur­ chased and flown in 1929 by my father, then put into storage during the 'Great Depression'. "Because of the deterioration of the wood and fabric, the wings and fuselage were discarded in the late 1940s with only enough of the original retained to provide most hardware and essential dimensions for restoration. "The engine is a nine cylinder, 60 hp, dual ignition Gnome-LeRhone rotary. It is complete and was preserved by the coating of castor oil it had accumulated while in use. "The aircraft structure was extremely light .. . 445 lbs. empty. All flying and landing wires and other bracing consisted of 1/ 16" piano wire. All wooden parts of any size, Robert L. Anderson was a pioneer aviator in Oklahoma struts, spars, etc., were hopowed out. The wing span was and son Bob is considering donating the remaining parts 23 .3 feet and the length, 20 feet. Wing area was 280 square of the Farman to the new Oklahoma Air and Space fe et." Museum in Oklahoma City. 16 MAY 1983 "Smithy's" Lockheed 8-0 Altair, VH-USB was a modified Lock­ retractible landing gear. heed Model 8 Sirius. Changes included enclosed cockpits and THE SEARCH FOR "LADY SOUTHERN CROSS" By Gene Chase Australia's number one aviation hero is Sir Charles Aye Island, a mere offshore speck nsmg several Kingsford-Smith, a World War I pilot whose later exploits hundred feet from the sea, its height shown as 360' instead included the first aerial crossing ofthe Pacific Ocean. This of the correct 460' on many locality maps, stood directly flight was accomplished in 1928 in a flight from Oakland, in the path of the oncoming aircraft as it completed its California to Brisbane in Australia in a Fokker Tri-Motor crossing of the Gulf of Martaban. named the Lady Southern Cross. Mr. E. P. "Ted" Wixted, librarian and aviation historian Charles Edward Kingsford-Smith was born in Brisbane of the Queensland Museum in Australia is currently coor­ on 9 February, 1897 and lost hs life on 7-8 November 1935 dinating a project to recover "Smithy's" Lady Southern on another long distance flight. On 6 November 1935 at Cross, VH-USB. He has made two visits to Burma and 6:27 a.m. (GMT), he and his co-pilot John Thompson from his investigation of the area from both the ground Pethybridge, left England on a flight to Australia in a and air, he believes he knows where the plane is likely to Lockheed Altair named Lady Southern Cross. It was a be resting on the seabed. flight impelled by financial necessity. Kingsford-Smith A team of divers has been practicing in the Brisbane stated he would avoid flying over long stretches of water River and nearby Moreton Bay with special flotation equip­ wherever possible. He said that any new record resulting ment purchased in West Germany. The necessary clear­ from the flight would be purely an incidental demonstra­ ances from the Burmese Government have been obtained tion of the capabilities of the aircraft. and funds are presently being solicited in both Australia Refueling stops were made at Athens and Baghdad, and England to finance the endeavor to raise the Altair and they reached Allahabad on schedule about 30 hours without further damage. If successful, this would solve a after leaving Lympne in England. The flight had been 47-year-old aviation mystery. routine. They left Allahabad at sunset, destination Singa­ Philatelists and other aviation historians may be in­ pore. At night the Altair was sighted over Calcutta, Akyab terested in one method which is currently being used to and Rangoon. At dawn the following morning, 8 November, help raise the needed funds. A special series of illustrated airport officials at Singapore waited in vain for the arrival envelopes has been created celebrating historic aviation of the aircraft. events of both Australia and the United Kingdom: these An intensive search was launched immediately but philatelic covers are collector's items, being limited in produced no result. Eventually hope was abandoned. Eigh­ number, specially postmarked and all flown in aircraft teen months were to elapse before the first clue to the ranging from Qantas 747s to a Tiger Moth. A set sells at mystery emerged. £30 and a support team cover costs £15. A wheel and part of an undercarriage found floating Contributions will be paid into a special bank account off Aye Island, near the Burma coast, in May, 1937, were in London for transfer into a holding account at the identified by Lockheed officials in California as having Queensland Museum in Brisbane. These funds will be used come from the Lady Southern Cross. Spurred on by this exclusively for search activities around Aye Island. Postal information, an Australian engineer working in Burma, orders should be made payable to Lady Southern Cross Mr. Jack Hodder, visited Aye Island. At its highest point Expedition and sent to: Mr. Kevin Lindeberg (London he noted a tree with its top cut off. In line with this tree Representative), Lady Southern Cross Search Expedition, he saw, down the southern slope, the broken tops of a dozen 215 Harlesden Road, Willesden, London NW10, United other trees. On the foreshore, near the spot where the Kingdom. wheel was found floating, he recovered a piece of duralu­ min and a piece of nickel-plated steel moulding. An at­ Editor's Note: We are indebted to Mr. Pat Harrington tempt to investigate the sea bed was unsuccessful. (EAA 89281, NC 1456), 35 Leone Street, Lawnton, Bris­ It is certain that, somewhere under the water separat­ bane, Queensland 4501, Australia, and Mr. E. P. Wixted, ing Aye Island from the mainland, between the five and Librarian, Queensland Museum, Gregory Terrace, For­ fifteen fathom mark, its exact site as yet undiscovered titude Valley, Queensland, Australia 4006 for this account forty years later, lies the wreck of the Lady Southern Cross of the Lady Southern Cross and the plans to recover the and all that is mortal of her Australian crew. wreckage . .. G.R. C. VINTAGE AIRPLANE 17 OTTO HEYER AND SCHELLVILLE

Otto ... who introduced the club to the hazards of By Bill Ewertz Southern Comfort Manhattans. (EAA 42278, AlC 7005) Otto ... the dedicated antiquer who built a row of 110 Specht Road rental hangars to house our "goodies". Sonoma, CA 95476 Otto ... who traveled to Oshkosh each year taking some of us with him. And to Ardene who enjoyed his (Photos by Bob McKenzie) hobbies as he did. To Otto we say goodbye. Schellville: A unique airstrip located 50 miles north of San Francisco, California and dedicated to antique, classic and experimental aircraft. It is home to the Schell vi lie Antique Escadrille which currently has over 100 members. Otto Heyer, 69 , our treasurer for many, many years suf­ fered a fatal heart attack while driving home from the field after working on his Cub. And now . . . The Treasurer's Report . .. Otto ... Well ... the savings account has $439.23. The checking account has a current balance as of Wednesday of $247.13 + /- . .. except I just got two tens and a five in cash, a bill for $9.20 from Jeannie and I haven't figured the sav­ ings interest yet. We still have a couple of bills coming in from Jim so the balance is . .. well, I'll figure it later. Such is the legacy of Otto Heyer. Otto . .. the most entertaining and accurate bookkeeper/treasurer the club has ever had. Some of the 32 planes awaiting take-off. 18 MAY 1983 Bill Ewertz in his 1929 Great Lakes. Don Carter's Ryan STA

Saturday, November 13 was the only clear day we had Following is a listing of planes and pilots in the forma­ after a solid week of rainy misery. The day had to be good tion: because Otto was something special and we just had to do Jim Smith - Marquart Charger something special to honor him. Ray Galeazzi - Marquart Charger And something special we did! The Schell ville An­ Jeannie Williams - Marquart Charger tiquers fielded 32 aircraft to fly a missing man formation. Bob Brunner - Acroduster II Leading was a three-plane vee of Marquart Chargers (since Erik Peterson - Starduster II Otto's Charger was his pet project and his was into the Larry Haywood - Chipmunk final painting stage). Following the Chargers were group­ Dick Terangio - Chipmunk ings of antiques, classics and experimentals in formations Lee Grabill - Ryan PI'-22 of three or more by classifications. Don Carter - Ryan STA A continuous circuit of planes made three passes over Leif Ostnes - Fairchild 24 W the field with one Charger pulling out and heading west Frank Ramos - Fairchild 24R on the second pass. At the completion of the third pass Jan Ewertz - Aeronca 7 AC everyone landed and grouped together for Otto's Antique Roy Harris - Aeronca 7 AC Party. Jim Lynch put our feelings into words with a toast Mike Davi - Aeronca 7 AC Otto would have been proud of. Ken Copp - Aeronca Chief Southern Comfort Manhattans were tipped as we began George Dray - 1929 New Standard our "attitude adjustment hour". Ardene Heyer provided Glenn Lyman - 1931 Travelair 12W ample food to round out the menu. Otto's ashes have now Jim William - 1929 Fleet permanently joined the Schell ville soil over which he flew Bill Ewertz - 1929 Great Lakes and we now fly, dogfight and cut paper. Arden Valasek - Waco UPF Thanks Otto ... for just being you! Len Grantham - Stearman PI'-17

(L-R): Starduster II, Erik Peterson; Marquart Charger, Jim Smith; Marquart Charger, Ray Galeazzi. Steve Johnson in his AT-S.

VINTAGE AIRPLANE 19 i

PT-22 and Lee Graybill. Glenn Lyman's 1931 Travel Air 12W.

Bill Walker - Stinson 108 Bill Lawson - Culver Cadet Bruce McGlocklin - Piper Clipper Steve Johnson - AT-6 Pete Weibens - Bonanza Buzz Moll -J -3 Lee Schaller - Super Cub ExPERIMENTAL Ron Metcalf - Super Cub J oe Pollyak - J-3 A,RCRAFT Al Flint - Cessna 140 Tom Thacker - EAA Bipe ASSOCIATION Otto Heyer (EAA 2213) was an ardent supporter of sport aviation and Schellville Airport will not be the same without him.

Chipmunk - Larry Haywood. George Dray's 1929 New Standard.

,

20 MAY 1983 LETTERS TO THE EDITOR when he was killed, and I hear that Bill Freeman of Stone Mountain, GA now owns it. Of course you should already know about mine. The enclosed photo, taken last summer shows it on the gear. Mine will have an R-975-28 Wright with a 2D-30 constant speed prop. We hope to start the plywood covering this summer. Sincerely, Willard and Donna Benedict (EAA 6786, AIC 294) 129 Cedar St. Wayland, MI 49348 Dear Gene: I enjoyed seeing the pictures of the Stinson Reliant in the November 1982 issue of The VINTAGE AIRPLANE. I owned a SR-7B, NC15174 and flew it from 1948 to 1951. It had a Lycoming R-680 245 hp engine with a Lycomingl Smith manual propeller. I looked at this beautiful airplane at Oshkosh '82 and 1932 Heath Parasol restored by Dr. Ed Garber (EAA 38078, Ale noted it was just like mine except for the propeller. There 162). The colors on this attractive little Heath are black and gold. must be something wrong with the paperwork. Mine would Dear Gene: not do 146 mph. It indicated 85 mph at 15 gal.lhr. and Knowing of your interest in the ultralights of the 20s hardly trued about 100 mph. (The writer is comparing his and 30s, I have enclosed a picture of my latest Heath. This Stinson with Roy Redman's SR-8C powered with a 300 hp Heath was originally built by a couple of Minnesota far­ Lycoming and Hamilton Standard constant speed propel­ mers in 1932, and there was a picture of it in one of the ler.) Antique Airplane Association magazines during the mid­ The blower seal was out on my engine and I couldn't fifties. close the throttle because it would suck a gallon of oil on You might remember this airplane ... the fuselage every landing and the smoke would cover the airport. So stood up in the corner of Bob Taylor's hangar at Ottumwa, I would enter the pattern, cut the ignition opposite the Iowa for several years. It was owned by John Edgren and runway, leaving the throttle in. After the touchdown I'd I purchased it from him a few years ago. pull the throttle back, flip the ignition on and taxi away As you will notice, the tail section is somewhat modified with no smoke. and the landing gear is a more modern type. I started with I flew it that way for a year before I sold it for $500 the fuselage and some other pieces, but built all new wings, and a Taylorcraft L-2. The guy was going to rebuild the struts, engine mount, etc. It is powered with a Continental Stinson but he just scattered the pieces and that was the A-40 and flies "strongly" as they used to say. end of it. We hope to get some in-flight pictures in the near I had a forced landing in it when I was coming home future of both of my Heaths flying together and I shall from the 1949 Cleveland National Air Races. I was sure I forward a picture of that event to you. had enough gas to get to Hannibal, MO but I encountered Hope you and all the gang at EAA are doing well, and a severe shortage of petrol about five miles out, where the we are looking forward to a big week in the summer. With Mississippi River is three miles wide! The prop stopped kindest regards, straight up and down and was the only time it ever stopped Sincerely yours, windmilling. I landed it without a scratch but it was a bad E. C. Garber, Jr., M.D. experience. With three of us in it, lots ofluggage and only 1641 Owen Drive % tank of fuel, it still took a full half mile to get it off and Fayetteville, NC 28304 I de-tassled some corn on the way out. Keep up the good work on VINTAGE, Gene. Dear Gene: Just a short letter to comment on a few things in the Sincerely, January and February 1983 issues of The VINTAGE David D. Blanton (EAA 10738, AIC 772) AIRPLANE. President and Chief Engineer First, your comment regarding the bulge aft of the Javelin Aircraft Company, Inc. cockpit on Frank Hawks' Texaco 13 ... as near as I can 1980 Easy St. determine from my factory photos (your back cover is one Wichita, KS 67230 of those negative numbers) this was the original version with an entirely different paint design. It appears that after Hawks dead-sticked it at the factory on a test flight, it was rebuilt without the bulge. Also see Ed Phillip's book, "Wings Over the Prairie". In the February article by Joe Haynes it is mentioned that Frank Hawks' NR1313 was modified with the short racing wings from NR614K for the 1930 Thompson race. Although this is possible, I rather doubt it, since I have examined the short wings for NR1313 very closely, and have found no evidence that they ever had any paint on them other than the Texaco red and cream with the logos hand-painted on. The aileron drain grommets were never even opened up. As you know these wings are currently in the Staggerwing Museum in Tullahoma, TN. One last note ... the replica being built at Tullahoma is not the only one. Dick Austin was well along with his VINTAGE AIRPLANE 21 YESTERDAY REMEMBERED Miniature Scale Replicas of Your Favorite An­ tique or Classic Airplane, Meticulously Hand­ crafted in American Black Walnut. A Truly Unique Desk Set with Matching Pen and Goldtone I.D. Plate for Gift, Award or Flying Event Trophy. Planes Can be Pedestal Mounted Depicting " In­ Flight," or Base Mounted to Depict a " Landed " Attitude.

For FREE Color PLANE PEOPLE You Cub buffs take note ... this is the original fabric on this Brochure with 2017 Fieldcrest Court So. 1946 Piper J-3 Cub owned and flown by Donnie Jensen (EAA Price List and 132141, AlC 4286), Rt. 2, Box 288, Albert Lea, MN 56007. Note Full Details: Salem, Oregon 97306 positioning and style of the letters and numbers. Photographs WRITE or PHONE (503) 370-9806 at Oshkosh '82 by Norm Petersen. l?~LIV~ tRe WL()~~ ~l?A 01 AVIATI()~

Jacket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classic logo patch on chest. Sizes - XS through XL ...... $28.95 ppd Cap - pale gold mesh with contrasting blue bill, trimmed with gold braid. Antique/ Classic logo patch on crown of cap. Sizes - M and L (adjustable rear band) ...... $ 6.25 ppd Antlque/Cluslc Patches Large - 4W' across ...... $ 1.75 ppd Small - 3V.. ' across ...... $ 1.75 ppd Antique/Classic Decals ­ 4" across (shown left) ...... $ .75 ppd

Available Back I..ues of The VINTAGE AIRPLANE 1973 - March through December 1974 - All are available 1975 - All are available 1976 - February through April, August through December 19n - January through June. August through December 1978 - January through March, August, October through December 1979 - All are available Send check to: 1980 - January, March through July, September through December EM Antique/Classic DIvision, Inc. 1981 - All are available P.O. Box 229, Hales Comers, WI 53130 1982 - February, May through December Allow 4-6 Weeks for Delivery 1983 - January through Apri l Wisconsin Residents Include 5% Sales Tax Per Issue ...... $1 .25 ppd Lindbergh Commemorative Issue (July 1977) ...... $ 1.50 ppd

22 MAY 1983 Classic owners! Interior looking ah.bby? CJ

THE JOURNA L OF THE EARLY AEROPLANE Finish it right with an Girtex interior S,l\MPLE ISSUE $4 Complete interior assemblies for do-it-yourself instal/ation. 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601 Custom Quality at economical prices. CLASSIFIED ADS • Cushion upholstery sets Regular type, 45c per word; Bold Face, 50c per word; ALL CAPS, • Wall panel sets 55c per word. Rate covers one insertion, one iBSUe; minimum charge, • Headliners $7.00. Classified ads payable in advance, cash with order. Send ad • Carpet sets with payment to Advertising Department, The VINTAGE AIR­ • Baggage compartment sets PLANE, P.O. Box 229, Hales Comers, WI 53130. • Firewall covers ACRO SPORT - Single place biplane capable of un­ • Seat Slings limited aerobatics. 23 sheets of clear, easy to follow plans, • Recover envelopes and dopes includes nearly 100 isometrical drawings, photos ana exploded views. Complete parts and materials list. Full Free Catalog of complete product line. Fabric Selection Guide size wing drawings. Plans plus 88 page Builder's Manual showing actual sample colors and styles of materials: $3.00. - $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 et ,.;r inc. 425-4860. Qlr ex product~, ACRO II - The new 2-place aerobatic trainer and sport 259 Lower Morrisville Rd., Dept. VA biplane. 20 pages of easy to follow, detailed plans. Com­ Fallsington, PA 19054 (215) 295-4115 plete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pack - $4.00. Send check or money FLYING AND order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ ners, WI 53130. 414/425-4860. GLI DER MANUALS POBER PIXIE - VW powered parasol - unlimited in low. cost pleasure flying. Big, roomy cockpit for the over 1929, 1930, 1931 six foot pilot. VW power insures hard to beat 3V2 gph at 1932, 1933 cruise setting. 15 large instruction sheets. Plans - $45.00. 2.50 ea. Info Pack - $4.00. Send check or money order to: ACRO SEND CHECK OR MONEY ORDER TO: SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 EAA Aviation Foundation, Inc. 425-4860. WANTED: PARTS,TOOLS,MANUALS,TECH.ORDERS, Box 469 Hales Corners, WI 53130 SERVICE BULLETINS FOR EARLY WRIGHT 1820 F Allow 4-6 Weeks For Delivery SERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20, Wisconsin Residents Include 5% Sales Tax -25, -30, -37 & -75. ODER, 13102 DAYWOOD DRIVE, HOUSTON, TEXAS 77038. 713/445-33n. MEMBERSHIP INFORMATION e 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 fAA years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually. • EAA Member - $18.00. 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 ANTIQUf­must give EAA membership number. • Non·EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12 CLASSIC monthly issues of The Vintage Airptane, one year membership in the EAA and separate membership cards. Sport Aviation not included. lAC e Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. • Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to WARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication L TRALIGHT ($15.D!' additiona/tor Sport Aviation magazine). For current EAA members only, $15.00. which includes U UltralIght publIcation. e FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dol/ars or an international postal money order similarly drawn.

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VINTAGE AIRPLANE 23