actiVities. Due to the limited parking space available a pair of antique goggles for sponsoring five new in the Display Aircraft Parking Area, we do not plan members and a leather flying helmet for sponsor­ to park the aircraft by type. However, we do have ing ten new members. Don't forget, the big prize is the aircraft type signs available, so if any type clubs a five year free membership to the member who spon­ want to have their own row(s), we shall be happy to sors the most new members by the end of 1978. Let's supply the signs, but it will be necessary for them to see how many helmets and goggles you can win. There make arrangements directly with the Antique/Classic is no limit. Division Parking Chairman, Arthur R. Morgan, 3744 North 51st Boulevard, Milwaukee, Wisconsin 53216, before July fifteenth and to police their own rows with JOINT DIVISIONS MEETING their own members starting on Wednesday, July 26, AT EAA HEADQUARTERS and continuing through the entire convention period. While we are talking about the Display Aircraft The Officers and Directors of the Antique Classic Parking Area we would like to point out that the EAA Division, the Warbirds and the International Aero­ Convention is somewhat different from the average batic Club met on April 29th for the first annual Joint fly-in which we usually attend . EDUCATION is the Divisions Meeting. Chaired by Paul and Tom Pober­ basic theme of the EAA Convention, and your Antique/ ezny, the agenda focused on the state of the divisions Classic Division tries to encou rage this theme in both and more effective methods of working together in its forums and its Display Aircraft Parking Areas. We THE RESTORER'S CORNER solving problems that are common to all three divi­ would appreciate your cooperation in using the Dis­ sions. "Each division is interested in expanding its play Aircraft Parking Area exclusively for parking those By J. R. Nielander, Jr. membership," said President Paul in citing an example aircraft of which you can be justifiably proud of your of how the three groups are unified, " and it will help It's again that time when we start planning for work or efforts spent in its restoration, reconstruc­ us all if we exchange ideas for increasing our member­ the annual safari to aviators' paradise. The 26th An­ tion, or continued "Tender Loving Care" mainte­ ship lists ." The reaction produced a wealth of ideas nance. In this area we want to display that which we nual EAA Convention and Fly-In will be held at Witt­ and suggestions all of which contributed to a highly man Field, Oshkosh, Wisconsin, from Saturday, July consider excellence in our field and that from which successful day. others can learn by close inspection, by example, and 29 through Saturday, August 5,1978. Major discussions also developed on the subjects by conversing with the owners and restorers. In this Your Antique/Classic Division has again organized of EAA services to the divisions, developments in area he who is planning to restore an antique or a full week of activities for antique and classic air­ the FAA (Charlie Schuck was there to explain FAA classic aircraft can see what he can expect to achieve craft and their owners. These include the judging of attitudes and action), participation at Oshkosh and the exhibit aircraft and the awarding of trophies in and can thereby be fired with enthusiasm. In this area in the museum. many different classifications. Additionally, well-known photographers can snap the finest collection of the The day's events proved what Paul Poberezny has aviation pioneers and outstanding restorers will be restorers' art. In this area he who comes to admire long sensed : that although the EAA tJas several divi­ recognized at the daytime Interview Circle and the historic beauty on wings can savour the excellence sions, it is not divided. The special interest groups evening Pavilion Program. On Thursday evening the of workmanship. within the organization of EAA are tightly bonded by Division will present a History of Flight Pageant as In the centerfold of this issue you will find a bal­ their mutual interest in flying and their desire to the evening air show program. The Forums Commit­ lot for the annual election of Division officers and preserve their own way of doing it. directors. In addition to the candidates nominated tee has a full schedule of type club and general in­ Representing your interests at the meeting were terest forums planned. These generally include in­ by the nominating committee, there are spaces for J. R. Nielander, Jack Winthrop, Brad Thomas, Claude formation on maintenance problems, parts availability write-in candidates of your choice. Please exercise Gray, Art Morgan , John Turgyan, Kelly Viets, Dale and substitution, modifications, specific restoration your right to vote, and show your officers and direc­ Gustafson , and Bill Ehlen . techniques, flight characteristics, and aircraft avail­ tors that you support them, or write in the names of ability. Additionally, there will be forums on tech­ those whom you would prefer to see on the Division HELP NEEDED AT OSHKOSH niques and procedures applicable to all aircraft. These management team. Only with your active response forums are scheduled for a 1 '14 hour period and are can we determine what is necessary to give you the Kate Morgan and Donna Bartlett have requested held in a large meeting tent located next to the An­ organization which you want. assistance for the Antique/Classic Headquarters Staff tique/Classic Division Convention Headquarters barn. Don't forget about our membership contest. Take at Oshkosh . Staff members are involved in the vital The tent is complete with blackboards, rostrum, pub­ all of the membership applications out of your back function of providing information, taking member­ lic address system, projection equipment, and 250 issues, print your name and Division membership ships, selling magazines, etc. If you can help two hours number on the back of them, and distribute them seats. any a.m . or p.m. write Kate at 3744 North 51st Boule­ to your friends and acquaintances who share your Again this year we are inviting all type clubs to vard , Milwaukee, WI 53216, or Donna at Box 5156 , interest in vintage aircraft. Make sure that you win make the EAA Convention one of their annual fly-in Lakeland FL 33803. The VINTAGEAIRPLANE Editorial OFFICIAL MAGAZINE EAA ANTIQUE/CLASSIC Staff DIVISION INC. of THE EXPERIMENTAL AIRCRAFT ASSOCIATION Publisher P.O. Box 229, Hales Corners, WI 53130 Paul H. Poberezny CopyrightO 1978 EAA Antique/Classic Division. Inc .. All Rights Reserved.

Editor (Photo by Chris Sorensen) JUNE 1978 VOLUME 6 NUMBER 6 1941 Waco UPF-7 of Liz Winthrop. David Gustafson TABLE OF CONTENTS Associate Editors: H. Glenn Buffington, Robert G. Elliott, AI Kelch, (Cover Photo by Chris Soresen: George S. Mennen's 1940 Spartan Executive.) Edward D. Williams, Byron (Fred) Fredericksen

Readers are encouraged to submit stories and photographs. Associate Editorships are assigned The Restorer's Corner by J. R. Nielander, Jr...... 2 to those writers who submit five or more articles ,which are published in THE VINTAGE AIR­ A Stinson by Byron (Fred) Fredericksen ...... 4 PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR­ World War I Era Replica Plans by Leonard Opdycke ...... 10 PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions expressed in articles are solely those of the authors, Responsibility for accuracy in reporting Notice of Annual Business Meeting and Election of rests entirely with the contributor. Officers and Directors ...... 12 Vintage Album ...... 14 Directors ANTIQUE/CLASSIC A Harbor For Classics by David Gustafson ...... 16 DIVISION William I. Ehlen AI Kelch Restoration Tips by Fred Chew ...... 20 Route 8 Box 506 7018 W. Bonniwell Road OFFICERS Tampa, Florida 33618 Mequon, Wisconsin 53092 The Baby Cessna ...... 24 Calendar of Events ...... 25 PRESIDENT Claude L. Gray, Ir. Morton W. Lester Letters ...... 26 J, R. NIELANDER. JR. 9635 Sylvia Avenue Box 3747 Northridge, California 91324 ~artinsville, Virginia 24112 P.O. BOX 2464 FT. LAUDERDALE. FL 33303 Dale A. Gustafson Arthur R. Morgan 7724 Shady Hill Drive 3744 N, 51st Boulevard Milwaukee, Wisconsin 53216 EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP VICE·PRESIDENT Indianapolis, Indiana 46274 JACK WINTHROP Richard Wagner M. C. "Kelly" Viets o NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/ RT. 1. BOX 111 P.O. Box 181 RR 1 BQX 151 Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem­ ALLEN. TX 75002 lyons, Wisconsin 53148 Stilwell, Kansas 66085 bership in the Experimental Aircraft Association and separate membership cards. SPORT AVIATION magazine not included. Advisors SECRETARY o EAA MEMBER - $14.00. Includes one year membership in the EAA. Antique/Classic W. BRAD THOMAS. JR. Ronald Fritz Stan Gomoll Division, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD. 1989 Wilson, NW 1042 90th Lane, NE 301 DODSON MILL ROAD (Applicant must be current EM member and must give EAA membership number.) PILOT MOUNTAIN. NC 27041 Grand Rapids, Michigan 49504 Minneapolis, Minnesota 55434 John R. Turgyan Robert E. Kessel TREASORER 1530 Kuser Road 445 Oakridge Drive E. E. "BUCK" HILBERT. Trenton, New Jersey 08619 Rochester, New York 14617 8102 LEECH RD. Robert A. White UNION.1L ,60180 Box 704 Zellwood, Florida 32798 THE VINTAGE AIRPLANE is owned exclusively by EAA Antique/Classic Division, Inc., and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales Corners Post OHice, Hales Corners, Wisconsin 53130, and additional mailing oHices. Membership rates for EAA Antique/ Classic Division, Inc., are $14.00 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. Page 4 Page 16 Page 24 3 A STINSON

By Byron (Fred) Fredericksen 3240 W. Beezewood Lane Neenah, Wisconsin 54956

(Photos by the Author unless otherwise noted)

Left, Mr. J. D . Berry, right, th e author and Stinson 'N NC 15 165 on an island across th e river fro m Nenana Alas ka , M ay 16, 1972. (Aircra ft was landed in 50 ft snow with the gea r up 90 miles w est of here in 1947.)

"What do you think about this?" my friend asked I got a magnifying glass from my briefcase and as he reached across the the table and handed me a studied the photo in detail. The photo was of good color Polaroid photo. My mind was still with some quality but was taken very late in the day. It showed home movie films of airplanes we had just viewed a forest in the arctic twilight with some snow cover when he spoke and I really only half heard what he and parked in the shadows beneath some huge trees had sa id. The autumn Alaska air was' cool even in was an airplane. A big airplane. It had three engines the cabin as I shuffled my feet to a more comfort­ on it complete with cowling and propellers. The able position, gulped some freshly brewed coffee and wheels and tires were removed but the gear was gazed at this photo. As I began to realize what I was down and the airplane was mounted in this position looking at, I answered, " I didn't think any of these on a very large log frame skid . The fuselage top existed anymore." My host then said , " Well this one and windshield was covered with a canvas. The tail does; it is mine and I wanted you to know about it as I group was visible as were the wing struts. It was , may dispose of it . . . maybe ... there is still some work of course, a low wing Stinson tri-motor airliner all to do." complete except that the outboard sections of the 4 wings were removed. I had a hundred questions to ask, but thought better of it. I poured some more coffee and listened to a tale about which one should write a book, then make a movie. As my friend re­ vealed his story of where this airplane was when he found it, why it got there, how he moved it to its present location, and what sti ll remained to be done to get it out of the wilderness, I realized a once in a lifetime adventure was unfolding here. Some readers will by now know my friend with the photo was Mr. J. D. Berry for he briefly wrote of and had a photo of this subject Stinson in an Antique Airplane Association magazine some years ago. This was 1970 when he informed me of this air­ plane and told me his story. Ever since then I have been hoping he would write a complete story about his ten year ordeal to recover this rare bird . He has not chosen to do so as of this date, nor will I write of the COMPLETE story here. I would however like to share the portion of this adventure in which I was personally involved along with some rare photos I took for those interested in Stinson history. I have always had a special interest in the Stinson airplane. Twenty years ago I bought my first Stinson. It was a 108-1 model Voyager. I owned three other 108 series after that and some of the most pleasurable hours I have ever spent flying was in the left front seat of a Stinson Gull Wing I onee owned. The publica­ tion entitled THE STINSONS by John W. Underwood is an excellent reference for the Stinson buff. It contains good photos and history of all three models of tri-motors built by the Stinson Company. In another of Mr. Underwood's books titled THE VINTAGE AND VETERAN AIRCRAFT GUIDE there appears on page 42 a model 'A' tri-motor with a caption which states N15165 is the last surviving model A. N15165 is the air­ plane' in the photos on these pages. There is also a fine discription of the model 'A' Stinson ATC #556 in Mr. Joseph P. Juptners book titled U. S. CIVIL AIR­ CRAFT VOL. 6. I have not read where anyone has stated the exact number of these models produced. It seems however some 35 were manufactured of which the prototype was first flown in mid 1934 with the bulk of production in 1935 and 36. Production had ceased by 1937 and by this time the A's were operat­ ing in many foreign countries as well as in the U.S., namely by American Airlines, Central Airlines, Delta and others. I can just barely remember seeing these airplanes when I was a kid and I have always thought the 'A' was a very handsome airplane. The model A specifications and performance data were very impressive for its time and they were well built. Arrival a t the village of Nena na. ( Note huge tug boats required to move these barges and their cargo.)

(My associates and I are rebuilding a 1931 high wing Stinson tri-motor at present which is the same type construction as the 'A' with 4130 ClM welded steel tubing fuselage as well as wing spars welded up with same material into a truss.) Ribs are square aluminum tubing. The only wood used is for fairings here and there. But then these fine aircraft like so many others of the past gave way to the more modern method of construction such as used on the Boeing 247 and Douglas DC-2 and 3 series with all the rivits and shiny aluminum. I will be brief here with the events involving the recovery of N15165 and its subsequent rebuild as I do not wish to steal the present owner's thunder or former owner's should either ever decide in the future to do a complete story of this interesting adventure. Going back to 1970 at J. D .'s home where he first showed the photo, we speculated on what the airplane might be worth. I have always felt any antique was worth what some one might pay for it. However this airplane might well be the last of its kind . Then two things happen , one you can begin to justify the time and dollars spent to recover it and second one can dictate the selling price. If it is the only one and the prospective buyer gives you a hard time on your price simply ask him to check around on the price of these models for sa le and if he cannot make a better deal come back and see me ! J. D. indicated what he might wish to take for it, however we did not make any deal at that point in time. Later when I was back home in Wisconsin , I w as given a price which included the airplane being brought out to civilization where one could drive a vehicle to it. At the time I was shown a photo of the airplane which was about halfway on its ·almost one hundred mile trip from its original location sight to the nea rest road. J. D. had all his equipment in the bush at the Stinson site. This included a D-8 Caterpillar equipped with a dozer blade, a huge sled on skids which con­ tained many fifty gallon drums of fuel and oil, two five ton co me alongs, snowmobile, many parts and hand tools and the two airplane wings. Along with

Unloading a t Union Oil Co. Dock. (A magnifying glass will m ake visible 75765 on the rudder. ) 6 Th e la st pull 10 C olde n Vall e y Electric In c. sub station enclosure.

these he had built a six foot by twelve foot cabin for shelter mounted on skids for pulling. This home away from home is called a "Wanigan". He would go ahead with the Cat and clear a few hundred yards of timber along the route he chose through the bush and over the ridges, come back and hook up his "train": airplane, sled and Wanigan, and then unhook again and clear another path and so on. The only catch to this process was that this had to be done in the winter months only as the unfrozen tundra would not hold up the Cat in the summer months. And what with the break downs, problems with starting and operating a diesel engine in fifty degree below zero weather, uncertain ice thicknesses to cross over rivers , coupled with very few hours of daylight that time of year in Alaska one wonders if any price is worth that. A man all alone in this type of operation could get himself killed. In fact the Cat did go through the ice once. He got it free all by him­ self. Another time be broke a foot in a mishap and laid in the Wanigan in that condition for ten days before a refueling plane he had ordered found him. Talk about a dedicated antiquer! Once again, would this story not make an interesting movie? And all it would require was a one man cast. I accepted J. D.'s asking price and had in fact made a deal with a third party here in the "Lower 48" to acquire it. I might add that was the first and last time I will ever be the in between man on a deal like this, it cost me a very good friend and one cannot put a dollar value on that. One cannot state he lost money he never had, however I was offered thirty thousand dollars more for the airplane than I got for it while it was still in Alaska, but then that's water over the dam. I really was not in this for money. J. D. and I only wanted to see this 'A' find a good home and people that would rebuild her and fly it again. And I understand it is being rebuilt at this time in a very professional manner. Anyway, due to an almost inhuman effort the man,

!Dick Stouffer photo) The Stinson obviously required a little more than a wash and paint job.

7 the cat , airplan e, sled , and Waniga n after two winters of work arrived on an island across the river fro m Nenana, A las k a about sixty miles belo w Fairbank, . This w as M ay, 1972 . And the ice w as b rea king up in th e swift spring current. I ca n imag in e J. D . stand ing there on th e b ank thinkin g if I w a~ ju st a w ee k earlier I coul d cross to th e road into to wn . He w alked across th e ice lea vin g everything o n th e island and advised me of the situation. M ea nwhile, something was taking place abo ut th at time in th at th e military at Ft. W ainwright had received som e fl ying cranes, (car go heli copters). Th ese animals could do in a few minutes wh at takes us mo n th s in terms of moving th e tri-moto r. A ft er months of ca ll s, pro mises, letters etc. w e fin all y gave up o n th e U. S. A rmy. (Th e pres ident of EAA even tried to help but to no ava il.) I fin all y fl ew up to J. D .'s pl ace and we worked o ut a meth od to get th e airp lane across th e ri ver. Th ere was a Barge Lin e Company w hich wintered in N en ana and w as by now readying the ir tu gs and barges fo r the summer se ason of hauling fu el and equipment to their custo mers via the river highways in Al as ka. The re equipment is much the sa me as th e tu gs and barges w e see o perating o n th e M iss iss ippi . Tbeir b ase w as a sho rt d istance down strea m fro m (whi c h continued to w as h away). W e immediate ly ter much negotiating with the local railroad depot the Stinson site on th e island. J. D . spoke to them b egan to pull everything o n board . In a couple o f personnel we got the okay to cross the tracks if w e and a price was agreed o n to pu sh a ba rge to th e hours w e w ere all loaded ju st as our ramp vanish ed. first built a bridge of planks to run on . This we did island , ti e unto the sho re and give us a day to build What a good feeling w e had. This w as 1972. M r. Berry and pulled th e tri-mo tor up to the pow er station ga te a ramp to the barge and load our ca rgo. J. D . and I started this pro ject a hund red miles away, back i n o nly to fi nd th e ga te was too small to all ow th e air­ hired a local fellow w ith a boa t to take u s ar o und '1961 ! The tug captain se nt a sm all boat for u s as pl an e to pass thro ugh. W e got so me sh ovels, d ug down to th e back of th e islan d and we t h en sp e nt five w e w ere no t to sleep o n the ba rge. all aro und o ne ga te post until w e hit th e huge chunk days c utting b ru sh and dragging everythin g to th e The next day the tu g brought o ur precious ca rgo of concrete th e post was ce me nted into . Th is w e w ater's edge, whil e w aiting for o ur 's hip ' . The tug down strea m to th e r iver dock of th e Unio n O il lifted o ut with th e dozer b lade. W e then pulled the and barge ca m e in sig ht o n th e fi fth day but th e Company. M r . Co ghill o wn er of this Company was airplane inside th e fence, replanted th e ce ment and current was 50 strong the tu g lost steerage an d th e kin d eno ugh to let us completely tear up his ya rd post, closed the ga te and locked it. I th en so ught an ba rge wound aro und th e tu g and fl oated down stream. w ith th e ca t in th e unl oa ding process. D. o ld gentlem en that li ved ac ross th e street and gave Th e crew w e nt af te r it an d th e n ex t day m ade it J. straighten ed th e ya rd o ut later w ith th e dozer b lade. him some doll ars in re turn fo r his sh OO ing away any all th e w ay . Th ey pu sh ed int o sh ore as c lose as We pulled everythin g to a dirt side street out of people he may observe climbing th e fence with an poss ibl e and tossed heavy ca bl es as ho re whi ch we everyon e's w ay and wondered where w e could store interes t in o ld airplanes . clamped aro und tree stumps w e had cut. Th e crew the airplane. pulled the barge with th e pow er win ches . Th ey left We d iscovered an aba ndon ed electric company Th e n ex t day w as spent load ing <.1 11 o f J. 0.', with th e tu g aft er th e Captain re minded u s h e d id power sub stati o n at the edge o f town. It had a cyclo ne equipment o n a ra ilroad fl at- car fo r shipment to Fair­ not w ant th e deck o f th e barge to rn up by th e ca t. fence aro und it with a ga te and lock. W e found th e banks. W e later drove to Fairbanks in J. D.'s truck W e w ere t o pl ank th e trac ks. I forgo t ho w m any owne r to be Golden Vall ey Electric Association Inc. and took a mu ch n eeded res t. W e vi sit ed o th e r million s o f dolla rs h e sa id th e ba rge co st. "And whose office was in Fairbanks. W e w ent there, sa w spots where I observed a compl ete Norse man an d a don't smo ke on it because the , even foot d eep ho ld Mr. Boyd Ro berts, as ked and w ere given permi ss io n G ull Win g Stinson rotting o utside in the elements and is full o f fu el fumes." to use th e Nenana St ation for a month , signed a hold suffering hard knocks fr o m snow plows. J. D. also took W e got ri ght to wo rk . J. D. pushed ton s o f dirt harmless agreement and returned to Nenana. Th en w e me to the muse um at th e U niversity o f Alas ka where and trees into the ri ve r b etween the sh o re and th e reali zed w e had to cross two set s of railroad trac ks I could have spent a couple days. Aft er that we took barge . Half o f it washed aw ay but finall y enough logs with th e ca t and the airplane. You ju st don 't run a the airline down to An cho rage and vi sited Mr. Reddin , and trees w ere cri ss -crossed and thi s base began to c rawler pulling an eight thousa nd pound load on rou gh the curato r o f the Air Transportation Muse um who hold th e mud and dirt and soon w e had a ramp log ,kids across another man's railroad tracks. Af­ gave us a sw ell tour of this institution. 8 (Dick S!ouffer pho!o) 'itting tab A into slot B is no easy ta sk in a rebuild of his size.

(Dick 5rouffer ph 0/0) The monumental task is nearing completion and may be flying when you read this.

Delivered to original owner February 28, 1936 Crashed, November 1947. No details given. American Airlines, Inc. 4848 West 63 Street, Chicago, On February 19, 1948 so ld to Northern Con­ This musellm and its contents has since burned to Illinois. solidated Airlines, Inc. Box #1439, Anchorage, Alaska. the ground. Ship damaged at Washington, D. C. on June 8, Remarks: I then said goodbye to J. D. and spent the next six 1936, when a drunk drove a car into the tail while Delivered to American Airlines, M arch 2, 1936. and a half hours inhaling Vodka martinis on a non th e ship was parked near a hanger at the Washington NC Licenses iss ued to expire 3-1-37, 3-1-38, 3-15-39, stop jet to Chicago. ai rport. and 11-15-40. On 11-14-40 license NC-15165 approved The tri-motor was picked up by semi truck along for one year. Aircraft disapproved for license on with a new set of wings Mr. Berry had aquired that On November 2, 1939 the total time on this aircraft 10-30-42 due to bad original fabric. Ship approved went with the deal. The airplane is being rebuilt in was given as 2234;03 hours. for license on 5-15-43 for one year. Crvsta: Lak~, Wisconsin and should flv this summer. Sold to Lavery Airways, William L. Lavery, Fair­ The next chapter is for Mr. J. D. Berry to write, Perhrt ps some day J. D. and I may watch it fly at banks Alaska, April 27, 1940. should he wish to do so. sC;'lIe antique meet. For five years now I have sought and acquired what F-or the record: Sold to Raymond I. Peterson, DBA Ray Peterson I believe is a complete listing of every serial number Stinson NC15165 was manufactured under ATC #556, Flying Service, Anchorage, Alaska, September 14, of the Stinson 'A' models produced. I followed one model A, serial No. 9125. Engines were Lycoming (3) 1942. rumor and found some "bones" of an A model. I model R-680-5, 260 hp each; engines serials were Rt. Sold to Ray Peterson Flying Service, Raymond I. believe there are two more in existence, in what #2-1292, Lt . #2-1400, ten. #2-1290. Number of crew Peterson , Marie Antoinette Peterson, Glen I. Dillard, condition I do not know; however, I am going to find and passengers, 9 PCLM. Anchorage Alaska, April 26, 1944. out. Who knows? 9 Curtiss JN4 series: Fokker DVIII: * jN4(Can) : 35mm microfilm roll - Ken Hyde, RD *Full set from Platz original sketches for Warner 1, Warrenton, VA 22186 powered reproductions. E. D . Swearingen, 40 WORLD WAR I ERA * jN4D: Ken Hyde (above) Monee Road, Park Forest, Illinois. from Canadian Aeroplane Company, Ltd. Can *AF Museum (above) REPLICA PLANS #66 - W , Air Force Museum, Wright Patterson *Dan-San Abbott (in process of entry for Roland AFB , Dayton, OH (not same as W , above). DVI , below) Compiled by 20 sheets 17 x 22, g/a and structure, from factory Fokker Drl: Leonard Opdycke drawings - Charles F. Schultz, 910 Broadfields *Brochure $2.00 and full set of working drawings 15 Crescent Rd. Drive, Louisville, KY 40207. for Warner reproductions. Walter W. Redfern, Poughkeepsie, NY 12601 23 draWings, incomplete but good coverage ­ Route 1, Athol, Idaho 83801. Reprinted WWI Aeroplanes Gordon E. Codding, 4572 W . 147 Street, Lawn­ *10 sheets done towards a complete se t , each $4.00 dale, California. plus spar and rib sets, fiber-glass cowls - Ron Reprinted operating m anual , $3 .00 - Aviation Sands, RD 1, Mertztown, PA 19539. Publications, 2036 Ludington Avenue, Milwaukee, Fokker EI: FOR YOUR INFORMATION: Wisconsin. *1 plate 22 x 30", 1" to 1', for full sca le detail (Abbreviations used below: H = H awker-Siddeley Avi­ * jH4: From Curtiss-Wright Aeroplane and Motor flying model , $10.00. Herb ert L. Kelley (above). ation Ltd. , Richmond Ro ad, Kingston-upon-Thames Corp., Can #495 - W Fokker EIII: KT2 5QS, UK (Attn: j. Crampton, Deputy Sales Mgr., Curtiss 0-1 XO-1, 0-2: *25 9 x 7 photos of structure of Kensington Science L50 per set of drawings for anyone aircraft) *W (Can #301) Museum EIII , $25.00 plus $1.00 postage - Ed W = Wright-Patterson AFB, OH 45433 (Attn : Verna Curtiss Pusher: Brannon, 1405 Marcella NE, Albuquerque, NM M. Frazier, Freedom of Information Manager, Admini­ *34 x 48" plate showing construction of 1910 87112 . stration Office, Headquarters Aeronautical Systems Curtiss A-frame, $10.00 Herbert L. Kelley, 56424 Fokker VI: Div.) (AFSC) Handley Road , Yucca Valley, CA 92284. *8 plates 17 x 22", 1110 sca le, structure developed Antoinette: *Set of drawings developed from original Curtiss from photos and historical data (of #44), $25.00­ *4 sheets of the German Albatross-built version, prints, $25.00. Charles F. Schu ltz (above) Herbert L. Kelley (above). drawn by Gabriel-Sales Desk, National Museum *Complete set fOf construction - Mel Miller *1 plate 34 x 54", 1110 scale for 26" span model, of Science and Technology, 1867 St. Laurent (above) $10.00 - Herbert L. Kelley (above). Boulevard, Ottawa, Ontario, K1A OM8, Canada. *Co mplete set in BUILDING AN AEROPLANE, Macchi-Hanriot HD1: Bellanca 1912: ­ King's (above) - but note #46:8 for Charles *Drawings $120.00 - Chris j . Warrilow, 141 Chair­ *Complete set of drawings $40.00 - Mike Murphy, Willard's cautionary note o n using these plans! borough Road, High Wycombe, Bucks., U .K. 4923 West 99, Oak Lawn, Illinois 60453. Nieuport 17: Berchman B-2 Scout (1918): Chanute Hang Glider: * jack Lambie, 115B Merrimac Drive, Anaheim, *Rozendaal drawings - Fred Kom Losy, 725 Robin *W (Can #482) California 92807. Way, North Palm Beach, Florida 33408. Bleriot XI: DeHaviliand 4: *Air Force Museum (above) *Complete set of drawings, instructions, $15.00 - *Dayton-Wright Aeroplane Corp., (DH4, DH4B) ­ *3 sheets $2.25 - National Museum of Science Mel Miller, 2030 Geary, Albany, Oregon 97321 W (Can #195) and Technology (above). *Complete set in BUILDING AN AEROPLANE by *Miscellaneous drawings from AF Museum (above) Nieuport 24: C. B. Hayward , 1912, reprinted by King's, Box *Fis her Body (DH4) - W (Can #191) ' Walt Redford (above). 17646, Nashville, Tennessee 37217 ($3.50) Nieuport 27: DeHaviliand 9/9A: Bristol F2B: *Fred Kom Losy (above). * Few drawings including float models - Colin A. *A few miscellaneous drawings, not enough to *Gordon E. Codding (above). Owers, Box 241, Quirindi, NSW, 2343, Australia. build from, many structural photos; parts and Nieuport 28C1: Fokker DVII: rigging manuals; operating manual - LEO, WWI *Air Force Museum (above). *BLUE MAX DVII drawings - Harold Best-Dever­ AEROPLANES Pfalz Dill: eux, 11 Stonehills House, Welwyn Garden City, Bristol Scout A: * Darnell Sitton, 1925 N. Vermont Avenue #7, Herts, U.K. 'A xerox copy of the 500 - series of drawings from Los Angeles, CA 90027. *11 plates 34 x 48" for 1601180 Mercedes versions, Frank Barnwell's own notebook (not for sale, Pfalz DXII: $110.00 Herbert L. Kelley (above) maybe recopy) - LEO, WWI AEROPLANES 'Set of 30 fine 5 x 7 photos of the EAA Museum's *AF Museum (above) Bristol Scout D: DXI I under reconstruction, $20.00 (a ircraft on *11 plates 34 x 54", $121.00, with raw materials *Many 8 x 10" sheets, copies from original Bristol permanent loan from National Air and Space and parts to be available later - Stolp Starduster factory drawings, enough to build from (not for Museum) Ben Owen, EAA Museum , Box 229, Corporation, 4301 Twining, Riverside, Calif. sa le, maybe recopy) - LEO , WWI AEROPLANES Hales Corners, WI 53130 ($15.00 for EAA members) 10 RAF Se5A: Sperry Messenger: "Catalogue of Original Tracings of Aircraft and *32 photos as above, $20.00 ($15.00 to EAA mem­ *W (Can #289) Engines Designed and Built by the RAE 1911-1918", bers) - Ben Owen, EAA Air Museum (above) Standard 11: assembled by Wing Commander NHF Unwin, from *Drawings for 85 % scale all-wood reproduction *Air Force Museum (above) Public Records Office, Chancery L ne, London, - Replica Plans, 953 Kirkmond Crescent, Rich­ Thomas-Morse S4C: UK. Drawings are listed by aircraft type, subject mond, B.C., CANADA *Air Force Museum (above) of drawing and drawing number; any can be *Air Force Museum (above) *Gordon E. Codding (above) bought separately. The SE5A set is complete (of *Gordon E. Codding (above) Wright Gliders: RAF SE5A, above). Types for which at least some *Complete set from which RAF Museum ship was *4 plates: 1899 Kite 17 x 22"; 1900-01-02 Gliders drawings are available : rebuilt - Public Records Office, Chancery Lane, @1/10 scale 34 x 48", total $35.00 - Herbert L. Bristol Scout RAF BE1-5, 7-10,12 London, UK (See Note, below, also) Kelley (above) Bristol F2B RAF CE1 Roland DVla/b: Wright Flyer 1903: Cierva Autogyro RAF FE1-9, 12 *5 sheets 34 x 44, fully detailed, $50.00 plus postage *Master drawings made for construction of Kitty DH1-6,9-10 RAF NE1 $3.50 (these fine drawings reviewed this issue Hawk Memorial reproduction, 21 sheets for $22.00 Hamble Baby RAF HAM I, " p.2) - Dan-San Abbott, 25886 Gettysburg Avenue, (make check payable to Cooper-Trent) - Louis S. Handley-Page 0/400, RAF Hydro-Aeroplane Hayward, CA 94545. Casey, Cu rator Aircraft & Aeronautics, National V-1500 #17 Pomilio: Air & Space Museum, Washington, DC 20560) Short 225, 320 RAF HRE 2 *W, Can #66 Notes: Sopwith 1%, Pup, Triplane, RAF RE1, 3, 5-9 Sopwith: Bl, Baby, Bulldog, Buffalo, Camel, Condor, *Complete drawings for display or building the Camel, Snipe, Dolphin RAF BS1 Cuckoo, Dolphin, Dove, Dragon, Gnu, Gun Bus, Spandau LMGO-8-15 mig, 3 x 6Vz' - Ray Hollings, RAF SE1, 2, 4, 4a, 5, 5a Hippo, Pup, Rainbow, Ram, Rhino, Salamander, 338054 Street, San Diego, CA 92105. RAF TE1 Snail, Snapper, Snipe, 1'12 Strutter, Swallow, Tabloid, *RAE TECH MEMO 4: This catalog is subtitled Triplane: *H Sopwith Camel: *Air Force Museum (above) *Gordon E. Codding (above) *Clayton & Shuttleworth drawings of F1, Some 2F1: 200 drawings for $144. Chris J. Warrilow (above) Sopwith Pup: *GordonE. Codding (above) *Air Force Museum (above) *72 drawings 18 x 24", $162 .00 - Smithsonian Institution, Washington DC Sopwith Triplane (110 Clerget): *Clayton & Shuttleworth drawings, about 100 for $72.00. Chris Warrilow (above) *S. Wieser, Dir. Plantetarium, Clagary Parks Depart­ ment, Box 2100, Calgary, Alberta, Canada Sopwith Miscellaneous Types (SS, SSD2, SPGN, 150 hp Smith, D3, S, STS, STD, D2, DS, frS, 225 Sunbeam, frS 220 hp Seaplane, 2FR2, 50 Gnome Biplane): * H Sopwith-Kauper Gun Gear: *H Spad 7: *Air Museum (above) *Gordon E. Codding (above) The EAA Aviation Museum is now the proud owner EAA's Aviation Museum has built a replica of its own: *Jack Hickey, 1659 Willis, S. St. Paul, Minn. 55705­ of this replica Fokker DR-I Triplane which was built and ­ the Ryan NX-211 Spirit of SI. Louis; it's also sponsored 20 sheets for $75.00 donated by Robert H. Fergus of Columbus, Ohio. construction of this replica Wright Flyer at the Black­ Spad 13: The white paint scheme on this replica was used by hawk Technical Institute in janesville, Wisconsin. *Gordon E. Codding (above) Lt. Hans Weiss who flew with von Richtoffen. 11 w. Brad Thomas, Jr. planes, fighters up through transport Notice of Annual Business Meeting C-54's. Pilot Mountain, North Carolina and Today he holds a commercial license Manufacturer with single and multi-engine land, and Election of Officers and Directors Born in High Point, North Carolina, instrument ratings, and remains actively Brad was educated at McCallie School, flying with his Gyrocopter and VW pow­ Notice is hereby given that an annual business Chattanooga, Tennessee; MIT, Cam­ ered Scamp, both built by him, a Moon­ meeting of the members of the EAA Antique/Classic bridge, Massachusetts; and High Point ey for travel, and a D-17R Staggerwing. Division will be held on Saturday, August 5, 1978, at College. His flying career began at the He is currently Secretary of the Antique/ 10:30 A.M. (Central Daylight Time) at the 26th An­ age of 16 when he soloed and obtained Classic Division of EAA, Oshkosh Con­ nual Convention of the Experimental Aircraft Associa­ his private license in 1938. The advent vention Classic Awards Chairman and tion, Inc., Wittman Field, Oshkosh, Wisconsin. of World War II encouraged his enlist­ Chief Judge, Secretary and Treasurer Notice is hereby further given that the annual ment in the Army Air Corps as a pilot. of EAA Chapter 8, Greensboro, N .C., election of officers and directors of the EAA Antique/ He graduated from British Flying Train­ Vice-President of EAA Antique Chap­ Classic Division will be conducted by ballot dis­ ing School No.5, Clewiston, Florida with ter 3 and a member of their executive tributed to the members along with this June issue of both Air Corps and RAF wings, was trans­ committee. Br-ad and his wife, Ferne, The Vintage Airplane. Said ballot must be returned ferred to the 7th Ferry Group, Air Trans­ have five children, of which one is an properly marked to the Ballot Tally Committee, EAA port Command, Great Falls, Montana active oilot. Antique/Classic Division, Box 229, Hales Corners, where he ferried most types of Air Corps Wisconsin 53130, and received no later than August 3, 1978. Ronald Fritz, Chairman Nominating Committee W. Brad Thomas, Jr., Secretary the acquisition of his private pilot li­ EAA Antique/Classic Division cense, he immediately bought and re­ stored his first airplane, a 1946 Cessna AI Kelch 140, N72323, which had been used as Mequon, Wisconsin a trainer at South Dayton Airport. In 1953 he rebuilt and restored 1946 Cessna Manufacturer 140, N73018, and flew it during the re­ AI -started his own company in 1950, mainder of 1953 and 1954. During this "The Kelch Corp.", which is now a con­ same period, J. R. bought an extensively glomerate of 5 small manufacturing com­ damaged 1949 Cessna 170A, N9730A, and panies in the industrial plastic field. completely rebuilt and restored it in­ AI 's interest in airplanes goes back cluding splicing the parts of two fuse­ to his childhood in the 1920s when he iages together to make one. would sit on his father's lap and fly in With the completion of the Cessna his uncle's Jenny whenever the Jenny 170A in early 1955, he flew to Florida came to town barnstorming. where he was hired as an A&P by the He is a lifetime member of EAA and local Cessna distributor, Sunny South AAA. He was president of the Wiscon­ Aircraft Service. Later that same year sin Chapter of AAA for two terms, and he joined Pan American World Airways a director of Antique/Classic Division as a co-pilot flying Convair 240's. Since of EAA for two terms. He served as edi­ then he has flown Douglas DC-4, 6, 7C, tor of Th e Vintage Airplane magazine from January 1976 until February 1978. R. Nielander, 8, Boeing 707 and 720 aircraft. Besides J. Jr. his ATR and mechanic tickets he also He currently owns and flies a 1939 Fort Lauderdale, FL holds a flight navigator license. Piper J3 Cub which he completely re- Pan Am Pilot J. R. was elected vice-president of the stored in 1968, and a 1939 Franklin Sport By the time he learned to fly at Lake­ Antique/Classic Division at its organiza­ biplane which he restored in 1969. A wood Airpark, Mount Healthy, Ohio, tional meeting on November 6, 1971. 1931 Travel Air 12Q will be flying this in 1951, J. R. had already completed He held that office until he was elected summer, and two American Eaglets and five years of university study, as well president by the Board of Directors at an E2 Cub are his current restoration as one year of graduate school. With their meeting on February 5, 1976. projects. 12 M. C. "Kelly" Viets Stilwell, Kansas Consulting Engineer, Self-Employed Kelly entered the consulting engineer FOR THE COMPLETE field in 1938 and spent World War II designing airports and base facilities ' AVIATION LIBRARY for the U. S. government. He started his own firm, Viets Consulting Engi­ neers, in 1954. He is a registered pro­ fessional engineer and holds member­ THE ship in numerous professional societies. FLYING AND GLIDER MANUAL Kelly spent a lot of his younger days around Kansas City Municipal and Fair­ FOR: 1929 fax airports, seeing Benny Howard's 1930 "Ike" make its first flights, the Travel 1931 Air Mystery Ship on the way to Cleve­ land, all the early airliners, etc. He start­ 1932 ed flight instruction in 1938 in a 55 hp 1933 Porterfield and finally got his ticket on Morton W. Lester the G.I. Bill in 1946. Kelly and his wife, 1929-1933 MISCELLANY Martinsville, Virginia Edna, own an Ercoupe and the two of $2.50 Each Post Paid Builder-Developer and Real Estate them started and manage the Interna­ Art Morgan Investor tional Ercoupe Association. Their month­ ly newsletter goes out to over 550 Er­ Milwaukee, Wisconsin Morton is President of The Lester Cor­ coupe enthusiasts around the world. Oster Service Division poration and Vice-President of Motor ORDER FIVE Kelly also owns and is restoring the 14­ Art Morgan began flying in 1961 and Imports, Inc. He is Executive Vice-Presi­ 12 Bellanca that was used as the proto­ received his private license in 1962. In dent of the Virginia Aeronautical His­ AND GET THE type for the 14-13 series. He is a Director 1965 he went on to get his commercial torical Society, and a board member of of EAA's Antique-Classic Division. Kelly rating. several other civic, governmental, busi­ and Edna have 3 children. He has been a member of EAA since SIXTH ONE ness and humanitarian organizations. 1962, and was parking airplanes at Rock­ Morton was soloed by his father at the ford, Illinois. FREE age of 10 in a Piper Cub. He currently Art was one of the first to start build­ owns several prototype antiques such Total Cost For All Six ing a KR-1, and although he did not as the Ryan SCW, Davis, Low Wing $12.50 complete his project, he was instrumen­ Aeronca, and Johnson Rocket. His cur­ tal in the completion of two of the little rent ship is a civilian Howard DGA-15P. birds. He also owns a rare Travel Air 6000B In 1974 he and his wife Kate purchased which is currently undergoing restora­ a 1939 Luscombe 8-C, which he promptly tion under the careful expertise of his rebuilt. After two years of flying the Lus­ cousin, Pete Covington. Morton is a combe, Art and several friends organ­ Trustee of the EAA Air Museum Founda­ ized the American Luscombe Club. tion, and a past chairman of the Classic Art has served the EAA as a museum Judging Team of Oshkosh. He is past volunteer for several years; as Classic president and current member' of the parking chairman at Oshkosh and also executive committee of EAA Chapter as Antique-Classic parking chairman. Order From : 395 (N.C., S.c., & Va. Antique Airplane Foundation). Morton and his wife Mar­ EAA AIR MUSEUM FOUNDATION BOX 469 garet have three children. HALES CORNERS, WI 53130

13 Vintag The Fl ying life - Compile (Special thanks to Paulin sharing Edith Sterns' scr for c

..J. Barnstorming the Northwest - Pilot Greenwood in a Ryan "Brougham" and Edith in the OX-5 Eaglerock.

I. Pioneer Northwest pilot Eclith Foltz lVel .' ,1 neltive of Dallas; maiden name - \1agali,. She learned to {I), in Portlaml, Oregon Fel)(uar)' of l,)l8.

l. IJdrn,tormecl a long-wing Edglerock (OX-5) ; ·kCfuirec/ Licen.se #5nOO and lVas th e fifth U.S. 4. Edith placed second in the light-plane division of the first Na­ wOlllan to ohtain the Transport r,lIing. tional Women's Air Derby, 1929, Santa Monica to Cleveland, flying an Alexander Eaglerock Bullet (Kinner engine). Charter member of the 99s. 5. May 1930 - Edith christening "The Romer", new five-passenger airplane manufactured by the National Aircraft Corp., Beaver­ ton, Oregon.

1 I. Edith Stearns in structed Naval and Kingsville, TX after WWII. with Pauline Glasson. Decease Album m es of Edith Foltz Stearns ~ I e nn Bu ffington ;;on of Corp us Christi, Texas for ( w ith us - also to I. B. Decker the photos)

Edith served as th e first Northwes t Section Governor of the 99s - and she also w as Oregon Governor of the National Aeronautics Ass'n. in the ea rly ']Os. She flew a Kinner Bird in the '3 7 and '32 derbies, both from Sa nta Monica to Cleveland. (4th in '3 7 and 2nd in '32, in th e 9. Sk irts ~a flyin" Edith Foltz Stea rns models one or women's division.) her trade-marked " FoIZLIp " flying lOgs which eas ily converted to st reet wear - 7932.

I O. Edith managed a new feeder airl ine a t Port­ land dnd tau ght primary CPT at Salem prior to WWII - se rved in En g land as a Firs t Officer in the Air Tran sport Auxiliary; here in uniform.

7 . Edith and her son, Richard Foltz, age 6 in 793 7 at Portland, Oregon. .

8. 7932 at Cleveland National Air Races (L to R) Vio la Gentry, G ladys O'Donn ell, Florence Klingensmith, Frank Phillips, Edith Foltz Stearns and Frances Marsalis, taken with Phillips' " Wool­ aroc" Trophy. Edith flew th e Bird to 2nd place in the Amelia Earhart Trophy Race (pylons) 1932; Klingesmith was first in a Monocoupe.

,ts in ins trument flying at Corpus Christi eel th e '52 and '53 Powder Puff Derbies 956; ending a brillidnt flying career. (Fred Chew photo) Bill's Cessna 140 slips through a quick left turn in a test of-rhe new splas h rails. A Harbor for Classics By David Gustafson, Editor

Some folks would argue that Bali Hi is a mythical feet from the water. Naturally, there has to be some­ foil that works nicely in cruise, but does little to Island out in the South Pacific where the best in life thing to place in the hangar, so Bill's lined the walls generate the kind of take-off lift you get in some­ is an everyday affair. There are a few people,how­ with tools and bending brakes. The space that's left thing like a Cub or Champ. Even as a ground plane, ever, who would be inclined to suggest that the proto­ is reserved for his Cessna 140 Floatplane and the the Cessna requires a long take-off roll. type model for Bali Hi can be found on the South­ Aeronca Sedan he's rebuilding so he can be a two­ Once airborne, however, the 140 levels off to a east corner of Stafford Pond in Westport,Mas­ floatplane family! respectable 90 mph with a corkscrew that measures a sachusetts. That's where Bill Walsh lives. What makes The Cessna 140 was built in 1948 and sent directly wide 76" x 38". Bill's hoping to swap the C-85 it special? Well, he's got several acres of land in from Wichita to Sea Wings of Connecticut for con­ someday for an 0-200 so he can take up so me of his the secluded inlet of a clear lake. He doesn' t have version to floats . It was then sold with floats and fat friends in the mint julip season. palm trees though his Norwegian pines give the same wheels. With the stock Continental 85 horsepower As fa r as skidding around the pond, Bill reports effect on a warm and breezy summer night. To engine, the plane was marginal as a hot day aquatic there's very little difference between the 140 and com­ improve the natural scene, Bill put in a dock, laid performer. Getting off the surf with two husky adults parably sized float planes. Of course, the take-off run's down some railroad track for a movable ramp that when it's over 75 degrees out is a groaning process. longer, but once airborne (40-45 mph), it climbs can be winched right into the hangar he erected 200 Some of the problem relates to the high speed air­ well and flies with much greater stability than a 16 (Fred Chew photo) land model. The floats give it "a big plane feeling," Off and flying, the 140 is a marginal performer on hot days says Bill. with a full load. Stalls with a floating 140 are similar to the land configuration and intentional spins are strictly verbotten. When Bill bought the plane in 1963, it was on the floats but he couldn't get it off the water. The floats leaked. Experimentation revealed that the keel opened up on a take-off run, so they were replaced. Later he added spray rails which eliminated the center wake and brought the plane up onto the step quicker.

In the wintertime, the floats are replaced with skis and Bill goes out to race the ice boats. Between ;he floats and the skis, the wheels haven't been on the 140 for several years now. When he wants to bounce around a paved runway, he heads off to Fall River Airport, hauls out a 170-B (of which he owns 1115th), and renews his acquaintance with toe brakes and squealing rubber. Like a growing number of people in EAA, Bill divides his time between flying one project and tinker­ ing with another. He's lucky enough to have an Aeronca 15 AC Sedan as that other project. He picked it up a (Fred Chew photo) couple years ago at a price that would take the wind This Cessna 140 has been a regular feature in Bill's back- yard for 15 years. out of some people. Ask anyone who knows Bill or his close friend, Fred Chew, and they'll tell you that those two guys deserve a special suit that says "SUPER-SCROUNGERS" across the chest. They have uncanny talents at picking up materials for nothing or next to it. More than once in recent history they've plucked chicken feathers out of an old Continental or Lycoming that was retrieved from the dark corner of a barn for around $100. (Actually, Bill's just finished a two-year term as President of EAA Chapter 51 in Middletown, Rhode Island, and Fred's still the Chapter Designee - they have both done an excellent job.) When the opportunity arose, they dickered and diddled and sang the so ng of a snake charmer until they could come home with a smile and that particular Sedan. Naturally, the plane needed a little work. The previous owner had argued with a pine tree. The tree not only won, but took the left wing as a prize. The Aeronca was apparently so shocked by the action that it pulled back and stood up on the right wing as if to say "I beg your pardon." When things got back to level, the right tip was mashed. How many times do you suppose guys like Bill and Fred have set out to unbend a wing, but wound (David Gustafson photo) Progress in the rebuild ing effort is evi­ dent in this shot o f th e Sedan: th e left wing attachment has been repaired, the fuselage has been blas ted and primed, the new left door frame is complete, and a new headliner's being installed.

(Fred Chew photo) after abrupt remov­

up rebuilding the entire machine? You can add their names to the list. One thing Bill quickly points out, is that he and Fred are not engaged in a full-scale, down-to-the­ last-screw restoration project. Nope. When it flies again , it will still be clearly recognizable as an Aeronca Sedan , but there are some (approved) changes in store. Most obvious is the addition of brackets for float struts. A presto-change-o routine with a few bolts will convert the plane from land to sea or vice versa. Conveniently, it so happened that the greatest crash damage occurred on the left side. Fred happily ripped out the bent tubes, bent a few new ones, and followed the STC cookbook for installing a left side door that opens upwards to the wing. It's an approved mod for a seaplane configuration. 18 Each of the large metal wings originally contained Bill's Aeronca was built in 1948 and like most 20 gallon rubber gas bladders (say that three times!) classics it's alread~ ' changed hands a few times. Dr. and both leaked after the crash. Replacement cost Paul Nussbaum was the first to drop mud on the was $700 apiece, so the wing panels were torn off carpets in '49 . John Ru sh moved it from Missouri and Fred bent up a couple of metal tanks that are to Ohio ten years later. After another decade, a pair larger than the originals. Between the tanks and the of partners in Pennsylvania flew it for awhile and then twisted metal from the crash, Fred figures he's dis­ left it with another partnership in New York. Gerry mantled at least 80 per cent of the wings and replaced Broskin and Harris Gordon revamped the panel and 50 per cent of the total materials. Included are a went IFR. Soon after that, it became the answer to number of ribs shaped by hand on wooden formers a dream for Ron and Diane Rissone in Randolph, which were also hand etched from the pieces bound Massachusetts. But then there was this pine tree ... for the junk heap. That translates into a lot of That brings the odyssey of N1365H to Bill Walsh' aluminum: the wing span is 37'6" with a chord in hangar and private seaplane base. excess of 5 feet which produces 200 square feet of The next time Bill's Sedan sees another runway wing area. In the end, Fred will be able to reproduce it'll obviously be sporting rebuilt wings and new float any curved part of the Sedan's wing and, yes, he plans brackets; in addition, there'll be a new windshield, to come up with quotes for others needing help all new woodwork, new ceconite, new headliner, new (write Fred Chew, 158 Meridian Street, Fall River, used back seats (from a Tri-Pacer, yet!), a new panel Massach usetts 02720). (still IFR), and discussion has already started about a With the Clark Y airfoil and a Continental 145 total engine overhaul. horsepower engine the Sedan leaps off the ground There's one other new item in the works for the almost as fast as a two-place Cub. When you turn Sedan. When it's checked out on its wheels again it into a "Seadan" by adding a couple EDO 2000's, there' ll be a streamlined gas tank nestled in the gear it breaks surf suction with a simple hop, skip and a bay. You see, Bill and Fred have promised themselves slurping leap. The only drawback is that with the this extended tour of South America, once they finish . . 2,000's you can't hop unless there are only two people Then the Sedan will bob in the harbor beside the on board. With four people and full tanks the floats Cessna and Bill can wrestle with the question , " which become submarines. As a result the two resourceful one do I fly today?" metal benders, who plan to build their own floats, are giving serious thought to making something big­ (David Gustafson photo) ger. Bill Walsh displys the seaplane door that's being installed (David Gustafson photo) on the left side of th e Sedan. (David Gustafson photo) Fred Chew holds up the new tip Detail of the float attachment fitting. he's built for the right wing.

19 Restoration Tips:

a photo essay provided by

Fred Chew 158 Meridian St Fall River, Mass. 02720

(Note: Fred's kept an excellent photo record of the process of rebuilding the wings for Bill Walsh's Aeronca Seda n. It gives a good idea of how to do it and how much work's involved.) No.2 - Teardown reveals the damage. No.4 - Line up new to old.

No. 1 - Last step before rebuilding. Aeronca Sedan spar repair 7976 (Right wing). No.5 - Extrusion repair.

20 No.6 - Horizontal-line up. No.8 - Removing old section. No. 10 - Repair of extrusion spar.

No.7 - New piece made ready for hole flare. No.9 - Ready for spar extrusion repair. No. 17 - New piece in place for riveting.

21 No. 12 - Nose rib in place. No. 15 - Form to fit inside of old damaged spar tip rib. NO. 78 - Hand form mg.

No. 73 - C1eco nose rib to spa r. No. 16 - .032 alclad ready to be clamped in form. No. 79 - Flanging spar tip.

22 No. 74 - Ready to repair rear spar. No. 77 - Form ready for hand bending jig for lightening holes. No. 20 - More of same . No. 27 - Trim off excess flange . No. 24 - Test fit to spar. No. 27 - .032 alclad 2024 TJ.

No. 22 - Trim square to form . No. 25 - Fly cutting lightening holes. No. 28 - Spar tip ready for installation.

No. 23 - Remove from form. No. 26 - Flanging. No. 29 - Cleco's test line up. 23 The Babv Cessna

It was born in Wichita, Kansas at the Cessna fac-­ Baby Cessna EC-2 (c/n253 , N405W) tory in 1929. Because of the stock market slump, 30 hp Aeronca E-707A the Airplane manufacturing business fell off dras­ tically. To try and keep the plant in operation, Eldon Cessna decided to design and build a light airplane that could be sold at a low price. As a result the EC-1 was developed. It was powered with a 25 hp • "1 Cleone engine. At the time I was enrolled at the Braley School of Flying, which was located directly across the road to the east of the Cessna field. I spent much of my spare time at the field watching the men work on '", and fly the Baby Cessna. It was a fascinating little :", ~ -.-~ airplane. Early last year I was looking for a suitable air­ plane to model for a C02 Powered model airplane THE "BABY" CESSNA contest. I remembered the Baby Cessna and thought Span ...... 34 ft. 11 in. it would be just what I wanted. Wing area ...... 163 sq. ft. In doing research for drawings and photos, I found Length overall ...... 20 ft. 4 in. that photos of both the EC-1 and the EC-2 were Height overall ...... •...... 5 ft. 6 in. available, but no drawings. I had a photo of the Weights EC-1 that I had taken with my Brownie box camera. Baby Cessna EC-7 (c/n 257, N403W) 25 hp Cleone Empty ...... 470 Ibs. The EC-2 looked cleaner with its design refinements 1930 Gross ...... 925 Ibs. and the Aeronca E-107 engine. Gasoline capacity ...... 8 gal. I met Eldon Cessna at-an OX5 get-to-gether at the Oil capacity ...... 3/4 gal. Santa Paula Airport and we discussed the EC-2 at Power (Aeronca E-107A) ...... 30 hp. length. He informed me that plans had never been published. The EC-2 (c/n 253, N405W) was the last By Cedric Calloway PERFORMANCE Baby Cessna built. EAA #752 High speed ...... 86 mph From the photos and from memory of being 74624 Willow Street Cruising speed ...... 70 mph around the Baby Cessna, these plans for a model were Hesperia, CA 92345 Stalling speed ...... 38 mph drawn. Imagine what a delightful ' fun' airplane it Climb first minute ...... 740 ft. would be for a homebuilt replica project today. Ceiling (service) ...... 15,000 ft. These specifications appeared in the 1930 issue of Cruising range ...... 200 miles Air Age' magazine. 24 Calendar of Events JUNE 9-11 - SPRINGFIELD, OHIO - 2nd Annual Spring EAA Mid­ Eastern Regional Fly-In (ME RFI ). Air Show, awards, on airport camping, static displays, etc. Please check NOTAMS. Contact Myrna Lewi s, 241 Bassett Drive, Springfield, Ohio 44506 . 5131 323-2424. JUNE 16-18 - ANDERSON, INDIANA - Second Annual Cessna 120­ 140 Assn. Fly- In and meeting, Quad City Municipal Airport, Mo­ line, Illinois. For information contact Frank Hancock, Sec.fTreas. , 3941 West Cross St., Anderson, IN 46011.317/643-1593. JUNE 17·1 8 - FREDERICKSBURG, VIRG INIA - Antique Aircraft Fly­ CLASSIFIED ADS In , Shannon Airport. Air Show attractions: Bob Hoover, Bob Rus ­ sell and Duane Cole. JUNE 21·26 - TULLAHOMA, TENNESSEE - Annual Staggerwingl ADVERTISING ClOSING DATE: 10th OF THE SECOND Travel Air International Convention. Forums, formation flyi ng MONTH PRIOR TO PUBLICATION DATE. (THAT IS: MARCH and fun. Contad John Parish , clo Lannom Mfg. Co. , Tullahoma, 10th IS ClOSING DATE FOR MAY ISSUE.) CLASSIFIED AD· Tennessee 38388. 615/455-0691. VERTISING RATE : Regular type: per word 35c. Bold face JUNE 23·25 - HAMILTON, OHIO - Annual National Waco Reunion Fly-In. Contact Ray Brandly, 2650 W. Alex-Bell Rd. , Dayton, OH type: per word 40c. ALL CAPS: per word 45c. (Minimum 45459. 513/435 -9725. EAA ANTIQUE/CLASSIC charge $5 .00.) (Ra te covers one insertion one issue.) PAY· JULY 1-2 - GAINESVILLE, GEORGIA - 11th Annual Cracker Fly-In MENT WITH ORDER. at Lee-Gilmer Airport. Awards will be presented in all ca tegories. DIVISION O ur banquet will be at the Gainesville Ho liday Inn Saturday night, REPLICA 1912 CURTISS PUSHER - Excellent craftsmanship, July 2. Len Povey has accepted an invitation to be guest speaker. fabric, C·65, 90 SMOH. A real crowd pleaser - $4800 or best Accommodations - Gainesville Holiday Inn and other local motels. MEMBERSHIP DRIVE offer. 8051498·5101. Information: Jim Ealy, 3535 Childers Road, Roswell , Georgia 30075. 404/993-4568. JULY 1-9 - BLAKESBURG, IOWA - Wright Brothers 75th Anniver­ TAYLORCRAFT BD·12D - Razorback, butyrate. New Slick sary Fly-In at th e Antique Airfield. Incl udes World War II PT and ignition. Genave 100 Comm portable installed. Spare prop Liaison Plane Fly-In, July 1-3, Fairchild Club Fly-In and Unique Air­ of Antique Goggles and compass. Sound 65 hp Cont. Fresh annual. $5000 Firm.' plane Fly-In July 8-9. ~*~air Crawford, 7500 Balboa, Van Nuys, CA 91406. JULY 9 - EASTON , PENNSYLVANIA - 2nd Annual Aeronca Fly­ by persuading 5 people to In , Easton Airport. 10 AM to 2:30 PM , open to all types of ENGINES Aeroncas. Rain date, July 16. Contact Jim Polles , 2151759-3713 JOin. nights and weekends. 65 Continental - Approx. 1000 hrs. Logs. Complete except JULY 14-16 - MINDEN, NEBRASKA - Second Annual National Stin­ son Club Fly-In. Pioneer Field near Harold Warp's Pioneer Vil­ er A Leather Flying Helmet for one mag. 414/387·4895. lage. BBQ Friday night for early arrivals. Sat urday night banquet and awards. Schedu led events. Fly-In Chairman Bob Near, 2702 when you get 10 people to Two Continental aircraft engines for sale. Crated and ready Butterfoot Lane, Hastings, Nebraska 68901. 402/463-9309. for shipment. Continental A·75-8. OSMO - Total Time 1386 JULY 15·16 - LOCKPORT, ILLINOIS - Chapter 15 and 86 of the sign up. hrs. Crankshaft - standard size - pistons 0.15 over. Com­ Chicago area EAA are now formulating plans for their 18th plete less carbo Complete logs . Price - $1850.00. Continen­ Annual Fly-In and Air Show to be held at Lewis University. In­ tal A-65-8. OSMO - Total Time 218 hrs. Pistons and crank­ formation: Janice P. Fish, P.O. 411, Lemont, Illinois 60439. - then start over and win again shaft - standard size. Complete less harness. Complete JULY 15-16 - LONG ISLAND, NEW YORK - Antique Airplane Club logs. Price - $2250.00. Jon J. Thompson, telephone 804/ of Greater New York 16th Annual Fly- In, Brookhaven Airport, Brookhaven, Long Island, New York. ~ A free five year member­ 285-2929 . 9 A.M. - 5 P.M. Monday'through Friday. JULY 16 - DUNKIRK, NEW YORK -A nnual Fly-In Breakfast sponsored by EAA Chapter 46 and Dunkirk Rotary. Free break­ ship in the Antique/Classic PROPELLERS fast to homebui lders, antique and warbi rd pilots. Trophies in all EAA classes. Spot landing contest on arrival. Contact Charles Division if you sponsor the Custom built props for Con tinental, Lycoming, GPUs, etc. Ga llagher, 19 Shelby Drive, Buffalo, New York 14225. most new members in Fast delivery. Chad Wille, 5957 Sevi ll e St., Lake Grove, OR JULY 21-23 - COFFEYVILLE , KANSAS - Funk Fl y- In . Funk owners, 97034 . pilots and friends invited. Fly-b ys , factory and museum tours, banquet. Contact G. Dale Beach , 1621 Dreher Street, Sacramento, 1978. California 95814 o r Joe C. Funk , 2409 Edgevale Drive, Coffey­ ARROW SPORT reduction gear and oil pan for Ford V-8 flat­ ville, Kansas 67337. Write your name and member­ head engine, new. Mark Dees, 358 S. Beverly Dr., Beverly JULY 29 - AUGUST 5 - OSHKOSH, WISCONSIN - 26 th Annual To Qualify: Hills, CA 90212. 213/552-0192. EAA FlY-in. Plan now - it's the greatest show on earth . ship number on the back of the member­ AUGUST 6-12 - LAKELAND, FLORIDA - International Cessna 170 ship b lanks we've been providing in THE WANTED: Any information concerning the Lincoln Sport Association Convention , Lakeland , Florida. Biplane produced in Lincoln , Nebraska in the 1920's (par­ AUGUST 7- 12 - FOND DU LAC, WISCONSIN - 13th Annual EAN VIN TA G E AIRPL AN E. Headquarters w ill tial plans shown in the 1930 Flying and Gli der Manual). Mr. lAC Internationa l Aerobatic Championships. For further informa­ keep sco re . tion contact Sam Maxwell, 2116 Erie, North Kansa s City, MO Harry R. Owen, Box 304, Isanti , MN 55040. 64116. 25 mechanic schools get. Moreover, during the 30 months Dear AI : 1.. I~rl"I'I~llS : "practical" experience referred to in FAR 65.77, a lot In the February issue j . R. Nielander wrote an in­ of that time is spent just removing cowlings, clean­ teresting editorial concerning the possibilities in the Dear Sir: ing sparkplugs, changing tires, sweeping floors, pump­ area of personal certification of antique aircraft by I am trying to get information on an aircraft that was ing gas, and plowing snow. I guess what I'm trying the owner restorer. built during the '20s, called the "Golden Eagle Chief". to do is build a case which shows that the antique/ Without blowing my own horn too loud, I have Itwas a parasol wing powered by a radial engine, type un­ classic restorer or homebuilder knows just as much worked with antiquers and others for the last 28 known. Only about seven were built. If any of your about airplanes in general as does the individual who years doing what j. R. talks about, signing off work Antique classic division members know anything about qualifies under the current provisions of FAR sec. for non-rated owners. A lot of these people are really this aircraft, I would like to get in touch with them. 65.77. sharp and most do above average work, and should I would like to take this opportunity to express Very truly yours, be allowed to cut it on their own, somehow. what an outstanding organization I think the EAA Thomas R. Rench I think the key to this thing is for the FAA to set is. I've only been a member for three years and only 1601 Circlewood Drive up a program whereby the interested antiquer could regret the years before I joined. SPORT AVIATION Racine , Wisconsin 53402 satisfy them that he is qualified to restore and main­ is one of the best publications that I have ever read. tain his antique. This may not be as far away from I have been to Oshkosh twice and to quite a few FAA thinking as one might imagine as there has been local fly-ins, including Sun 'N Fun, and have never Dear AI: talk around for some time at lower levels that the seen anything more organized or better run. I am Perhaps I can shed a little light on the center­ A&E ratings cover too much area for the average looking forward to Oshkosh '78 and to continued fold of the February issue of The Vintage Airplane. mechanic. In other words, the thinking in some areas membership in a fine organization. The two planes pictured in the center of the page of the FAA is that specialized ratings might be needed Sincerely, are: Top picture, Wright Martin (Loening) M-8. Bot­ to have better qualified people in the field where james E. Spradley (EAA 108947) tom picture is an Ansaldo SVA-5 or SVA-9. needed. If this thinking is still being kicked around P.O. Box 146 The Loening was manufactured by the Wright Mar­ in the FAA then the people in the antique field would Rutledge, Alabama 36071 tin Corp. and was built in 1921-1922. The factory fit into the thinking already floating around. deSignation was M-8. Dear Mr. Nielander: A specialized rating for antiquers that covered The Army Air Service designation was PW-2, PW­ Your editorial in the February issue of The Vin­ about what was in old manual 18 would not be diffi­ 2A and PW-2B. Two of the PW-2 model were built tage Airplane is the best expression of the question cult to qualify for. I would favor two ratings along in 1921. Gross weight was 2788 Ibs., span 39' 8", of who is really qualified to maintain antique and the lines of the A&P. If an antiquer did not want to length 24' 2". Ten of the PW-2A model were ordered classic aircraft (this applies equally well to some cur­ get into the mechanics of engines, he could go after by the Air Service but the order was cancelled after rent aircraft such as the Bellanca Viking, etc.). an airframe rating only. If he wanted to be able to four were built in 1922. Gross weight was 2799 Ibs. , I submit the following recommendation as a way annual his antique then of course he would have to span 39' 9" , length 26' 1". to offset some of the difficulties expressed in your hold both tickets. To satisfy the FAR's and the in­ The PW2B was evaluated in 1922 but was never excellent editorial; to wit: surance companies I think the antique rating ap­ built. Gross weight was to be 2976 Ibs., span 34' 1", The FAA should grant an A and E (or P) mechanic's proach has good merit. length 23' 4". license to an individual who meets the following I have talked to several antiquers not rated , and PW-2 and PW-2A were powered by the Wright qualifications: they all said that they would be happy to work to­ Martin "H" of 320 hp which was a Hisso built under (1) Passes three written examinations now required ward a limited type rating that would allow them license. The PW2-B was to be powered by a 350 hp for the rating; unrestricted labor on their own aircraft. They all Packard engine. (2) Passes the practical examination currently re­ feel that they should have this opportunity, and I The Ansaldo can be either an SVA-5 or SVA-9 as quired; concur. I have not always been happy to sign off the front view doesn't show whether it is a two (3) Can show that he has actually done the major work as an IA due to the fact that there is no such place or single place. The SVA-5 was single place portion of the work in the restoration of an thing as direct supervision even if you are in the while the SVA-9 was two place. Both were powered antique or classic airplane. same room all the time. Also I have seen the FAA by the Breda SPA-6A engine which was 6 cylinders You will note that the difference between these just as uneasy, mostly because they as a whole are and rated at 200 hp at 1600 rpm. requirements and the current FAR part 65 require­ far from qualified to judge most antiques. I understand that there is an SVA-5 in a museum ments is the modification of sec. 65.77 which relates Well , hope this fills a small gap in the overall in Connecticut but I am not sure of this. to on-the-job or schooling experience. picture. If I can be of further help in any way, please Hope this information will be of some use to you. From my own experience in restoring three air­ let me know. Best regards, planes (Luscombe, Stinson Reliant, Beechcraft B17L) Sincerely, H. M. Harkcom I know that the amount of honest-to-God airplane and Bob Younkin Harkcom Aircraft Service 55 Appleby Road engine work in the usual restoration project is in ex­ Rt. 1 cess of the stuff that the students in the " approved" Razorback Airport Inola, Oklahoma 26 Fayetteville, Arkansas 72701 Are you restoring a Classic?

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