mittee (or committees) on which you would like to serve and drop a note to the chairman volunteering your services. He' ll be most happy to hear from you , and you will find that you will really enjoy being a " member of the team". If you can't plan far enough in advance to be sure that you are going to be able to attend the convention this year, there will still be plenty of opportunities for you to volunteer your services when you arrive. A Divi­ sion convention manpower committee under the chair­ THE RESTORER'S CORNER manship of Vice-President Jack Winthrop will be in operation at the Antique/Classic Division convention By J. R. Nielander, Jr. headquarters barn. This is the little red barn with the yellow windsock located about a half mile south of the airport control tower. Drop by the barn and let Jack, or one of his committeemen, sign you up to serve on the committee of your choice. The manpower com­ mittee will be happy to help you make that choice if you are undecided, and they will be able to assist you in scheduling your volunteer periods so that there will be CONVENTION MANPOWER (AND WOMANPOWER) no conflict with any forums, workshops, etc., which of the convention. Your Division headquarters barn you might want to attend. Your officers and chairmen Convention planning becomes a very real and time requires four volunteers operating four three-hour look forward to the pleasure of meeting you and work­ comsuming part of the lives of all of your Division shifts per day, or a total of 128 shifts during the ing with you . Please don't disappoint them . convention chairmen and co-chairmen about now each convention. spring. They are all very busy determining what their Your Division will again this year be operating a CONVENTION EQUIPMENT committees will need in the way of manpower and booth in the commercial display building, and it re­ Your Division's forums committee is still in need equipment, as well as finalizing their operating plans quires two persons on duty for two three-and-one­ of various items of projection equipment for use in the for the convention. Over the years they have been able half-hour shifts per day, or a total of 32 shifts during Division forums tent during the convention. These to improve their services with the addition of more the convention. In cidently, the booth will be equipped items include a 40 x 40 projection screen , a 16mm sound and better equipment, as well as with a yearly increase with a new show-and-tell picture and sound projector movie projector, an opaque projector, and a 35mm in the number of you members who have volunteered which will present our Division story to all who pass slide projector. Your Division parking committee can to help on the various Division convention committees. by. Graham Gates of Lakeland,Florida, has put together also use additonal mini-bikes, motor scooters or This year the improvement in the equipment situation this most interesting presentation . trail bikes. This equipment need not be new or be the will be manifested primarily in more wheels and better By totaling the above shift requirements, we see that latest models. It just must be in good working con­ communications for both your Division parking com­ the four largest Division committees (parking, security, dition. It can be contributed to the Air Museum Founda­ mittee and your Division security committee. What headquarters and display booth) require 712 shifts for tion for use by the Division and thus qualify as a both of these committees now need are more vol­ full operation. If each volunteer would work two of charitable deduction. Or, with reference to the ve­ unteers to man the many positions which each com­ these shifts during the convention, we would need 356 hicles, if you could lend yours to the parking com­ mittee must operate. As an example, your Division volunteers to provide the smooth and efficient service mittee for the convention period, this, too, would be parking committee operates four three-hour shifts which our members expect and deserve. Last year we per day between 7:00 A.M. and 9:00 P.M. with a two reached our all time high of convention volunteers, a great help. hour break at air show time. There are ten posts and it was 170 including the chairmen and co-chairmen. MEMBERSHIP CONTEST to be manned, so this works out to 320 three-hour This is just a little less than half of what we need so that shifts during the eight convention days. In addition, each volunteer can work a little and enjoy a lot. Our membership contest is progressing, and we the Division parking committee finds it necessary to be The above mentioned committees, while they are have had a few winners so far. There is still plenty of set up and operating two days before the convention the ones requiring the greatest number of volunteers time for every member to win a pair of goggles and a starts, so this adds about 40 more three-hour shifts to help them to do their jobs successfully, are only a helmet, as well as to take a crack at the big prize of a making a total of 360 for the Division parking commit­ small part of the total number of Antique/Classic Divi­ five year free membership in the Division. You will help tee over a ten day period. Your Division security com­ sion convention committees. Elsewhere in this issue is your Division to better serve you by providing you mittee will be operating four posts during the day and printed a complete list of the Division convention with a bigger and better magazine and by increasing two at night resulting in a total of 24 three-hour shifts committees along with the names and addresses of member services when you help to increase the Divi­ per day, or 192 three-hour shifts during the course their chairmen and co-chairmen. Please pick out a com­ sion membership. The VINTAGEAI!1PLANE Editorial OFFICIAL MAGAZINE Staff EAA ANTIQUE/CLASSIC 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 (Dick Stouffer photo) MAY 1978 VOLUME 6 NUMBER 5 Don Stretch's Ercoupe 4 15-0. David Gustafson Associate Editors: TABLE OF CONTENTS (Cover Photo by David Gustafson: Dick King's Sopwith Pup on the field at Old Rhinebeck.) H. Glenn Buffington, Robert G. Elliott, AI Kelch , Edward D . Williams The Restorer's Corner by J. R. Nielander, Jr...... 2 Readers are encouraged to submit stories and photographs. Associate Editorships are assigned 210-170 ?Whazzat? by Bill lusk ...... 4 to those writers who submit five or more articles .which are published in THE VINTAGE AIR­ The MU.seum That Flies by David Gustafson ...... 6 PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR­ Vintage Album ...... 14 PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions Building The Fuselage of a Replica SESA by Neil M. Thomas ...... 16 expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Bill Chomo Reports: Pickling Engines ...... 19 Restoration Tips: San Diego Jenny by Chris Sorensen ...... 22 Directors " Whistling In The Rigging" by David Gustafson ...... 24 'ANTIQUE/CLASSIC DIVISION William I. Ehle n AI Ke lch Ro ute 6 Box 506 7016 W. Bo nniwell Road OFFICERS Tampa , Florida 33616 Mequon, Wisconsi n 53092

PRESIDENT Cla ude l. Gray, Ir. Mort on W. lester J. R. NIELANDER, JR. %35 Sylvia Avenue Box 3747 Northridge, Ca liforn ia 91324 Martinsville, Virginia 24112 P.O. BOX 2464 FT. LAUDERDALE, FL 33303 Dale A. Gusta fson Arthu r R. Morgan 7n4 Shady Hill Drive 3744 N. 51st Boulevard M ilwaukee, W isconsin 53216 EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP VICE·PRESIDENT Indianapolis, In'diana 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 161 RR 1 Box 151 Class ic Divisi on, 12 mo nthly issues of THE VINTAGE AIRPLANE; one year mem­ ALLEN, TX 75002 lyons, Wisconsin 53148 St ilwell, Ka nsas 66065 bership in the Experimental Aircraft Ass ociatio n and se parate membership ca rd s. SPORT AVIATION m agazine not included. Advisors SECRETARY o EAA MEMBER - $14.00. Includes one year membership in the EAA. Antique/Class ic W. BRAD THOMAS, JR. Rona ld Fritz Stan Gomoll Divisio n, 12 monthly iss ues of THE VINTAGE AIRPLA NE AND MEMBERSHIP CARD. 1969 Wilson , NW 1042 90t h Lane, NE 301 DODSON MILL ROAD (Applica n.t must be current EM member and must give EAA membership number.) PILOT MOUNTAIN, NC 27041 Grand Rapids, Michigan 49504 Min neapolis, Minnesota 55434 John R. Turgyan Robert E. Kessel TREASURER l S30 Kuser Road 445 Oakridge Drive E. E. "BUCK" HILBERT Trenton, New Jersey 06619 Rochester, New York 1461 7

8102 LEECH RD. Robert A. White UNION, IL 60180 Box 704 Zellwood, Florida 32796

THE VINTAGE AIR PLANE 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 Ottice, Hales Corners, Wisconsin 53130. and additional mailing ottices. Membership rates tor EAA Antique/ Classic Division. Inc.. are $14.00 per 12 month period ot which $10.00 is tor the publication ot THE VINTAGE AIRPLANE . Membership is open to all who are interested in aviation. Page 6 Page 15 Page 17 3 Put a Continental 10-360 in a 170? That's crazy! 210 hp with a constant speed prop? Outrageous! It'll burn too much fuel! It's too heavy! It'~ too . .. Well, we went ahead and did it anyway! Here are the bumps and bruises of the story. In the past few years, I had taken a real shine to M. H. Smith's Lycoming conversion in his 170. I had taken a ride several times in them and I had gotten some Iiteratu re from a conversion shop in Kansas . Wishful thinking? Maybe, but I knew the old 145 would have to be replaced or overhauled sometime soon and the increased performance made good sense. I was rounding up some parts for a Franklin over at 12th Street Airpark in Moore, Oklahoma one Saturday a little over a year ago. I was talking to Larry Good about airplanes and engines as one usually does at an airport, when Larry told me about this 10-360 Continental that they had come up with. He was talking about what a performer it would make out of the 170. He felt that it would fit under the same cowl and not change the looks of the 170 since the dimensions were almost the same as the 145. Even the dry weight was very close to that of the 145. Well , I went on my way. I wasn't ready to change engines and besides, that's something other guys do fi rst. I couldn't get it out of my mind. 210 hp! Finally, later that spring, I contacted Larry Good and Terry Reddout. They are two of the partners in • the adventures of Reclyn Aircraft. I asked if they were really serious about wanting the STC on the 210 in the 170. They were. So I asked them to put ~'J together a guesstimate of what we were getting into. They came back with their guess and since we knew ("(1 where there was an engine, T-41 engine mount, ~\. McCauley prop and a governor, we decided to give it a try, working on a relaxed time schedule. ~~ 8 •. .)): Reclyn Aircraft was working on a Piper Brave with STC Engineering which needed to be finished first. These changes were to install a 1350 hp Jacobs ,~ .~): engine and Big Slats on the leading edges. This project was to be ready for the FAA to fly in September, so we figured we would start on mine in August between the FAA testing of the Brave. I bought the parts, engine, etc., and the engine was pulled from 77V so the conversion could begin. The FAA took more (reprinted from THE 770 NEWS) time than anticipated, and it was really about the By Bill Lusk first of the year before the 170 got much attention. Box 396 The engine fit in the cowling with a little minor Port Arthur, Texa s modification to the cowling. This is to clear the (773-982-9472) mount for the Big, Soft, Dynafocal mounts. This 4 modification to the cowling is very hard to see in and replaced to install the fuselage skin bracing. the finished product. Later we found from an instrument shop, that the On the second of April, 4277V exercised her wings airspeed indicator had begun to slip to a slower and for the first time with the new rubberband. The slower reading . All this added up to a 20 to 25 mph error take-off was normal to the bystanders, being held in the airspeed system, keeping us from showing the down in order to feel for any unexpected reactions. 135 to 140 mph lAS cruise to people at the Fly-In .. Power for take-off was 2200 rpm and about 20 " Hg Even as it was, I was proud as punch. Manifold pressure." The roll was about 800 ft. At Back to Oklahoma City and the Slats. Reclyn lost 3600' MSL, with an OAT of 26° F, a 65% power run most of the month of July due to shipping delays was made for 30 minutes to stabilize the engine. on the new engine control cables (it has been fly­ Average airspeed was 135 mph lAS. She handled like ing on a set of borrowed cables from a Beech - Stag, a gentle lady. Oil cylinder head temperatures ran that is), Terry's business trip to England and various • cool ; a little too cool, actually. The fuel injection other supplier oriented delays. system needed readjustment and the fuel pump Now, the meanest task of all , the piles of drawings, pressures needed trimming. She had exceeded all engineering reports, FAA approvals and flight testing. expectations in level flight, cruise power operations The months of August and September promise to be and Terry and Larry could hardly wait to call me in very, very busy on the .170. The program appears to New Orleans. That sure did make me want to be be in the final stages and progressing well . First engine run - 3-6-77. there with them . If you desire any detailed information on the pro­ By May, they had 10 hours on the engine, working gram, contact Terry Reddout at RECl YN AIRCRAFT, out the bugs usually found in new engines, and were P. O . Box 486 , Newcastle, Oklahoma 73065 or phone trying to get ready for some serious performance 405-392-4424. testing for the FAA. But with May came more Piper (Terry recently wrote Th e Vintage Airplane: As a Brave work and a slow down on the 170. progress report, we are happy to be past the winter Late in May I got a little time off and Pat and I snow and back on the road to certification. Drawings took off for Oklahoma City to see and play. BOY, are nearly complete and ready for FAA's scrutiny. was that fun! Until this time I had not seen the The aircraft is 99% ready for the FAA Flight Tests. new engine installation, except for photos and tele­ We envision certification during the month of April phone conversations. On a pretty warm day, in the and plan to make the conversions available to Cess­ high 70's, I put just over four hours on 77V, with na 170 owners. Information sheets and brochures take-offs, landings, a little cross-country and a little are in the process of composition and printing playing. It burned 27. 3 gallons of 100lL. I really and will be available soon for anyone interested.) don't think it will be much of a gas-hog after all. Terry took some time off to get 77V dressed for the Denton, Texas Antique Airplane Fly-In, the second weekend in June. This time was spent arranging the battery location (originally it was installed behind Tax iing in after first flight 4277V - 2 70 hp 10-360-0 the baggage compartment, but weight and balance 1978 Fly-In Dates and Locations For - 4- 76-77. rechecks allowed it to remain on the firewall), cor­ rect some electrical wiring, finalize the forward fuse­ Florida Sport Aviation Antique and lage bracing, reinstalling the interior and repaint Classic Association AlC Chapter 1 the cowling. Terry was looking forward to the Fly-In to RELAX, get away from the Brave, have some fun and May 20-21 - Zellwood, Hangar Banquet! show off the 170. Well, a few problems came to the June 17·18 - River Ranch, Banquet! Fly-In along with the 170. The first was a major July 15·16 - Venice, Beach Fireside Cook-out! static system leak. Most of the day Saturday was August 19·20 - St. Augustine, Covered Dish Supper! spent trying to find and correct the leak. It wasn't October 14·15 - Thomasville, Georgia, Hangar Ban· stopped. It wanted to leak and it did! Second, it was quet! discovered that the bum-head rivets on the static November 18·19 - Stuart, Banquet! port are essential to the calibration of the airspeed system. These had been inadvertently replaced with flush rivets when the static port had been removed 5

by David Gustafson, Editor

(Photos by the Author)

The old Rhinebeck Aerodrome in Rhinebeck, New York offers visitors a double dip treat. Cole Palen , curator of the Aerodrome, has assembled an excel­ lent collection of authentic and replica pre-1920 air­ craft. He's stacked them up in a couple of barns and several hangars that line his roller coaster run­ way. That runway is another part of the treat be­ cause he now uses it on Saturdays and Sundays, from mid-May through October, to show off his collection. The fun begins at 2:30 on both days, when Cole is joined by a crew of 30 ham actors/pilots who stage a looney battle that would embarass the Three Stooges. Anyone who's seen it would likely agree that there's more corn on Cole's 100 acre converted farm than in the entire State of Iowa. For most people, the stars of the show are the airplanes. Every performance features at least one genuine World War One airplane, along with a dozen replicas that feature original instruments and engines. The real item when I watched the show last Oc­ tober, was a Jenny IN-4H. It was the first act, and in ~--:r many ways the most exciting, especially for someone who had never seen a Jenny in the air before. The -'-- ~-- old plane rolled down the runway, bouncing over stones and grass clods, and finally groaned into the Th e Avro 504K powered by a 110 hp Le Rhone rotary. air with a cloud of burnt castor oil burbling behind it. That cloud drifted over the audience and brought fellow. Tanks and armored cars roll across the field, Originally, Cole started the shows with simple back memories of past days with U-control models. while machine guns pop con stantly. Pretty soon, fly-bys and narrative accounts about the history and Cole Palen was flying the Jenny which climbed out Percy Goodfellow takes to the air in an Avro 504 K. performance of the aircraft. These were presented so slowly that it produced smiles and a bit of ten­ Percy starts bombing runs with cardboard bombs that for aviation purists once a month in the early sixties, sion . The speed was underwhelming. Response to the whistle on descent, explode with a bang on impact, and often there were more people flying than watch­ controls was obviously an unhurried affair. It was and spray black powder over a six to eight foot ing. To fill the gaps between take-offs, landings, and aviation in slow motion. circle. Not long after that, he's joined in the air by pass es , Cole began introducing a " ground show". It Cole climbed a couple thousand feet and tossed a Sopwith Dolphin, a Pup, and a Camel. Soon a makes Hogan's Heroes look like Shakespeare, but it out a long plastic streamer (barnstormers used to Curtiss Fledgling is making passes, behind a Great really went over big with the kids; hence a mass use toilet paper) which he then cut in three places Lakes. Meanwhile, back at the sausage factory, the audience developed. Of course, even today; the with his prop. After a few extra passes over the run­ Baron ties Trudy Truelove to a beer barrel and runs people who are there strictly to see history in the air, way, Cole was on final. It set down like a Helio. around the field while all the kids scream with de­ get a lot of opportunity to burn up film while listen­ Too quickly, it seemed, the Jenny was idling on the light. ing to an excellent accounting of where the planes ground, but the thrill of having touched history in Finally, all eyes turn to the south ·as the Fokker are from and why. that way lingered for hours. Triplane is propped and run-up. With a hop, skip, Before and after the air show, it's possible to Then the madness cranked up. Slowly and er­ and a hard bounce, it takes off to do battle with tour the museum buildings. What you'll encounter is ratically, some kind of weird plot evolves on the the Pup and the Avro 504. Guess who wins? It all not quite like anything you' ll run into anywhere ground mixing cartoon characters like Madame Fifi , ends with a flurry of fireworks and the reuniting of else. Most of the planes are roped off, but the wings the Black Baron , Trudy Truelove, and Sir Percy Good- the liberated (?) Trudy and the gallant Percy. and props of a number of them stick out into the 7 aisles and force detours. Scattered among the planes Early Aircraft of the Collection: are various aircraft engines, old cars, antique out­ 1909 board motors, and flea market stuff. It's a crazy Bl eriot XI: sIn 56 on original nameplate; N60094. arrangement, but somehow you wind up with the feel­ Donated to Cole Palen by Bill Champlin of La­ ing that you've stumbled into one of those old barns conia, N.H. in about 1955, who had it from Pro­ that dreams are made of ... A lot of the planes fessor H . H. Coburn, who had observed this air­ are identified and described on p laques. plane in a junkyard as a boy, while bicycling The history of the Old Rhinebeck Aerodrome is back and forth to work each day. He finally pro­ fairly simple in that it centers on the love of one man cured it and stored it all those years. The story for antiques. Cole Palen became aware of an antique was that it had crashed at an Air Meet in Saugus, collection at Roosevelt Field in 1947. A year later he Massachusetts. When received, the aircraft was started wheeling for a deal. There was no sale at less engine and approximately 25% complete. New that time, but in 1951 he got a chance to blow the wings, stabilizer and elevator were built. It has total savings he'd accumulated as a buck Private. He original rudder, front third and rear third of picked up six originals that the Smithsonian had fuselage. The aircraft flew straights at Stormville ignored and stored them in a barn and his father's Airport in 1956 and is powered with a 35 hp chicken coops. For four years they all sat in dark­ Anzani " Y" type engine. It has been doing short ness, until, in 1955, Cole pulled out the Spad XIII, Sopwith Camel which was built by Dick Day in 1970 grass-cutting hops ever since. Maximum altitude, tested the fabric (it was green), and flew it. He and is powered by an 80 LeRhone. so far, is 60 feet. This is the oldest aeroplane painted it up and started going off to air shows. That flying here. provided him with a few extra dollars so he began Santos-Dum ont Demoiselle: reproduction a/c, pre­ to restore another of the relic planes. sently in pieces; built by Palen at the same time In 1958 he bought a farm that hadn't been plowed as the 1910 Curtis Pusher; powered by a 72 hp since 1940. After paying a local bulldozer pilot a McCulloch drone engine. thousand dollars for a thousand feet of rugged Santos-D um ont D em oiselle: reproduction a/c, runway, Cole flew in his Spad, a Fleet Finch, a C-3 N6551; built by Ray Honey in 1968, built from and then he trucked in the Avro 504 K, a Nieuport drawings and photos of Earl Adkisson's Demoiselle; 28, a Sopwith Snipe, a Bleriot Model 11, and a steel tube fuselage, ailerons instead of wing­ Fokker D-VII. Since that time, he's bought, swapped warping, 65 hp Continental. and rebuilt a lot of originals. In the last few years , Voisin: sIn 1, N38933; built at Tinek Reliable Rope Cole has spent his winters at Del Ray Beach, Florida Company, Easton, Pennsylvania. Norvin Rinek where he constructs the replicas he uses, fitting them contracted with Voisin for the U. S. Manufacturing with antique engines and parts where he can find rights for the early (no aileron) Voisin. This is the them. He's up to a total of fifty airplanes now; prototype aeroplane, built by U. S. labor under the twelve of them are flown on Saturdays, twelve others direction of French mechanics sent over by get airborne on Sundays. For the past two years, Voisin. The metal parts were brought from France Cole's Thespians have played to audiences which add by these mechanics. The wood and fabric are up annually to 75,000 people. American. Publicity and sales efforts were con­ It's the kind of event that's worth a trip, even a ducted under the names of both Rinek and Easton long one. aeroplane companies. None were sold because this no aileron ship could not compete with Wright and Curtiss. It hung in the rafters of Rinek Reliable Rope Company in Easton for over 60 THE COLLECTION years before Palen procured it. He also acquired A year ago, Leonard Opdycke published the first ---...-'::: one of the original 50 hp Rinek water-cooled V-8 complete annotated list of aircraft in Cole Palen's engines that Norvin designed for it. 15 of the collection at the Old Rhinebeck Aerodrome. Since engines were reputed to have flown, both in a there's no guide book at the Museum, Leonard's list Pennsylvania cornfield and at Hempstead, Long would be most helpful to someone planning a visit Th e Red Baron goes down in flames . . . w ell, almos t Island, it would only have been in straightaway this summer. In any ca se, it's filled with some anyw ay. It 's a realistic dogfight, complete with gun­ flight. The aircraft was restored in Florida during fascinating historical footnotes, and appears here fire. the winter of 1973 and is now on display at the exactly as featured in World War I Aeroplanes . Museum. 8 1910 summer house on the old Bergdoll Estate in Curtiss Pusher Model 0: This aircraft copy was Bromall, Pa . The wings had been laid flat in the originally built in 1957 and crashed . It was re­ barn loft where they had been collecting ap­ stored again in 1975 in Florida. It is powered proximately 60 years of pigeon droppings. The air­ with a 45 hp Rausenberger engine. The engine plane was procured through the aid of the son was advertised in TRADE-A-PLANE and acquired of the Bergdoll's family chauffeur, Seth Pancose, by Cole Palen about 1959 ~ It turned out to be who was an antique automobile enthusiast. The the first engine built by L. E. Rausenberger, a aircraft was almost complete, but less engine. pioneer engine manufacturer, who had a hand in It had brittle wood and rusted metal. The air­ the building of many famous engines. He was 22 plane was reported to have been an original years old at the time he designed and built French-built machine, perhaps never flown in this engine in 1910. This V-8 overhead valve this country. The ash spars were routed by chisel­ engine was installed in the Curtiss Pusher. ing. It has been restored to displayable condition, Hanriot: reproduction alc, si n 11, N8449. This air­ but never flown. It hung from the ceiling in the craft was built in the winter of 1974 from draw­ American display at EXPO 67 World's Fair in ings and details appearing in FLIGHT, and in books Canada. on aeroplane construction of the period. The con­ ~~ trols are similar to the original, with right stick Another original in the collection: Cole's Jenny JN4H controlling elevator by fore-and-aft movements, .. . a piece of history that touches everyone luc ky left stick controlling wing warp by left-and-right enough to watch it fly. 1911 movements. The coupe button on the left stick can Breguet: This biplane, very incomplete, is the only kill the engine for speed control. Engine: 50 hp one of its kind left. The wings are hanging in one Franklin #1250. of the hangars: wood ribs, tubular steel spar. Short 5-29: reproduction al c , si n 2, N4275. In Thomas Pusher, Model B: This is the only example 1970 Cole Palen acquired from the Shuttleworth extant; it is incomplete. Powered with an OX5 Collection an original 60 hp ENV, Type F, Series 1, engine. Ser. No.4 Engine manufactured by Motor Syndi­ Bleriot XI: original alc built by the American Aero­ cate, Ltd . It was found in a coach-house tavern in plane Supply House, Hempstead, L1, NY (their England buried at the bottom of a pile of rubbish catalog was reprinted in WWI AERO #57, 58, 60, in 1964. The engine found its way into the hands and lists this al c as "Cross-County Type"), sin of an aero enthusiast, who restored it, researched it 3856, N99923. The last owner, and we think the aryd found it to be the same French-built ENV last pilot, was James P. McGrath of Mt. Kisco, engine that Cecil Grace had removed from his ill­ New York. The airplane met with a minor accident fated Short airplane. The history of this engine in­ and was stored in 1915 in a barn at his sister's spired Cole Palen to build a Short S-29 in which farm near Boston. The barn caught fire in 1963. he could reinstall this historic original engine. The Fire Department came to put out the fire After considerable research, in 1971 he started and on inspecting the barn found the slightly building from Short drawings, and sketches and singed Bleriot. It was acquired by the Marine photographs found in British magazines of the Corps Museum, Quantico, Virginia in 1964. It period , such as Flight and Aero. Since 1973, was later acquired by Cole Palen through trading this aircraft has been flying in a very limited the second Curtiss D (below). In the winter of fashion from one end of the runway to the other 1975-76, it was restored by Old Rhinebeck Aero­ at the Aerodrome. drome for their 1976 season. Stamped on the Passat Ornithopter: reproduction alc, built at White front spar was the following: Waltham for MAGNIFICENT MEN with 16 hp BLERIOT MONOPLANES. SPECIAL OFFER. We Douglas motorcycle engine powering rear wheels are prepared to supply during THIS MONTH and cranking the flapping rear wings, replaced ONLY for all orders placed with us on or with industrial gas engine. before Aug. 31, 1911 THE SAME TYPE MONO­ Bleriot XI: si n unknown, original a/c. Procured PLANE AS USED BY WILLIE HAUPT. Complete The Pup bores down the field, past the speaker's from the son of Irwin Bergdoll about 1962 or with 50 hp RQberts Engine, for $3,000. For full with a steady purr and a cloud of castor smoke. 1963. The airplane was owned by Irwin Bergdoll, particulars apply AMERICAN AEROPLANE SUP­ one of the first purchasers of a Wright Flyer. PLY HOUSE. Tel. 427 Hempstead - Hemp- It had been stored in the barn adjoining the stead, N.Y. 9 The aircraft is entirely original except for six the front wheel friction brake. Left pedal is the missing links in the restoration after visiting pieces of wood spliced in and, of course, new emergency "claw" brake. It flew in a very lim­ with W. T. Thomas, the original designer and fabric. The airplane was entirely complete with a ited fashion all during the 1976 season at the builder, in Daytona Beach , Fla., in 1964. It is 1911 French electric tachometer and even the Aerodrome. An identical machine wa's built at powered with a Curtis OX-5 engine and over a seat cushion. The original pre-Monosupape 70 the same time to be exchanged for the American­ period of two years was flown considerably. It hp Gnome has , so fqr, been trouble-free. The built Bleriot XI at the Marine Corps Museum. was last flown in 1966 and is now retired to the long range belly tank is not being used. The fuse­ The second Pusher is registered N1975MC. Museum. lage tank has sufficient capacity for normal use. The tail skid and rear section of the fuselage 1913 were discolored (some char), probably caused 1912 Oeperdussin: reproduction alc, sin 11, N8448. In when the plane was stored upside down with the Thomas Pusher, Model E: original alc, sin un­ 1974 Cole and Rita went to France, where they skid close to the burning roof. We dated the time known, N4720G. The Thomas Pusher Model E was spent long days photographing, measuring and the aircraft was put in storage by a wadded news­ manufactured in 1912. This airplane was found in making drawings of the aircraft in the Musee paper, dated Nov. 1915, which was stuffed in the a barn in Central New York by Owen Billman . de L'Air. That winter the Deperdussin racer in the hollow crankshaft of the engine to keep out It had been owned by pioneer pilot, Earl Frits. Musee was copied, in Florida. It is a copy of the dirt, etc. In the crash of the Bleriot, the body was Much of this airplane was spare parts. The wing model that held both the world land and sea­ broken in half just after the cockpit. Four new panels had been used by the farmer to cover plane speed records in 1913. With its 160 hp Gnome sections of longerons had to be spliced in, aver­ his tomato plants to protect them from the rotary, it tops about 130 mph. Slow and high aging 4 ft. in length each. The bottom horizontal frost, so they were pretty well used up. Owen speed taxi tests have been made, but the air­ landing gear strut was replaced. Both wheels Billman gave the remains of the airplane to Cole craft has not yet been flown. were replaced but we haVE: one of the original Palen as a gift, and Palen filled in the many damaged wheels. Another original 70 hp Gnome propeller was installed. Unfortunately, we do not have the original nameplate which was kept by Mr. McGrath in 1964 when he sold the aircraft to the Marine Corps. We welcome any additional history of the airplane. On its three hops at Ham­ mondsport, N.Y., it flew about ten minutes at about 500 ft. altitude. It is now being flown only in straight flights about 20 ft. in the air at Old Rhinebeck Aerodrome to show the public it can still fly. It is very controllable and flies like a Piper Cub, whatever that is. Curtiss 0 Pusher: reproduction alc, sin 1976, 168014. It was built in Florida the winter of 1976 and is powered with an original 80 hp Hall Scott engine. It has the original Curtiss controls. The shoulder yoke controls the ailerons when the pilot leans. The wheel rotation controls the rudder. Wheel fore and aft controls both forward and rear eleva­ tors. Right pedal is the throttle, center pedal is

One of the later airplanes· in the collection, an original Great Lakes which left the factory with a Cirrus Hi­ Drive Engine. 1915 tross was started. Since no 160-1BO hp Mercedes the aircraft and shipped it to the US. The ship­ RAF FE8: reproduction alc, sin 300, N17501. This engine was available, a 120 hp Mercedes was in­ ping crate is now a building in the show set at aircraft was built in 1973 in accordance with stalled, with provisions for the engine mount to the Aerodrome. The plane has been flying regu­ Royal Aircraft Factory drawings, powered by an take the proper engine, should one turn up. It larly at Old Rhinebeck Aerodrome since May 15, original BO hp LeRhone rotary engine, with a four­ was finished in the spring of 1975, and after much 1972. It is powered with an original 110 hp Le­ bladed propeller. It has been flying regularly at testing, flew a total of about 5 hours in October Rhone rotary engine; the fuselage is all wood the Aerodrome since 1973. of that year before our season ended. We planned with glued ply gussets. to fly it every Sunday during the 1976 season, but Fokker Dr.l: reproduction alc, sin 322, N3221. 1917 in checking out the aircraft for our first show This aircraft was built in 1967 using Redfern Albatross OVa: reproduction alc, N12156. This air­ found the Mercedes had a broken crankshaft. It drawings and drawings made by the British from craft was built from scratch in Florida the winter was an airworthy aircraft shot down all season. a captured Dr.1 in 191B. It is powered with a of 1972. While visiting the Smithsonian's Storage Avro 504K: reproduction alc, sin HAC 1, N2939: 100 hp Gnome engine. It has been flying every Facility at Silver Hill, Cole Palen saw their stripped­ Built by Hampshire Aeroplane Company, Camber­ Sunday in our air shows during the season since down original Albatross OVa and then and there ley, Surrey, UK. The Avro arrived at Old Rhine­ it was completed in 1967. decided this was the opportune time to build one. beck Aerodrome on June 6, 1971. It had been Fokker Dr.I: \ reproduction al c N ? Built by He spent th ree days there taking all measurements, built in 1966 under the supervision of Vivian Norman Hortman and flown and crashed several making sketches and templates and taking pic­ Bellamy for Mirisch Productions, Inc. to be used in times by him, before being sold to Palen. Lightly tures. He also gathered whatever drawings, data a film entitled THE BELLS OF HELL GO TING-A­ built; 125 hp Kinner engine. Presently being re­ and photos the Smithsonian had available. As LING, DEATH WHERE IS THY STING-A-L1NG-A­ built. soon as he arrived in Florida that year the Alba­ LING? The movie was never made. Cole bought Sopwith Dolphin: reproduction ale. It was begun by Andy Keith in May 1976, from Hawker-Sidde­ ley drawings. It will be powered with an Hispano­ Suiza engine, and is being built exactly like the original. Nieuport 28: original alc, sin 195BE, N4123A. Acquired by US Navy, then appeared in the Balboa junkyard, then acquired and rebuilt by Paramount Studios, then by Paul Mantz in 1940, then by Palen on 24 February 195B. When Palen swapped a Jen ny for it, it had "Paramount #6" painted on the 160 Gnome crankcase. (Paramount had had 6 N2B's) . It has the Navy modification of steel tube horizontal tail. It flew at Old Rhinebeck and in some movies between 1960-1969: Fokker D.VII original alc, N1040B. This started out as a Fokker built C.I, powered by a BMW. A brand stamp on the wing spar indicates it was built in Schwerin, Germany. It must have been one of the 60 C.ls Anthony Fokker smuggled out. Apparently, Fairchild Aerial Surveys owned the plane at some time. Bert Acosta came into oos-

The Fokker Or.1 reproduction has a 100 hp Gnome Engine. session of it. A repair on the upper wing car­ Siemens-Schuckert D.III: reproduction alc, N1918G . ries the signature of Bert and his son, Bertrand. This copy of one of Germany's last and fastest Acosta used the planes in air shows. Ronald WWI fighters was built in Florida during the Obmeyer, of Hempstead, LI bought the plane and winter of 1969: No geared Siemens-Halske rotary flew it in 1931 . He stored it in a friend's old was available, so a 16 hp Gnome was installed. general store in Massachusetts. Sometime during The aircraft has been taxied, but not flown. It the ensuing years the fuselage was rolled to the is presently on static display in the Museum. junkyard, but the wings, hanging overhead, were Thomas-Morse S48: original alc, the only-B extant, perfectly preserved and ignored. Cole Palen sin 153, N74W. This aircraft was test-flown in bought the wings, struts, tail group, ailerons and Ithaca, New York by Tex Marshall, who has also other loose parts in 1957. He built a new seen it fly at Old Rhinebeck. It was acquire{j D.VII fuselage and modified the wings to D.VII by Rolland Jack in Hortonville, Wisconsin , and dimensions. He installed an original Mercedes C3 then sold to Dwight Woodard in October 1952 engine (160-180 hpj. The plane flew air shows for $500 (the stab came from Ray Watkins in and exhibitions for 11 consecutive years before it Bellefontaine, Ohio). It was loaned to the Wright­ was retired because of deteriorating fabric. It now Patterson AFB Museum for about 8 years, then is on static display in the Museum, awaiting an A n o rigin al Bl eriot XI with a 70 hp Gnome; it's dis­ acquired from the Woodard estate by Palen in overhaul. creetl y limited to straight flights down th e runway. May 1973 , who refurbished it and its engine, Aeromarine 398: original alc from Roosevelt Field, and has been flying it ever since. acquired in excellent condition . Burned up by an Sopwith Snipe 7FI: original alc, sin unknown, of the cockpit cowl. From very obvious clues the accidentally-thrown cigarette while being trucked N8737R. Early in 1927 Reginald Denny, film plane was force-landed at Roosevelt Field or to the site for the photographing of a cigarette actor and ex-RAF pilot, bought this Snipe as one ferried there for repairs which were never com­ advertisement, in 1966. of a group of three. These were to be imported pleted. At the time Roosevelt Field acquired the Pigeon-Fraser Albree Scout: original alc. This is to the US for a flying film . The three machines plane, some parts were m issing, such as the the first Pursuit aircraft contracted for by the were flown to Hamble where AVRO disassembled radiator, cowls, exhaust stacks and propeller. It U . S. Three were built, one for static test to and crated them. No details are known until is obvious that it had been taken apart for engine destruction. The second hammerheaded on its first Jimmy Romberger bou ght hi s from Clarence change or repairs, and the above mentioned parts take-off, burned and killed the pilot. One scorched Chamberlin . In 1930, he soloed this $75 Snipe had been lost or stored elsewhere. In 1955, it was wing from number 2 was installed on number 3, after four hours of instruction in a Waco 9. It decided that a minimum of time and expense which is the one at Old Rhinebeck. This airframe was in the Roosevelt Field collection from 1932­ could put it into operable condition , and res­ was retained by the manufacturer, the Pigeon 1951 , when Cole Palen acquired the aircraft in the toration was commenced. The long-awaited engine Hollow Spar Company, when the government can­ Roosevelt Field bid in good, unrestored con­ repairs were made, missing parts were either celled the contract. It hung in the factory rafters dition. It had, it is believed, its original fabric. made or obtained and in October 1956 the plane, until procured by Cole on November 15, 1961. A complete overhaul was made. An engine-start­ basically in the same condition as it had been This plane has no movable elevators: the ing problem was resolved when the castor oil and when last flown in 1930, again took to the air. fuselage is hinged aft of the cockpit to only go fuel lines were interchanged to their correct fit­ It is powered with a 180 hp Hispano-Suiza, Model up. With its aft CG of no down elevator it can­ tings on the engine. It flew in the Old Rhinebeck E engine; only the cowl is not authentic. not fly. The aircraft has been overhauled to like­ show from 1962 through 1966 with a 130 hp Curtiss ,N4H: original alc, sin 3919, N3918. On new condition and is on static display in the Clergot engine. The aircraft was crashed , and January 30 , 1957, Cole Palen received by rail 19 Museum. later rebuilt by Gordon Bainbridge. It is currently pieces of a wrecked airplane from C. W. Adams, in new condition , on display in the Museum, with Jr. , Winter Haven, Florida. The aircraft had been 1918 a 230 hp BR-2 Bentley rotary engine. SPAD 13: original alc, sin 1924-E , N2030A. This advertised as a Standard J-l but turned out to Standard '-1: original alc, exists only in pieces . airplane was flown into Roosevelt Field in 1930 be an engine-less Hisso Jenny IN-4H. There is no by Col. Benjamin Kelsey. He never returned for previous history of this aircraft. Over the years , the plane, and communications from Roosevelt some of the missing original parts (wings, radiator, Field to him returned unanswered with no hint etc.) turned up, along with a 150 hp Hispano­ as to his whereabouts. After a period of time, Suiza Model A engine which was purchased from Roosevelt Field took the plane over for hangar the Franklin Institute of Philadelphia, Pa. Res­ rent due, and it was then placed in the Roose­ toration began in 1967, and the aircraft was built velt Field Museum. The only military marking on up from original parts and sections of several the plane at any time during its known history Jenny aircraft. It has been flying regularly at the is the inscription " Lt. Strickland" on the left side Aerodrome since 1969. 12 Early Aircraft based at the Aerodrome, not belonging to it:

Sopwith Camel: reproduction ale, sIn DS200, N8343. Built by Dick Day in 1970, it is his second Camel. The first had a 160 Gnome, this one an 80 LeRhone. It flies regularly in the show. Sopwith Pup: reproduction ale, N5139. Built by Dick King in December 1968; steel tube fuselage, 80 hp LeRhone. It flies regularly in the show. RAF BE2c: reproduction ale, fuselage only (steel tube), Hisso engine, building by Dick King...... " Later Aircraft of the Collection:

DH Puss Moth Aeromarine Klemm Bird CK Fairchild 24 Raabkatzenstein Primary Glider Aeronca C-3 Curtiss-Wright Jr. Fleet Model16B Great Lakes Monocoupe 1929 Monocoupe 1932 Piper J2 Spartan C3 Waco 10 Davis D1-W Curtiss Fledgling Dickson Primary Glider (reproduction)

(Photos by Cole Palen) Photos of the Sopwith Dolphin under construction in Florida, 1976- 1977.

13 Vintag (Dick Stouffer Photo) *The EAA This Curtiss Robin started with South­ A look at some of the airplanes in your EAA Museum. ern Air Transport (now American Air­ lines) in 1929 and saw additional .serv­ ice as an executive aircraft and a trainer.

(Chris Sorensen Photo) As time and donations permit, this Jen­ Bob Puryear donated this DeHavilland Rapide, which is c ny is being restored to flight line con­ dition.

/­ (C hris Sorensen Photo) Detail shot of the Sf5A, on loan from the National Air and Space Museum of the Smithsonian In st itute.

14 Front view of 1912 Bates Monoplane restored by fAA. A three cylinder Szekley engine is temporaril (Chris Sorensen Photo) The Luscombe Phantom, beautiful to look at, but horrible to land (short Album coupled). That's a Monocoupe 90 on ion Museum* the left. re a lot more, by the way . . . have you seen them all yet?

(Dick Stouffer Photo) Dale Crites' 1911 Curtiss Pusher. Note the shoulderbars for aileron control. That's a Velie Monocoupe in the back- '\ ... ground. .- _ _ ._11 y being restored at the Flight Research Center in Burlington.

(Chris Sorensen Photo) Activity in the Foundation's Res­ toration Facility currently includes this Waco UPF-7 (left) and serial number 1 Travel Air 1000 (which has been converted to a 2000).

(Lee Fray Photo) 15 eft several years ago and recently acquired by the led unlil a more appropriate engine may be found. BUILDING THE FUSELAGE OF A REPLICA SE5A

By Neil M. Thomas EAA . Having been a model builder of World War I expert aircraft welder in the bargain. 2512 Arthur Kill Road pursuit planes, an avid reader of "G-8 and His Bat­ If you're going to build a true replica of an Staten Island, New York 10309 tle Aces", " The Eagle and The Hawk", "Dawn Pa­ SESA - DO THE FUSELAGE FIRST. If you can get trol", etc., I knew then that I wanted to build a full through that, the rest is a snap - I think??? (Photos by Ray Pignato) size World War I aeroplane. I started immediately At the time I was building the forward lower half and dreamed of flying it in a year or two. Well, of the fuselage (the part with the 8 dozen fittings), that was in 1965 and now, twelve years later, I am I was also working two jobs, refurbishing a large Having mastered the art of aeroplane "driving" writing an article on the difficulties of building a colonial house, and rebuilding a two story 20' x 30' some years ago (does one ever?), I looked to more replica fuselage of an SE5A. I can't tell you how to barn-hangar-workshop. Hence, I spent approximately involvement in aeroplanes than the usual hangar build the rest; I haven't done it yet! 5 to 6 years on the forward section alone. Yet, from flying and tall tales. Time and money did not per­ Why an SE5A? Because: March '75 to April '76, I finished the rear half of the mit me the luxury of searching out new distance 1. I did not know how to weld, so I thought the fuselage, the tail plane adjusting gear and housing, destinations to which I could fly. I realized a cer­ steel-tubed Fokker DVII was too difficult and added the turtle deck; made, fitted and installed the tain ennui was setting in. wood framed SE5A easier. adapted instruments to the instrument panel, com­ So instead of " hangar flying" in the pilot's lounge, 2. Original motors were readily available and, at pleted the carlins (s keletal 'ribs') for the cockpit I drifted to the repair shop at the local airport and the time, relatively inexpensive. (Six cylinder area, and aligned the fuselage from the engine mount watched as planes were being recovered and repaired. Mercedes were neither available nor inexpen­ to tail post. That's a pretty good comparative idea of Construction interested me as much as flying and as sive.) the work involved in the forward section of the I came to learn more and heard of EAA, I felt that 3. The pronounced dihedral of the SE5A assured fuselage as compared to the rear half. this was the real direction of enduring challenge for stability. Like everyone else, I enjoy assembling parts and me. No offense meant to those extraordinary pilots 4. It is the only plane of World War I (that I " building" the aeroplane. I don't like the drudgery of who can go through 100 miles of zero weather and know of) with inflight tail plane adjustment for trim . hacksawing and hammering pieces to shape. But, like hit the runway head-on , first time, everytime. 5. It could out-drive a Fokker and not come Christmas dinner, days are spent in the preparatory That proficiency escapes me and I envy and respect apart (though I never intend to prove this drudgery, and the assembly, like Christmas dinner, their perfection. premise) . is over in an hour. Now, at this point, I'm glad I like many of the old things in this world, yet 6. It shared with the Fokker DVII the best reason I "hung-in-there" but I would not want to do it recognize the convenience and comfort of much that of all to build a replica; it was, and is a good­ again. If you want to play, you can build tailskids, is new. The "new" world of flying is, for me, enhanced looking aeroplane. fins, rudders, and even wings. If, however, you can't in the "old" of the fundamental panel, the basic Had I known the inordinate length of time it would see it th rough with the fuselage you've spent a great aeroplane. As I watched each plane being repaired, take to make the countless fittings in a SE5A fuse­ deal of time, however enjoyable, making things that my interest in them kept going more to the older lage (over eight dozen in the lower forward half won't get you into the air. types. I was about back to the early twenties ­ alone), I would have devoted one-third the amount But it is in this area that I stumbled and was interest-wise that is - when I first encountered the of time to the fuselage of a DVII and become an obliged to make a very basic decision. Was I going 16 Detail of the landing gear cross brace fittin g. That wood ought to be mounted over a fireplace.

. -~...,

The landing gear's in place, and you can get som e idea of the years it took to get there.

The in strum ent panel looks old enough to be new. 17 to manufacture the plane I wanted to build or was I bubble (not ball) type inclinometer which I have yet particular aircraft. It will probably be marked with going to assemble it? The law requires that we to make. the white band of the 56th Squadron, RAF. construct at least 51% of the aeroplane. It readily I've tried to be as historically accu rate as possible­ While cockpit identification is not historically ac­ recognizes that we need not cast our own engine to create a museum piece - but I am not a total purist. curate, one side will be lettered with the name of parts, or make altimeters, wheels, control cable or I won't use castor oil in the engine (too expensive); Major James Thomas Byford McCudden; perhaps not "draw" high tensile flying wires. Yet, the wanting to nor cover the aeroplane with cotton (doesn't last); the highest scoring British ace but certainly one of fly my own creation impatiently pushes me to sub­ nor use mild steel for fittings and "hammer the bolt the most sensitive, mature, and philosophical. On the let certain jobs, as the law allows, so as to finish ends over as shown" (too risky). And, I shall not other side will be lettered Lt. George A. Vaughn, Jr., this rather extraordinary project sooner. Contravening carry the Lewis or Vickers guns when I fly, for formerly of the 84th Squadron, RAF, who is the this "wanting" is the knowledge that I could then no safety'S sake, as well as anti-theft - if I come down third-ranking American ace of World War I; a real longer say "1 build the entire aeroplane". No one unexpectedly and must leave the plane. I realize that gentleman and pleasure to meet. I. am happy to say expects the homebuilder to design and manufacture such changes reduce the value of an exhibit in a that he is alive and well on Staten Island, New York. his own engine, wheels, instruments, radios, etc., but museum because some minor construction techniques Both men were great pilots of SE5A's. wings, fuselages, landing gears and the like are sup­ are not "the way it was". On the other hand, to see How much longer? Well, there are wings, tail posed to be within the realm of our abilities. It a World War I aeroplane that "actually flew" within surfaces, radiator, oil and gas tanks, center section is the difference between saying "1 had the aero­ the years of the viewer's lifetime has an offsetting with water and gas tanks in the leading edge, flooring plane built" and "1 built the aeroplane"; the latter advantage that I feel outweighs minor technical and controls in the cockpit area, cowlings and baf­ position being diminished by that percentage of the errors. fles - golly, I' m afraid to estimate. Five years if aeroplane one has had built elsewhere. I have dimin­ The number 5348 is an accurate number for 22 hp I'm lucky. On the whole, I' m glad I selected the ished my own project some small percentage by French geared Hispano-Suiza powered SE5A's. This SE5A but equally happy that what's behind me is having the gas tank built by another because I lot of SE's was built by ·Martinsyde in Woking, Eng­ done. I could not have come even this far without the don't want to make it of fiber-glass and I do not land. Here I took another liberty. The back cover of constant encouragement of many friends who urged me have the machinery to form metal to the required Aero Publishers shows a name plate on the panel on when many times I wanted to give up. Not the smooth curves and folds of an SE5A tank. Trying, of an SE5A but since Martinsyde did design and build least of these are, of course, Wg. CMDR. N. H. F. however wrong, to hold to the total construction their own aircraft, I thought someone might say, Unwin (RAF, Ret'd) and Col. George A Vaughn position, has undoubtedly caused my project to be " Oh, it's a Martinsyde". For this reason, the name (USAF, Ret 'd .) extended by years. If you will permit yourself to plate reads instead "Royal Aircraft Estab., Farn­ accept the help and skills of others you can get an borough, Hants., England Ser. No. N5348." While exact replica SE5A project down to 2 to 4 years. "N" is not a correct letter for SE5A's, it appears to Each homebuilder must decide for himself where he be in vogue with FAA; in fact, they;re quite sticky will draw the line short of the 51%. No one can and insistent about our using it. Nieuport builders do decide for him. Nor can one fault him for the posi­ luck-out. tion he takes since a homebuilt aeroplane, even at I am in the business of repairing automobile ra­ the minimum of 51%, makes him an unusual and diators and manufacture one-of-a-kind specialty items accomplished person. for aeroplanes and autos. It only follows then that As all restorers and builders know, one must view I'll manufacture my own SE5A radiator - unless his (or her) project as a series of little jobs, each someone out there has one in his hip pocket that one a challenge and accomplishment in itself. To he's forgotten all about! That project should be very view each part only as a miniscule part of the whole interesting and, I'm afraid, lengthy and expensive. would probably make many of us give up at the Do not think of a replica as a cheap way to get magnitude of our undertaking. into the air; it most certainly is not! A conventional Some instruments are vintage American and are homebuilt design may be cheaper than a commercial shrouded and/or bezeled to resemble British pieces. type aircraft and it certainly gives the builder that The tachometer, altimeter, hand pump, and compass extra sense of pride and accomplishment that does are originals; the airspeed indicator is American not come from a store bought airplane. Replicas, antique. I could not find "petrol" or air selector however, have the additional financial curse of re­ valves so I was obliged to make them. While some quiring rebuilt antique motors, the outright manu­ photos available show another compass of British facture of parts no longer available, and the collection manufacture, there are pictures in Cross and of historical and/or authentic items where possible. Cockade, Aero Publishers, Inc., etc., showing the type The latter is great fun but can be expensive. I have i nstalled in use during World War I in With that in mind, I plan to make this SE5A The SE5A offers a lengthy experience in playing around SE5A's. The panel is complete but for the reversed representative of the type rather than follow one with fittings, wire and wood. 18 An Interview With Bill Choma, If the engine is pulled for overhaul , the proper words, it isn' t a run-out engine, you' re probably Director of Ma in tenance and Restoration f AA process would then be to run the engine with pick­ going to have to do some type of preventative or ling oil in it; after shutdown spray the top cylinders restoration maintenance on it. VINTAGE AIRPLANE: When does an engine need to be before it is removed from the aircraft. Once it's off pickled? VA: So , if you ' re in the process of rebuilding an the aircraft, unless you can put it on a test stand, airplane, and you ' re not able to have a regular BILL CHOMO: An engine needs to be pickled if it is you can ' t really protect the bottom portion of the program of pulling the engine through, then you going to be out of service for a period longer than 60 engine. The way to get the preservative oil com­ should give serious thought to pickling that engine. days. This, of course, isn't a hard fact, but if you pletely distributed throughout the engine is to run can' t run the engine or pull it through by hand, it and get it hot (up to operating temperature) . BC: Most definitely. two months is about maximum that you would want Many times this is not possible. If you buy an en­ VA: What types of materials do you need to pickle an engine to sit. You'd find that there is probably gine that has been off for a considerable period of an engine? light pitting and ru st at 60 days. time and it's still in operatin g condition , in other 19 Be: There are various engine storage oils available. stack flange and the cylinder head, also between If you let the engine run on the ground long enough, They all have to conform to a military spec number. the carburetor and the intake. We additionally plug you're going to do more damage from hot spots in The reference mil itary spec number is MIL-L21260. the breather along with any ports in the engine that the cylinders than the corrosion is doing. So , they say This type which comes under a variety of brand are open such as accessory case holes. We fill any that you are better off, if the aircraft isn' t being names is usable on all engines. They have to be pipe fittings that are on the accessories. flown often enough or if it isn 't being flown at all, within very close tolerance to what military calls After the engine is completely plugged up, we to pull it through by hand and to change oil much out for formulation in order to have a military spec normally install desiccator spark plugs . These are more often than normal. number. plastic spark plugs that contain a crystal which VA: In other words, if you put an airplane in a garage VA: Is this the only kind of material that you would readily absorbs moisture. These are available through for the winter and you don't have access to it to turn need to pickle an engine? many sources. They are a must in engine storage. it over at least once a week, you should give seri­ They absorb moisture and change color at the same ous consideration to pickling the engine? Be: This is the only thing you use, other than me­ time. They are also available for the accessory section chanical plugs to plug off ports where air and mois­ with its various pipe threads. Be: Definitely. ture can get in . There's another method if the engine cannot be VA: Would this process of applying engine storage VA: What is the process of using this c ,l? run. It is not anywhere near as effective as running oil vary with the age of an engine or with a type of the engine, but it is better than doing nothing at all. an engine? Be: For maximum protection , the standard engine oil You simply drain all of the fuel and oil from the is drained and you replace it with this engine storage engine and, preferably with a pressure type sprayer, Be: Same process in all case s. It is basically the oil in sufficient quantity to be able to run the engine. coat the inside through the accessory case opening, process used by engine manufacturers with new The amount varies with the engine. It would be what­ the oil drain hole, and into each spark plug hole. engines. They are put on the test stand for a test ever is the safe operating level of oil. The oil would have to be heated first. We set it in a run-up and the very last thing that they do before VA: So , if you normally run with 4 quarts of oil, pan of hot water. Then, you would follow the same they ship you a brand new engine is run in the you would drain that and insert 4 quarts of engine procedure on plugging all of the holes and putting pickling oil. Then they put all of the plugs in it and storage oil. the moisture absorbent spark plugs and crank ca se put it in a box. The only thing that they do extra is plugs in . that they enclose the engine in a polyethylene bag, Be: Yes . You'd start the engine, run at low RPM for which is an added way of keeping moisture from about 10 mi:lutes to bring the engine up to operat­ VA: Is it a good idea to use this process with an an­ getting at the engine. ing temperature. Then, just before you shut the en­ tique engine where you don't know what condition gine down you inject a half-pint of the oil through the engine is in when you buy it? It might be run­ VA: Is there any special step that needs to be taken the carburetor intake. This can be accomplished by out, but it might be some time before you can tear in pickling accessories? using a pressure pump type oil can. Squirt it right it down. Be: Not really. The only things that might be a real into the intake while the engine is running. Shut the Be: Definitely. Probably more damage happen s problem are the carburetor and fuel pump. It is a engine down, remove the spark plugs and inject a internally to engines from corrosion and rust than any good idea with a fuel pump to spray a small quantity half-pint, perferably sprayed, into the top of each other problem . of storage oil in. Gasoline in a fuel pump will evap­ cylinder through the spark plug hole. Drain the gas orate and the parts w ill be absolutely clean and dry. from the carburetor and squirt another dose of pickle VA: Will this process stop rust? There again, they are subject to corrosion like the en­ sauce right into the carburetor. (Gasoline will Be: It will inhibit it and prevent further formulation gine. Inject a small amount and it will be fine. Later, form a jelly-like substance if it's left in the carburetor of it. when it's time, the first little slug of gas through there over an extended period of time. This oil, of course, will mix with the oil and it will be cleaned back out. will not.) You then plug all ports to the engine. VA: If you weren't going to use an engine storage oil Same thing with the carburetor. and you were going to try and turn the prop through This includes intake. If the carburetor is going to VA: How do you un-pickle an engine? stay on the engine, put a plate over the carburetor on the engine during the process of rebuilding your and secure the exhaust stacks (either plug them or airplane - how often should you be pulling the prop Be: Un-pickling an engine is a lot simpler than pick­ pull them off and put plates over the exhaust ports). th rough? ling it! I normally pull the spark plugs and drain any excess to prevent a hydraulic lock. If you have a VA: What's a good way to plug exhaust stacks? Be: Minimum : once per week. There is a new flyer that has just come out from Lycoming which says that large enough quantity of oil on top of the. piston, Be: The best way, of course, is to go to Jhe en gine it is much better to pull the propeller through by your piston cannot compress that liquid and you could manufacturer and get storage plates. They are nylon hand, than it is to do ground runs on an engine on an do serious damage to the engine. The spark plugs plates with o-rings on them and they completely aircraft that is not being flown . They claim that with must be pulled and the engine pulled through to seal the engine off. short ground runs, you can never get the engine prop­ make sure that any excess oil would be drained out. You can make your own plates out of aluminum. erly warmed as you can in flight. The engine oil has The spark plugs, of course, must be cleaned in gas­ Another way that we use here at the Museum to be warmed above 165 degrees F. in order to drive oline because they won' t fire with that much oil is to insert polyethylene film between the exhaust out the moisture that has accumulated in the case. on them. After you re-install the spark plugs, start the 20 may result in hot spots in the cylinders, Qr 'baked engine and run it for the 10 minute period, shut it AVCO LYCOMING "FL YER" and deteriorated ignition harness, and brittle oil seals down and drain the pickling oil. I do recommend a . causing oil leaks. If the engine can't be flown , then very short time to the next oil change, however. Some­ FREQUENCY OF FLIGHT AND merely pull it through by hand, or briefly turn' the thing close to 20 hours, because you will have some engine with the starter to coat the critical parts pickling oil mixed in . ITS EFFECT ON THE ENGINE We have firm evidence that engines not flown fre­ with oil. If the engine is flown infrequently, the oil VA: When you start it up after it has been pickled quently may not achieve the normal expected over­ should be changed at least every 25 hours to elim­ with this oil, can you expect a lot of smoke? haul life. Engines flown only occasionally deteriorate inate the water and acids. BC: Yes, you definitely will have a lot of smoke. much more rapidly than those which fly consistently. ENGINE STARTING SUGGESTIONS VA: Are there any special problems that might occur In view of this, Lycoming accompanies its listed over­ in pickling or un-pickling that you should look out haul life in Service Instruction No. 1009 for all models Extra precautions should be taken when starting for? with the statement that the engines must be flown high performance engines in cold weather, after at least 15 hours per month. Pilots have asked ­ changing oil, or after the engine has not flown with­ BC: Nothing other than the engine storage oil being What really happens to an engine when it's flown in a week. On the initial start, CLOSELY observe too thick to spray. Some manufacturers recommend only one or two times per month? An aircraft en­ engine oil pressure. If oil pressure does not rise to mixing the engine storage oil with 10-weight regular gine flown this infrequently tends to accumulate minimum idling range within 30 seconds after start, automotive oil. I would prefer to heat the material rust and corrosion internally. Some operators are shut the engine down and investigate. up so that it's easy to spray in, rather than mixing running the engines on the ground in an attempt 1. Damage to crankshaft bearings is possible if it. With mixing, it' s a little thin then and tends to prevent rust between infrequent flights. This may oil pressure is not within minimums as des­ to run off quite easily. So if the engine sits upright harm rather than help the engine if the oil tem­ cribed above, and potential engine failure can or inverted for any period of time, certain areas will perature is not brought up to approximately 165°F, result. just drain away. Then, you might be looking again at a because water and acids from combustion will ac­ 2. Cold, fast starts also result in badly scuffed corrosion problem. I prefer to use it full strength. cumulate in the engine oil. The one best way to piston skirts and rings and scored cylinder walls get oil temperature to 165°F is fly the aircraft, for with ultimately broken piston rings and mal­ during flight the oil gets hot enough to vaporize the functioning engines. water and most of the acids and eliminate them from 3. Complete engine preheating is required at am­ the oil. If the engine is merely ground run, the water bient temperatures of plus 10°F and below, be­ accumulated in the oil will gradually turn to acid, cause below this temperature oil is like tar. which is also undesirable. Prolonged ground running 4. After start, do not exceed 1200 RPM in the in an attempt to bring oil temperature up is not idle range initially until oil pressure is defi­ recommended because ~f ir:'adequate cooling which nitely within minimums.

(Photo by Dick Stouffe r) This is th e back side of th e Gnome ro tary. Th e flat disc mounts rigidl y to th e fu se lage allowing the case, cylinders and p ro p to sp in freely. I

~ n engine !display to get th e p lin this month's Repo rt. Mercedes from th e Museum's

21 On the bottom of the turtledeck under Mr. Ballard's wrist and on portions of the engine cowling are ridges called " beading". The beading was made in the metal by Mr. Ballard in the following manner. He first took a small block of hardwood and drilled a hole through its length. This hole was the diameter of a rod from an engine. He then sawed the block lengthwise and glued the rod into Restoration Tips: one of the channels. A nail pounded into each end and bent around allowed the block with the rod in it to be held firmly in a vise. The sheet metal was laid over the rod, SAN DIEGO JENNY and the other block with the channel laid over that. The top block was then struck with a mallet and the metal guided through the two blocks to form the beading. Not A Photo Essay By shown is an additional piece of wood that was nailed to the Chris Sorensen side of the block with the rod in it and used as a stop when 208 E. 32nd Street the metal was slipped over the rod. (This is the Jenny Ballard and his colleagues restored for the San Diego New York City 70076 Aero-Space Museum.)

Walter Ballard, 82, is Supervisor of Restoration for the San Diego Aero-Space Museum. Mr. Ballard stands in front of a World War I Jenny. He and several other volun­ teer workers completed restoration of the machine only four months before it was destroyed in the San Diego Aero-Space Museum fire. The fire occurred approxi­ mately six hours after this photo was taken. Mr. Bal­ lard is holding one of two pairs of leaf springs from a a truck which he used to make the louvers on the en­ gine cowling. He would first clamp a pair of springs on each side of the louver area. Then he carefully chisled the long cut in the sheet metal, using the aftmost set of springs as a guide. Using a contoured block of wood and a mallet, he then pounded out the louver form. When the result was to his sa tisfaction, he detached the aft set of springs and moved it forward leaving enough space for the next louver between the two pairs of springs, and repeated the chiseling and metal framing process. Mr . Ballard's career in aviation spans practically its entire history. He barnstormed in Jennys, flew for TWA when it was Transcontinental and Western Air, and American Airlines when it was American Airways, flew Trimotors in the South American bush, flew Liberators for the U.S. Navy in the South Pacific, and has generally had a most colorful life as a pilot. The day after the blaze destroyed the San Diego Aero-Space Museum and the Jenny, Ballard's reaction was one of sadness mixed with a tough stoicism. Distraught, he said he felt as though he's lost " his right leg," , ! but later concluded with, "well, I'm going fishing." 22 "" I ~~ - The seat cushion on the jenny is identical on both sides. progressed. Naturally, the second button could only go In order to make the buttons draw the upholstery down down as far as the second square knot, and since each evenly on each side, Mr. Ballard did the following. pair of knots was evenly spaced, the result was even First he took a length of string about six inches long spacing all across the cushion. and secured a button to the middle with a square knot. Then he tied a second square knot about an in ch away from the first, as shown in the photo. He did exactly the sa me thing to fourteen buttons, the number used on one side of the cushion. Next, he inserted the string through the upholstery with a needle in the proper posi­ tying another button on the oooosite side as he

Following a tradition of improvisation established by the barnstormers of yore, Walt Ballard fashioned this safety belt for the jenny from an old U.S. Mail bag.

The windscreen on the jenny was originally fitted to the fuselage with a piece of sheet metal formed at an angle and running all around the bottom edge of the screen. In lieu of this metal piece, which is not easy to form, Ballard elected to use the small metal tabs shown here.

Here Mr. Ballard demonstrates how he formed the pad­ ding around the rim of the cockpits . The foundation of the padding is made of washer drain hose slit along its length. The hose is surrounded by foam, its edges tucked into the slit in the hose. This in turn is covered by naugahyde upholstry which has its edges folded under and glued to provide a double thickness for the stitching of rawhide that secures the padding to th e fuselage. Th e original item was formed in a more tedious manner. It was alternately stuffed with horsehair and sewn to the cock­ pit edge a few inches at a time. 23 Karl's stuff, all his notes and blueprints for the CONVENTION COMMITTEES AND CHAIRMEN plane (several complete sets with all the mods and ANTIQUE/CLASSIC DIVISION the reasons for those mods) . . . I had no use for Want to help at Oshkosh '781 These are the people to contact. them ... I bu rned them . .. " That hu rts. And it's ANTIQUE/CLASSIC CONVENTION MANAGEMENT painful to think about how often it's happened. Once Convention Chairman - J. R. Nieland er, Jr ., Box 2464, Fo rt gone, those pieces of history are forever out of our Lauderdale, Florida 33303 Convention Co-Chairman - Robert A. White, Box 704, Zell ­ reach. Flames are terminal. wood, Florida 32796 Perhaps the members of our Antique/Classic Divi­ ANTIQUE/CLASSIC FORUMS Forums Chairman - William J. Ehlen , Ro ute 6, Box 506, Tampa, sion can help. A lot of times widows or children or Florida 33616 the junk man inherit the books, notes, pictures and Forums Co-Chairman - Allen D. Henninger, 936 McKe ll ar Drive , plans that document our achievements in aviation. Can Tullahoma, Tennessee 37386 ANTIQUE/CLASSIC PARKING & FLIGHT LINE SAFETY you prevent it from being torched? Your EAA Museum Parking Chairman - Arthur- R. Mo rgan, 3744 North 51st Bo ul e­ is eager to collect and preserve nearly all kinds of vard, Milwaukee, Wisconsin 53216 Parking Co-Chairman - Robert E. Kesel, 455 Oakridge Dri ve, aviation records. They maintain a library that has Ro chester, New York 14617 room to grow, and it's a library that is used. Make ANTIQUE/CLASSIC JUDGING & AWARDS. plans to preserve your collection of aviation papers Antique Awards Chairman & Chief Judge - Claude l. Gray, Jr. , "Whistling In The Rigging" 9635 Sylvia Avenue , Northridge, Cal ifornia 91 324 and books and snapshots. Please don't throw an y­ Classic Awards Chairman & Chief Judge -W. Brad Tho mas, Jr ., By thing away by converting it to ga s and ash . And if 301 Do dson Mill Road, Pilot Mountain, North Carolina 27041 David Gustafson, Editor Clas.lc Awards Co-Chairman & Co-Chief Judge - George 5. you can prevent someone else who doesn't know or Yo rk , 161 Sloboda Ave nue, Mansfield , O hio 44906 understand the value of paper hi story, we' ll all ANTIQUE/CLASSIC MANPOWER It's time to respond to all the warm welcomes and Manpower Chairman - Jack C. Winthro p, Ro ute 1, Box 111 , offers of help that came with my new job: THANKS. profit. Allen, Texas 75002 Giving up a college teaching position in a theatre By the way, if you want to add to your Museum's Manpower Co-Chairman - John S. Copeland , 9 Joanne Drive, library or aircraft collection in your lifetime, your Westborough, Massachusetts 01561 department to assu me editorial and executive res­ ANTIQUE/CLASSIC FLY-BY SCHEDULE COORDINATION ponsibilities at EAA Headquarters is a bit of a shock, gifts are tax deductible. Write Gene Chase at Head­ Fly-By Schedule Chairman -Ro na ld Fritz, 1969 Wilson, NW , quarters for a copy of " Charitable Giving". Grand Rapids, Michigan 49504 but it's the kind that creates a permanent smile. Jump­ Fly-By Schedule Co-Chairman - Phi li p l. Couls on, Route 2, shifting careers like this, in the middle of one's life, is You' re the one who can assi st us. This is one Box 39B, Lawton , Michigan 49065 almost as rare as it is exciting. AI Kelch did an excel­ time every litter bit helps. ANTIQUE/CLASSIC HEADQUARTERS STAFF Headquarters Staff Chairman - Kate Morgan, 3744 No rth 51st lent job as editor of this publication and he has left Bou levard, Mi lwaukee, Wisco nsin 53216 a high standard to live up to. Headquarters Staff Co-Chairman - Donna Bartlett, Box 5156, Lake land, Florida 33603 Naturally, whenever the guard changes, things ANTIQUE/CLASSIC DISPLAY BOOTH aren't quite the same anymore. So , Th e Vintage Air­ Display Booth Chairman - Ali cia Smith, 7930 Biscayne Poi nt plane, which had become a refined historical journal Circle, Miami Beach, Flo rida 33 141 Display Booth Co-Chairman - Mary Morris, 27 Chandelle Drive , is easing into a more varied format with hopes of Hampshire, Illinois 60140 presenting more articles on fly-ins, restoration pro­ Display Booth Co-Chairman -Jackie Ho use , 3622 O ne Way Ci r­ cle, Apt. 394, Dallas, Texas 75234 jects, how-to-do-it tips, and classics. Alas, AI 's prob­ ANTIQUE/CLASSIC PAVILION PROGRAM lem is now mine: the editor's files are loaded w ith Pavilion Program Chairman - Da le A. Gu stafson, 7724 Shady Hill Drive, Indianapoli s, Indiana 46274 stories on vintage pilots, deSigners and builders, but ANTIQUE/CLASSIC SECURITY nary a story about classic airplanes. Surely someone Security Chairman - George T. Will iams , 115 Pauquette Street. out there has rebuilt or refurbished a classic, has Portage, Wisconsin 53901 Security Co-Chairman -James H. Smith, 7930 Biscayne Po int had some unique fun flying one that they'd be will­ Ci rcle, Miami Beach, Fl o rida 33141 ing to share with us? ANTIQUE/CLASSIC PRESS COVERAGE Press Chairman - AI H. Kelch , 7018 West Bo n niwell Road , Mequon, W isconsin 53092 Press Co-Chairman - Lois Kelch, 7016 West Bo nniwell Road , SAVE OUR HISTORY Mequo n, Wisconsi n 53092 Photo Airplane Pilot - Cha rl es E. Nelson, Box 644, At he ns, Several months ago, I was researching a story on Tennessee 373 03 the Crouch Bolas Dragonfly (which will appear soon) ANTIQUE/CLASSIC PICNIC & PARTY Picnic & Party Chairman - John R. Turgyan, 1530 Ku ser Roa d , and wound up talking to the widow of a man who had (Photo by Chris Sorensen) Trenton, New Jersey 06619 been one of the chief deSigners on the project. As Sa n Diego M use um: As fa r as was known on th e day ANTIQUE/CLASSIC BOOTH & BARN DECORATIONS we talked I asked about photographs, notebooks and after th e fire, not a single aircraft or artifact survived, Decoration Chairman - Stan Gomo ll , 1042 90th Lan e , N. E. , Minneapolis, Minnesota 55434 blueprints. The woman generously consented to loan with th e so le exception of a small sample of moon rock ANTIQUE/CLASSIC EQUIPMENT & SUPPLY her scrapbooks and then went on to say: "if you'd stored in a fire-proof safe (Sa n Diego Aerospace Muse um, Equipment & Supply Chairman - Arthur R. Mo rga n, 3744 No rth 51st Boulevard, Milwaukee, Wisconsi n 53216 only come three months earlier, I went through February 23, 7978). Equipment & Supply Co-Chairman - Jo hn J. Ka las, 2603 South 24 Superior Street, Milwa ukee, Wisconsin 53207 Taylorcraft Clearing House

Don Smith, EAA Designee, announces that he is setting himself up as the Taylorcraft Owner's Club of­ fical source of information on DC, DCO and L-2 series aircraft. If you drop a line listing wants, trades, or sales, Don will try to put you in touch with the right person. You can write Don at Route 1, Box 636, West Helena, Arkansas 72390. Here we are at home - Spanaway Airport - Tacoma, Washington . We may be at home but notice we are 1.. I~rl"I'I~11S I out and getting ready to go. Mr. Gustafson, EAA ANTIQUE/CLASSIC The publication, The Vintage Airplane, sounds good to us . How can we get it? de YELLOW J·3 CU B

CIUJIU••. P'tUI'T '1.$1 ~~s~ MY"IOW,", • 0 DIVISION Here is more information on our "baby". 12)4 ...... """:a-__ a 1950 PA 18 105 Special, Serial #18-107 QO;W' MEMBERSHIP DRIVE We have the original weight and balance statement dated 3-30-50 signed by a Mr. Muckle (spelling may be wrong). ~\~ Baby has the original Lycoming 0235-C1 engine A pai r of Antique Goggles and is a dream come true . While it's true many . by persuading 5 people to publications write about the Super Cub, they talk about new ones. . PLANE CHECKS JOin. Love to hear from you, Ron McDonald A NEW WAY TO IDENTIFY WITH "YOUR THING" Regular bank checkS emblazoned with a fly ing yellow J.J Cub' Leather Flying Helmet 2707 South 15th Complete the order form, and write out your check. f',;ow, get a *erA Tacoma, Washington 98405 deposit slip from the same account, and clearly indicate any changes or other notations as you wish it to appear on the checks. when you get 10 people to 206-272-8953 (These two documents will furnish us all the data we need to make your checks compatible with your bank's computer, and Amer. Bank Ass'n specs.) On gift orders, send your check and mark his sign up. check VOID. Please allow 3 weeks for delivery. Start Using Plane Checks Now! Your old checks will always be good. - then start over and win again Identity Check Co. Box 149·0 Park Ridge. III. 60068 --+- A free five year member­ "Activate" my order for Plane Checks, starting No. ___ 0 300·$7.50 0 600·$12.75 0900·$17.75 ship in the Antique/Classic PI.n. ChOK~ ' . '. 100 tJOund - on. 1'.'1 o;I'-PO , ,1 -"I" .no;l ' ''O,U.' , .'. Inclu6ed In eOKI'I 0'0.' _ Checkbook cover $.50 $ _-­ Division if you sponsor the o Yellow J·3 Cub I! PIPE R Aaoru....nl r I BEECH AIIOfI,..,.nl I J NORTH CENTRAL DC·I 1I C"'.oke.. • U 5undov.n,'· II CONTINENTAL OC·l0 II Alfow· rl v Bo~nll· : I HeliCOPTER IBEl.l1 most new members in U Seneull· IJ a,ron· I) ' ·51 MUSTANG IJ BREEZY" [ J CURTISS JENNY" II NATIONAL DC· IO II CESSNAA..onmen' ( J TWA l ·1011 I J AMERICAN OCIO 1978. [I PSA 727 1I EASTERN l ·1011 I J 210 CenIU"OO· r I BO·5 (J WESTERN DC· 10 I J 310· d MOONEY U PITTS SPECIAL" II UNITEDDC·l0 To Qualify: Write your name and member­ ·PI.....lIow 10."1'. d.y, 10 p'oce.. ,h... c hOK~" ship number on the back of the member­ All check backgrounds are blue (except J·3 Cub) Ship via 0 UPS (insured) 0 Parcel Post 0 WEST COAST add ship blanks we've been providing in THE one dollar-we'll fly it! Ship To : ______VINTAGE AIRPLANE. Headquarters will Clamming at Copalis State Beach Airport Washington Address keep score. State that is. Note the cla ss ic profile. Now that's City State ______Zip _____ a Super Cub! 25 Calendar of Events

MAY 19'21 - HORN POINT, MARYLAND - Potomac Antique JUNE 21-26 - TULLAHOMA, TENNESSEE - Annual Staggerwingl Aero Squadron Fly-In. Aerodrome built by Francis du Pont 2 Travel Air International Convention. Forums, formation flying miles west of Cambridge on Maryland's Eastern Shore. For in­ and fun. Contact John Parish, clo Lannom Mfg. Co. , Tullahoma, formation contact Bernie Funk, Office 301-952-4770. Tennessee 38388. 615/455-0691. MAY 19'21 - HARVARD, ILLINOIS - 8th Annual Dacy Chapter Fly­ JULY 1-2 - GAINESVillE, GEORGIA - 11th Annual Cracker Fly-In In of the Antique Airplane Association, Dacy Airport. Everyone at Lee-Gilmer Airport. Awards will be presented in all categories. is welcome. Friday night cookout for early arrivals. Saturday Our banquet will be at the Gainesville Holiday Inn Saturday night, night banquet, Sunday afternoon air show. For more informa­ July 2. Len Povey has accepted an invitation to be guest speaker. tion call 815/943-7518. Accommodations - Gainesville Holiday Inn and other local motels. CLASSIFIED ADS MAY 26-28 - WATSONVILLE, CALIFORNIA - 14th Annual West Information : Jim Ealy , 3535 Childers Road, Ro swell, Georgia 30075 , Coast Antique Aircraft Fly-In and Air Show at Watsonville Air­ 404/993-4568. port. Co-sponsored by the Northern California Chapter, Antique JULY 1-9 - BLAKESBURG, IOWA - Wright Brothers 75th Anniver­ Airplane Association and the Watsonville Chamber of Commerce. sary Fly-In at the Antique Airfield. Includes World War II PT and For information, contact: Earl W. Swaney, Publicity Director, 525 liaison Plane Fly-In , July 1-3, Fairchild Club Fly-In and Unique Air­ Saratoga Ave., No.3, Santa Clara, California 95050. 415/645-3709 plane Fly-In July 8-9. ADVERTISING CLOSING ,DATE: 10th OF THE MONTH PRIOR (days); 408/296-5632 (evenings). JULY 9 - EASTON, PENNSYLVANIA - 2nd Annual Aeronca Fly­ TO PUBLICATION DATE. (THAT I~: MARCH 10th IS CLOSING MAY 26-29 - HARVARD, ILLINOIS - Monocoupe Fly-In . Dacy Air­ In, Easton Airport. 10 AM to 2:30 PM , open to all types of DATE FOR MAY ISSUE) Aeroncas. Rain date, Jul y 16. Contact Jim Polles, 215/759-3713 port. Held in connection with Ryan Fly-In . Contact Willard Bene­ 'CLASSIFIED ADVERTISING RATE: - Regular type per word dict, 129 Cedar Street, Wayland, Michigan 49348. nights and weekends. JULY 14-16 - MINDEN, NEBRASKA - Second Annual National Stin­ 35c. Bold face type: per word 40c. ALL CAPS: per word 45c. MAY 28 - TOUGHKENAMON, PENNSYLVANIA ~ A gathering of son Club Fly-In. Pioneer Field near Harold Warp's Pioneer Vil­ (Minimum charge $5.00). (Rate covers one insertion one issue). Moths, Garden Flying Field . Unicom 122.8, 80 octane. 215/268­ lage. BBQ Friday night for early arrivals. Saturday night banquet 8988. and awards. Scheduled events. Fly-In Chairman Bob Near, 2702 JUNE 2-4 - ATCHISON, KANSAS - The Annual Fly-In of the Greater Butterfoot Lane, Hastings, Nebraska 68901. 402/463-9309. FAIRCHILD 24R46A ANTIQUE. Airframe 1000 hours. Two Kansa s City Chapter, Antique Airplane Association will be held JULY 15-16 - LOCKPORT, IlliNOIS - Chapter 15 and 86 of the Ranger 6-440-C engines. 190 and Zero hours. Dacron, Paint, at Amelia Earhart Memorial Airport. Contact Dick Shane, 8315 Chicago area EAA are now formulating plans for their 18th Upholstery, Airframe and Engines completely restored, C of A Floyd, Overland Park , Kansas 66212. 913/648-3139 or Kermit Hoff­ Annual Fly- In and Air Show to be held at Lewi s University. In­ included. Similar Aircraft featured in SPORT AVIATION 1974. meier, 103 N.W. 64th Terrace, Gladstone, Missouri 64118 . 81 61 formation : Janice P. Fish , P.O. 411, Lemont, Illinois 60439: Write to: Dr. F. Laygonie, PO Box 3913 , Durban, South 436-3459. JULY 16 - DUNKIRK, NEW YORK - Annual Fly-In Breakfast Africa. Telephone: 64646 (Bus) 60010 (Res). JUNE 3-4 - GENERAL MOTORS WILDCAT TEST PILOT and Ground sponsored by EAA Chapter 46 and Dunkirk Rotary. Free break­ Crew reunion . Contact Dick Foote , P.O. Box 57 , Willimantic, fast to homebuilders, antique and warbird pilots. Trophies in Connecticut 06226 - 203/423-2584 or Dan Hanrahan, 470 Elmore all EAA classes . Spot landing CO)1test on arrival. Contact Charles COMMONWEALTH SKYRANGER. FLY AN ANTIQUE ON 6 Avenue, Elizabeth, New Jersey 07208 - 2011254-4481. Names and Gallagher, 19 Shelby Drive, Buffalo, New York 14225. gph. ONLY ABOUT 400 BUILT. 2 pI. SBS cruise 90 on C-85. addresses appreciated. JULY 21-23 - COFFEYVILLE , KANSAS - Funk Fly-In . Funk owners See Nov. 1977 SA for photo. "Second best one at Oshkosh JUNE 9'11 - SPRINGFIELD, OHIO - 2nd Annual Spring EAA Mid­ pilots and friends invited. Fly-bys, factory and museum tours, 77". Call 217-546-1162 after 5 PM for details. No collect. Eastern Regional Fly-In (MERFI). Air Show, awards, on airport banquet. Contact G. Dale Beach, 1621 Dreher Street, Sacramento, camping, static displays, etc. Please check NOTAMS. Contact California 95814 or Joe c. Funk, 2409 Edgevale Drive, Coffey­ WHEEL PANTS for Piper J-3, PA-11 , PA-12. Exact copy of ville, Kansa s 67337 . Myrna Lewi s, 241 Bassett Drive, Springfield, Ohio 44506 . 5131 original. $60.00 pro Craig Elg, PO Box 715, Rhinelander, 323-2424. JULY 29 - AUGUST 5 - OSHKOSH, WISCONSIN - 26t h Annual WI 54501. 715-369-3131. JUNE 17-18 - FREDERICKSBURG, VIRGINIA - Antique Aircraft Fly­ EAA Fly-In. Plan now - it's the greatest show on earth. In , Shannon Airport. Air Show attractions : Bob Hoover, Bob Ru s­ SEPTEMBER 22-24 - CAMDEN, SOUTH CAROLINA - Fall Fly-In sell and Duane Cole. sponsored by AntiquelClassic Chapter 3. "SPENCE-AIR" - Complete antique restoration or custom building. Expert welding by A&P. Woodwork by Ruth; 25 yrs. experience. Specialists in dope & fabric. AM #1271; EAA #14457. PH . 916-243-3922. (no collect) 7890 Hwy 99 No., Anderson, CA 96007.

ANTIQUE AERONAUTICAL MEMORABILIA FOR SALE! ORIG­ INAL 1915/1945 AIRPLANE AND PilOT ITEMS. FORTY PAGE LIST WITH YEAR'S REVISIONS AIR MAilED, $5.00. JON ALD­ Don J. Rhode of Saddle Brook, New Jersey sent in this RICH, POB 2123, NEWPORT BEACH, CA 92663. picture of a beautifully restored 1946 J- 3C Cub. WANTED: Any information concerning the lincoln Sport Biplane produced in 'lincoln, Nebraska in the 1920's (partial plans shown in the 1930 Flying and Glider Manual). Mr. Harry R. Owen, Box 304, Isanti, MN 55040.

Continental 85-12, 132 SMOH, removed in running con­ dition for higher hp. $1750, FOB. 414 -52 9 ~3 420 after 5:00. Wisconsin . 26 Are you restoring a Classic?

11~ CUSHION UPHOLSTERY SETS UPHOLSTERED FOAM CUSHION SETS ~tu1.'t WALL PANEL SETS • HEADLINERS· CARPETS Airtex interior upholstery items are all dJ.4 ~~ made up into complete assemblies, ready for you to install. Your choice of three fabric styles and twenty colors. Luxurious I/~, cut pile carpets in seven colors, wrinkle­ free Duraliner headliners, baggage compart­ ments, seat s lings and fire wall covers are also available for Classic planes. RE-COVER ENVELOPES Available for all Classics and some Antique Jj models , in Ceconite #101, #102 and cotton. \ Airtex makes the world's finest envelopes!

riondolplL AIRCRAFT FINISHES FINISH IT RIGHT WITH AN Nitrate & butyrate dope, enamel, tirethane, thinners, reducer, retarder and primers. ,4~ Complete stock of re-covering supplies. Send $1 .00 for Catalog and Our INTERIOR Fabrics Selection Guide I1~P~, Jnc. All Items Designed for Easy DEPT " R", LOWER MORRISVILLE ROAD FALLSINGTON, PA. 19054 DO-IT-YOURSELF INSTALLATION (2 15) 295-4 11 5

27