EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt October 1992 Vol. 20, No. 10 Editor-in-Chief Jack Cox Editor CONTENTS Henry G. Frautschy Managing Editor 1 Straight & Level/ Golda Cox Espie "Butch" Joyce Art Director Mike Drucks Computer Graphic Specialists 2 AeroMaii Olivia l. Phillip Sara Hansen 3 AlC News/ Advertising compiled by H.G. Frautschy Mary Jones Associate Editor 5 Vintage Literature/Dennis Parks Page 9 Norm Petersen Feature Writers George Hardie, Jr. Dennis Parks 9 EAA Oshkosh '92-More Antiques Staff Photographers and Classics/H .G. Frautschy Jim Koepnick Mike Steineke Carl Schuppel Donna Bushman Editorial Assistant 13 Steve Pitcairn's Workhorse Mailwing/ Isabelle Wiske H .G. Frautschy EAA ANTIQUE/CLASSIC DIVISION, INC, 17 Custom Antique Champion­ OFFICERS President Vice-President Eicher's Monocoupe 90AL/ Espie "Butch" Joyce Arthur Morgan 604 Highway SI. 3744 North 51st Blvd. H.G. Frautschy Madison, NC 27025 Milwaukee, WI 53216 919/427-0216 414/442-3631 22 Pass It To Buck/ Secretary Treasurer Steven C. Nesse E.E. "Buck' Hilbert E.E. "Buck" Hilbert 2009 Highland Ave. P.O. Box 424 Albert Lea, MN 5(fJJ7 Union, IL 60180 flJ7/373-1674 815/923-4591 23 What Our Members Are Restoring/ Norm Petersen DIRECTORS John Berendt Robert C. "Bob' Brauer 7645 Echo Point Rd. 9345 S. Hoyne Cannon Falls, MN 55009 Chica~o.IL 26 Mystery Plane/George Hardie flJ7/263-2414 312/77 -21 05 Gene Chase John S. Copeland 2159 Carlton Rd. 28-3 Williamsbur8 Ct. 27 Calendar Oshkosh, WI 54904 Shrewsbury, MA 1545 414/231 -5002 508/842-7867 28 Welcome New Members Phil Coulson George Daubner 28415 Springbrook Dr. 2448 Lough Lane Lawton, M149065 Hartford, WI 53027 30 Vintage Trader 616/624-6490 414/673-5885 Charles Harris Stan Gomoll 3933 South Peoria 1042 90th Lane, NE Page 17 P.O. Box 904038 Minneapolis, MN 55434 Tulsa, OK 74105 612/784-1172 918/742-7311 FRONT COVER . . An airplane designed to do hard work - Steve Dale A. Gustafson Jeannie Hill Pitcairn's magnificent PA-7 Mailwing looks as though it is ready to head 7724 Shady Hill Dr. P.O. Box 328 Indianapolis, IN 46278 Harvard, IL 60033 out on another mail run. EAA OSHKOSH '92 photo by Carl Schuppel. 317/293-4430 815/943-7205 t;:;;~;::=~ shot with a Canon EOS-1 equipped with an 80-200mm lens. 1/250 @ f7 .1 Robert UCkteig Robert D. "Bob" Lumley on Kodachrome 64 . Cessna 210 photo plane flown by Bruce Moore. 1708 Bay Oaks r. 1265 South 124th St. BACK COVER . . . "The Big Bellanca", an acrylic painting by well known Albert Lea, MN 5(fJJ7 Brookfield , WI 53005 Canadian aviation artist Robert Bradford, depicts a ski-equipped flJ7/373-2922 414/782-2633 Bellanca 66-70 "Aircruiser". More details on the action in the painting is Gene Morris George York written in this months "A/C News" on page 3. Reproduced courtesy of 115C Steve Court, R.R . 2 181 Sloboda Av. Roanoke, TX 76262 Monsfield , OH 44906 Aviation Art Canada. 817/491 -9110 419/529-4378 S.H. OWes" Schmid 2359 Lefeber Avenue Copyright © 1992 by the EM Antique/Classic Division Inc. All rights reserved. Wauwatosa , WI 53213 VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of Ihe Experimenlal 414/771-1545 Aircraft Associalion and is published monthly at EM Avialion Cenler, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903·3086. Second Class Poslage paid al Oshkosh, Wisconsin 54901 and at addilional mailing offices. The membership rate for EM Anlique/Classic DIRECTOR EMERITUS Division, lnc. is $20.00 for currenl EM members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership S.J. Willman is open to all who are interested in aviation. 7200 S.E. 85th Lane POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO Ocala, FL 32672 904/245-7768 ADDRESSES - Please allow at leasl two monlhs for delivery of VfNTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Anlique/Classic Division does not guaranlee or endorse any producl offered Ihrough Ihe advertising. We invite conslruclive ADVISORS criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. Jimmy Rollison EDITORIAL POLICY: Readers are encouraged 10 submit slories and photographs. Policy opinions expressed in arficles are solely those of Ihe 823 Carrion Circle authors. Responsibilily for accuracy in reporting resls entirely with the ccntributor. No renumeration is made. Winters, CA 95694-1665 Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. 916/795-4334 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM. SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Dean Richardson Geoff Robison CONVENTION, EAA ANTIauE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. Madison, WI 53717 trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks New Haven, IN 46774 608/833-1291 219/493-4724 of the above associations and their use by any persen other than the above association is strictly prohibited. STRAIGHT & LEVEL

the simplest aspect of aviation -just a love just not very enthusiastic about spending of flying. Thanks Paul. September 19th his day at the airport with his mother. I this year will hold a special place in my paired Sammy with Brad and they went mind for quite some time to come, as this flying. When they returned he was grin­ was the day that EAA Chapter 8 of ning somewhat, but didn't have a lot to Greensboro, North Carolina, held their say. We flew another group and Sammy Young Eagles day at the Burlington, walked up to me and said "Mr. Joyce, do North Carolina Airport. Sue Dusenbury, you think you could work me out another EAA Director and member of the Chapter ride in an airplane? I really enjoyed that!" (and future president of Antique/Classic Kay told me later that day that Sammy told Chapter 3) was the ramrod for this event. her, "Mama, you know, sometimes I need She organized it with the help and par­ to listen to you more, because you were ticipation of the North Carolina Depart­ right about today . I really enjoyed it. ment of Transportation, the Burlington Sometimes you are right about some Airport Authority and volunteers from things." It appears the Young Eagles pro­ several different organizations. I had gram gives more than just a flight ex­ volunteered to be there and participate in perience. We also found that a lot of kids this event. I planned to take my 172 had their younger brothers and sisters with Cessna down on Saturday morning and them. The kids to be flown were supposed help fly these young people, but my plans to be eight years and up, but the younger were foiled. I have a bifold door on my ones wanted to know why they couldn't hangar and the electric motor burned out, also ride, so we ended up taking just about thereby trapping my Baron, 172 and Cub everyone up. A lot of parents wanted to by Espie "Butch" Joyce inside my hangar! I had very good go when they went to board their children. response from the door people, but it was I didn't know what to expect from the a Friday when this happened, and they young people that were to participate in Here it is, October again, one of my were unable to get a motor until Tuesday. the Young Eagles rally. I was pleasantly favorite times of the year to fly . In North I had to drive down to Burlington to see if surprised. I have to say that the children Carolina, we don't really have to worry I could be of any help. Upon arriving, I were fantastic. Before the day began, about the thunderstorm activity that we went out on the flight line to help organize some of the people were not so enthusias­ normally have in the summer. Skies are the pilots and passengers. We were able tic about participating in the flying, the clear, with little haze, and it's just a great to fly approximately 100 kids that day. All seminars, etc. At the end of the day, we time to fly! Fly-In activity is frantic of them were very enthusiastic when they all sat around the registration desk and during the months of September and Oc­ returned. I don't recall seeing any young visited with each other. Everyone decided tober. I would love to attend all of them, person that was not really thrilled. The that they were so enthusiastic happy, and but at times there are 2 or 3 on the same pilots were very patient and explained proud of the things that they had ac­ weekend. Our Oshkosh Convention is quite a lot about the aircraft. Each flight complished during the Young Eagles Day, now history - I won't go into all the details lasted approximately 15 minutes, and that we all are already talking about or­ about the awards, since you read about each person in the aircraft had a chart ganizing another day, at another airport. them in last month's VINTAGE mounted on a hardboard so they could This is an excellent program and I hope AIRPLANE. I would like to take this spot different landmarks. Everything went that everyone would get enthusiastic and opportunity to thank all of the people that well, although we were somewhat short participates. You don't need to do it in a volunteered and participated during the on aircraft, since two-thirds of the areas group or on just one day - its strongest Convention. We had approximately 56 where the participants were coming from appeal is on a one-to-one basis, pilot to Chairman and Co-Chairman in the Anti­ had bad weather and they could not show passenger. I am all for it! Your An­ que/Classic area, as well as almost 400 up and fly. Brad Thomas, past president of tique/Classic division of EAA has en­ volunteers take the time needed to make Antique/Classic division was there with joyed a great year. In the September issue the Convention the big success it is. his 170. He just flew one trip right after there were listed all the people that were Without their help, it simply would not be the other and was the very last person to elected to office to serve you for two more possible! I look forward to seeing you all leave. That's dedication! years. All of these people are very dedi­ again next year. At the end of October, The Aviation Underwriting Agency in cated. They are quality individuals that your Antique/Classic board of Directors Greensboro, our exclusive Antique/Clas­ will continue to serve the membership in will be meeting on the last weekend. sic Division Group insurance agency, the best capacity that they can. Your Should you have any concerns or ques­ volunteered their entire office staff; agents membership is growing at a good rate, tions you would like voiced, please con­ and secretaries pitched in to help do the especially with the Contemporary tact any of us. Our addresses are listed on registration chores under the guidance of category of aircraft that has come on board the contents page. Your input is critical to Evie Brooks. AUA was really ap­ to be part of our group. One of the best us being able to conduct your Division's preciated for helping out the entire day. A services that you can do for your division business as the membership would prefer. story comes to mind about an experience is to ask someone interested in our type of I'd like to thank EAA Founder and Chair­ I heard about that day. Kay Hendley, flying, to join your division. The more man of the Board Paul Poberezny for his AUA's accounting manager, came and members we have, the stronger we can Antique/Classic Guest Editorial that ap­ brought her twelve year old son, Sammy. become, and the more infonnation that we peared in VINTAGE AIRPLANE in last Kay said that when she started to drive to can pass along. month's issue. It is satisfying to know that Burlington, she had to beg Sammy to go Let's all pull in the same direction for the so many of the "Greats" of aviation, along with her. He just didn't want to go. good of aviation. Remember, we are better people such as Paul, all started out with He had never ridden in an aircraft and was together. Join us and have it all! ... VINTAGE AIRPLANE 1 VI~TA(3~ MAIL

Dear H.G, 31, and in fact, that's what it says on AIC memberships at Sun ' n Fun, I the rudder. I just missed it on the color was charged an extra $13 for im­ In the "What our members are print we had, and the reproduction in proved overseas delivery of SPORT restoring" section of the July issue, I th e magazine is very tough to decipher, AVIATION, which appears to be have noticed an error in the column making it hard for any ofour readers working reasonably well, apart from a on Warren Lhurs' KR-31 project. to spot the error. Sorry about that! problem with the June issue. Is it pos­ Reference is made to the "Approved - Norm Petersen, Associate Editor sible for you to include your maga­ Type No. 13" on the rudder. zine in this scheme, perhaps by send­ It is commonly known that prior to ing them both together? designing and producing the KR se­ MORE ON THE APRI L I hope that there is something of in­ ries of biplanes, Kreider and Reisner MYSTERY PLANE terest among all this, and I would like were dealers for Waco aircraft. The to thank you for a magazine which I al­ KR-31 "Challenger" bears a lot of re­ Dear Mr. Frautschy, ways look forward to receiving. semblance to the Waco 10, manufac­ tured under ATC #13, issued in Octo­ Having just received the July issue Yours sincerely, ber 1927. The KR-31 Challenger was of VINTAGE A IRPLANE, two Vic Smith manufactured under ATC #19 which items caught my eye immediately. I EAA 287737 was issued in December 1927. See don't think that the April Mystery AIC 13710 Volume 1 of Juptner's U.S. Civil Air­ Plane is the Hawker Cygnet, and I am 175 The Greenway, craft for details. enclosing a Xerox taken from Francis Ickenham, It was the late Sam Burke who did K. Mason's book "Hawker Aircraft Uxbridge, the valve guide and seat work on my since 1920" which shows various dif­ Middx. OX-5 cylinders for both the Waco 10 ferences, including the smaller lower UBI08LT and Fleetwing. He was no longer fly­ wing, sloping interplane struts, verti­ United Kingdom ing then, but I remember seeing his cal centre (sorry - center !) section KR-31 partially disassembled in stor­ struts and the horizontal tailplane. A age. quick check through the three vol­ It seems the April Mystery Plane I have no idea of the significance of umes of A.J. Jackson 's " British Civil has remained a bit ofa question, and the 13 on the KR rudder, but it most Aircraft" does not reveal any other we have yet to get a documentable certainly is not the ATC number. British possibilities. identification on the light biplane. As for the suggestion that it might Any other additional thoughts on it, Sincerely, be an early Hurel-Dubois design, particularly from our international their first aircraft only appeared after members? C. H. Armstrong WW II. The triangular horizontal tail As to the thoughts on the delivery EAA #5949L suggests that the Mystery Plane might of V I NTAGE A IRP LANE - As it A IC #746 be of German origin, but that is only turns out, the people on staffhere at a guess. EAA HQ who work with the U.S. The second item of interest to me Postal Service and our printer have P.S.: I have logged some time in is the piece on the Auster Autocrat, been working on setting up a more ef­ both the KR-31 and KR-34. Both so I am also enclosing a brief sum­ ficient system for mailing and deliver­ were very nice flying aircraft. mary of the British career of G­ ing the division magazines, similar to AHSW, which Norm Peterson might what is in place now for the delivery of like to pass on to Dan Norton, or the SPORT AVIATION overseas. I will As I have so often said, it is exceed­ next owner if he is an EAA member. highlight any changes in AlC News as ingly difficult to slip something erro­ Finally, a thought on the delivery soon as I receive word on the revised neous past the membership, especially of VINTAGE A IRPLANE. I re­ delivery program. Thanks to all our the likes of C. H. Armstrong - a real ceived the July issue today, 14 Au­ international members for sticking student of antique airplanes and win­ gust, and the deadline for Mystery with us, even if the date on the cover ner ofa Grand Champion trophy in Plane is 20 August, which means that doesn 't make sense with the date on both Classic (Aeronca 7AC) and An­ unless I recognize the aircraft imme­ your calendar! We will see if it is pos­ tique (Pitcairn PA-4) areas. Harold is diately, and have the information at sible to make this work better, with absolutely correct - A TC #19 is the hand, I cannot get an answer off in any additional costs kept to a mini­ correct approval number for the KR­ time. When I renewed my EAA and mum. -HGF ..

2 OCTOBER 1992 compiled by H.G. Frautschy

"THE BIG BELLANCA" who formed Mackenzie Air Services in HURRICANE ANDREW 1932. He had known "Joe" Bellanca since RAVAGES SOUTHERN The artwork gracing our back cover the mid-1920's and was impressed by AVIATION MUSEUMS depicts an interesting scene that needs Bellanca's famous Pacemaker series that more than a few lines to explain. The had served so well in the Canadian The incredible destructive power of a winner of an "Excellence" ribbon in the wilderness. He later met some of the U.S. hurricane was shown to all of us again this 1992 Sport Aviation Art Competition, Army pilots who were flying C-27 A's and August, when Hurricane Andrew tore "The Big Bellanca" was painted by their comments convinced him that the through south Florida and then into Robert Bradford, retired director of the Aircruiser would be ideally suited for his southern Louisiana. The damage to Canadian National Aviation Museum. A contract with Eldorado Gold Mines Ltd. people and property in both areas was lifelong artist, (at the tender age of four, for their operation located on Great Bear devastating, and particularly hard hit were his father allowed Robert and his twin Lake in thc North West T e rritories. at least two aviation museums know to brother Jim to decorate the wall of their Eldorado's requirement was for a large many of our members. Toronto apartment, before it was to be aircraft to carry uranium ore concentrates The Wedell-Williams Historical covered with wallpape r), Robert has the 875 miles to Edmonton for shipment Society hangar in Patterson, LA, was enjoyed illustrating airplanes for most of to the Eastern refinery. In Leigh damaged severely, but much to the relief his life. "The Big Bellanca" is the result Brintnell's mind, the Aircruiser was the of the museum staff, the replica Wedell­ of hundreds of hours of research and answer. Williams " No. 44" racer suffered only painting time . From the descriptive As a result of this decision, the minor harm. Plans have been made to literature published by The B.C.I. Bellanca 66-70 Aircruiser construction re pair the airplane and then fly it to Collection, we'll paraphrase a few of the number 719, registered CF-AWR, was Oshkosh , where it will be placed on facts surrounding the scene depicted. purchased from the Bellanca Company display in the EAA Air Adventure "The Bellanca Aircruiser CF-A WR is and flown to Canada in March, 1935. The Museum for an undetermined amount of prepared for flight as it rests on the frozen aircraft was christened with the time. surface of Cameron Bay, Great Bear Lake, impressive title "Eldorado Radium Silver In Florida, the news was not as good. N.W.T. during the winter of 1937-38. Express" . During the period 1936-1939 Shortly after the hurricane had ripped Aviation Hall of Fame bush pilot Stan she was flown on the Eldorado operation through the areas south and west of McMillan checks the ice condition on the by the well known bush pilot, Stan Miami, word came to EAA Headquarters bay as the engine cover is removed from the McMillan. After service in Canada for that Kermit Weeks' magnificent 660 HP Cyclone engine and the ore twelve years, CF-AWR met its end in collection of aircraft, displayed in the concentrate bags are loaded into the cabin." 1947 on the shores of Upturned Root Weeks Air Museum on Tamiami Airport, One of the most unusual aircraft to Lake, 200 miles northeast of Sioux had been all but demolished. Photos appear in Canadian skies was the big Lookout, Ontario. In 1973 the wreckage published in the St. Petersburg Times and Bellanca, sometimes affectionately known was recovered by the Western Canada sent to EAA Headquarters by EAA Sun as the flying "W". Five of these huge Aviation Museum in Winnipeg. The 'n Fun Director Len McGinty confirmed single-engine cargo aircraft were imported museum plans to restore the aircraft using the worst - the Weeks collection was a into Canada by operators attracted by some components from the remains of jumbled mass of aluminum, wood and their load-carrying capacity, reliability and another Aircruiser, CF-BKV, that had fabric, covered by the tangled steel performance. By the early 1930's, Sicilian struck trees and crashed at Smoky Lake, remains of the hangar that was once the born Guiseppe Mario (or "Joe") Bellanca Manitoba on the 6th of October 1949. The museum building. Every aircraft was had already proven his design skills with three other Canadian Aircruisers were damaged, some worse than others, as the his highly successful single-engine cabin CF-BTW, CF-BLT and CF-BBJ. (BBJ peak winds, estimated now to have been monoplanes that quickly established was actually a P-200A Airbus.) Canada's close to 200 mph, wrapped steel siding international endurance and long distance sole surviving airworthy Aircruiser is CF­ around anything vertical still left standing. records. His CH-300 Pacemaker series had BTW owned by Barney Lamm, owner of World War II aircraft, including the also made a name for itself as an efficient Ontario Central Airlines. The flying Grand Champion Warbird Mustang, and and dependable light transport or "W's" have indeed served Canada well. his recently restored Grumman Duck, "bushplane" in remote regions. This is the first painting for his new suffered extensive sheet metal and control In his efforts to produce an even more bush pilot series published exclusively for surface damage. Most thoroughly efficient long-range aircraft capable of the B.C.r. collection. Based on a schedule demolished though was Kermit's carrying even greater loads, Bellanca of at least one subject each year, these collection of WWI original and replica created a larger machine employing carefully researched and countersigned airplanes. Many of them were crushed "lifting surface wing" struts of considerable works commemorate the valuable beyond recognition. A B-17 and wingless size. These designs evolved into the contributions of several of Canada's civil B-23, tied down outside of the museum Bellanca P-100 Airbus prototype that aviation pioneers. hangar, were blown across the airport, appeared at the 1930 Cleveland Air Races. A limited number of prints are then across fields and through fences, a Twenty-three examples of the available of this painting. Contact: trip of nearly two miles, where a stand of Airbus/Aircruiser type were built before THE B.C.r. COLLECTION trees finally stopped their westward trek. the design was phased out in 1938. Here Box 640 Surprisingly, both airplanes survived the in Canada, the need for an aircraft of this Yellowknife, N.W.T. X1A 2NS Canada ordeal quite well, and did not show any performance was recognized by the Telephone: 403/873-6810 signs of having been flipped over during pioneer northern flier Leigh Brintnell Fax: 403/920-2114 the two mile trip. VINTAGE AIRPLANE 3 The storm's fury was devastating to large numbers of General Aviation aircraft in the south Florida area. This photo by Sun 'n Fun Director Ray Olcott shows some of the damage done The entire roof of the Weeks Air Museum collapsed, severely on Tamiami airport. In addition to the incredible wind damage damaging a number of aircraft including this Sopwith Pup. In done to the airplanes in the foreground, take a look at the the foreground you can see a section of sprinkler pipe laying steel siding wrapped by the wind around the aft fuselage of atop the rudder of a Bucker Jungmiester. The World War I the Cub and pushed up tight against what's left of the wall in collection seems to have suffered the highest degree of the background. damage, including a few aircraft that were completely crushed.

Kermit had managed to get the Ford could. Sun 'n Fun's Billy Henderson and restoration hangar is constructed out of Trimotor moved to another airport, only a number of the Sun ' n Fun staff put reinforced concrete, and survived the to find that it too was in the devastation together a supply caravan that worked storm with only sheet metal damage), or path of the storm. The hangar a t their way south, bringing food, water and moved out of the destroyed hangar. Homestead General A irport was also portable generato rs to he lp in the Aviation in general throughout the destroyed, and the Ford was badly recovery effort. Their tireless efforts, as region suffered horrendous losses, from mangled. well as t hose of other aviation F-16s at Homestead AFB to a newly Fourtunately, neither Kermit, his friend organizations such as the EAA Warbirds restored Waco UPF-7, with only 8 hours Linda Meyers or any of the staff were of A merica and the Valiant Air on it since its restoration. Our heartfelt inj ured in the Hurricane, but a number of Command, are helping secure the aircraft condolences to Kermit, Linda, and all staff members were left homeless. and protect them from further damage. who suffered personal hardship as the As soon as the wi nd and rain h ad At the ti me this issue went to press, the result of this hurricane, and a big EAA subsided, a number of Florida EAA'ers d a maged a irplanes were a ll secu red, THANK YOU! to all who immediately went to work to he lp o ut as best they eithe r in the re maining hangar (the jumped in to help those affected. ...

For many of us who have had the privilege of riding on the Island Airways Ford Trimotors out of Port Clinton, OH, this is one sad sight, indeed. The former Island Airways Ford had been moved to Homestead General airport where it was hoped it would be out of harms way. Unfortunately, the storm ripped apart that airport as well, and what you see here is but a fraction of the destruction done by Andrew in this region. The incredible force of the high winds was able to push the 18-wheel fuel tanker you see in the foreground over on its side, pinning a couple of airplanes underneath it.

4 OCTOBER 1992 VI~TAt3~ LIT~12ATU12~ b" [)ennis Varks !) Librar"/A.rchives [)irect()r

Daniel Guggenheim International Safe Airplane Competition

Cierva Autogiro and the Westland duce aircraft that could meet the rules; PartS Pterodactyl tailless aircraft. Both of 2) would such an aircraft be markedly Reprise and Potpourri these aircraft were aimed at improving safer than existing types; and 3) would it characteristics of behavior at or even be possible to produce such an aircraft In April, 1927, the Daniel Guggen­ below the point of stall. The perfor­ under the rules and at the same time de­ heim Fund for the Promotion of Aero­ mance of these aircraft and the flight feat the object of the Competition? nautics announced the Safe Aircraft characteristics of Handley Page's slot­ In general, the conditions outlined in Competition. The purpose of the event ted wing, which Harry Guggenheim also the tentative rules were identical with was to "achieve a real advance in the saw in action, led to the Safe Aircraft those finally adopted. The main re­ safety of fly ing through improvement in Competition. quirements were: a landing speed of the aerodynamic characteristics of The officers of the competition real­ not more than 30 mph; ability to come heavier-than-air craft, without sacrific­ ized that it would be advantageous to to rest within 300 feet of the base of a ing the good practical qualities of pre­ obtain the advice and assistance of as 35 foot high obstruction; ability to clear sent-day aircraft." This contest was many responsible authorities as possi­ a 40 foot high obstruction at a distance open to aircraft manufacturers through­ ble in framing the rules. Thus tentative of 500 feet from a standing start; and out the world and, as an incentive, of­ drafts of the rules were widely dis­ the ability to maintain control and level fered a first prize of $100,000. tributed in the United States and in Eu­ flight at a speed of 35 mph. The competition was inspired by a rope. Copies were sent to manufactur­ It was with deliberate intent that the visit to England where the president of ers, designers, operators and others. performance requirements in the pro­ the Fund, Admiral Cone, had an op­ The question was posed to the readers posed rules had been set at a standard portunity to see demonstrations of the as to whether: 1) it was possible to pro­ almost unattainable at the time. Partic­

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~------~The Heraclio Alfaro entry was built in Cleveland, Ohio. It was a single engined, two place, semi-cantilever high wing, cabin ~ monoplane. The airplane failed to meet the maximum speed requirement of 110 mph by 1.4 mph.

VINTAGE AIRPLANE 5 (/) E [:! « o .s:::o (l. ~~~~~~~~~~~~~~--~----~~~~----~~~ ~ The Bourdon entry was constructed by the Bourdon Aircraft Corporation of Hillsgrove, Rhode Island. It was a single engined, two place single bay tractor biplane. The airplane failed to meet the maximum speed requirement of 110 mph by 6.7 mph.

ularJy there were doubts whether the re­ closing date set on September 1, 1929. Havilland, Gloster, Handley Page and quirement of maintaining level and The competition was well received and Vickers. The Italian entry was from controlled flight at 35 mph and a land­ 27 entries were submitted. These in­ Breda. ing speed of not more than 30 mph cluded five from England, one from Unfortunately all of the British en­ could be met. The aim of the Fund was Italy and 21 from the United States. tries except the Handley Page were not to evoke an adaptation of existing The US entries were: Bourdon, Brun­ forced to withdraw and the same ap­ designs but to provoke a revolution in ner Winkle, Burnelli, Command-Aire, plied to the lone Italian entry. In the the standards of safety. The Cierva Au­ Cosmic, Cunningham-Hall, Curtiss, end, fifteen aircraft were actually deliv­ togiro had shown that such perfor­ Dare, Fleet, Ford-Leigh, Gates, Hall, ered to Mitchel Field on Long Island to mance was not unattainable by true Alfaro, McDonnell, Moth, Pitcairn­ take part in the Competition. originality of design. Cierva, Rocheville, Schroeder-Went­ It had been hoped that entries would The opening date for receiving en­ worth, Taylor, Whittelsey and Wiggins. arrive for the tests well before the clos­ tries was September 1, 1927 and the The British entries were: Cierva, de ing date of October 1929. Indeed, it had

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~------The Brunner Winkle---- entry was-- a st------andard "Bird" biplane built by the------~ Brunner Winkle Corporation of Brooklyn, New York. The ~ airplane failed to meet the maximum speed requirement of 110 mph by 4 mph.

6 OCTOBER 1992 III Q) > ~,i~~ ·~'h . '~~ .::t..~M~~..J E~ o

.!:o Cl.. ~------~------~~~~~~~~~~~------~~~~ The Command-Aire entry was a standard Command-Aire model 5-C-3 built in Little Rock, Arkansas. After passing the qualifying performance tests, it failed to meet the minimum flyin g speed requirement of 35 mph by 11 mph. been the intent of the competition com­ possible during the more favorable sum­ "The maximum speed requirement mittee to carry out most of the tests mer season with the longer hours of rather surprisingly proved to be the during the spring a nd the summer of daylight and better weather. This lim­ stumbling block for seven out of the ten 1929. In fact, only one entry, the Hand­ ited flying time to that which was actu­ planes tested, although this had no di­ ley Page, had been presented up to the ally necessary for the award of prizes rect bearing on the safety tests. Those end of August and it was well into Octo­ and precluded much that might have which passed this test were the Curtiss, ber before the majority arrived. Sev­ been done for comparative tests be­ Handley Page and the Command-Aire. eral competitors had difficulty in deliv­ tween the aircraft. Neither the Command-Aire nor those ering their entries by the closing date. The final report on the Safe Aircraft which failed on the high-speed test The mistake in estimating when the Competition issued by the Daniel showed any possibility of being able to competing aircraft would arrive was a Guggenheim Fund summarized the con­ pass more than a few of the safety tests. costly one. It deferred the tests until the te st results: " Only minor structural "The rate of climb specified was eas­ winter months instead of making them weaknesses appeared during the tests. ily met by those entries tested for this

The Fleet Model 14 was constructed at Buffalo, New York. It was substantially the same as the Fleet Model 2 with the addition of trailing edge flaps which extended over that part of the lower wing not used by the ailerons. It failed to meet the maximum speed requirement of 110 mph by 1.4 mph.

VINTAGE AIRPLANE 7 The Ford-Leigh entry was produced by the Brunner Winkle Aircraft Company of Brooklyn, New York. It was identical with the "Bird" model with the exception of the Kirkham modified Curtiss OX·5 engine which produced 115 hp and the "Leigh Safety Wing." The safety wing was a supplemental airfoil which was mounted above and ahead of the leading edge of the upper wing. The entry failed to meet the maximum speed requirement of 110 mph by 7.5 mph. item of performance. The Curtiss, Fleet, As reported earli er, the winning en­ entries. Aside from the Final Report on Command-Aire and Handley Page try was declared to be the Curtiss Tan­ the competition from the Guggenheim passed this test. ager while the Handley Page was a close Fund and a few articles in A VIAnON "All aircraft carried the specified second all during the competition. and in AERO DIGEST, little informa­ useful load of five pounds per horse­ In previous parts of this series we tion is available on the entries. As a power. The fuel and oil capacity of all have presented information on the Cur­ wrap-up to this series, here are some entries was adequate. All entries were tiss, Handley Page, Burnelli, McDon­ photos and data of entries not covered equipped with proper instruments." nell, Cunningham-Hall , and the Taylor previously. *"

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The Schroeder-Wentworth from Chicago, Illinois was an enclosed cabin, semi-cantilever, high-wing~~ ~------~~monoplane. During a test light before the official presentation to the competition committee it crashed and the entry was withdrawn. It featured a variable - camber wing and a variable pitch propeller.

8 OCTOBER 1992 ANTIQUES AND CLASSICS AT EAA OSHKOSH '92 by H.G. Frautschy

Glen Frels, EI Campo, TX, Max Barbee, Wharton, TX and Craig Howell are all partners in this sharp 1940 Aeronca 65TC, restored by Billy Dawson. Glen Flew the airplane from Texas while Max and the family drove to the EAA Convention.

John Donnelly's Parks P-2A made the trip to Oshkosh from Danbury, Connecticut, flown by John's friend Randol Webb. It was brought to the EAA Convention to take part in the 65th anniversary celebration of Parks College, one of the Convention showcase events. It is shown here on the flight line at the Antique/Classic fly­ out in Shawano, WI.

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VINTAGE AIRPLANE 9 VINTAGE WET WINGS by Norm Petersen

The 1992 EAA Oshkosh seaplane ago, the late Dale Crites (of Curtiss Perhaps this is why we so often gathering included a bevy of antique Pusher fame, et al.) said to me, "It's a hear from these "salty" individuals, "If and classic aircraft on floats as well as lot of hard work - but it's fun!" One it wasn't so much fun, I wouldn't do numerous hull type amphibians. The must keep in mind that keeping an it!" There is little doubt that it takes long term survival of these remarkable antique or classic aircraft in good a special breed of pilot to maintain old birds is strictly the result of huge operating condition, requires, by itself, and fly a seaplane while getting his amounts of "TLC" , money, attention, considerable work. However, the feet wet (and occasionly his tender more money and stubborn nostalgia ­ pilot of an antique seaplane must also body), taking his neighbor for a plus a few more dollars. devote part of his energy (and dollars) seaplane ride and listening carefully, The extreme dedication of seaplane to upkeep and maintenance on the while the neighbor on the other side, pilots is conscientiously noted. When floats and their many highly stressed berates him for making too much asked about flying floats some years parts and fittings. noise!

(Right) Larry Diedrich's pre-war Aeronca Chief on 1320 Edo floats cuts a pretty picture at anchor during the fly-in. Larry is from Lodi, WI, and really enjoys flying off the water.

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(Left) One of a large Canadian contingent (37 seaplanes) attending the '92 Seaplane Fly-In was this very pretty Aeronca IICC Super Chief, C-FNYV, on 1400 Edo floats flown by Dale Porter of Desbarats, Ontario. The Super Chief is best identified by the small balance on t he elevator visible in the photo. The prize for the oldest seaplane at the '92 Seaplane Fly-In goes to Willie Ropp, who had Hank and Alice Strauch fly his 1933 Curtiss-Wright 16E on 2425 Edo floats to Oshkosh from Drummond Island, MI. The outstanding photo of this floatplane on the back cover of the September VINTAGE AIRPLANE exemplifies the beauty of Willie's pride and joy. The airplane is not only rare, it is pretty! This is the first open cockpit biplane on floats to visit the Brennand Seaplane Base since about 1975, when a Naval Aircraft Factory N3N on a single center float visited c the base. Q) l'! Q) Q) c..

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(Left) Another round engined seaplane was Steve Thomas' Howard DGA-15 on Edo Wa-4665 floats flown in from Belvidere, IL. Sporting a new light grey paint scheme on the airplane and floats with red and black accents, the Howard "Jobmaster" is a sharp looking seaplane complete with the "triple tail" aux. fins and upward hinged door. Although not the quickest seaplane off the water, due to the rather short wing, it really moves out smartly once it gets airborne. (Due to Benny Howard's "Go Grease".) The P & W R-985 engine puts the Howard in the "thundering herd" category and makes it a delight for the crowds to watch and listen to. This floatplane was originally rescued from obscurity by Bob Williams of Chippewa Falls, WI, who flew it in a yellow paint scheme c before selling it to Steve Thomas. Bob is a tireless seaplane ~ base volunteer and serves as " Harbormaster" during the ~ entire week-long fly-in. E zo

c Q) l'! Q) Q) c.. E zo The first visit of a turbine engined amphibian since 1981 (Australian Nomad on Whipline amphibs) occurred at the '92 fly-in when John Mark of Oshkosh, WI taxied in with his Turbine Goose, N642, SIN 1204. Purchased in Alaska, the Goose was flown back to Oshkosh where it has been upgraded to more powerful engines, new interior and full avionics. Complete with reversible props, the Goose can be easily maneuvered in all directions on the water and rotated in its own length! With 680 eshp on each side, the Goose will haul a large load off the water and cruise at 170 kts for nearly 1500 miles.

VINTAGE AIRPLANE 11 CONTEMPORARY CLASS AT EAA OSHKOSH '92

A number of ni ce looking Contemporary class airplanes were on display at EAA Oshkosh for the first time. Here's a sampling of some of the best. ..

This very nicely maintained 1956 Twin Bonanza is owned and flown by Richard Ward, Three Rivers, WI.

This 1959 Cessna 172, complete with a turquoise and white color scheme, was flown to the EAA Convention by Jerry Wharton, Wise, VA.

A pair of Meyers 2oo's - on the left is Richard Martin's 200 mph speedster, with his friend Keith Diver's "Pard Diver" keeping it company on the showplane line. Both examples were built in 1960, and were only 3 serial numbers apart on the production line.

Q) a. a. :J ~o (/) 't: <3 12 OCTOBER 1992

original plans for any part he needs on a before flying his racer, the H-l. Other no­ Pitcairn airpla ne. As the son of Harold table pilots, incl uding Jackie Cochran, also Pitcairn, the man who fo unded Pitcairn fl ew the airplane wh en it was on the West Aircraft and guided it through the best and coast. worst of times, Steve has sought to main­ It was also used in a number of movies, tain the legacy of outstanding aircraft that ' in cluding " Blaze of Noon," the onl y his father's company had produced. Paramount release in 1947 to fe ature an all This latest restoration is a Pitcairn PA­ avi ati on theme. As docume nted in John 7S Spo rt Mailwing, serial numbe r 147. Farmer's terrific catalog of aviation movies, Used for a time to represent the "last East­ " Celluloid Wings," three Pitcairn Mail ­ ern Air Transport Mailwing," it bounced wings we re used by Pa ul Mantz in the around for a bit until becoming part of the movie, two on the West coast (one of them famous Tallmantz "Movieland of the Air" is C95W) and the third in the New York collection. This same Mailwing was also area. NC95 W, Steve's Mailwing, is th e air­ used for flying celebrity passengers, includ­ plane used by the character "Porky" Scott ing Shirley Temple - Steve has a signed to fly head on at a train in a mome nt of photograph of her. Howard Hughes fl ew high spiritedness. Later, the airplane was Steve Pitcairn the airplane for a little tailwheel practice on display at the "Movieland" hangar, until

14 OCTOBER 1992 e o Eo .r:: l­ e . ~

~ ~ The zipper along the left side of the fuselage on the Mailwing allows access to the instrument lines and controls that run in a channel along the side of the 40 cubic foot mail bin.

the coll ecti on was sold aft e r Frank T all ­ man's death. The airplane had steadily deteri orated over time, to the point it was no longer air­ worthy. It fo und its way to the Minneapo­ lis, MN area, wh ere Steve Pitcairn found it in 1984. It was put on the "back shelf" fo r a little while, as Steve, Mike, George and Joe concentrated on finishing the spectacular Pitcairn PCA-2 Autogiro that would be the hit of the 1986 EAA Conve ntion, as we ll as j ust a bo ut a nyw he re e lse it fl ew. Some e .8 other projects also competed for their time. e There in the shop located on the Tren­ o ~ ton-Robbinsvill e A irport, the fo ur dived e into the project in earnest, starting in late j 1988. A number of things h ad b een oQ) changed over the career o f 95W, and the The 225 hp Wright J-6-7 Whirlwind was the latest in dependability and power in 1929-30.

VINTAGE AIRPLANE 15 biggest change was the substitution of a of the mountain a glancing blow certainly indispensable time and time again, as each Wright J-5 for the J-6 that the airplane had helped. A few feet higher, and he would little detail was added to the airframe. on it when delivered. Steve Pitcairn be­ have just clipped the scruffy trees on the When first delivered, PA-7s came with a lieves that the change was probably made summit and plunged over the other side - a tail skid. As time went on, and concrete by Paul Mantz, as he tried to make the PA­ few feet lower, and he would have im­ runways became more prevalent, the Pit­ 7 Mailwing look more like one of the ear­ pacted the sheer rock face to the monolith. cairn factory engineered a tailwheel con­ lier models. When it was done is a mystery, Johnny Kytle would later survive a second version kit. Using those same blueprints, since no logbook entry was made. washout of a Mailwing when he flew into Steve's crew was able to fashion a com­ The Mailwing also enjoys a reputation as the trees on the side of Rocky Mountain pletely original tailwheel installation. a superbly strong airplane. How tough is it? near Old Fort, North Carolina, after being The tail surfaces also used the same type As detailed in Frank Kingston-Smith's caught up in an unpredicted hurricane that of square section steel tubing used in the biography of Harold Pitcairn, "Legacy of beat up the Atlantic coastline. Kytle spent fuselage for the stabilizer and rudder spars. Wings," Pitcairn mail pilot Johnny Kytle the next 17 hours working his way down The original control surfaces were some­ learned of the Mailwing's strength first the mountain through the underbrush to what bent up, but with the blueprints avail­ hand. While flying on a mail run from At­ get back to civilization. The Mailwing was able, a clean set of wire-braced surfaces lanta to Richmond, VA, Kytle found him­ one tough workhorse of an airplane. was ready to be installed on the fuselage. self just below a low overcast in very re­ 95W is just as strong. She had had her The worm gear stabilizer trim mechanism, stricted visibility. He had just extricated share in scrapes during her career. At one similar to what you find in a Cub or a num­ himself from the clouds, after flying into point in her lifetime, 01 ' 95W was used as a ber of other airplanes, was also overhauled. the unexpectedly low overcast, and he was cropduster, and showed the inevitable scars When it came time for the wing restora­ a bit lost. After deciding on his position, on the tubing from being cracked up a time tion, a lot needed to be accomplished~­ Kytle took up a heading he thought would or two. The tubing on a Pitcairn fuselage Steve figures that about 40% of the ribs bring him to Richmond. He settled back was fabricated out of square section stock, had to be replaced, as well as one spar that into the cockpit and began to settle into his which, according to Harold Pitcairn and his had a split. The ailerons were intact, but cruise routine when he realized with a start brilliant engineer, Agnew Larsen, resulted required considerable straightening out. that he had misinterpreted his location. in more accurate and consistent welding. For the diamond patterned aluminum wing His flight would abruptly come to an end, The engineering on the fuselage made the walk plates the stamped aluminum used for as he tested the strength of the Pitcairn by Pitcairn's strength legendary. screen door kick plates was pressed into flying it into the summit of the 825 foot Even though the airplane came to the service. It looks identical to the material Stone Mountain. After becoming con­ shop in Robbinsville in pieces, Steve's crew used originally. The diamond embossed scious and realizing he was not dead, Kytle disassembled it further, repairing or re­ aluminum was used extensively on air­ began to work his way off the mountain. placing as each case presented itself. planes prior to WW II, instead of the now After nearly falling off the edge of a cliff A new motor mount was fabricated to familiar black " sand" paint. When wet only a few yards from his crash site, Johnny accept a 225 hp Wright J-6-7, and all the though, it becomes pretty slick, even when Kytle decided to stay put and wait to be sheet metal on the airplane was replaced. the pattern is deeply pressed into the alu­ rescued. The fact that he was alive to be Steve had a pair of original latches for the minum, so Steve says while it is original, it's rescued he attributed to the stoutness of mail bins, but rather than use this set, he not very practical. the Mailwing, whose fuselage had remained used them as patterns and along with the intact after impacting the top of the granite original blueprints, a new set of latches was mountain. The fact that he struck the top fabricated. Those blueprints would prove (Continued 011 page 25)

16 OCTOBER 1992 by H.G. Frautschy indicator, mounted on a 35° degree angle to the instrument panel. Using From a distance, when you first a vacuum servo controlling a trim tab see the bright yellow color, but can­ on the rudder, the little unit could not discern its exact shape, you might pick up a wing that had dropped, and think, "Oh, here comes a Cub". But establish and hold a turn in a preset when you look back, and your eyes manner. McGuire must have been come to rest where a Cub might have suitably impressed, because, as flight been at its stately rate of speed, you tests progressed, he went to work for quickly realize "that's no Cub; it's a Lear Avia as their manager of the Monocoupe!" The yellow streak western and southern divisions. The quickly fades from view over the hori­ unit had its problems though, and it zon, making you wish it had lingered was never marketed in that configu­ a bit longer. Jeff and Robert Eicher ration. Robert and Jeff Eicher's Mono­ McGuire would later use his me­ coupe 90-AL is a real head-turner, as worth many times over in saved time. chanical expertise as a petroleum en­ well it should be. The winner of the McGuire was a mechanical enthusi­ gineer designing a series of oil re­ Best Custom Antique award at Sun ast, and was always interested in the fineries in the Midwest. 'n Fun '92 and Custom Antique latest technical innovations. When In the early 1940's, Roy McGuire Champion at EAA OSHKOSH '92, he met up with William Lear in the took the Monocoupe to the new the yellow speedster gets admiring 1930s, Lear and McGuire hit it off Monocoupe factory in Orlando, FL, glances wherever it goes. personally, and when McGuire told to have all the latest fairings installed. First built at the Robertson, MO Lear about his new autopilot project, It is probably the only Monocoupe to factory of Monocoupe Corp., this Lear asked if he could use McGuire's go through both factories, according Monocoupe was registered Novem­ Monocoupe for tests on the new in­ to one of the Monocoupe's current ber 7,1934, and was originally deliv­ strument. A few years before, Bill pilots, Jeff Eicher. McGuire contin­ ered as a model 90-A, equipped with Lear had owned a Monocoupe 110, ued to fly the speedster all over the a Lambert engine. The airplane's and still enjoyed the good looks of U . S. As his use of the Monocoupe first owner, Roy McGuire, used the the small two-seater. As detailed in continued, the Lambert R-266 engine craft in his business as a salesman. an article in the August, 1940 issue of began to show its age. In the early On the road, so to speak, for many POPULAR AVIATION, the autopi­ 1950s, the Monocoupe was brought days, the fast little airplane proved its lot was based upon a turn and bank to Cincinnati Aircraft for conversion

VINTAGE AIRPLANE 17 -'"u °c a. Q) :.::o E ~ by Mellie Schmidt to the 90-AL model, a change featuring a brand new Lycoming 0-2900 engine of 135 hp. This was a different version than the 90AL model manufactured by the Monocoupe factory in the late 1940s, which used a Lycoming 0-235 of 115 hp, and made changes to everthing forward of the cockpit, including the firewall. The airplane was also recov­ ered, and additional fuel tanks were installed to increase the total fuel on board to 52 gallons, giving the Mono­ coupe a whopping 1100 mile range. Drop testing allowed a higher gross weight, 1771 lbs, to help carry the added fuel. Roy McGuire took the airplane all over the North and South American continent, with trips to Alaska, Mexico and South America. He also flew his Monocoupe non-stop between Dayton and Miami a total of 15 times! The panel in the Eicher Monocoupe features a number of original instruments, as The little Monocoupe would pass well as a f ull IFR avionics package. The entire panel is f inished with African through the hands of two more own­ mahogany, coated with 7 layers of lacquer. ers before being bought by the Eich­

18 OCTOBER 1992 (Left) The Monocoupe Teal Duck emblem is carefully stitched on the backs of the seats, covered in Mercedes blue leather.

(Below, left) The retrac­ table landing light is one of the many features of the Eicher's Monocoupe.

airflow around these ar­ eas. Besides the one­ piece wing, one other area during the restora­ tion proved to be very challenging, according to Jeff - the covering of the inside of the fuse­ lage in the cabin area with fabric. He says that a lot of patience was expended trying to fit the fabric to the con­ tours inside the cabin. The engine compart­ ment received the same meticul ous care that t he rest of the airframe was given. The Lycoming is enclosed in a plenum chamber to in­ crease its cooling efficiency, but that does come at a cost - any time the en­ gine requires work near the baffles, the ple num chamber must be un­ screwed and disassembled. The in­ creased cooling efficiency also has the added benefit of allowing smaller cooling air holes in the cowling. The cowling, similar to the Univair Piper nosebowl, has been cleaned up aero­ ers. Joe Jones, Pleasant Hill, OH was in the late 1930s resulted in the loss of dynamically, with the fit in the area seen often at EAA Fly-Ins during the the original set of logbooks. The only around the carb air inlet made as tight '60s and '70s with NC11760. Later, extensive wood work needed was a as possible. Jones sold the airplane in the late rebuilding of the center section of the When they first bought the Mono­ 1970s to Eddie Swarthout (AIC 4980) wing, where the skylight is mounted. coupe from Eddie Swarthout, the 0­ of Tavares, FL. The airplane still had The 32 foot long one-piece wing pre­ 290 had a total of 1400 hours on it, the cotton fabric installed in 1954, and sented some difficulties during the with no overhauls ever having been was still flyable when Jeff Eicher spot­ restoration, as told by Jeff Eicher. done in the past. Even though the en­ ted it in Eddie's hangar. Eddie sold " It's not something you can say to gine was running fine, the Eichers de­ the airplane to the Eichers only with your wife ' Come out here and help cided to be conservative and had.a their promise not to fly the airplane in me flip this over so I can work on the major overhaul done to the Lycoming. its current condition, but to take it other side.' It's call 5 neighbors and All of the engine accessories were home and restore it. The temptation flip the wing over!" also reworked. was too much to resist, however, and All of the sheet metal fa irings, one The interior of the Eicher's Mono­ the Eichers did put about 30 hours on of tbe secrets of the Monocoupe's coupe is a tribute to th e ir care and the airplane before tearing it down to speed, are original and were reworked painstaking craftsmanship. The up­ do the restoration. to fix the dents, dings and cracks that per portion of the cabin is covered, as Surprisingly, the airplane needed the aluminum had accumulated over mentioned before, with regular air­ few repairs to make it ready for cov­ the years. The aluminum gap seals craft fabric, and the lowe r portion is ering - the cotton fabric had pulled in are all new, with the leading e dges upholstered with M e rcedes blue many of the stringers and the aileron taped in place, and the seals retained leather. The seat backs are stitched bays were beefed up to prevent fabric with cording laced between the tail with the familiar "Monocoupe Teal distortion, but all of the structural surfaces. Even the holes in the fabric duck" emblem that you also see on wood in the airplane is original - the th a t allow the control cables and the fuselage behind the " D " windows. airplane has never been damaged, al­ pushrods to pass through the covering Shoulder harnesses have also been in­ though a close call with a hangar fire have small fairings to smooth out the stalled for an added measure of safety.

VINTAGE AIRPLANE 19 The instrument pane l feat u res Easier, of course, when it comes to the many of the original instruments that short coupled little cabin job, is a rela­ were installed on the panel when it tive term! Even with the flat engine, was first built in 1934. The gyros, the view over the nose is still not all however, are not among them ­ that great, since the original firewall they've been replaced with more mod­ was retained in the conversion to a 90­ ern 3" gyros. The radio installation AL. has likewise been modernized, with a The Eichers both agree that it is a transponder and encoder, loran, nav­ challenge to land the airplane well. corns, and everything else one needs Neither Jeff nor Robert Eicher are to have a full IFR airplane. The panel involved in aviation as their careers ­ is finished off with a covering of a 4­ both are involved with sport aviation ply veneer of African mahogany, as a hobby, and have enjoyed a wide coated with 7 layers of lacquer. Care­ range of aeronautical pursuits. Robert ful use of a modeling knife and a learned to fly in a 7 AC Champ, in router were required to cut out all of 1958, under the GI bill, up in Pennsyl­ the various holes. vania. Later, Robert went to work for The airplane is covered with Ce­ Florida Power and Light, the com­ conite dacron fabric, finished with 35 pany he retired from in 1988. By that coats of Randolph butyrate dope, and time, he had purchased a homesite on then laboriously hand rubbed. The Spruce Creek, near Daytona Beach, spectacular color scheme is done in FL, where he now lives. Jeff and the Lemon yellow, Daytona white and In­ rest of the Eicher kids all learned to signia blue. Hydraulic brakes and fly in a 7FC Tri-Champ. Jeff was lucky Cleveland wheels, as well as a Maule enough to fly aerobatics as a you ng Smooth fairings at every juncture are tailwheel, round out the modern man, including soloing a Pitts S-l at one of the secrets of the Monocoupe's changes to make the airplane a li ttle the age of 18. He also feels privileged speed. All of the fairings on the Eicher's easier to deal with on the ground. to have flown with Clint McHenry at Monocoupe are formed aluminum.

20 OCTOBER 1992 in ::J Cl ::J ~ C o ~ ~ ffi "S c. ~ ~------~------~~------~ The original owner of NC11760, Roy McGuire, stands by the Monocoupe in this photo from POPULAR AVIATION published in the article "Little Robot". McGuire owned the Monocoupe from 1934 until the mid-fifties. He used the airplane extensively for business trips while working as a salesman. efforts. They flew the airplane for a couple of years, and then a kit for an aerobatic airplane came out that would set the kit industry on its ear - the Christen Eagle. Robert asked a friend of his in California to check into Frank Christensen, and see if he really could deliver all that he advertised. Robert's friend called back after a visit to the factory with two words - "buy it." Af­ ter completing their first kit, they turned around, sold that one, and bought two more kits! After selling his Eagle, Robert built a Hatz biplane, which he still owns and flies. c~e. While out for a local flight in 1987, .Q Jeff and a friend happened to stop by ~ Jim Kimball 's place in Zellwood, FL, 15 (J and during the course of their conver­ c sation, Jeff asked Jim if he knew if '"E <{ there were any Monocoupe projects c around. "Sure," Jim replied, "there's rl 'ffi one in that hangar over there." Within

~L-E ~______~ 3 or 4 days, the Monocoupe was the Eicher's next project. The Hatz and Taken after its conversion to the go-AIL) configuration, this photo was published in the Monocoupe are hangar mates, and AMERICAN AIRMAN in 1959. each represents a different facet of the one point in his early years. During sport aviation spectrum - the Hatz for that same time period, the Eicher fam­ pure bopping around low and slow, ily was involved in radio controlled and the 'Coupe for zipping around in a model airplane flying. A retired Air fast, going places machine. How fast, I in Force friend,who was a modeling hear you ask? On the 135 hp the Ly­ ::J Cl buddy, and Robert decided to try their coming puts out, the Eicher's Mono­ ::J ~ hand at restoring a full size airplane - coupe will cruise at 145-150 mph. Not c· o but when he and Robert dragged home bad, eh? Robert enjoys his latest pro­ ~ the remains of a Stearman that, when ject. "It's a lot of fun , and it gets a lot ~ last flown 15 years previous, had been of attention, which makes flying it that ffi "S used for mosquito abatement, Robert's much more fun." Jeff echos the same c. o c.. wife thought the guys were completely feelings and adds, " It's really a neat The original instrument panel, with the insane! Two years later, the resur­ airplane, it's exotic, a nd it doesn't fly gyro based "autopilot" installed in the rected wreck was flown to Galesburg, like any other airplane in its weight upper center of the panel. The panel IL for the annual Stearman Fly-In, and class that I've ever flown ... the views was quite sophisticated for a private the first time restorers were awarded out of it are from another era. It's just plane in the early 1940's. the Grand Champion trophy for their a neat, neat airplane." ~

VINTAGE AIRPLANE 21 PASS IT TO --7] An information exchange column with input from our readers. had 6/7 full-time instructors who were can't come close to. And I was learning to very busy. I had a friend who was just two fly. How good could life be? years older than me who had a brand new Flight training was different then. Most instructor's rating. One Sunday he made of the airplanes didn't have electrical sys­ $50 as a result of instructing probably tems and therefore no radios. Navigation eight or more hours and also receiving a wasn't as precise, but without so many re­ fee for the time his students flew solo. I stricted areas, ARSAs, TRSAs and TCAs, wanted to be an instructor. I couldn't and with slower airspeeds, it wasn't as im­ portant. No intercoms. The instructor bv Buck Hilbert imagine anyone making more money than that for something as wonderful as flying. tried to make himself understood in the (EAA 21, Ale 5) We had six Cubs, two Cessna 140s, two open cockpit Stearman using the old P.O. Box 424 Stearmans that had been bought surplus "gosport " hollow tube communication Union, IL 60180 for less than $600 each, a BT-13, an AT-6 system. And we wore those war surplus and a Cessna "Bamboo Bomber" in the sheepskin lined suits, including the boots, program. There were other airplanes that to fly in the open cockpits in wintertime. Dear Buck, were owned by private owners or that the Many of my lessons were no longer than FBO used for charters or other opera­ 15 minutes and a lesson of over 30 min­ Your column in the July, 1992 issue of tions. Among them were a Waco UPF-7, utes was a rarity. Can you imagine that YINTAG E AIRPLANE referred to a a Waco Cabin (I believe an "E "), an Er­ today? When my instructor was ready to stacking rack for a Cub type airplane. I coupe, a couple of Piper PA-12 Super teach me takeoffs and landings, he made had never heard of such a device, but the Cruisers, eventually a Bonanza, a Cessna me sit out on a knoll beside the runway photo in your column reminded me of one Airmaster and a T-Craft. The Airmaster and watch other pilots practice. It was a of my failed proposals. was a sleek, streamlined airplane for this way to learn without having to pay for In 1986 hangar space was not available era and the T-Craft, which had the factory cockpit time. Not as much fun, but I feel at my County airport, and not wanting to red and black finish , was the prettiest it was valuable. And those were the days leave my newly restored Porterfield out­ color scheme I had ever seen. of slips (most light planes didn't have side, we experimented with putting the There was so much activity going on all flaps), spot landings and spins before solo. Porterfield and an Aeronca Champ in the of the time. It was heaven for me to be I can't help but believe that was worth­ same hangar. Needless to say, not know­ able to watch the takeoffs and landings while. ing about stacking racks, we abandoned and listen to the hangar talk. Several of Working on the flight line was fun. the idea. The enclosed photo shows that the instructors had flown in the Air Corps; Pumping gas, adding oil, occasionally we got both airplanes in , but hanging by one had been a P-47 pilot and flew combat cleaning a windshield, rolling planes in the tail is not very satisfactory. missions in Europe and another had in­ and out of the big hangar and, most fun of Sincerely, structed. Just sitting in the Ready Room all, hand propping the airplanes. I en­ Walter S. Carson, AIC 8153 and listening to the briefings, the explana­ joyed this; thought I was pretty good at it, tions by the instructors and the responses but I won't let my son do it today. I Hello Walter, of the students, the brags and the bets, You had the idea and it worked - the was an experience that students today (Continued on page 25) cradle was only an inch away. Keep those letters coming!

Dear Buck:

Seeing the picture of the Cub stacked on its nose in the July 1992 issue of YIN­ TAGE AIRPLANE brought back a lot of wonderful memories and a question. Memories first. I was 16 in 1946 and the next couple of years were the best years of my life as far as flying is concerned. I was in high-school but played hooky a lot and used this and other spare time to work as a "lineboy" or do any other odd jobs the airport manager in Hickory, North Car­ olina had for me. Never collected a penny but got fly ing time in trade. Best job I ever had. This was at the height of the G. I. Bill Walter Carlson shoehorned his Champ and Porterfield into his T-hangar by hoisting flight training program. This little airport the tail up to the rafters. He said it was not very successful.

22 OCTOBER 1992 WHAT OUR. MEMBERS ARE RESTORING ------byNorrnPetersen

shire, the home of the famous Shuttleworth Trust collec­ tion. Built in 1946 as one of 150 Cub Prospectors assem­ bled in Canada, the J-3 bounced around Canada as CF-DRY before being im­ ported to England in 1989. A great deal of refurbishing has been carried out to date in­ cluding the installation of a Continental C90 from Spain to replace the tired C85. An auxili ary 6-gallon fuel tank aft of the baggage compart­ ment (standard with the Prospector) has been re­ tained. Future plans call for Canadian Cub replacement of the instrument panel, top in Great Britain cowling and most of the external alu­ minum panels. These three lucky En­ Pictured by their Canadian (Prospec­ glishmen are having a grand time with tor) J-3 Cub, G-BPVH, SIN 178C, ex. CF­ Bill Piper's fi nest! They would love to DRY, are John Akerman (EAA 394509) hear from anyone in Canada who flew on the left and David Cooper-Maguire on CF-DRY during the 1946-1989 time the right. A third partner in the J-3 is frame. Write: John Akerman, Cheyne Barry King-Smith. The photo was taken Cottage, 12 Clayton Road, Selsey , Chich­ at Old Warden Aerodrome in Bedford­ ester, W. Sussex, England P020 9DB.

Ralph Patterson's from the Civil Air Patrol for contributing metal prop and fancy J-4 wheelpants, the Piper J·4A Cub Coupe to the preservation of the history of the Cub Coupe is indeed a nice looking an­ Civil Air Patrol by maintaining Piper Air­ tique airplane. T hese photos of Piper J-4A, N26920, craft NC26920 which served on Active SIN 4-962, were sent in by owner Ralph Duty with the Civil Air Patrol's Indiana Patterson (EAA 138717, A IC 4960) of wing during World War II. A plaque has Alexandria, Indiana. Built in 1940, this J­ been affixed to the left side of the instru­ 4A was restored by Charles Monroe and ment pane l which reads: "THIS HIS­ the late Marlin Gibson in 1979. The Con­ TORIC AIRCRAFT WAS FLOWN BY tinental A65-8 engine has 625 hours since THE CIVIL AIR PATROL ON ACTIVE major. In early 1988, Ralph Patterson was DUTY DURING WORLD WAR II." awarded a Certificate of Appreciation With its chrome pl a te d control sticks,

VINTAGE AIRPLANE 23 WHAT OUR. MEMBERS ARE RESTORING ------by Norm Petersen

Toby Tobiason's Interstate SlA

This very handsome looking Interstate SlA, NC37426, SIN 271 , is owned and flown by Louis (Toby) Tobiason (EAA 148220, A/C 6813), of Grandview, Texas, who restored the airplane in a sharp red and black paint scheme accented with a gold pinstripe. Sporting a 90 hp Franklin engine, a wooden prop, chrome step and wheel pants, the Interstate is one of 271 re­ maining on the FAA register. Definitely not a newcomer to Interstates, "Toby" previously owned Interstate S1 A, NC37394, SIN 237, which was featured on the front cover of the June 1969 issue of SPORT AVIATION. That Interstate Sl A, NC37394, is presently registered to Dewey Funkhouser of Lakeland, Florida.

George Hanna's Cessna 140A closed in original aluminum wheel pants. couragement! You must admit, this cou­ Many small parts have been chrome ple has a very nice looking airplane to This Cessna 140A, N3791V, SIN 15212, plated including the Scott 3200 tailwheel. travel to the fly-ins and they can polish the was purchased in Palo Alto, CA, by Nearly all the work was done by George shiny spinner and prop when they get George Hanna (EAA 392780, A/C 17882) Hanna and his wife - along with much en­ there! and flown across the U.S. to his home in Brookfield, CT. It was then dismantled and stripped for repainting. The cabin roof, cowling and some wing and tail skins were replaced before new glass was in­ stall ed and the airplane pa inted in Durethane. Inside, a new Airtex interior was complimented by 150 control yokes, vernier throttle and mixture, 760 channel radio, loran and transponder. A Flight­ com intercom was also added. The engine had been converted to a Lycoming 0-235 CIB of 115 hp and only has 200 hours on a chrome major. (Note the Bendix starter visible just beneath the prop.) New wheels and brakes are Cleveland, which are en-

Walter Orth, Jr.'s Aeronca 0-58B

Manufactured on May 23, 1942, this Aeronca 0-588, N49001 , SIN 05882562, is presently owned by Walter Orth, Jr. (EAA 402593) of Chester, NJ. Accu­ rately painted in WW II Western The­ ater colors as used by liaison aircraft in the Philippines and New Guinea, the 0­ 58B is presently powered with a Conti­ nental C85-12 engine, which replaced the C65-8 engine in April of 1972. The Aeronca was restored in May of 1980 with the present paint scheme done in ] 992. Plans call for replacing the metal prop with a Sensenich wood prop and in­ stalling the original WWII RCA radios history on the aircraft which shows that chased the 0-588 in Louisiana and flew (complete with original manuals!) and it entered civilian service on December it to New Jersey over two days, making employing a replicated trailing antenna 5, 1945 with the Blackbird Flying Club in 17 stops enroute! That trip would be a system. Walter has the complete service Salmon, Idaho as N49001. Walt pur­ story in itself. ... 24 OCTOBER 1992 Pass It To Buck it. As I mentioned, I weighed 1051115 lbs $45,000! He said it was "put 'n neared" as during this time and I had no muscles to cheap to add hardwood floors, walkout (Continued/rom page 22) speak of, but I could lift the tails of these basement , fancy windows and built-in weighed 1051115 pounds during this time J-3s over my head without too much diffi­ closets. In addition, it was "put 'n neared" and was about 5' 6" tall. It was a stretch culty. Today I own a Super Cub PA 18­ as cheap to have a cement driveway and and, weighing no more than I did , I 150 and I have a problem lifting the tail 18 automatic garage door opener. In short, couldn't pull the prop through very fast , inches off the ground. Maybe some of this the "put ' n nears" cost more than the but I sometimes hand propped the Stear­ is explained by the fact that I am 62 years house! mans. Most often we used the inertia old, but I don 't think I have deteriorated And so it is with a J-3 Cub. The 680 lb. crank, but if we wanted to save time and it that much. Also, I thought I should get a empty weight is light on the tail because wasn't really cold, we would hand prop benefit from the extra weight of the 150 the nibs. of fuel (12 gallons) in the nose them. I got to look at every different air­ hp engine over the 65 hp engine in the old tank is way forward of the landing gear. plane that flew in and listened to the J-3. Of course the 12 gallon gas tank was Note the small tailwheel necessary to sup­ planes in the pattern. Knew the sound of moved back to the wings and that proba­ port the aft end of the airplane. One per­ a lot of them. The beautiful sound of the bly hurt , but the only explanation I can son can easily lift the tail. radial engines, the somewhat different guess is that the CG. in the PA18 must be A Super Cub is at least 930 lbs. empty sound of the Aeronca Champ that visited much farther back in relation to the main and has up to 2161bs. of fuel (36 gallons) from time to time, and the thrilling sound gear than it was in the J-3. I can remem­ in the wingtanks - aU pushing down on the of the AT -6 on takeoff. When I wasn ' t ber being told that the CG. of the J-3 was landing gear and the poor tailwheel. Note busy, I watched every airplane 'til it went in the rear seat. We didn't have to do the heavy duty Scott 3200 tailwheel neces­ out of sight. I still do if the plane has a weight-balance calculations on Cubs back sary to hold up the aft end of the airplane. single engine and flying at less than a few then so I never found out, but I doubt that And it requires a strong man (or men!) to thousand feet. it was this far back. And if it was, it would lift the tail. Well, enough reminiscing. Now the seem that it would be impossible for me to In other words, when you take a question. We stacked the six J-3s on their lift the tail. Can you explain it? lightweight J -3 Cub and add a bunch of noses at night to save room and get as "put ' n nears " that are almost as light as many of the other planes into the hangar Sincerely, the original - such as heavier tubing, flaps, as possible. One person would lift the tail Paul L. Yount, AIC 13257 electrical system, three times larger fuel above his head and another would grab it system, over double the horsepower, heav­ by the prop and lower the prop onto the Dear Paul, ier prop etc., etc. - you soon understand dolly. Some of the dollies were just made I'Ule! our resident Cub expert, Norm why the Super Cub requires 2000 lb. float of 2 x 4s with some carpet added to keep Petersen, answer this one. Norm, the rest of displacement and 2000 lb. ski capabilty! from scarring the propeller. Others had the page is yours . .. Just try and lift the tail and you will soon wheels and you could roll the Cub around A good friend of mine once built a 20 understand what Mr. Yount is saying. on its nose to find the best place to hangar thousand dollar house that cost him about - Norm Petersen ..

Pitcairn's Mailwing himself down furth er out of the slipstream to look at , it is also easier to keep clean, during cruise. The instrument panel in 95W without all those nooks and crannies for (Continued/rom page 16) is also very original appearing. Most of the dirt to collect in. dials and gauges are of the pre-1939 era, All sort of little parts and big ones had The Mailwing was designed from the with the exception of the radio installation to be fabricated, including a set of wheel start as a working airplane, and to that end (a transponder and Nav-Com are conces­ covers, reproductions that were done in the the forward area of the fuselage was de­ sions to the modern age). The cockpit also early 1980s. signed in a novel way - the left side of the features one other option that was available The special design of the Pitcairn Mail­ fuselage has a ch annel through which the to the buyer in 1930 - a full set of insulated wing, including its Pitcairn airfoil made it push-pull controls, instrument lines and the cockpit sidewalls, made out of hardboard very maneuverable, stable and light on the like are run, allowing a deep and unob­ per the factory blueprints. The sidewalls controls. structed mail bin, lined with aluminum ca­ covered the inside of the fuselage, dressing Joseph P. Juptner in his U.S. Civil Air­ pable of holding 550 Ibs. with its 40 cubic it up by covering the stringers and fabric craft series commented that "Typical of feet. A large zipper runs down the side of work , and had the added dividend of mak­ every Pitcairn airplane, the Mailwings the fuselage to allow access to these lines ing it warmer in the cockpit on those chilly were jaunty, trim, beautiful and well de­ and controls. New Jersey mornings. signed airplanes of sure-footed and flashy The bin was also large enough to carry The engine change back to original performance with a record of dependabil­ two passengers when outfitted with a seat Wright J-6 was actually not that hard to ac­ ity well known throughout the industry." and another set of controls as in the PA-7S complish. The inventory of Wright parts What is next on the horizon for the tal­ Sport Mailwing version. The 63 gallon fuel owned by Island Airways for use in main­ ented crew at the Trenton-Robbinsville air­ tank comprises the forward end of the fuse­ taining their Ford Trimotors was bought by port? Why another Pitcairn, of course! lage behind the firewall, and according to a the late Bob White of Zellwood, FL, who George, Mike, Joe and Steve are working review in the April 1930 issue of Aero Di­ then sold Steve a Wright J-6-7 for use on on a Pitcairn PA-6 Mailwing. This air­ gest, the CG. of the airplane varied little as the Mailwing. plane, NC548K, will feature a Wright J-5 , the fuel was used. The same was said about About the only other change made with as well as the factory optional large 850xl0 C.O. movement when the airplane was modern materials is with the fabric cover­ wheels and tires. Steve is currently trying loaded with mail - with the bin loaded to ing. The Stits process is used throughout, to find additional information on his PA-6 capacity, it was claimed the CO. moved both for ease of workmanship and the when it served with American Airways, in­ only one inch, due to the fact the Center of longevity the synthetic process allows. Pit­ cluding any photos of the airplane. If you Gravity is located practically in the center cairn airplanes were known for their hand have any information that you would like of the mail bin. rubbed dope finishes , and to duplicate that to share with Steve on this airplane, please The pilot's seat in the Mailwing is ad­ look, the restoration crew applied a final contact him at Pitcairn Aviation, Trenton­ justable, so the pilot could get a better view coat of clear Stits Aerothane. As Steve Robbinsville Airport , Robbinsville, NJ during takeoff and landing, and then crank points out, not only is a slick airplane nice 08691, phone 609/259-3309. ..

VINTAGE AIRPLANE 25 Here's another cabin job with a mys­ of Aeronautics." terious past. All that's known about it is by George Hardie These were the only answers received that the engine was a Jacobs 285. It has for the July Mystery Plane. Again, I the appearance of being a practical air­ 10 in Lesley Forden's book' The Ford must appeal for more photos for this plane. Is that a Hamilton prop on it? Air Tours ' ... this is my guesstima­ column. There are a lot more obscure Or a Curtiss-Reed? The photo was sub­ tion." designs that need to be examined, but mitted by Edward Peck of Louisville, Harold G. Scheck of Hasbrook out supply is running low. Any help we KY. Answers will be published in the Heights, New Jersey writes: can get will add to this important record January, 1993 issue of VINTAGE AIR­ "The July Mystery appears to be in aviation history. PLANE. Deadline for that issue is what Bill Rhodes wrote in his book November 20, 1992. 'Baling Wire, Chewing Gum and Guts' Send your submissions to: The July Mystery Plane netted only (essentially the story of the Gates Flying George Hardie, Mystery Plane three answers. Charley Hayes of Park Circus) as a clipped wing 'Jenny'. Ap­ c/oEAA Forest, IL writes: parently these altered ships were the P.O. Box 3086 "The plane may be the Curtiss IN­ first to be grounded by the new Bureau Oshkosh, WI 54903-3086 ... 4D with clipped swallow wings which was operated in 1923 by the Nicholas Aerial Show from Marshall, Missouri. Most of their aircraft were Standards, but they were known to have had at least one clipped wing Jenny which may have had at one time or another 'clipped Swallow Wings'." "As many of you know, the Nicholas Aerial Show eventually became the Nicholas-Beazley Flying School and Aircraft Co. which was well known for its NB-3, -4 and -8 airplanes during the 1920s and early '30s. H. Glenn Buffington of El Dorado, Arkansas adds this: " It appears to be the OX-5 Laird­ Swallow judging from the lines. It is comparable to the one pictured on page 26 OCTOBER 1992 The following list of coming events is furnished to our readers as a matter of information only and does not con­ stitute approval, sponsorship, involve­ ment, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

October 7 - WICHITA, KS ­ October 15-18 - DALLAS, TX plays and awards for all classes 1992 Staggerwing International - National WW II Glider Pilots of aircraft. Contact: Doug Convention. 60th Anniversary Assn. 50th Anniversary Reunion. Teague, 704/754-3598 (days) or of Beech. 615/455-1974,455-3594. 404/972-71 00. evenings, Norman Rainwater, 704/328-5807. October 9 - EVERGREEN, October 17 - FARMVILLE, AL - 2nd Annual SE EAA NC - EAA Chapter 960 Pancake October 24-25 WINCHES­ Chapters Fly-In. 205/743-3916. Breakfast Fly-In. 919/756-4098. TER, V A Winchester Regional EAA Fall Fly-In at airport. Tro­ October 10 - MT. VERNON, October 17 - DAYTON, OH ­ phies for winning showplanes. TX - EAA Chapter 834 Fall Fly EAA Chapter 610 Tour of Pancake breakfast Sunday. Con­ Market/Swap Meet.903/856-2992. Wright Patterson Air Force Base. cessions and exhibitors. All wel­ Museum and restoration shop. come. Contact Al or Judy October 9 -11 MORIARTY, 513/767-8751. Sparks, EAA Chapter 186 at NM - 1st Annual EAA New 703/590-9112. Mexico Fly-In. Workshops, Fo­ October 17 - TAZEWELL, rums, Fly-market. Friday TN - Mountain Pilots Assn. Air­ October 23-25 - REKLAW, evening activities, Sat. evening port Day/Pancake Breakfast. TX - 8th Annual Flying M Ranch awards banquet. Camping on Rain Date 10/18. 606/248-8073. Fly-In/Campout/EAA Chapter field , motels. Call 505/264-0331 727 Picnic. 409/369-4362. for brochure. October 17 - WALLS, MS ­ 4th Annual Twinkletown Airport October 24-25 - AUGUSTA, October 10 SAN MARTIN, Wings and Wheels Fly-In/Drive­ GA - Boshears Memorial An­ CA California Antique Aircraft In. 901/755-3482. nual Fly-In. 404/738-8377. Museum open house. 12 - 4pm 12777 Murphy Av, across from October 16-18 KERRVILLE, October 24-25 - WINCHES­ South County airport. 408/683­ TX Southwest EAA Regional TER, VA - EAA Chapter 186 2290 for information. Fly-In. Call 915/658-4194. Fly-In and Pancake Bre akfast. 703/590-9112. October 10 ATLANTA, GA­ October 16-18, HAMPTON, 1st Annual Biplane Fall Classic GA Wings and Whee ls Motor November 8- HALF MOON at Stone Mountain airport. Bi­ Fair Fly-In and Airshow, Auto BAY, CA - 3rd Annual Fall Fly­ planes will be judged in a variety show and flea market. Henry In/Airport Day Open house. of catagories. Call 404/413-7112 County Airport (Bear Creek) 415/726-3417. for more information. Sponsored by Atlanta Motor Speedway, 404/946-3910. November 8 - WINTER October 10 - THOMAS­ HAVEN, FL - 4th Annual War­ VILLE, GA - EAA Antique/ October 17 - HAMPTON, NH bird, Antique and Classic Fly-In/ Classic Chapter 1 Fly-In. Pumpkin Patch Fly-In breakfast, AirshowlBarbeque. 813/293­ sponsored by A/C Chapter 15. 2501. October 11- SMOKETOWN, For airfield information, call PA - Gourmet Breakfast Fly-In. 603/9646749. November 14-15 - NEW Rain date 11/18. 717/394-6476. SMYRNA BEACH, FL - EAA October 24-25, HICKORY, Antique/Classic Chapter 1 Fly­ October 10-11 HOUMA, LA­ NC - 7th Annual EAA Chapter In. LeBayou Regional Fly-In and 731 Fly-In. H eld in conjunction State Convention. Sponsored by with the Catawba County Sesqui­ Dec. 12-13 - TAMPA, FL ­ EAA Chapters 261 and 513. centennial Committee Airshow. EAA Antique/Classic Chapter 1 504/851-1516 for information. Banquet Sat. night, static dis­ Fly-In. Vandenberg Airport. ...

VINTAGE AIRPLANE 27 NEW MEMBERS

Thomas C. Ahlers St. Charles, MO Karl Garman Crystal Lake, IL Jeffrey Lo San Jose, CA Jerry Albamonte Barrington Hills, IL W. R. Gordon Hubert Loewenhardt Stonington, CT Julian D. Allen Alexandria, VA Edmonton, Alberta, Canada Efrain Lopez San Juan, PR Robert H. Allred Brownsboro, AL Kenneth J. Gouvin Pawcatuck, CT Constant O. Maffey Cranford, NJ David R. Anderson Victorville, CA Wayne Goza Ft. Payne, AL Thomas J. Manial Saginaw, MI Norman R. Anderson Newport, RI Stephen H. Green Lakewood, CO David C. Mann Verona, WI Joseph Antal Max O. Gregg Jr. Chesnee, SC Gary W. Martin Island Lake, IL Kitchener, Ontario, Canada George M. Greiman Garner, IA Douglas L. Mays Chenoa, IL David J. Ardoin Opelousas, LA Charles Gutzman Petersburg, IL Winston R. Mc Call Medford, OR Bill Babcock Renton, W A D. Haarbye Oslo, Norway Daniel McCutcheon Westfield, IN Jeffrey P. Backstrom Fairfield,IA William J. Halpin Eden Prairie, MN Bryan R. McFarland Conifer, CO Albert L. Barger Poynette, WI Donis B. Hamilton Paragould, AR Rodney E. McFarland Norman Beachum St. Louis, MO Douglas Hancock Gaylord, MI Huber Heights, OH Paul R. Beck Sausalito, CA Arthur S. Harrison Derby, KS Keeling McLin San Antonio, TX Terry Becker Cavailer, ND Woody Hart Ames, IA William J. Meadowcroft Jackson, MI Terry Bennett Roger Hasz Flagler, CO Michael K. Melvin Kernersville, NC London,Ontario,Canada Don Hayes Dayton, OH William Meznarsic Northlake, IL Terren G. Berg Berkeley,IL Edward M. Heald West Chester, PA Betty June Miller Sellersville, PA James Bergo Minot, ND Howard A. Heckendorf Len Miller Sayre, OK Fred Betzoldt Brighton, MI Brookfield, WI J ames Moore Hephzibah, GA Robert M. Bird Zephyrhills, FL Paul Hempel Brighton, IL Jeff Morgan Salem, IN John A. Bodine Geneseo, NY Buren F. Herod Mount Prospect, IL I. M. Morris Timothy R. Bodine Salina, OK Scott Herring Yorba Linda, CA Marsh Gibbon Bister, England Dan Bodony Fishers, IN Phil High Marion,IA Barry Mountain Clifford Bond Baker, OR James O. Hintz Galena,OH Powell River, Canada James D. Braden Clay Center, KS Tom G. Holz West Bend, WI Todd L. Mountain Harrisburg, PA Kevin Brooker New Milford, CT James P. Hoppin Charles C. Myers Estelle Springs, TN Charles M. Brooks Tucson, AZ Bloomfield Hills, MI John A. Nelson Urbandale, IA John G. Brown Imperial, MO Richard Hoyle Vincent, AL Breece C. Nesbitt Jr. Denver, NC Markley Brown Santa Barbara, CA Charles Hubscher Mt. Pleasant, MI J. E. Nickless Boonville, CA Mark C. Buist Kennesaw, GA W. E. Hudson Marietta, GA Frank O'Brien Liverpool, NY Jeffrey Burnett Baltimore, MD Earl D. Huggan West Palm Beach, FL William S. Ogarek Perth Amboy, NJ Steven R. Bussolari Concord, MA Paul E. Isakson Amery, WI Edward B. Oliver Arte Butler Greenwood, MS Ralph E. Jeffers Peru, IN New Smyrna Beach, FL John Cartwright Athens, GA Harold C. Jeppsen Weatherly, PA Tom Oreck Houston, TX M J. J. Catherwood David Lee Jewell Cincinnati,OH Daniel C. Oswald Canada Cambridge, England Clair A. Johnson Charles R. Patterson Dale Compton Pocahontas, IL Blooming Prairie, MN Medford Lakes, NJ George V. Copland Duncan, OK Jay Johnson Colorado Springs, CO Robert Pavlovich Franklin, WI Mike Crawford Lousiville, GA Norman P. Johnson Garland, TX Leonard Paynowski Las Cruces, NM Kenneth W. Davis Walnut, CA Robert H. Johnston Houston, TX John Perricone Romeoville, IL Philippe Denis France Jim Jones Newton,IA Blackwell B. Pierce Weldon,NC David Dewey Waukesha, WI Jim Jones Cadott, WI Gary Pohlner U.A. E. Harold C. Dexter Jackson, MI Samuel R. Jones Benicia, CA Richard A. Porayko Julia Edwards Dickey Columbus, IN Richard H. Kaiser Abingdon, VA Winnipeg, Manitoba, Canada Dennis W. Dodson Chico, CA Joe W. Kelley Worland, WY Jim R. Porter Chicago, IL Paul A. Dunlop Paul Kollitz St. Paul, MN Richard J. Pratt Fargo, ND North Bay, Ontario, Canada Richard Kreloff Petaluma, CA Samuel H. Ramsey Wilsonville, AL Henry G. Dussault Epsom, NH Robert La Pointe Iron Mountain, MI James M. Rasmusson Duane E. Esse Waunakee, WI Jerry Lader Eads, TN Breckenridge, MN Mark R. Evans Traverse City, MI John B. LairdDibden Purlieu, England Lloyd Richards Clyde C. Fancher Las Vegas, NV David L. Lane Albuquerque, NM Timmons, Ontario, Canada Thomas W. Farquhar Pentwater, MI Arthur E. Langston Joe K. Richwine Jr. Marion, IN Jere L. F.errill Evergreen, CO Jefferson City, MO Billy J. Rickner Shawnee, OK Robert G Fite Brookings, SD Joe K. Lawson Ringgold, GA Craig Roberts Edsel W. Ford Jr. Tom Leatherwood Paso Robles, CA Calgary, Alberta, Canada Oklahoma City, OK Roger A. Lewis Birmingham, AL Lyle Robertson Ft. Lauderdale, FL Judy Frantzich Fresno, CA Charles H. Lewis Shell Lake, WI Richard K. Rockey San Rafael, CA Steve J. French Pretty Prairie, KS Mary E. Light EI Paso, TX Richard P. Rogel Chagrin Falls, OH Michael H. Funk Hoffman Estates, IL John P. Linhoff Minniapolis, MN CONTINUED on Page 29 ...

28 OCTOBER 1992 NEW MEMBERS (Continued from Page 28) Eugene E. Rogers Apopka, FL James Stevenson Shreveport, LA MEMBERSHIP Raymon C. Ross Jr. Birmingham, AL Warren Stewart INFORMATION Daniel G. Sapiro San Diego, CA West Hill, Ontario, Canada Cameron G. Saures Reynolds, ND Roy A. Stigling EAA Tony Schiano Old Bridge, NJ Somerset West, South Africa Membership in the Experimental Aircraft Ron Schmal Dakota, MN James S. Stilwell Fayetteville, NC Association, Inc. is $35.00 for one year, David See Ft. Worth, TX George Studer Kerrville, TX including 12 issues of Sport Aviation. Dennis C. Seiler Deckerville, MI Terry Thompson Zanesville, OH Junior Membership (under 19 years of age) is available at $20.00 annually. Richard A. Shaw Anchorage, AK Gary W. Todd Rogers,OH Family membership is available for an William H. Shaw Rochester, NY Gerald A. Tokasz Elma, NY additional $10.00 annually. All major Peter Campbell Sheffield Dale E Turner Punta Gorda, FL credit cards accepted for membership Papakura, New Zealand Walter F. Ubele Burlington, WI (FAX (414) 426-4873. Bob D. Shenk Harrisonburg, VA Glen R. Van Kesteren Northridge, CA Richard W. Sheppe Jr. Post Mills, VT Luis F. Villar Stuart, FL ANTIQUE/CLASSICS Richard J. Sherwin Edmore, MI Richard Vogelsang Chula Vista, CA EAA Member - $20.00. Includes one Hans Shin Tyreso, Sweden Merlin Vollman Pearland, TX year membership in EAA Antique-Classic Division. 12 monthly issues of The Perry Shipman Juneau, AK Joseph A. Wadsworth Niles,OH Vintage Airplane and membership card. David M. Shuster Saline, MI Ulrich Wenger Stansstad, Switzerland Applicant must be a current EAA member William Siddons III Hillsboro, TX Jackson E. Wetzel Pleasant Lake, IN and must give EAA membership number. Joseph S. Siske Fletcher, NC Matthew S. Whittlesey Non-EAA Member - $30.00. Includes Dennis L. Smith Lexington Park, MD Grand Junction, CO one year membership in the EAA Antique­ Harry V. Somers San Diego, CA Robert G. Wilkerson Jr. Classic Division. 12 monthly issues of The Robert E. Spamer Joppa, MD Herkimer, NY Vintage Airplane, one year membership in the EAA and separate membership A. Lee Spencer lola, KS Ronald J. Wilson Lancaster, CA cards. Sport Aviation QQ1 included. Joseph H. Sroeger Chagrin Falls, OH Lawrence Winchell Jr. Mirwood A. Starkey Mooreland, IN Port Republic, NJ lAC Mark C. Steffens Stevensville, MI Irving J. Wischmeyer Rochester, NY Membership in the International Aerobatic Doug Steinhoff Pickett, WI Bruce D. Young Bellevue, W A Club, Inc. is $30.00 annually which in­ Jerrold B. Stevens Salem, OR Mark G. Young Vancouver, WA cludes 12 issues of Sport Aerobatics. All IA C members are required to be members of EAA.

WARBIRDS Membership in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds. Warbird mem­ bers are required to be members of EAA.

EAA EXPERIMENTER EAA membership and EAA EX­ PERIMENTER magazine is available for $28.00 per year (Sport Aviation not in­ cluded). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year.

FOREIGN MEMBERSHIPS Please submit your remittance with a A 44,000 ft. museum addition dedicated to the men, women and aircraft who served check or draft drawn on a United States our country in World War II. See legendary airplanes such as the immortal B-17 Fly­ bank payable in United States dollars. ing Fortress, prototype XP-51 Mustang, P-38 Lightning, B-25 Mitchell, and others. Impressive exhibits and audio/visual presentations both exciting and informational, Make checks payable to EAA or the an experience the entire family can enjoy. Visit the EAA Air Adventure Museum division in which membership is where the world's largest private collection of aircraft are on display - antiques, desired. Address allletters to EAA or the warbirds, classics, homebuilts, racers, aerobatic and many others - including a fan­ particular division at the following tastic exhibit on round-the-world "Voyager", full scale replicas of the 1903 Wright Flyer and Lindbergh's "Spirit of St. Louis". Plan a visit soon. address: EAA A VIA TlON CENTER OPEN - Monday through Saturday P_O_ BOX 3086 8:30 a.m . to 5 p.m. - Sunday 11 a.m. to 5 p.m. OSHKOSH, WI 54903-3086 CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit, Oshkosh, WI , adjacent to PHONE (414) 426-4800 I . Wittman Regional Airport. FAX (414) 426-4828 \ EAAAlR OFFICE HOURS: EAA AVIATION FOUNDATION 8:15-5:00 MON_-FRI_ ADIlENTURE EM Aviation Center, P.O. Box 3065, Oshkosh, WI 54903-3065 MUSEUMTM 1-800-322-2412 OSHKOSH . WI 414-426-4800 (Weekends 414-426-4818)

VINTAGE AIRPLANE 29 COVERING SYSTEMS INTERIOR ITEMS ~ OFFICIAL DIRECTORY -stitS -Randolph -Cushion Sets . ; -Ceconite -Air-Tech • Headliners • Seat 01 Registered Civil and . ' Dopes. Fabrics. Tapes. .Carpetlng Slings i Primers & Accessories -Canopy & Windshield Covers Military Aircraft .Baggage Compartments FABRIC ENVELOPES O~R $1995 .stits - Pl03 and HD2X2 "AN" HARDWARE -Ceconite-lOl andl02 PAGES INCLTAX&SHPG. • Bolts Qt=:=::a- •Rivets 1992-93LImitedEdition. • Nuts -Washers .Pins DROP-IN INTERIOR KITS .Rttings .Screws Lists over 18,000 owners of -Antique & Classic Aircraft eat­ pre-1946 aircraft by ad­ -Fasteners dress, city, and state; cross· indexed by N number,make, Call for Subscribe PG.SIZE B.S' Xll' model and series. your to Bonus! Lists all operational aircraft by year FREE copy built, make, model and series. Everything you JlEROPLANE need to buy, sell or evaluate aircraft! of our 1992 ~WS MASTERCHARGE &VISA ACCEPTED catalog II1-800-2n-8960 C!C PROFESSIONAL PRESS CoIl1-800-831-2949 To order P.o. Box 4371· Chapel Hill, NC 27515-4371 ACCESSORIES .Windshields -Rlters ~ & DE~~~f~~ILS .Shock Cords . Tires ' ; -Tailwheels -Spark Plugs . AIRFRAME PARTS • Tubes • Instruments . • Plywood .Wheel. Brakes & Axles .Nails • Propellers .Tail Draggers -Master Cylinders

4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd ., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No. QK5R148N. GEE BEE Racers - Super Scale model. Plans used for Delmar's R-2. Plans Catalog/News $3.00, refundable. Vern Clements, EM 9297, 308 Palo Alto, Caldwell, ID 83605. (12-3) VINTAGE AIRCRAFT AND ENGINES -Out-of-printliterature: his­ Where The Sellers and Buyers Meet. .. tory; restoration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 92115. (Estab­ lished 1960) (c-1 0/92) 35' per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903·2591 . C-26 Champion Spark Plugs - New and reconditioned. New - $14.75, reoonditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c-10/92) AIRCRAFT: 1947 CESSNA 120 PROJECT - Taxi damage. If you want something 1930's Kollsman "Bubbleface" compass, have several, N.O.S., $225 to do, take this one on. $4,000 OBO. "Buck" Hilbert, 815/923-4591 . each. Many other vintage items - 44-page catalog, $5. Jon Aldrich, (10·1) Airport Box 706, Groveland, CA 95321, 209/962-6121 . (c-12/92)

MISCELLANEOUS: PLANS: CURTISS JN4-D MEMORABILIA - You can now own memorabilia Great Lakes Trainer Guru - Harvey Swack will help you buy or sell from the famous "Jenny", as seen on "TREASURES FROM THE a Great Lakes Trainer or a Baby Lakes. The only source for COR­ PAST". We have posters, postcards, videos, pins, airmail cachets, RECTED and UPDATED ORIGINAL Great Lakes drawings. Welded etc. We also have R/C documentation exclusive to this historic aircraft. parts available. Write to P.O. Box 228, Needham, MA 02192 or call Sale of these items support operating expense to keep this "Jenny" days 617/444-5480. (c-10/92) flying for the aviation public. We appreciate your help. Write for your free price list. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA WANTED: 22186. (C/5/92) WANTED - Stinson Reliant, Fairchild 24, Cessna 195 or other classiC/antique round engined aircraft. Will trade immaculate 1948 Fly-About Adventures and the Ercoupe-Full color, 130 pages, Lincoln Continental Coupe. Call Tad Woodhull in Camden, Maine, $17.95. Fly-About, P.O. Box 51144, Denton, TX 76206. (ufn) 207/236-7112. (10-1) Aviation Auction - October 24, 1992. Mail bids accepted. Send Check the Barn Honey! - Private buyer patiently searching for an $5.00 for auction list to Lou Lufker, Lufker Airport, P.O. Box 340, East unusu.al ~intage a~rcraft for restoration. Would prefer 1930s open Moriches, NY 11940, phone 516/878-6302. (10-1) cockpit biplane. Finders fee offered. David Kaczmarek 416/485­ SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 0000. (12-4) ,

30 OCTOBER 1992 974 pages of practical, proven construction techniques for homebuilders Fly high with a BY : TONY BINGELIS quality Classic interior EXCELLENT REFERENCE SOURCE­ Complete interior assemblies for do-it-yourself installation. MAKE GREAT GIFTS FOR THE Custom quality at economical prices. NOVICE OR EXPERIENCED • Cushion upholstery sets BUILDER - DON'T BUILD WITHOUT THEM! • Wall panel sets • Headliners Information every builder needs, wilh alilhe righl answers at one's finger­ • Carpet sets lips. Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION, • Baggage compartment sets Ihese publications are profusely illustrated with photos, cutaway drawings and easy to understand descriptions that clearly resolve the most compli­ • Firewall covers cated problem. Invaluable male rial for anyone designing, building, restoring • Seat slings or maintaining sport aircraft. Order your copies today. • Recover envelopes and dopes SPORTPLANE BUILDER .... •• S19.95 Free catalog of complete product line. IAircraft Construction Methods - 320 pages l SPECIAL FIREWALL FORWARD •... _.•$19.95 Fabric Selection Guide showing actual sample colors and IEngine Installation Methods - 304 pages) OFFER styles of materials: $3.00. SPORTPLANE CONSTRUCTION ... order all three for iu st TECHNIQUES •• _...•••.....$20.95 $52.97 IA Builder's Handbook - 350 pagesJ Add S6.95 postage and handling. Send check or money order - WI residents add WI residents add 5% sales tax . Qirt~RODUCTS, INC. 5% sales tax. Add S2.40 postage and handling for each oublication ordered . 259 Lower Morrisville Rd ., Dept. VA Order immediately by calling EAA's Toll Free Number 1-80C).843.3612 Fallsington, PA 19054 (215) 295-4115 or call (414) 426-4800 Major credH cards accepted. EAA AVIATION FOUNDATION EM Avialion Center Oshkosh, WI 54903-3086

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32 OCTOBER 1992 OSHKOSH REMEMBERS • •• The Heroes ofWorld War H

It has been more than 50 years since the start of World War II. EAA OSHKOSH has become a focal point for activities surrounding the events and people who served their country during this turbulent period of history. "OSHKOSH REMEMBERS" focuses in depth on the activites of these groups during EAA OSHKOSH '92. You'll relive the famous Doolittle Raid on Tokyo with members of the crews; hear first-hand accounts from the "Aces" of the 357th Fighter Group; learn about the unsung role played in the War effort by Glider Pilots; and discover how the Tuskegee Airmen worked to remove segregation in the Army Air Corps. You'll hear the comments from those actually involved...a rare and living picture of history. Available Oct. IS, 1992. (30 min.) $19.95*

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NEW VIDEO 357th FIGHTER ACES REUNITE AT EAA OSHKOSH Due to overwhelming response to the appearance of Aces from the 357th Fighter Group during EAA OSHKOSH '92, a video has been produced that focuses on their participation during the Fly-In Convention. The 357th was one of the most decorated and successful fighter groups of World War II. Now, you can spend an evening with five members of the 357th-Chuck Yeager, Clarence "Bud" Anderson, Richard "Pete" Peterson, Leonard "Kit" Carson and Tommy Hayes-as they relate their combat experiences. A living piece of history, "357th Fighter Aces Reunite at EAA OSHKOSH" is hosted by former "Good Morni ng America" host David Hartman. This video chronicles the emotional arrival and riveting presentation at Theater in the Woods. You 'll hear from each of the Aces as they discuss their experiences both on the ground and in the air. If you were there, you know it was a magical event. If you missed it, here's your chance to relive this important EAA OSHKOSH '92 highlight. (60 min.) $19.95