EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt April 1992 Vol. 20, No.4 Editor-in-Chief Jack Cox Editor CONTENTS Henry G . Frautschy Managing Editor Contents Golda Cox Art Director Mike Drucks Straight & LeveVEspie "Butch" Joyce Computer Graphic Specialist Olivia L. Phillip 2 AeroMail Advertising Mary Jones Assciate Editor 3 AlC News Norm Petersen Feature Writers Page 10 George Hardie, Jr. Dennis Parks 6 Vintage LiteraturelDennis Parks Staff Photographers Jim Koepnick Mike Steineke Carl Schuppel Donna Bushman 10 Of Tiger Moths And Men/Bill Wright Editorial Assistant Isabelle Wiske 16 What Our Members Are Restoring/ EAA ANTIQUE/CLASSIC DIVISION, INC, Norm Petersen OFFICERS

President Vice-President 18 Honeymoon Fairchild/Jim Ricklefs Espie "Butch' Joyce Arthur Morgan 604 Highway SI. 3744 North 51st Blvd. Madison. NC 27025 Milwaukee, WI 53216 919/427-0216 414/422-3631 20 Family Champ/Norm Petersen Secretary Treasurer Steven C. Nesse E.E. 'Buck' Hilbert 2009 Highland Ave. P.O. Box 424 24 Pass It To BucklE.E. "Buck" Hilbert Albert Leo, MN w:lJ7 Union, IL 60180 507/373-1674 815/923-4591

25 Snap-on's Hints For Restorers DIRECTORS John Berndt Robert C. "Bob' Brauer 7645 Echo Point Rd . 9345 S. Hoyne Connon Falls. MN 55009 Chica~o .I L 26 Welcome New Members 507/263-2414 312/77 -2105 Gene Chase John S. Copeland 2159 Carlton Rd. 28-3 Wllliamsbu'8 Ct. Oshkosh , WI 54904 Shrewsbury, MA 1545 27 Calendar 414/231-5002 508/842-7867 Phil Coulson Geor~e Daubner 28415 Springbrook Dr. 2448 ough Lone 28 Mystery Plane/George Hardie Lawton, MI 49065 Hartford. WI 53027 616/624-6490 414/673-5885 Charles Harris Stan Gomoll 3933 South Peoria 1042 90th Lone, NE 30 Vintage Trader Page 20 P.O. Box 904038 Mlnnea~olls, MN 55434 Tulsa. OK 74105 61 /784-1172 919/742-7311 Dole A. Gustatson Jeannie Hill 7724 Shady Hill Dr. P.O. Box 328 FRONT COVER ... Jim Solbralske e njoys the smooth a ir over Lake Indianapolis. IN 46278 Harvard, IL 60033 L ....~:O:==.-j Winnebago in his newly restored Aeronca 7AC Champion. Photo by 317/293-4430 815/943-7205 Mike Steineke. shot with a Canon EOS- 1 equipped with an 80-200 Robert UCktei~ Robert D. "Bob" Lumley lens. 1/500 sec. at f5.6. EAA photo plane flown by Buck Hilbert . 1708 Boy Oaks r. 1265 South 124th St. Albert Leo, MN w:lJ7 Brookfield, WI 53005 507/373-2922 414/782-2633 BACK COVER ... AI a nd Billie Pemberto n's d e Havilland DH 82a Tiger Gene Morris George York Moth took "Best in Show" honors at the 1991 Ca marillo Fly-In. Photo 115C Steve Court, R.R. 2 181 Sloboda Av. by Ph illip Mankana ©. Roanoke, TX 76262 Mansfield. OH 44906 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 the Experimental 414/771-1545 Aircraft Association and is published monthly at EAA Aviation Center. 3000 Poberezny Rd.. P.O. Box 3086. Oshkosh. Wisconsin 54903-3086. Second Class Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic DIRECTOR EMERITUS Division. Inc. is $20.00 for current EM members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership S.J. Willmon is open to all who are interested in aviation. 7200 S.E. 85th Lone Ocala , FL 32672 POSTMASTER: Send address changes to EM Antique/Classic Division. Inc.• P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN AND APO 904/245-7768 ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive 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 to submit stories and photographs. Policy opinions expressed in articles are solely those of the 823 Carrion Circle authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Winters, CA 95694-1665 Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WJ54903-3086. Phone 4141426-4800. 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, EM ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. Madison, WI 53717 trademarKs. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRAUGHT CONVENTION are trademari

Aviation Foundation. Hopefully we will I would like to congratulate H.G. on be able to participate more in this type of his article in the March issue of support in the future on behalf of the An­ VINTAGE AIRPLANE on aircraft res­ '" tique/Classic Division membership. The toration and the FAR 21.303. He did a ~ largest one thing that has contributed to us great deal of research and coordination ~ turning the comer and becoming solvent with the FAA, to put this issue into "" is the increase in membership. Once we perspective and draw a proper con­ ~ passed about 5,000 members, the mem­ clusion. Also in this past March issue of bership fee has enabled us to hold our VINTAGE AIRPLANE, the centerfold heads above water, and do a bit of swim­ with a Continental Airlines DC-3 ming! As our membership continues to reminded me that Piedmont Airlines grow (it is growing at a rate of about 14 also restored a DC-3, with the interior by Espie "Butch" Joyce percent), we will be able to offer better and everything else just immaculate. I service and better quality publications to think this aircraft is now being operated our members. by Piedmont Aviation, Inc. It was my That's my pitch, and I would like to ask good fortune to be able to get checked that each individual member who has a out in this DC-3 at one point in time. friend who is interested in our type of When I first got into this DC-3, I thought aircraft (which now extends up through it would really be a nice "fly-in" As some of you are reading this issue 1960), to become a member so that our airplane. Load up all your friends, of VINTAGE AIRPLANE, there will be broader membership base will make us a (everyone could take their buckets of a number of your officers, directors and more solid organization. chicken, and coolers) and look at all the editorial staff at the Sun 'n Fun EAA While talking about VINTAGE shade you would have under that large Fly-In at Lakeland, Florida to be of assis­ AIRPLANE, I would like to review a few wing! I was still thinking about this tance to the Sun 'n Fun crew, and also to items. On the editorial staff, the publisher when the line boys pulled up and we put cover the event for future magazine of VINTAGE AIRPLANE is also the pub­ five gallons of oil in the left engine and reports. lisher of SPORT AVIATION, Tom eight gallons of oil in the right engine ­ In the mail the other day, I received a Poberezny. Editor-in-Chief of all EAA and then he poured 350 gallons of fuel subscription solicitation from a well­ publications is Jack Cox , SPORT in the tanks, just to fly around the pat­ known aviation publication, with the 12 AVIATION's Editor. Jack does an excel­ tern. At this time I changed my mind month subscription rate around $40.00. It lent job. Of course our own Editor is about whether it would have been an struck me that being a member of the Henry G. Frautschy. H.G. is really doing affordable fly-in airplane or not. I think Antique/Classic Division for only $20.00 a great job for us on the magazine. As an not, at least for an individual, unless a year, we also receive our fine publication Aeronca owner, his personal interest lies they make quite a bit more money than VINTAGE AIRPLANE on a monthly with the antique/classic aircraft. Manag­ I do. It was really a fun flying aircraft basis. VINTAGE improves every month, ing Editor is Golda Cox. Golda is Jack's and I was surprised at how easy it was and that can attributed to the articles sent wife and does a great job keeping to fly. I have to tell you that ease of in by our membership. I encourage everybody on schedule. I'm sure that she flying is one thing, but taxiing from the everyone to continue sending them in, gets uptight at me at times for being delin­ ramp to the end of the runway presents particularly articles that deal with items of quent in turning in my Straight & Level another problem. It was probably one of a teclmical nature. These are very popular collllml, although she has never said any­ the most difficult tail wheel airplanes I with our members. thing to me directly. I apologize, Golda. have ever been tried to taxi . We did For those of you who do not know, your Our Associate Editor is Nann Petersen have a strong crosswind that day though, Antique/Classic Division ofEAA actually who writes articles for us. He works in the but once you put the power to it, it just operated in the red for a number of years, office beside H.G. at Oshkosh. Nann is became a real docile aircraft. and was subsidized by the parent or­ very knowledgeable with antique and I'd like to say again that I really want ganization, the Experimental Aircraft As­ classic aircraft. He owns a nice J-3 Cub to encourage everyone to be especially sociation. It is only in the past five or six and loves float flying. We have great careful bringing their aircraft off of winter years that the Antique/Classic Division feature writers George Hardie and Dennis storage. It is the time of year when we see has turned the comer and is now operating Parks, and EAA staff photographers Jim quite a few minor accidents. Let's be in the black. This enables us to spend Koepnick, Donna Bushman, Carl Schup­ careful out there. more money on VINTAGE AIRPLANE pel and Mike Steineke. Our Editorial As­ Let's all pull in the same direction for for color inserts and things of that nature. sistant is Isabelle Wiske, who has been the good of aviation. Remember, we Also, we are able now to help support the with EAAa number of years and is always are better together. Join us and have it Pioneer Airport operation and the EAA there to help. all! ...... VINTAGE AIRPLANE 1 MAIL

Your entries must be postmarked no later than May 10th. The winners will be announced In the July issue of VINTAGE AIRPLANE. The youngest member who actually owns his or her airplane will win afree years extension of their AIC membership. AlC mer­ chandise will be awarded for second and third places. Best ofluck, and send in those entries! - HGF

MORE PHOTO INFORMATION

Dear Mr. Frautschy: YOUNG MEMBERS Would that make me the youngest A/C VINTAGE AIRPLANE sometimes member that owns a Classic? contains photographs relating to an ac­ Dear Butch, Being a participant in the EAA Air companying story but including another As of this month I have been an AjC Academy '89 I am keeping up with noteworthy feature not mentioned in its member for a year. The VINTAGE Chuck Larsen & his T -craft project. caption. This is the case with the picture AIRPLANE is read many times before Watch for my airplane at Sun-N-Fun. at the bottom of page 6 in the February it goes on the shelf. Just recently I was Hope I can meet you! issue. Shown are officials of the Safe able to purchase back issues from '74 til Taylorcrafts Forever, Airplane Competition, including a Lt. present! I am still reading those when I Dan Linn A/C#16196 Stanley Umstead. am not at the airport. Now there's a challenge if we ever Some old-timers might recall that it I work four days a week at North­ read one! As Butch mentioned in his was (by then) Major Stanley M. West Regional (formerly Aero Valley, column last month, we're going to have Umstead who commanded the first test started by Edna Gardner Whyte). Since a contest to find out who the youngest flights of the one-off Douglas XB-19 my interest is in A/C aircraft, that's what aircraft owner is in the Antique/Classic very heavy bomber in June 1941. Al­ I work on. One friend that I work for Division. Here's how you enter: though this airplane's development has a Super Swift that I polish on so he Send a copy of the FAA Aircraft time precluded its series production, it can fly and look good. We are also Registration certificate, and a copy of did provide valuable data for later en­ rebuilding a stock Swift. Another some form of identification showing gineering of the B-29 and B-36 bom­ friend has a Howard DGA & Luscombe both the member's name and birthdate bers. that we maintain. They laugh because (driver's license, Social Security card, Close examination of photographs they need to employ someone to take etc.). Make sure the young member's can often reveal surprising and histori­ care of their toys! AntiquejClassic number is written on cally useful details. EAA is to be ap­ Enclosed you will find pictures of my one of these two copies. Also, a photo preciated for frequently publishing '46 Taylorcraft BC-12D. It was res­ of the young lady or man (preferably pictures which are uncommon, seldom tored in '87 in Dallas. It has 105 hrs. on with the airplane) is to be sent to: if ever seen elsewhere. This is an espe­ the engine & has a unique wood head­ cially valuable service to those of us liner. When I purchased it in Nov. of EAA Antique/Classic Division interested in the obscure minutiae of '91 I found in its logbooks that it was P.O. Box 3086 aviation history. test flown on 6/22/46. My birthday is Oshkosh, WI 54903-3086 Cordially, 6/22/73! Yes, that means I am 18. ATTN: Youngest A/C Owner Ed Peck (A/C 3225) ....

2 APRIL 1992 ship. They are: Ralph E. Orndorf, of chocked full of rare photos and articles, Kettering, OH, David W. Claxon, of the book also contains the race results Rantoul, IL, and John J. Yurosko, of for the National Air Races from the late Nokomis, FI. Our thanks to these '20's through 1939, as well as other gentlemen, and to all the sponsors that races held during that time. The book is (3I'WS made this drive the success that it was. available from EAA and retails for $29.95 (plus shipping/handling). ABS CONVENTION compiled by H.G. Frautschy For all the Classic and Contemporary OSHKOSH '92 YOUTH owners of the Beechcraft Bonanza, just WORKSHOPS GEORGE HARDIE HONORED a reminder that the American Bonanza Hands-on workshop activity for Our own George Hardie, (EAA 500) Society will hold their 24th annual con­ youth will be greatly expanded at Osh­ the Antique/Classic "Historian Ex­ vention in St. Paul, MN, June 3 - 7. kosh '92. The highly successful traodinaire" who, month in and month Seminars on Bonanza operations and wooden rib building will be joined by out supplies us with "MYSTERY related topics will be held, as well as fabric covering, sheet metal and other PLANE", was inducted into the Wis­ some top notch speakers, and tour op­ projects teaching basic aircraft con­ consin Aviation Hall of Fame this past portunities in the Twin Cities area. For cepts. We now need individuals and/or fall. A long time EAA member, George more information, contact the American groups to help prepare various items to has been active all his adult life in avia­ Bonanza Society, P.O. Box 12888, bring these exciting activities to youth tion. He was an EAA director from Wichita, KS 67277 or phone 316/945­ attending EAA Oshkosh '92. Specific 1955 to 1960, and was the managing 6913. projects include: editor of SPORT A VIA TION from Fabricating 1000+ small wooden 1958 until 1960. STAGGERWING #1 PROJECT frames for fabric covering. George has also been involved in the UPDATE MaJcjng 1000+ springs and wires and American A viation Historical Society ­ As mentioned in the January issue, stenciled metal blanks for a vane-type he served on their board of directors The first Staggerwing Beechcraft , SIN airspeed indicator. from 1960 to 1968 and was the 1, is being restored by Jim Younkin on MaJcjng new, simplified rib jigs and Society's president from i961 to 1963. behalf of the Staggerwing Museum prepare materials for rib assembly. George has been supplying the Foundation. With a goal of having the Prepare professional quality signs il­ MYSTERY PLANE for over a decade, airplane restored in time to display it at lustrating step-by-step directions for causing many of us to go running to our the 60th anniversary celebration of each project. bookshelves every month to see if we Beechcraft, a substantial amount of Each of these projects is designed and could figure out what the latest money is still needed to finish . If you can be accomplished with the plans and "mystery" was. George has been active care to donate or pledge money towards procedures provided by EAA to the writing aviation articles, and is current­ this project, contact the Staggerwing volunteers home site. Materials are to ly worJcjng on completing a decades Museum Foundation, P.O. Box 550, be procured locally, with reimburse­ long research project on the Lawson Tullahoma, TN 37388, Attn: John ment from EAA. Feel free to split up airliner of 1919. Our congratulations to Parish. the project within your group. Contact George on this richly deserved honor! EAA Education Director Chuck Larsen NEW RACING VIDEO at 414/426-4800 or write to the EAA WHICH SWITCH? SpeaJcjng of going fast, "Built For Aviation Foundation, Inc., P.O. Box EAA member Jay Vieaux of park Speed: The Golden Age of Air Racing" 3065, Oshkosh, WI 54903-3065. Attn: Forest, IL has pointed out that the is the title of the latest video to be made EAA Education Office. February, 1991 edition of the FAA's in the EAA's Paul Harvey Audio/Video AC-43-16 cautions against the use of Center. A chronicle of what was once EAA SCHOLARSHIPS OFFERED Alternating Current (AC) electrical one of this country's most popular spec­ A full range of scholarships and switches in homebuilts and vintage res­ tator sports, this 30 minute video takes awards are offered through the EAA torations. Although the AC switch may you back to the National Air Races A viation Foundation. To encourage, be cheaper, it is possible that the con­ using a compilation of vintage film recognize and support excellence in stu­ tacts of an AC switch may weld shut footage, clippings and magazine ar­ dents pursuing the knowledge of the when used in a DC circuit, allowing ticles, as well as comments from many technologies and skills of aviation are current to flow even if the switch had of those who were part of "The Golden the stated goals for these scholarship been placed in the OFF position. For Age of Air Racing". awards. Scholarship applications may safety'S sake, be sure to use only DC Built for Speed: "The Golden Age of be made on the application provided by rated switches in your circuit when Air Racing" is available from EAA, the EAA Education Office at 414/426­ worJcjng on your restorations. priced at $19.95 (plus $3 shipping/han­ 4888. Applications must be received by dling). Call EAA's toll-free Video Hot­ May 1 to be considered. A wards will be A/C MEMBERSHIP DRIVE line at 1-800/843-3612. announced at the EAA OSHKOSH Last fall's Antique/Classic member­ A great companion piece to the video CONVENTION. For more information, ship drive was a teriffic success, with our is the newly-updated book, the "Golden contact the EAA Education Office at current membershi p now standing at just Age of Air Racing", written by Wes 414/426-4800 or write to the EAA over 7600 members. Three members Schmid and Truman Weaver. A whop­ Education Office, P.O. Box 3065, Osh­ qualified for a free year of A/C member- ping 550 pages, (it weighs 2.3 pounds!) kosh, WI 54903-3065. VINTAGE AIRPLANE 3 EAA AIR ADVENTURE DAYS which will be on display in show plane certificate. Eagleaire has purchased the Is your chapter looking for a way to parking for the first time this year. design and the type certificate, but not reach young people, and show them an The 1992 Fly-In will culminate on the product name, evidently to start alternative to long hours sitting in front thursday, August 6, during evening fresh with no product liability tail to trip of the tube or "hanging out" at the mall? programs at Theater in the Woods. At on. Most members will recall that the How about sponsoring an EAA Air Ad­ that time, major Convention awards will M-lO was the last derivation of the Erco venture Day? The EAA Air Adventure be presented, including the Grand Ercoupe, with the twin rounded rudders Day is a one day intensive aviation ex­ Champion aircraft awards. In addtion, replaced with a single swept forward perience offering an opportunity to Tom Poberezny will deliver EAA's fin, and squared off stabilizer and build a wooden wing rib and a balsa "State of the Association" message. elevator, ala other Mooney products. glider. Many chapter members have The new "Eagleaire", as the airplane found the experience gratifying as they EAA ART CONTEST will be called, will be powered by the share their aviation expertise with the From time to time, the back cover of New Lycoming 2N2 engine. This new next generation. VINTAGE AIRPLANE has featured engine by Lycoming has a lower com­ We encourage chapters and their the artwork submitted for the annual pression ratio to allow it to use the new members to secure the complete pack­ EAA Sport Aviation Art Competition. unleaded fuels that will be in the future age of information about EAA Air Ad­ Sponsored by the EAA Aviation Foun­ for aviation. This engine will use a venture Days. For more information, dation, the contest is the longest-run­ dynafocal mount, for less engine vibra­ contact the EAA Education Office at ning aviation art competition in the tion. If all goes as planned, the old 414/426-4800 or write to the EAA world. Beechcraft factory in Liberal, Kansas Education Office, P.O. Box 3065, Osh­ This year, a new competition will be will be remodeled by June, at which kosh, WI 54903-3065. open to young artists - the Youth Div­ time the tooling will be moved in. It is sion, for artists under the age of 16. expected that the company will produce EAA OSHKOSH '92 NEWS "This division was created to encourage approximately 80 airplanes in the flTSt This years theme for the 40th annual young people to learn more about avia­ year of production. Eagleaire Aircraft Convention is "Gateway to Aviation". tion and to explore the many oppor­ Corporation is being formed by Paragon Scheduled to begin on Friday, July 31, tunities it offers for active participation. Capital Corp, a Dallas-based invest­ it will continue through Thursday, We hope EAA art competition inspires ment finn. Until Eagleaire sets up its August 6,1992. "EAA OSHKOSH has those young people who participate into own office, it may be reached at 16475 developed into an event that serves as a becoming designers, pilots, builders Dallas Pkwy, Suite 300, Dallas TX gateway to aviation for many people and aviation enthusiasts of tommor­ 75248. because of the number and variety of row," said EAA Aviation Foundation both airplanes and activities," explained Tom Poberezny. "Sport aviation invol­ VINTAGE FIXES Tom Poberezny. Several Convention ves more than airplanes. It's also about A couple of items slipped by in the -week "Showcase Events" have already the people who fly, maintain and enjoy last couple of issues, and I'd like to been planned. The first will focus on watching them fly. It is this human correct them. First, on page 6 of the the 50th anniversary of the famed element that makes aviation so very spe­ March, 1992 issue, the airplane pictured "Doolittle Raid" on Japan. A number of cial," Poberezny continued. is the Curtiss Tanager, not the Handley­ the surviving members of the "Doolittle To reflect that thought, the theme of Page as the caption says. Thanks to Raiders" are expected to attend. In ad­ the 1992 EAA Sport Aviation Competi­ Charley Hayes for pointing that one out. dition, several B-25 "Mitchell" bom­ tion is "Thumbs up for Aviation." A Second, in the article by Jim Haynes bers, the same type used on the raid, will special "Par Excellence" award will be on the First Ford Reliability Tour, I be on display. presented to the artist whose work best missed a couple of fixes that Jim re­ A delegation from the Common­ captures the excitement, fascination and quested. The Ford/Stout airplane was wealth of Independent States (formerly enjoyment people experience while en­ not the pathfinder airplane, as was the Soviet Union) is expected to arrive gaging in aviation activities. Other stated in the text. The Ford did visit in the worlds largest aircraft, the An­ awards will include "Par Excellence", Moline prior to the tour, but not as the tonov AN-225 "Mryia". The six-en­ "Excellence" and "Merit" awards in pathfinder. Eddie Stinson did fly his gine jet will carry several homebuilt both the adult and youth divisions. own aircraft, a Junkers si milar to the one aircraft from that country. A Sukhoi Entry deadline is May 6th, 1992. Ar­ on the tour, as the pathfinder prior to the Su-27 "Flanker" fighter jet is also tenta­ tists are encouraged to contact EAA for tour. tively scheduled to appear. You may a complete set of guidelines. For more Also, Jim is one of the acknow ledged have seen this fighter perform the information,write EAA Sport Aviation historians when referring to the Curtiss renowned "Cobra" maneuver during Competition, P.O. Box 3065, Oshkosh, Robin, and he was kind enough to pass European airshows. WI 54903-3065. or call 414/426-4800. along a couple more tidbits concerning Last year nearly 13,000 airplanes at­ door configurations on Robins. The tended the seven day long convention, IN PRODUCTION AGAIN? first prototype Robin, X-5049, did not and over 815,000 people enjoyed the From the "Coupe Capers" newsletter of have a front door, just two rear doors, varied activities that make up the EAA the Ercoupe Owners Club, and edited by one on each side. That airplane flew on Convention. Ed Burkhead, we have word that a com­ the 1928 Ford Reliability Tour piloted Of particular inte res t to Anti­ pany called Eagleaire Aircraft Corporation by Dan Robertson. It finished close to que/Classic members is the new Con­ has been formed to produce a two-place last and was the only plane powered by temporary Class of vintage airplanes, trainer based on the Mooney M-10 type an OX5 engine.

4 APRIL 1992 Finally, it appears that Norm P. got Janice Clarke of Reno, as well as 5 ried George Murphy Gardner in 1946, confused by a photo of Douglas grandchildren. after returning to the U.S. after a stint in Corrigan's Robin - it never did have a From author Ann Cooper, we have the Phillipines as an Army nurse. With left side door, and does not to this this ... indomitable spirit, she managed three day, as it sits in a hangar in Haw­ airports, won over 126 trophies in more thorne, CA. IN CELEBRATION OF THE LIFE than 300 air races, was elected to four Thanks to Jim and Charley for help­ OF EDNA GARDNER WHYTE Halls of Fame and received countless ing me correct these items. In 1986, Tim Young reported for duty awards and honors. Honored with the at Mather Air Force base, California. Charles Lindbergh Lifetime Achieve­ It seems that as each month goes by, He wrote to Edna Gardner Whyte, the ment A ward, Edna was selected as an we lose a few more early aviation 84-year-old, spirited woman who had Honorary member of the Order of pioneers. We are sad to say there are a been his flight instructor in Texas. In Daedalians, received the prestigious few more ... part his letter said, "There are a lot of Godfrey L. Cabot Award, and was a past women pilots out here. Some of them President of the Ninety-Nines, the Inter­ ELDON CESSNA 1907 - 1992 are flying T-37s or T-43s. When I saw national Organization of Women Pilots. Eldon W. Cessna, son of the late them, I thought of you and was glad that A member of the OX-5, the United Clyde V. Cessna, died February 22, the opportunities for women are open­ Flying Octogenarians and the Interna­ 1992 in Inglewood, CA. He was ing up in the Air Force. Now, if the tional Women's Air and Space born on May 5th, 1907 near Rago, airlines will only follow their example. Museum, Edna was the 10th woman to Kansas. He majored in engineering You may not have had the opportunity earn a helicopter license and was a at Kansas State University, and im­ to be an airline pilot, but the Lord has member of the Whirly-Girls. In June mediately following, became Chief given you the strength to accumulate 1992, she was to have been one of the engineer for the Cessna Aircraft more hours than those male airline select, and "Eagle," at the annual Company in 1928. Eldon and his pilots ever dreamed of. Besides, you Gathering of Eagles, Air Command and father, in the aftermath of the Great shared your knowledge with others. Staff College, Montgomery, Alabama. Depression, started C.V. Cessna The only person I want to receive flying The walls of her home bear silver, Aircraft Company in Wichita, and lessons from is you. You are the best pewter, gold and wooden trophies that designed and built several racers there is." attest to her piloting expertise. Moun­ which were very successful in races Edna Marvel Gardner was born in Blue tains of newspaper and magazine clip­ around the country . His own Earth Country, Minnesota, November 2, pings and an extensive list of speaking modified A W was a terror on the 1902, the year before Orville and Wilbur engagements attest to her experience small stock airplane class for several Wright made their celebrated powered and popularity. Sought as a flight in­ years. flight. The first of three children born to structor, Edna continued to teach stu­ In 1935, Eldon and his family moved Walter and Myrtle Brush Gardner, little dents until she lost her medical at age to California, where he went to work for could her parents anticipate the fervor 87. She taught flying, racing and the Northrop division of Douglas. His with which their baby daughter would one aerobatics to the grandchildren of her career would later take him to North day take to the sky. first students. American Aviation, where he became Born to a 'man's world,' dis­ Featured in Charles Planck's Woman the Supervisor of Planning. He worked crimination sparked Edna's deter­ With Wings, in Charles Kuralt's On The on projects from the P-51 to the X-IS mination. It wasn'l until she was 18 Road With Charles Kuralt, her and the Apollo moon landing module. years old that American women final­ autobiography, RISING ABOVE IT, as He retired in 1969 after 31 years with ly earned the right to vote. Imbued told to Ann Cooper, was published in North American. with more than her share of competi­ October, 1991, and Edna had a few After retirement, many honors tive spirit, Edna formed a lifelong months in which to savor the attention came Eldon's way - he served on the desire to prove unequivocally that a it generated, the adulation that she right­ Board of Directors of the EAA Avia­ woman should be entitled to every op­ fully deserved. tion Foundation during the late 1970's portunity and advantage accorded a Edna Gardner Whyte died February and '80s. He was inducted in the OX­ man. Inspired by newspaper articles 15, 1992 after a prolonged illness. If 5 Pioneers Hall of Fame, and was that described the exploits of desired, contributions can be made to honored by the Experimental Test courageous Katherine and Marjorie the American Cancer Society or the Pilots Association for his work in Stinson, pilots and flight instructors American Heart Association in her av iation research. He held a number for the male aviators of World War I, memory. It was fitting and touching of offices in a number of aviation or­ Edna yearned to similarly prove her that a Missing Comrade formation was ganization, including the Early Birds, worth and the worth of women. flown in her honor. Her pink Cherokee and the OX-5 Club. Edna Gardner Whyte obtained her pulled up and away from a formation At EAA OSHKOSH '91, he was one Private Pilot license in 1931, learning in that included two Stinsons and a Cessna of the featured speakers at the "Golden a Swallow TP. During her lifetime, she 175 in a final salute to Edna Gardner Age Of Air Racing" program. counted thousands of flight hours and Whyte. We celebrate her life. Eldon and his wife, the former Helen taught a host of flight students, among Parcels of Hiawatha, KS recently them the men who would fly for the Our condolences to the family and celebrated their 60th wedding anniver­ military in World War II and men and friends of both Eldon Cessna and Edna sary. He is survived by his wife, and his women who would pilot commercial Gardner Whyte from all of us in the children, Clair of Riverside, CA and airliners that she hoped to fly. She mar­ Antique/Classic community......

VINTAGE AIRPLANE 5 by [)ennis Var-ks~ ~ Libr-ar-y/ A.r-chives [)ir-ect()r-

Guggenheim Safe Aircraft same time they could be moved relative As the ailerons flap in the wind and Competition to each other by the pilot in maneuver­ follow the flight path of the ship at all (Part 3) ing the plane. They were mounted times regardless of the attitude of the separately outboard of the lower wing ship, the control was the same at the stall The Safe Aircraft Competition of tip. as at high speed and no rudder was 1929 had the effect of stimulating inter­ The ailerons were symmetrical required throughout the speed range. est in the development of the double cambered surfaces and did not The Tanager could be flown in direct "foolproof' aircraft. The major designs contribute to the lift area of the wings. vertical banks and through all normal of the competition centered their atten­ When the aileron control was moved, maneuvers without control of the rud­ tion around changes in wing design or the two ailerons were displaced relative der, using entirely ailerons and the use of supplemental aerodynamic to each other. Their effect was to give elevators; and when completely stalled, devices. control in a stall as well as high speed; the ship could be rolled from one side to The two leading aircraft of the com­ to reduce yawing and spinning tenden­ the other with only slight yawing ten­ petition, the Curtiss Tanager and the cies, and to make rudder correction and dencies, which were in the proper direc­ Handley-Page, used slots and flaps to control unnecessary. Mounted on the tion. obtain greater efficiency. These ti ps of the lower wings, they operated in Nearly the entire spans of both upper devices also seemed the most air undisturbed by the wings and their and lower wings were fitted at the lead­ reasonable to add to conventional operation did not disturb the lifting ing edge with automatic wing slots. The aircraft designs, especially as compared characteristics of the wings. slot mechanism was adjustable and the to such ideas as the variable camber These ailerons float or "weather­ movable airfoil could be regulated so wing as tried by some entrants. cock" at all times into the wind created that all slots opened at the same time or In the next few installments of this by the plane's motion, whether the con­ at different angles of attack. They could series on the competition we will take a trols are being used or not. They stay in be adjusted to start opening at an angle closer look at some of the aircraft zero angle of attack regardless of the of attack of 12 degrees and be fully open entered in the competition. This month attitude of the aircraft. When the at 16 degrees . Rubber pads were the winner is featured. aileron control was used in the usual provided which cushioned the shock of way, the ailerons displaced with respect opening and closing should the airplane CURTISS TANAGER to themselves and not with respect to the change its attitude suddenly. The Curtiss entry in the Safe Aircraft airplane and their action was equal and The entire trailing edges for the wings Competition was designed and built by opposite. were provided with manually operated the Curtiss Aeroplane and Motor Com­ pany at its experimental plant at Garden City, Long Island, New York. The chief engineer on the project was Robert R. Osborn who later would be responsible for the Stinson Voyager, the first mass production lightplane to use fixed slots.

SAFETY DEVICES Basically, the Tanager was a three place cabin biplane of conventional design with the exception of three safety devices. These were; first, a new type of aileron which had never been used before in its form; second, leading edge slots; and third, controllable wing flaps. The new ailerons, known as the float­ ing type, differed in that they at all times automatically assume a position parallel to the relative wind set up by the mo­ Robert R. Osborn, designer, and T.P. Wright, chief engineer of Curtiss Aeroplane & tions of the aircraft in flight. At the Motor Company standing before the Curtiss Tanager. 6APRIL 1992 flaps. These had a small slot at all times just in front of them. The flaps were operated by a crank in the pilot's cock­ pit, full motion of the flaps being given by 10 turns of the crank. The ends of the flaps were provided with cloth shields which came into operation when the flaps were down, reducing tip vortices. The combination of the wing slots and the controllable flaps gave an in­ crease of about 100 percent above that of the standard airfoil of similar dimen­ The rugged structure of the Tanager fuselage and wing. Note the beefy tubing in the sions. They provided stability at high cabin area. angles of attack and there was no ten­ dency to fall off on either wing. All controls were also effective throughout all angles of attack.

PILOT REPORT In the February 8, 1930 issue of AVIATION, Robert Osborn, designer of the Tanager, discussed some of the flying characteristics of the craft. "First, the airplane cannot be spun accidentally. I use the term "accidental­ ly" advisedly as it is entirely possible that someday an expert pilot may get the machine in some unusual condition ­ on its back for instance - and subject it to some violent maneuver which might develop a peculiar and probably dangerous autorotation. "However, Mr. Paul Boyd, Curtiss test pilot, tried unsuccessfully all known methods of putting a plane into a spin, and Lt. Stanley Umstead subjected it to the rigorous tests required in the Gug­ genheim flight test manual, several of which tests were designed to develop spinning tendencies if there were any. "The Tanager has developed no spin­ ning tendencies thus far, although it has been given a thorough trial by a number of other expert pilots also. Therefore it cannot be spun accidentally by anyone, The unu8ually long stabilizer travel is 8hown and possibly not purposely by anyone. in the skf'tcn uf tht> ollernting nl~l'I\llni8m "In making this statement I am not hiding some other unusual condition, such as an uncontrolled nose dive, as this does not occur either. The plane natural­ ly flies slower, power on, than in the power off condition, and if the power is suddenly cut when the machine is com­ pletely stalled, full throttle, the nose will drop until the higher speed and the at­ titude which accompanies it are attained. "However, the nose does not drop so much that ifit were accomplished close to the ground, anything dangerous would Skf"t('h of a portion ot the unC"o'"f" rt" :1 result. This test was made during the com­ wlnt;'" .!iIhowlng operating m('('hani~m petition several times and the Tanager tor tlH~ floating ailf"ron made two point landings in each case with as the skid about a foot and a half high." .

~----~~~------~~VINTAGE AIRPLANE 7 Ready for the Guggenheim tests, the Curtiss Tanager waits forthe trials to begin. The "floating" ailerons outboard otthe lower wings show quite plainly in this shot. The three-view below incorrectly shows them with a constant chord, when in fact they have a taper to them.

CONSTRUCTION FUSELAGE The fuselage of the Tanager was con­ structed of Duralumin and steel tubing with a Duralumin engine mount. War­ ren type tru ss bracing was used throughout the structure. Two seats were provided for the pilot and the ob­ server, each of whom had their own doors. There was also space for a third seat. Metal cowling was used around • ______-1, ______the engine, while fabric covered the rest ~ ______,1------­ of the fuselage. I

WINGS The wing spars were of wooden box construction with flanges and webs of varying thickness depending on the stresses involved. Compression struts between spars were of similar construc­ tion. Ribs were of wood construction and the wings fabric covered. The interplane struts were made of streamlined dual tubes with streamlined wires for bracing. The trailing edge flaps were constructed of Duralumin, the structure consisting of a beam and a Warren type truss bracing which served as the ribs. The flaps were also fabric covered. The floating ailerons were of similar construction. The ailerons also 1if".J~C~===::!---___.·--­ had their own set of dual struts mounted ____". Three view (lrawi n g at the hinge line which were connected of the C u rtiss to the top wing. "Tanager" S APRIL 1992 The Curtiss Challenger installation on the Tanager. It looks a bit tight inside that cowl! TAIL and the other in the bottom of the edge slots would not be used for a The ribs of both horizontal and verti­ fuselage. The capacity of the two tanks decade. cal stabilizers were of A1clad, while the was 53 gallons. The only technology demonstrated by elevators and rudder were of welded the Tanager that would become standard steel tubing. All surfaces were fabric NEW TECHNOLOGY on production aircraft was the pneumatic covered and joined to the fuselage by In writing about the Tanager in the shock strut. This was used on several of streamlined tie rods. The stabilizer was February 8, 1930 issue of AVIATION, the entrants in the competition. adjustable at the leading edge from the Edward Warner alluded to the idea that The 1931 issue of AIRCRAFT the pilot's cockpit. the advances were a technology that YEARBOOK noted the lack of adop­ could be transferred to other aircraft: tion of the devices demonstrated in the LANDING GEAR "In writing of the qualities of the competition: Another of the interesting innova­ Tanager, I have considered it as an ex­ "Slots, flaps and floating ailerons, tions used on the Tanager was the oleo emplification of certain aerodynamic fundamental changes in wing design struts of very long travel. Considering principles and design practices, not in which received marked attention during that test landings would be made at ver­ any sense as a commercial, immediately 1929 in the Guggenheim Safe Aircraft tical velocities approaching 16 feet per usable type of airplane. Competition, were conspicuous by their second, a rugged gear and long travel "The essential features of the design absence from models during 1930. Only oleo struts were necessary. A latch was could readily be adapted elsewhere. one commercial model in production of­ provided which would allow the wheels They should not be considered fered the purchaser slots as optional to be held in the up position after restricted to the Tanager. It should not equipment. The Curtiss Company con­ takeoff. When ready to land, the latch be supposed that the results of the com­ sidered adapting its floating aileron to was tripped and the wheels dropped to petition lose their practical force be­ standard commercial models early in the normal position for landing. cause the winning machine was year, but held up plans due to the neces­ designed solely for the purpose of the sity of conserving resources. POWERPLANT competition. " "Some designers considered these The engine used on the Tanager was It was announced by Curtiss that they devices 'just so many more gadgets to a six cylinder radial air-cooled Curtiss would produce an aircraft that utilized be kept in working order,' while others Challenger. It was rated at 176 horse­ the features of the Tanager but this did felt they offered a distinct aerodynamic power at 1830 rpm. The propeller was not happen. Floating ailerons were advantage which would be realized at a a wooden two-bladed Hamilton. never used again, flaps would only be future time when manufacturers are in­ Two fuel tanks were used. One lo­ used on large or high performance spired by a more ready market for their cated on the right side of the fuselage aircraft until the late 1940s, and leading products." .....

VINTAGE AIRPLANE 9 Of Tiger Moths And Men The Reincarnation of Al and Billie Pemberton's de Havilland DH82a

by Bill Wright (EAA 224308)

While the debate over human reincar­ Bakersfield. Al asked what a Tiger The Tiger Moth Genealogy nation is still open, one glance at Al and Moth was, and a few days later the pair AI and Billie's Tiger Moth, ofcourse, Billie Pemberton's newly restored de were standing in Dan Nelson's hangar is a descendant of the Moth lineage Havilland Tiger Moth settles the matter cocoon at Torrance Airport so Al could developed in the mid-1920s by Geof­ as far as vintage airplanes are con­ see for himself. "What I saw," he says, frey de Havilland, an amateur en­ cerned. "was a pile of junk." But the hook was tomologist (insect bug) - hence the In the spring of 1940, seven year old set. Moth family name. Its ancestors in­ AI, who admits to only one life, was After two price cutting phone calls, clude the DH51 born at England's Stag engrossed in "The Adventures of Dick Nick and AI, with friend Dick Plyler, Lane Aerodrome in 1924, the famous and Jane" and single digit addition in were back in the Nelson tomb. With the and record setting Cirrus and Gypsy Bakersfield, California. Across the At­ care of archaeologists unwrapping a Moths, and two limited production lantic, a de Havilland Tiger Moth mummy, they loaded the steel tubed models, the Metal Moth and Moth DHS2a, with an upside-down Gipsy skeleton, wooden appendages and the Trainer. Major engine, a swiveling tailskid and assorted innards of a nearly complete Like many early "aeroplanes" of the an "air screw" that turned "the wrong Tiger Moth into a borrowed horse day, the Tiger Moth evolved from way," rolled off the assembly line at the trailer. The innards included a 130 hp economics. The patriarch DH51, Morris Motors' plant in Cow ley, Gipsy Major lC engine that in former whose distinctive genes are readily ap­ England. life of its own had been installed in the parent in the Moth line, was a tandem, Half a century later, the Tiger Moth, Moth's torso for two weeks in 1952; all open cockpit biplane powered by a war with past lives in Australia, Singapore, of the original instruments; a heavily surplus, air-cooled VS engine rated at India, Canada and the U. S., was a dis­ painted prop; and a unique first aid kit 90 hp which was soon abandoned be­ assembled, decaying carcass that had once buried in the fuselage. cause of its outdated single ignition sys­ been cocooned for 17 years, and AI was The resurrection of the tandem seat, tem. The replacement, a surplus a premier auto restorer who had open cockpit biplane started the next air-cooled VS Airdisco motor of breathed life into a fleet of Model "A" day. Just 11 months later the reborn, Renault blood rated at 120 hp, was too Fords. A chance conversation brought better than new Tiger Moth was "ac­ expensive, so only five DH51s were Moth and man together in January, cidentally" flown off a runup ramp. In­ built. Allegedly, you can see the last of 1990. The result is a pristine, eye pop­ between were some 4,000 man-hours of the DH51 clan (VP-KAA) the next time ping resurrection of the endangered work, many belonging to Ai's wife Bil­ you're in Nairobi, Kenya. species that flutters with ghostly aban­ lie (woman-hours) and two Unable to find a reliable but inexpen­ don on the whimsical thermals of craftsmen/friend/volunteers, Leo Pike sive engine, the unflappable de Havil­ California's lower San Joaquin Valley and Mike Collins. land set out to build his own. His idea at about MACH .12 was simple. In­ (90 mph) and shows stead of designing like the museum and building a quality restoration it completely new IS. engine, he opted to AI mentioned to "split" the still friend Nick Baker, a plentiful WWI Fed Ex pilot who has surplus Airdisco his own Moth-in­ in half by mount­ waiting, that he was ing four of its eight looking for a C-lSO cylinders, pistons project. A ware of and valves on a the award winning new crankcase Model "As," Nick with the automo­ suggested AI's time ti ve carburetors and talents might be g and magnetos of better spent on a ~ the day. The end Tiger Moth he knew ~ product, a 60 hp about a couple of ~ engine called the hours south of ~ "Cirrus," was in­ 10 APRIL 1992 stalled on a scaled down version of the to Australia in a Gipsy Moth named bottom wings. However, to maintain DH51. Thus, the "Cirrus Moth," the "Jason." c.g. balance, it was necessary to sweep Tiger's grandfather, was born. While the Gypsy Moth was busy set­ the wings back, which dictated shorten­ While the Cirrus Moth DH60 in­ ting records, de Havilland was develop­ ing the rear spars on all four wings. herited the DH51's plywood box ing a steel tubed fuselage model (the A snag developed. With both wings fuselage, its straight unstaggered wings Metal Moth, DH60M) that weighed just now raked back, the tips of the lower and the familiar airfoil shaped fuel tank 62 pounds more than its wooden ances­ ones were too close to the ground in the directly over the front cockpit, several tor. An improved version of the Gipsy tail down position. No problem. The changes emerged. The single axle un­ I engine, the Gipsy II developing 120 outside interplane struts were simply dercarriage was split and fitted with hp, was fitted on later models of the shortened, raising the tips of the lower telescoping legs containing compressed Metal Moth, but still in the upright line wings and giving the Tiger Moth its now rubber - an obvious improvement over of sight position. classic and familiar dihedral. one axle wrapped with elastic cord. The In earl y 1931 the Metal Moth became The first of the Tiger Moth breed front seat locker bay was also relocated the DH60T Moth Trainer, a model cal­ (Works No. 1733) flew from in the fuselage, on the right and aft of culated to turn the military eye. Martlesham Heath on October 26, 1931 the rear cockpit. More importantly, the Airframe-wise, the exhaust pipes and with the new upside-down Gipsy III Cirrus Moth had the first differential flying wires were moved forward, doors engine. With the switch to the upgraded aileron control linkage, a system were fitted to each side of both cockpits, 130 hp Gipsy Major I engine in 1932 patented by de Havilland that has since and the wings were strengthened to hold and curved plywood replacing the been used in virtually every aircraft practice bombs, cameras and other stringers on top of the fuselage, the his­ design. The prototype Cirrus Moth, potential military hardware, including toric biplane was redesignated the factory number 168, first flew from Stag wireless telegraphy. DH82a and, by the RAF, as the "Tiger Lane on February 23, 1925 with de Meanwhile, de Havilland was ex­ Moth II." More than 8,800 others, in­ Havilland himself at the controls. perimenting again. This time with an cluding 3,506 from Morris Motors, fol ­ As the supply of surplus Airdisco en­ inverted revision of the Gipsy II engine lowed before production ended in gines dwindled, de Havilland was that would relocate the cylinders and August, 1945. forced to design and build a new engine valves at the bottom of the engine com­ Having been built in seven countries from scratch. With Frank Halford, who partment and greatly improve forward from Norway to New Zealand, it is like­ had headed the Cirrus project, he visibility. Called the Gipsy III, it was ly that, except for the DC-3, the durable decided to build and test a 135 hp engine first installed in a high-wing enclosed Tiger Moth has spread its wings over on a monoplane racer (the DH71 ) and cabin monoplane (the DH80A "Puss more remote parts of the world than any then derate it to 100 hp for depend­ Moth") which fl ew successfully in Sep­ flying machine of its time. ability. The Halford genius resulted in tember 1929 and entered limited a four-cylinder, 5.23 liter, 5.5 to 1 com­ production. The Past Lives of a Moth pression ratio inline engine that Although the Moth Trainer was fitted The Pemberton Tiger Moth rolled out developed 135 hp at 2,650 rpm and with the new "upside-down" Gipsy the door of the Morris plant on May 7, weighed only 14 pounds more than the Maj o r II engine, it re taine d its 1940 as Works No. 83230 in the grey­ Cirrus, which had 75 less horses. ancestors' straight, unstaggered wings brown-green camouflage attire of the On August 24, 1927, the experimen­ and airfoil shaped fuel tank above the war era. The Royal Air Force obscurely tal DH71 racer, powered by the new front cockpit. However, with only 24 dubbed it "T-5525" and, with 49 others, Gipsy I engine, reset the World Class III inches or so between the top of the shipped it "down under" to the Royal closed circuit speed record at 186.47 fuselage and the bottom of the upper Australian Air Force. (Tiger Moths mph. The first Gipsy I engines, which wing, it was next to impossible for a weren't built in Australia or New sprouted upright cylinders and valves in pilot with parachute to struggle from the Zealand until June, 1940.) the pilot's forward line of vision, were front cockpit in a life or death emergen­ Other than it somehow survived a delivered in June, 1928. By the end of cy. The RAF, which was by now inter­ storm that destroyed much of the tied the year, the Gypsy Moth DH60G was ested in the newest of the Moth line (and down shipment shortly after arrival in rolling off the production line at a rate its pilots' welfare), asked de Havilland Narranda, New South Wales, AI has not of 20 a week, no doubt spurred by the to solve the problem. He did, and the been able to uncover much about T­ Lindbergh flight a year earlier. first Tiger Moth, designated the DH82, 5525's Australian life (the RAAF logs Like its Cirrus relative, the Gypsy was born. are missing). While a few Tiger Moths Moth was soon setting and breaking By trial and error, and apparently were fitted with bomb racks, used as records around the world. In the U. S., without engineering drawings, the de recon spies in the sky and converted for Gladys Ingalls looped one 344 consecu­ Havi lland staff moved the fuel tank and ambulance duty in Burma and India, he tive times. Amy Johnson also made her the top wing center section forward did learn T-5525 spent at least most of famous 1930 solo flight from England about 22 inches, thus staggering top and its first life of 12 years as a primary VINTAGE AIRPLANE 11 trainer at two of the 13 RAAF Elemen­ for the Madras Club shortly before T­ while he went to town for a brief tryst tary Flight Training Schools (Nos. 8 and 5525 was sold to a Canadian with 6,580 with his (or someone's) girlfriend. A 10) that were scattered across the sub­ hours on the airframe cautions, "The short time later an angry farmer showed continent between 1939 and 1945. above schedule does not include pas­ up with a shotgun and told Dad to 'git The Royal Singapore Flying Club, senger amenities such as rugs, pillows, that dang aeroplane off my field ­ based at Kallang Airport, purchased T­ magazines, etc." Sure, try reading a now!' Dad tried to explain he didn't 5525 from the RAAF with about 2,200 magazine in an open cockpit biplane, know how to fly; but seeing no one else hours on the airframe in 1952, the same even if it is pillowed. around, the justly skeptical farmer year Al finished Bakersfield High. The "Sewing Machine," as those in­ replied, 'Well, son, yur gonna learn or Upon arrival in Singapore, it was volved in the latest resurrection call it, git shot.' No dummy, Dad tied the registered as "VR-SDP" and used brief­ was reassembled in Canada in early Jenny to a tree, propped it, and soloed to ly as a test bed for Gipsy Major lC 1972 and registered as "CF-EIQ." The a nearby field without incident. The engine (No. 927), which was manufac­ Canadian put less than 50 hours on the surprised instructor, when he found tured in 1943 under license by General charmed life plane before it ended up in Dad, signed him off." Motors-Holdens. (It was not put into the hands of Mike Russell of Lakewood, Roy moved the Pemberton family to service until 1949.) According to the Colorado as N6463, and then Walter Bakersfield from California's Imperial logs, the engine was removed two Ruehle of Denver. It last flew on Sep­ Valley in 1937 to take a job with high­ weeks later and "put in storage." After tember 9, 1973 and wound up hibernat­ school pal Cecil Meadows who then 2,301 hours IT and several lives of its ing in Nelson's Torrance hangar managed the Bakersfield airport that own, which included mating with four waiting rebirth with the Gipsy Major now bears his name. Roy also opened other Tiger Moths (9M-ALJ, VR-SCX, engine, which found its own way to and operated "Pemberton Flying Ser­ VR-SCY and GM-ALJ), the still young Torrance. Al reports another Tiger vice" in 1937, instructed, and sold avia­ and snappy engine would be reunited Moth and a half still languish there. tion fuel under the defunct "Stanavo" with T -5525 in the Pemberton hangar 38 banner until retiring. He sold out to Al years later. Meanwhile, Back in Bakersfield ... who, with Billie, now operates it as The Royal Singapore Flying Club Young AI and older brother Bob, who Pemberton Aircraft Fuel Service, Inc. used T-5525 for member flight instruc­ was the personal chopper pilot for the At 53 years, it is the oldest, continuous tion and to drop payrolls and nonbreak­ Shah of Iran and is now an FAA desig­ Standard Oil/Chevron dealership in the able ·\:iupplies to nearby jungle nated MD 80 inspector in Shanghai, world. Yes, they have 80 octane. plantations that lacked a landing strip, grew up in an aviation rich environ­ During the post-WWII years, Roy so it has been used as a bomber of sorts. ment. Their father, Roy (a spry 90 who was, in alphabetical order, the only In later 1957, while Al was a seaplane retired in 1969), was taught to fly in Aeronca -Beechcraft -Bellanca -Cessna tender in the Navy, the Tiger Moth was 1922 in Imperial, California by -Globe dealer in Bakersfield, and sold to the Delhi Flying Club, Ltd., barnstormer Norman A. Goddard. He based at the Saldarjang Aerodrome in holds DOC (Department of Commerce) India, where it was assigned civilian ID pilot's license number 3226, commer­ letters "VT-CSZ." Apparently the cial and air transport tickets and three Tiger was too much Moth for the mem­ glider/sailplane ratings personally bers of the Delhi Flying Club, because signed by Orville Wright as President of it was resold to the Madras Flying Club The National Aeronautic Association, based at Civil Aerodrome No. 27 in the USA representative of the Federa­ southeastern India less than six months tion Aeronautique Internationale. later with just 2,846 IT on the airframe. Roy logged over 30,000 hours. He Life with the Madras Club members instructed at the now defunct Air Tech was, to say the least, rigorous. The Flight School in San Diego, flew mail in Club's meticulous logs record that T­ an Eagle Rock biplane between 5525 survived a nUl(lber of crashes, Bakersfield and Lake Isabella (tucked several "heavy" landi'ng accidents and in the nearby Sierras), and operated the frequent rebuilds during its 3,700 hour, Civilian Pilot Training School at Lone 14 year stay in Madras. During one Pine, California during WWII. How­ rebuild in Bombay it was fitted with an ever, the flight Roy recalls best is his auxiliary fuel tank holding 10 Imperial solo. Al tells the tale with a straight face gallons, reportedly so it could be flown and sober tongue: "Dad, who had yet to nonstop between Madras and New solo, and his instructor flew to Yuma in Ray, "the Pemberton Patriarch", waits for Delhi. a Jenny and landed in a farmer's field. the fuselage to be completed and his first A weight and balance form prepared The instructor left Dad with the plane ride since 1972. 12 APRIL 1992 probably the world. AI feigns a grimace Saving The Tiger Meanwhile, two volunteers signed you won't swallow when he recounts AI is the first to admit he knew little on. One, Leo Pike, an engine wizard his several boyhood rides in factory new about restoring airplanes and even less who had retired from Bakersfield Avia­ 65 hp "Airknockers" and C-120s that about Tiger Moths when he backed the tion three years earlier, wandered by Roy ferried west to Bakersfield from loaded trailer into his 40 foot by 50 foot and became fascinated with the Gipsy Springfield and Wichita for resale. hangar. Baker helped AI arrange the Major lC engine hanging in a comer of Although AI denies being even gent­ puzzling parts on the floor in their ap­ the hangar. It had only 2,301 hours TT ly pushed into aviation, he earned a proximate and ultimate relationship to and 477 since overhaul. For a 1932 private SEL license (the only rating he each other and explained "what went design, it has a remarkable TBO of holds), from Bakersfield instructor Bill where." Still bewildered, AI just dug in. 1,500 hours. Nevertheless, Leo volun­ Scott in 1956. Scott, who was taught to Except for a short fishing trip, he put in teered to major it. Who could tum down fly by AI's dad many years earlier, is five to six hours a day on the project an offer like that? now teaching Billie in the family C-185. while also running the fuel service, and The Gipsy Major Ie, of course, is an Before Model "A" Fords caught his eye "dawn to dusk plus" was the schedule inline, 4-cylinder air-cooled, left in 1975-76, AI logged some 4,300 VFR on weekends. swinger. It has 4.646 inch bore, 374 hours and "a minute or two in the other I witnessed the Moth's metamor­ cubic inches, and a compression ratio of stuff. " phosis several times while refueling at 6.0 to l. Mounted upside-down, there Between 1976 and 1987, AI restored Meadows Field. Not even a Mayo was never one made that hasn't leaked more than 30 Model "As" to showroom Clinic CAT scan can find any rust or at least some oil. It's part of the mysti­ plus condition. Once he had 14 under corrosion on this rebuild. Every piece que. Bearings were the only new parts restoration at the same time. Although of tubing had been impeccably blasted, required during Leo's major. It he didn't realize it then, his "Model A replaced as required, zinc chroma ted, originally fired KLG-RVI23 plugs, years" were the training ground for the and primed and reprimed before cover­ which have been replaced with the KLG eventual rebirth of T-5525. ing. RL-50R obtained from England. After exhausting the supply of 1927­ Despite finding a fossilized rat's nest The other volunteer is Bakersfield 31 Fords, the Bakersfield "King of in a lower wing where the spar joins the A&E Mike Collins who works on King Model As" drifted back to flying in metal tip, all of the spars and ribs were Air, Gulfstream and Saberliner 1987 and purchased the C-185 which, free of dry rot and "in excellent shape." airframes for a living. At age 14 Mike incidentally, he had ferried from Kansas The trailing edges did not fair so well. bought a ragged Taylorcraft BL65 to in 1965 when it was new. Three years Friend Pete Plumb made new ones from restore with his Dad. But two years and some 300 flying hours later, and fresh Sitka spruce while AI, as neces­ later, before it was finished, he dis­ bored without a wrench in his hand, he sary, removed, reglued and renailed the covered girls and needed "wheels." So ribs. Billie, AI boasts, made the Stits casually told friend and Fed Ex jockey long, Taylorcraft. That was 22 years Nick Baker that .. . envelopes. ago. Now, here was another chance at restoration. Mike, who helped with the airframe restoration and assembly, recalls the only glitch on the project. After the initial rigging, he moved the stick left and both ailerons popped up. Speed brakes are not a Moth necessity, so he converted them back to ailerons. AI counted eight layers ofpaint on the interplane struts, which were sanded to their natural finish, stained, rubbed and spar varnished to the lustre of fine fur­ niture. The mahogany, brass edged gc: prop (a Gipsy Major) was also clad in CI> .0 black paint. It was carefully stripped, E CI> even more carefully inspected, then 0.. ;;: sanded and refinished in its layered, >­ ~ natural tones. o All of the panel cockpit wood is new, u" The fuselage of the Tiger Moth nears completion. The 12 Imperial gallon aux tank as is the flooring, which was several feet installed in Bombay is located between the firewall and the front panel. short. To hide deep scratches and scars

VINTAGE AIRPLANE 13 .gr:: Z E ~ 0( >­ ~ o U" The "upside down" Gipsy Major IC overhauled by leo Pike. It The wing is being held by A & P Mike Collins, who appears to is shown in the upright position. have been on his knees a time or two during this restoration.

on the turtledeck, Al covered it with the still Bakersfield dawns. for both Moth and man. flannel and sprayed it with water for With an assist from Mike, Al did all shrinkage prior to covering with Stits. of the layout and template work, mask­ The Tiger's Stripes The interior seating and the prominent, ing and detail painting, including num­ The Tiger Moth is loaded with fea­ cushioned crash pads above each panel bers, letters and the famous British tures and gadgets that were blase in its are genuine, top grade leather. What roundel target. He selected RAF war era but are now quite unique, if not else? paint, primarily because a detailed color fascinating. The Moth also has a new firewall photo of the plane in that scheme during Perhaps the most readily apparent is ("the old one was paper thin flanked by its brief Singapore life came with the a mechanical spring loaded airspeed in­ asbestos"), Cleveland brakes, Goodyear basket. dicator attached near the top of the left 6:00 x 6 tires, new flying wires, stainless The final product is so expertly forward interplane strut. It vaguely steel cables, and a custom-built forked painted that some sections, such as the resembles a pie shaped sundial. Opera­ tail wheel assembly designed by Tiger turtledeck and the tapered antispin tion is basic. The rush ofair as the plane Moth guru Ed Clark of Hawthorne, strakes (more on those later), look as if moves forward depresses a small metal California. It incorporates most of the they have been fiberglassed. In fact, Al tab attached to the spring. As the spring original swiveling tail skid parts that is repeatedly asked if they are. They is compressed, it activates a long needle came with the plane. (Steel skids don't aren't. that swings across an arc shaped brass mix well with concrete.) Al cleaned, The Pemberton's were fortunate in scale that reads from 40 to 120 mph- refaced and repainted all of the dual that the trailer of parts was 99 percent that is, if you don't need glasses. instruments and had them profes­ complete. Seller Dan Nelson later came The rear cockpit, which for solo sionally checked and calibrated. up with some tapered pins needed for operation must be occupied for c.g. Billie's major contribution was in the the top wings, and Ed Clark loaned Al weight reasons - not the fact that it fabric stitching and shrinking, which molds for the hub caps, which had to be contains the only ignition switch - is some say is a good reason to own a made. The logo decals on the interplane dominated by a large, brass compass Spam can or monoplane. The Stits struts came from the Tiger Moth Club (the P8) that is horizontally inset, bot­ covering was initially sprayed with in England. tom center. The needle always points to three coats ofclear Polybrush, separated The only concession to modern tech­ magnetic north, so changes in heading by the traditional but arduous sanding. nology (and the FAA) is a portable, must be followed by twisting the brass While refusing sanding help requires hand held Icom radio (with VOR). It read-out dial so "N" is always aligned will power, Al did all of the dirty work works well when attached to a station­ with the head of the needle. Although himself to avoid the sand -throughs of ary, three foot antenna that is discreetly highly polished and handsome, it seems heavy hands. Next came five coats of concealed in the fuselage interior, left out of place in a flying machine and silver Polyspray, each separated by and aft of the rear cockpit. better suited to a sailing one. more sanding, raw fingers and aching With the little war bird finally as­ Cockpit instrumentation is frugal, but biceps. Finally, three coats of urethane sembled, Al and the friendly cohorts to adequate. Both panels contain rpm, oil color (Cub Yellow) were added during whom the Pembertons concede they are temperature gauge, a Reid & Sigrist turn indebted, decided to do some taxi trials and skid needle (sorry, no ball), a con­ and check for oil leaks at high rpm. It ventional airspeed dial, and a height was too much for Al and T-5525, both indicator (altimeter). Now unique, the eager to fly . Unable to restrain themsel­ face of the "altimeter" rotates while the ves, they "accidentally" jumped off the indicator needle itself remains fixed. Al ramp at Meadows Field December 30, says the British used "unisex" in­ 1990. In a sense it was a reincarnation strumentation during WWII, so the ~14APRIL1992 ------=---~ same dials were employed in most other on the Claudel-Hobson A1.48 car­ called, measures 9 feet 10 inches across, RAF war birds of the day. Indeed, buretor that is stamped "20,000 feet," and the wheel base is 5 feet three inches. two large coils of unnecessary and but AI isn't about to "give it a bloody While the Tiger Moth may not have un-shortenable Spitfire oil pressure go." been the most graceful looking aircraft line hang just behind the firewall. A On the left side of the fuselage, mid­ of its day, which now spans 60 years and stem fuel gauge is located at the rear way between the rear cockpit and the more than two-thirds the entire history of the wing tank, just above the rudder, are the red stenciled words of aviation, there is no disputing that, pilot's eyes. "FIRST AID." Reportedly, some war with a folklore background, it remains The Bombay installed aux. fuel tank, Moths were equipped with an 8x5x8 one of the most durable and interesting. which now gives T -5525 a total capacity inch first aid kit imbedded inside the of 35 U. S. gallons and a reserve range steel tube fuselage. The downed pilot Flying The Tiger of about 350 miles, is located between or passenger, in need of medical sup­ Fairness suggests that Tiger Moth the firewall and forward panel. Fuel is plies, was supposed to cut through the performance should be judged by the ,"drawn" to the main tank for eventual fabric around the stenciled words to standards of 1931 when it first flew, gravity feed on the pull stroke of a pistol reach it. rather than by those of today or 1945 gripped pump handle located in the rear Despite the antics of the Madras when it was last built. The original Hat­ cockpit at the right knee, near a large, flyers, the medical kit that came with field "Manual," which is still with T­ sprocketed lever that 5525, lists the operates the wing Pemberton DH82a at slots (a.k.a. "slats"). a gross weight of Another feature 1,825 pounds for nor­ that jumps out is the t mal category opera­ sleek antispin strakes tion and at 1,770 for located at the rear of aerobatics. AI and the fuselage top Billie's has an empty where it joins the ver­ weight of 1,231 tical stabilizer. pounds. While early Tiger The "Book" claims Moths possessed un­ a max. speed of 106 failing spin recovery, mph at 5,000 feet, the addition of wing 2,350 turns and 1,650 weight over time at pounds; a sea-level the request of the g climb rate of798 FPM o RAF resulted in a § (let's round it to 800); flywheel effect that ~ a service ceiling of made spin recovery ~ 15,800 feet (absolute in later Moths dif­ __.....L__...J@ is 18,000); and a stall ficult, if not down­ Billie and AI Pemberton proudly show off the Camarillo Fly-In "Best In Show" speed of 43 mph. The right dangerous. To trophy. "never exceed" red solve the problem, line is is 160. One previously installed aileron mass T-5525, although maybe replaced a paragraph reads, "In order to avoid balance weights were removed, and the time or two, has never been used. extravagance in petrol and unnecessary antispin strakes, designed to slow the Among the many contents are Band wear, the air screw should be operated rate of spin, were included on new Aids and bandage wraps "Made in India between 1900 and 2350 rpm;" words of Moths made after 1941 and retrofitted by Johnson & Johnson" and a miracle wisdom still true. on those made before, including product called "Deltal Antiseptic," also Time to climb from sea level to 5,000 T-5525. made in India (but not by J&J). Accord­ feet is listed at 7.5 minutes. It carried The throttle, which Al suggests is ing to the label, it is good for "Cuts and two gallons of oil and 19 Imperial gal­ similar to that in a Model "A" (and he wounds, insect bites, scratches, snake lons of petrol in the main tank; range at should know), has a spark advance bite, insect sting, mouthwash, gargle, max. weight and 2,050 rpms was which, when fully retarded, makes the dandruff, bathing, douching - and sur­ reported as 300 miles. idling Gipsy MajorlC sound more like gical-medical midwifery." Al is more candid. While he con­ a tractor than a plane. In the idle posi­ For specification buffs, the wing span firms the new flying wires will sing only tion AI swears he can count the blade on the Tiger Moth is 29 feet, 4 inches; at about 100 mph indicated, normal turns; well, almost. overall length is 23 feet 11 inches; and cruise is about 90 mph; but he says, "It'll With the cowling doors up and the it stands 8 feet 9.5 inches. The chord on never see 15,000 feet unless it's carried inline cylinders and valves pointing both wings is 4 feet 4 and 3/8 inches to the top of Mt. Whitney on a mule" down, one sees a cavernous space that with an incidence of 4 degrees. The (even then it would be 506 feet short). suggests a lot of engine is missing. It dihedral on the top wing is 2 degrees 45 On the plus side, "It still flies at 40." AI isn't. There's room for maintenance minutes, while on the distinctive bottom estimates full stall comes closer to 35 work; a mechanic's dream, Wichita! one it is 4 degrees 30 minutes. The "tail mph. There is also an alternate linkage arm plane," as horizontal stabilizers were (Continued on Page 26) VINTAGE AIRPLANE 15 wmT ()UI2 ,"~(j~I2S AI2~ I2~ST()I2I~(7 b~ ~f)r-m veter-sen

HM-14 "FLYING FLEA" This photo of a "Flying Flea" was sent in by Bill Nelson (EAA 164560) of Chesterfield, MO, in response to the photo of the Crosley "Flying Flea" in SPORT AVIATION, September '9l. Bill took the picture during a 1989 visit to the Sopwith Museum, Old Warden Airfield, Bedfordshire, England. Constructed by K. W. Owen of Southampton, England in 1936, the Henri Mignet designed homebuilt was registered G-AEBB and was powered with a 25 hp Scott "Flying Squirrel" engine. The tandem-winged machine was restored for museum display in 1968 The unusual looking aircraft in the 32 hp Bristol Cherub engine. (Try and taxied under its own power, but not background, registered G-ABXL, is a pronouncing that name with a mouth flown, before being placed on display. Granger Archaeopteryx powered with a full of peanut butter!) Jeannie Hill's Taylor E-2 "Cub" on skis Outside enjoying the "cool" near Harvard, IL, is Antique/Classic Director Jeannie Hill (EAA 56626, A/C 629) and her 1933 Taylor E-2 "Cub", NC13179, SIN 60, mounted on a set of Heath tubular skis. Although the E-2 is not a "tiger" on a warm summer day with its Continental A-40 engine of 37 hp, the cool winter air makes the neat two­ placer come alive, performing very well on the antique metal tube skis. Jeannie and her husband, retired NW A Captain Dick Hill, also fly a Piper J-2 "Cub" on skis from their rural grass landing strip near Harvard, IL.

STINSON L-5 "Trailblazer" This nearly 50-year-old photo of a special Stinson L-5 (brand new) was brought in by Alvin (Boots) Geiger (EAA 45764, A/C 2512) of Lewiston, MI. Taken in 1944, the photo shows how the war effort was helped along by designating an aircraft sponsored by the local high school students. The inscrip­ tion on the cowl reads: "Trailblazer, sponsored by the students of Central High School, Detroit, Michigan." The cool, 22-year-old man by the L-5 is "Boots" Geiger himself, who worked at the Stinson Division of Consolidated Vultee Aircraft Corporation at Wayne County Airport, Michigan. Note the Ray-Ban sun glass case on the belt and the substantial wooden propeller on the Lycoming 0-435 engine of 190 hp. Otto Stender's Grass Strip SIN 6600T, Glen Desplinter, Sherrard, Cub, N3650K, SIN 22344, John Spiegel A literal hotbed of antique/classic IL 1941 Porterfield, N37855, SIN 1002, (EAA 17024, AjC 4978) Viola, IL flying activity is Otto Stender's (EAA Otto Stender, Walcott, IA 1947 Cessna Our thanks to Nancy Levsen for 295383) grass landing strip near Wal­ 140, N4014N, SIN 13472, Chuck Lev­ taking the picture and to Leonard cott, IA. This photo, taken by Nancy sen, Donahue, IA 1950 Cessna 170A, Lemon for sending it to EAA head­ Levsen and sent in by Leonard Lemon, N5562C, SIN 19615, Chuck Levsen, quarters for inclusion in VINTAGE of a typical day at Otto's neatly mowed Donahue, IA 1958 Champion Tri­ AIRPLANE. All of these airplanes, ex­ strip, shows six aircraft parked in a Traveler, N7544E, SIN 7FC-249, cept the J-3 Cub, are based at Otto "dress right, dress" formation. From the Leonard Lemon (EAA 108247, A/C Stender's strip. left: 1940 Aeronca Defender, N31791, 13272) Rock Island, IL 1946 Piper J-3

EAA Oshkosh '91 and garnered the Outstanding Closed Cockpit Biplane award in the Silver Age bracket. On this trip, his co-pilot (and navigator) from Greeley, CO and return was John Roche (EAA 386997) - age 10! (This ener­ getic young man has already been awarded a scholarship to the EAA Air Academy when he reaches the required age.) Dick Grigsby acquired the Waco in 1980 and has been upgrading the aircraft ever since. Much of the rebuild­ ing has been accomplished by Steve Green in Ashland, Oregon. The wheel­ pants and ring cowl were made by Jack Richards in Lancaster, CA, who put a great deal of effort into the Waco after it sustained substantial damage in a 1965 accident. Richard Grigsby's Waco VEC registration was later changed to In 1989, Dick donated the Waco to Posing on the ramp at Ashland, OR, NC18613. Note the square insignia on the Donald Douglas Museum of Flying prior to leaving for Oshkosh is Waco the side of the fuselage which reads: U. in Santa Monica, CA, where he main­ UEC, NC18613, SIN 3684, owned by S. Department of Commerce, Civil tains the airplane in an airworthy condi­ Richard Grigsby (EAA 309645) of Aeronatics Administration, just as it tion (as an active volunteer) and also Pacific Palisades, CA. Originally built looked in the 1930's in governmental gets to fly the airplane when needed. in 1932 using a Continental R-670 en­ service. Dick's personal logbook presently gine of 210 hp, this particular Waco This bright orange Waco cabin was shows over 31,500 hours! 01' UEC went into service with the Bureau awarded an Outstanding Silver Age NC18613 is one of eight Waco UEC of Air Commerce and was registered trophy at EAA Oshkosh '88 in the An­ aircraft remaining on the U. S. register. NS-38. It was then changed to NC16 tique/Classic Division. In 1991, Dick when the CAA came into being. This Grigsby again brought the Waco to ... VINTAGE AIRPLANE 17 Honeymoon Airplane

The 27th annual Watsonville West The restoration took longer than Coast Antique Fly-in held May 24-26, by Jim Ricklefs (A/C 964) usual due to circumstances that would 1991 sponsored by the Northern not be of great interest to readers. The California Antique Aircraft Association logo on each side of the airplane showed majority of the restoration was done by set a new record ofsorts. Jim Ricklefs' a woman riding a winged horse with a Air Fab of Hollister, California with 1935 Fairchild 24C8C, NC15921 won helmeted man holding onto the tail and some of the work done by Jim's son-in­ the Grand Champion award. This es­ a dog running alongside. Beneath the law, Ray Johnson. tablished Ricklefs as the first three-time logo were the words "NAD AND The first test flight flown by retired Grand Champion winner in the 27 year RICKI." Ricklefs had the original 1936 VAL pilot and test pilot Frank Egbert, history of the event. Ricklefs' previous pictures of the logo which artist Bob another of Jim's good friends, was less winners were a 1916 Spad VII in 1974 Sterling duplicated. than successful as power loss was ex­ and a 1933 Fairchild 24C8A in 1980. Jim and Nadine flew to Monterey to perienced. Frank barely made it back to There are two two-time Grand Cham­ spend a few honeymoon days before the runway. The engine had to be pion winners: Flora and Ted Homan going to Hawaii for the summer. At that removed and gone over before flying with an American Eagle in 1966 and a point of time Monterey did not have an was again resumed. As of this writing Hisso powered Travel air 3000 in 1981; airport so Jim landed the plane inside there are about 10 hours on the airplane Jim Nissen with his 1917 Thomas the county racetrack, tied the airplane to since restoration. Morse S4C Scout in 1965 and his 1918 the fence, spent several days at the Del As Frank was checking Jim out in the Curtiss JN4D in 1976. Monte Lodge, came back to the airplane airplane, Jim made a series of five bad Ricklefs called his airplane "The and flew away. Nobody said boo. Im­ landings, a far cry from the good three­ Honeymoon Airplane" as he and his agine if you did that today! pointers he was making in 1936. Dis­ first wife flew on their honeymoon in After Nadine and Jim sold the gusted with himself, Jim turned to Frank this airplane in June 1936. Jim's first airplane it went through a series of and asked Frank to take it around the wife, Nadine, died in 1953 and the owners, ending up in a hay bam in San pattern and show him how to do it. airplane has been restored in her Jose, California as a basket case. It was Frank did this and made an equally bad memory. The airplane was a wedding discovered nine years ago by Jim's landing, bouncing and cavorting all present from the bride's father, W. H. friend John Eney of Doylestown, Pen­ over the runway. At the end of the Davis of Los Altos, California. Jim was nsylvania. It had no logs or paperwork landing roll, Frank turned to Jim and just finishing his education at Stanford so John sent to the FAA and obtained said, "See, you've got this runway so so the airplane had to be in Stanford's microfiche records which showed Jim screwed up nobody can land on it!" colors, white with red trim. It was com­ and Nadine Ricklefs to be the original A lot airplane restorers miss the boat mon in 1936 to personalize your owners. John, being a nice guy, called by not making a display sign for their airplane with a name and insignia. The Jim and said ''I'll buy this if you don't restoration. It should give the airplane's airplane bore the name "Pegasus" and a want it, but I think you should have it." history as well as its specifications. 18 APRil 1992 (left) Jim Ricklefs and Here is the sign made up for the Fair­ Nadine Davis/Ricklefs child: beside their Fairchild THE HONEYMOON AIRPLANE "Honeymoon" airplane at the Palo Alto airport. 3-PLACE 1935 FAIRCHILD 24C8C, The airplane was a wed­ SIN 2724 ding gift from the bride's 7-CYL. 145 HP @ 2050 RPM father, William H. Davis WARNER SUPER SCARAB of Toyon Farm, los Altos, Jim Ricklefs and his bride Nadine Davis CA. The wedding was held June 18, 1936. (deceased 1953) flew on their honeymoon in this airplane in 1936. The plane was a wedding gift from Nadine's father. It was rediscovered as a basket case in a hay bam near San Jose nine years ago and has been under restoration since. It was test flown April 1991 by Frank Egbert. RESTORED IN LOVING MEMORY OF NADINE DAVIS RICKLEFS Empty Weight: 1587 pounds Max. Speed: 137 mph Cruise: 118 mph The "Honeymoon" airplane is Gross Weight: 2400 pounds rediscovered and reclaimed Span: 36 feet 4 inches amid hay bales after 46 years. Length: 23 feet 9 inches Just look at the dust and dirt all Land no flaps: 49 mph over this "find". What a thrill it was to find this long-lost piece Land w/flaps: 43 mph of Jim Ricklefs past. Airfoil : N-22 Chord : 66 inches Climb: 700 fpm ServoCeiling : 15,500 feet Fuel: 40 gallons Range: 490 miles Oil: 3 gallons Cost: $7,200 TOTAL PRODUCTION 130. MFD. BY KREIDER REISNER DIVN ./FAIRCHILD RESTORED BY AIR FAB OF HOLLISTER, CA OWNER: JIM RICKLEFS, SAN CARLOS , CA It is interesting to note that today's signs are not hand painted. They are done on a computer which generates stick on tape letters of any size and shape you wish and are far superior to the old hand painted signs. Jim Ricklefs spent most of his work­ ing years in the helicopter business and is the retired president of Rick Helicop­ ters, Inc. and Alaska Helicopters, Inc. At the Hollister, CA airport, here's the airplane's crew, from left to right: Test pilot Frank Egbert, technical advisor and backup pilot Jim Nissen, Jim Ricklefs, and Air Fab owner In retirement he has been restoring Bob Hall. airplanes and helicopters as a hobby. His airplanes: 1916 Sopwith "Pup," 1916 Spad VII, 1933 Fairchild 24C8A, 1935 Fairchild 24C8C. His helicopters: 1944 Sikorsky R-4B, (2) 1943 Sikorsky R-6As, (2) 1960 Hiller XROE- l Rotor­ cycles, 1958 Hiller YH32 Ram Jet. In addition to the aircraft, Ricklefs has res­ tored a number ofWWI engines includ­ ing Le Rhone and Gnome rotaries. Most of the aircraft have been sold and reside in museums around the country. Ricklefs , at age 77, says that the 1935 Fairchild will be his last restoration. He intends to keep it until he dies. And what b e tte r final e than THE The restored "Honeymoon" airplane, a 1935 Fairchild 24C8C, sin 2724 equipped with a 145 hp Warner ready for a test flight. What a pretty sight! HONEYMOON AIRPLANE! .. VINTAGE AIRPLANE 19 FAMILY CHAMP. • •

by Norm Petersen Few things in this life are more fun morning, I had the pleasure of meeting at the time, but he remembers the event than walking the lines of airplanes at the young man who flew the "c\assic" vividly. Oshkosh, drooling over the almost un­ into Oshkosh. When he introduced The next summer (1970) a landing believeable workmanship exhibited, himself as Jim Sobralske (EAA 301264, strip was built just west of the home at and pausing to think how you would AIC 15894) of Graham, North Carolina, Berlin and the name, Broken Prop enjoy each and every machine - if it the light suddenly came on. Just a few Aerodrome, was placed on the end of were yours. (We can all dream, can't years ago, I had parked my J-3 Cub next the new hangar. By the time Jim was a we?) to this very "Champ" N83933, SIN 16-year-old Berlin High School student, While making the rounds at EAA 7AC-2601, at his parent's landing strip, he was taking lessons in the Champ, Oshkosh ' 91, I was pleased to come aptly named "Broken Prop Aerodrome" making his solo flight in the family bird across a very nice looking Aeronca 7 AC at Berlin, Wisconsin. Mystery solved. in 1974. By the time Jim graduated "Champ" that brought back memories Jim's father, Walter Sobralske, had from high school, he had his Private of January and February, 1956, when I learned to fly from the master, Steve license and was off to North Carolina was learning to fly in a 7 AC (N84168) Wittman, at Oshkosh, WI in 1946, solo­ State University at Raleigh, NC to study at nineteen below zero in Minnesota! ing in a J-3 Cub. Years later, in 1969, textile engineering. My careening takeoffs, using the entire he located an Aeronca "Champ" that A five year stint in the textile business runway width from side to side, and the was for sale at Capitol Drive Airport in for Jim was followed by a job with the final, desperate leap over a snowbank in Milwaukee. It had about 500 hours total Federal Systems Division of AT&T, a full stall, was enough to make my time on the airplane and had been which has kept Jim busy for the last five instructor in the back seat develop beads recently recovered. The price was years. His longing for 01' N83933, the of sweat on his forehead! His was not $1400. Walt bought the Champ from Sobralske family Champ, was soothed an easy task. Homer Islam and two others and flew it when his father flew the Aeronca from Among all the airplanes at Oshkosh, home to a nearby strip at Red Granite, Wisconsin to North Carolina in August this particular "Champ" had an almost WI. A check of the logbooks revealed of 1987 and said, "Have at it!" familiar look to it, as if I had seen it 01' N83933 had spent its life in Osh­ Jim and his wife, Margaret, flew the before. Perhaps the "N" number rang a kosh, West Bend and Milwaukee, WI. Champ around the entire area during the bell, way in the background. The next Walt's son, Jim, was only 11 years old ensuing year, making several longer 20 APRIL 1992 the Sobralske family for nearly twenty from chips found during the rebuild. years and perhaps deserved a rejuvina­ All new glass was installed in the side tion. Jim promptly took the Champ windows and door, however, Jim's down to the bare airframe and dis­ thoughts of re-using the old windshield covered a few items. were dashed when he noticed a tiny The horizontal stabilizer was rusted crack had expanded and gone right through in spots and had to be replaced, across the center of the plexiglass! A however, the all-important longerons new windshield solved the problem. were in excellent shape. The wooden Matching floor carpets were part of stringers and bulkheads on the fuselage the Airtex interior and when the thick, were noticeably warped out of shape upholstered seats were installed, the from the pull of the fabric over all the feeling of lUXury began to spring forth. years. All were replaced with new Even the long trips aren't quite as un­ wood. New epoxy primer on the comfortable as they formerly were with fuselage tubing started the rebuild as the quieter interior and soft seats ac­ parts and pieces were added to the inte­ cording to Jim. rior, each piece cleaned and painted as The original Continental A65 engine, required. A new Airtex interior was which had a total of 1500 hours on it, installed with the headliner being done was completely majored with new pis­ in a particularly neat manner. It is ob­ tons, rings, valves, guides, springs and vious that Jim has put forth his best a re-lobed camshaft. The crankshaft effort in the entire rebuild. was reground .010 under and new bear­ Covering was done with the Stits Jim Sobrolske ings were fitted. The original Fiottorp process through silver (Polyspray) wooden propeller was sent out for over­ trips to really see the country. How­ which was carefully sanded before the haul and was returned with a red tag on ever, by the time for Annual Inspection final finish of Amerflint Polyurethane it! Not Airworthy! Dry rot had gotten in August of '88, the old girl was ready was applied by a friend of Jim's. The to the wood. A new Sensenich wooden for a complete rebuild. It had been in beige and maroon colors were matched prop was ordered. VINTAGE AIRPLANE 21 (Above) The plush interior of the Sobralske Champ, complete with handheld radio in­ stallation and padded side panels.

(Right) The clean engine installation in the Champ, including a shielded ignition harness to cut ignition interference in the radio.

(Below) Here's a neat trick! The cables for the brakes normally ride in a Bowden cable housing, but Jim has these two pulleys set up to reduce friction in the brake system. The original metal nosebowl was carefully refinished while Tony Daw­ son of Greensboro, NC, a real pro at sheet metal, made a new boot cowl to replace the old, tired one. (It is really amazing how much better an airplane looks when the sheet metal is new.) When the engine was installed with all its accessories, the cowling was added to the front end of the Champ and it really began to look like a first class airplane, in spite of being built forty­ five years ago. Jim carefully cut out the row of Wisconsin registration stickers from the old fabric and sent them to his parents in Wisconsin - where he knew they would be appreciated. New Aeronca logos were obtained from Wag-Aero to add that "touch" to the side of the fin. A pair of Aeronca wheel hub caps (with "Aeronca" punched into them) were located in Minnesota and fit nicely on the Cleveland wheels which replaced the original VanSickle wheels. Jim feels the Cleveland brakes are a worthwhile investment, especially when you need them - bad! The area that Jim flies in around Graham is rather heavy with traffic and a two-way radio is a must. Jim uses a hand held radio attached to an outside antenna mounted above the center cabin, just behind the windshield. This arrangement works very nicely (with earphones) and allows Jim to communi­ cate with all facilities. Once the rebuild was completed and all the paperwork finished, Jim took the "new" bird for its first flight. He readily admits it is like flying a new airplane. Even the 65 Continental gets up and goes with more authority following the major overhaul. In April of '91, Jim's father, Walt, came down to North Carolina and the two of them flew the sparkling Champ to Sun 'N Fun, a treat indeed. They also made a flight to Savannah, GA, to visit Jim's sister. Everybody agrees the Sobralske family airplane is a most unique aircraft and a credit to those who have taken such good care of her over these many years. Jim and Margaret have a beautiful two-year-old daughter named Victoria Lee (who goes by the name of Lee) and who enjoys flying in the airplane. Her grandfather, Walter, said it best, "I sure­ ly hope that one day Lee will solo in N83933 and make it a three generation family airplane." The "Family Champ" as it looked at the Sobralske's strip, "Broken Prop Aerodrome" in As the ad on TV says, "This is as good 1985. as it gets!" ... VINTAGE AIRPLANE 23 PASS IT TO --1Juck An information exchange column with input from readers.

by Buck Hilbert (EAA 21, AIC 5) P. O . Box 424 Union, IL 60180

Some Thoughts About Membership I were trying to get the word out that we ship like that? At the last board meeting of your had a Division devoted entirely to anti­ I think back to the first 30 or 40 of Antique/Classic Division, our editor of ques and classics, we felt that we had to you, and you know who YOU are, and VINTAGE, H.G. Frautschy, and I were let the world know about it. Even how we struggled to park airplanes at talking about our foreign membership. though we couldn't really afford it, we the conventions. How the few volun­ H.G. punched the computer and came put all these people on our complimen­ teers GREW to larger attendance each up with some numbers that were very tary mailing list. It has paid off! When year. How, with the help of "seed interesting. He tells me slightly under you go to the local FAA offices and money" and advice from Paul Poberez­ ten percent (9.8 %, to be exact) of our mention you are EAA's Antique/Clas­ ny and EAA, we were gearing up at the membership resides outside of the sic Division, because the magazines are rate of about 20 percent a year. When I United States. I don't consider Canada in their reading file, they immediately took over from Dave Jameson, our first as being a foreign country, excluding know where you are coming from. No Antique/Classic Division president, we Quebec, of course, and so I tended to explanation is necessary! You may had about 80 or so members. In the next consider these people as part of the have to answer a question or two about five years we went to just over 1800. J. "local" family . We have a BUNCH, what your opinion is about a certain R. Nielander took over and we went to believe me! And they are even more airplane or event, but you are con­ 2500. Brad Thomas brought in a bunch prevalent in the homebuilder ranks. sidered a friend. more; Bob Lickteig - God bless him! Some very innovative designs are com­ This is going to be especially benefi­ - really tackled membership increase ing out of Canada as far as light planes cial to our "Contemporary" group as with a fervor, brought us up over 6,000. and custom-builts are concerned. There they come on board as we share ex­ And now with "Butch" Joyce we are is a real core of seaplane enthusiasts periences in print and make the "new" over 7,000, there as well, and there are some beauti­ breed of FAA people familiar with our What I am getting to, I guess, is that our membership is very diversified and fully restored antique workhorse bush Antique/Classic Division and our mem­ filled with enthusiasts from all walks of type antiques doing yeoman duty on bership. life. We have a wealth of experience forestry patrol, fisherman fly-outs and Back to the membership. We have and variety within our organization that just plain transportation. There are also some names on that list that generate is astounding. YOU, fellow member, a goodly number of antiques that are real excitement on my part. I see are kin to a fraternity of aviation en­ flown for just fun. I hate to mention it, authors, astronauts, editors, military thusiasts sharing an interest that knows but there are some beautiful warbirds as notables, association presidents (are no boundaries, borders, religions or well. you reading me, Bob Taylor?), airline race! Although we might be Russian, presidents, high government officials, But all this is leading up to our mem­ Argentinean, German, Mexican, aircraft manufacturers, parts suppliers, bership. I asked H.G. for a print-out so Japanese, American or New Zealander, designers and many unsung heroes, I could just see who and where our 7400 we all share this common interest. guys like you, whom I have come in copies are mailed to each month. That's What a wonderful world we have in our contact with over the years. I am right! 7400 copies are mailed each Antique/Classic Division. humbled to realize as I look over the month! Let's welcome our "Contemporary" many, many pages that there are three I scanned the print-out. At first group, the new kids on the block, with or four, sometimes a whole bunch on glance there are about 200 copies that I the same enthusiasm and comradeship every page, whom I have come in con­ call "friendly persuasion" copies. They that we have enjoyed these past 21 go to all the various State Aeronautics tact with over the past 20 years. years. Within this group are more Yes! Twenty years! I haven't really Divisions or Departments in the U. S., "names" in aviation, people who can some public libraries, Federal Aviation given it much thought, but I have had 20 and will contribute to the Antique/Clas­ FISDOs, FAA offices in Washington, years of pleasant relationships with all sic Division. Welcome them and their and many of the aviation publications or these people who have the same inter­ airplanes, and the expertise of those their editors. These are complimentary. ests I have. How about that? Who else who will join us. Many years ago when Jack Cox and can claim that he has enjoyed a relation- Over to you, .... 24 APRIL 1992 BARGAIN TUBING BENDER

By George F. Ruth maple chai r seat, discarde d by a holes in the straps, a ll owing the nearby chair manufacture r . I adjustme nt of the stay block with EAA 129219 176 Westside Lane screwed a face plate on one side and respect to the seat. Moving the stay mounted it on the end of my wood block in or out or fore and aft altered Torrington, CT 06790 lathe. To obtain a pe rfect 1 " the pressure location on the tube, After sandblasting the horizontal diameter groove in the periphery of a nd this affected the radius of the stabilizers of my PA-12, I discovered the seat, I made a cutting tool by be nd . The completed bender that the leading e dge tubes had grinding the e nd of a fi le to a 1 " assembly was then h e ld in a vise numerous holes in them. I had the diameter. With it, I cut a groove 1­ during the bending operatio n. option of replacing the stabili zers at 1/8" deep around the edge of the In the photo, a tube is shown $252 each or replacing the leading seat. A stay block was made by partially bent. Before bending, it was edge tubes at $11.60 each. I chose cutting out a 3" section of the seat fi ll e d with #00 sand and t he ends the latter. and attaching it to the seat with steel plugged with wooden dowels. 4130 is After the original leading edge straps a nd a bolt. I drilled several tough , and I fo und that slightly tubes we re re moved, the heating the tube made problem was . .. how to bend bending easier. Because the 1" diameter tubes to conform radius of the desired bend was to the proper leading edge not constant, I had to move shape. I checked several the tube fo re and aft over the catalogs which sell commercial bender during the bending benders, and I discovered that operation, but the fi nal form one can spend several hundred was perfect. dollars for a bender, and none This tube bender didn't cost t hat I saw was designed to me a cent, a nd instead of be nd a 1" diame ter tube. p aying $504 for two new Therefore, [ decided to make stabilizers, I spent $23.20 for my own. The bender was made the tubes a nd bent the m from a 16" diameter, 2" thick myself.

Readers are invited to submit entries to EAA, Hints For Homebuilders, Att: Golda Cox, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086. Entries will be reviewed by a panel of EAA judges. Readers whose hints are published in any EAA magazine will be awarded one of three monthly prizes by Snap-on Tools - a 3/8" Drive Socket Wrench Set, a 1/4" Drive Socket Wrench Set or a Nine­ piece Long-Handle Combination Wrench Set. Members are also invited to submit hints of an elec­ trical nature. Any electrical hint used will receive a Fluke Model 23-2 Multimeter with Holster from the John Fluke Mfg. Co., Inc. The contest will run from August through July of each year with a Grand Prize of a Snap-on Tools KR657 Roll Cab and KR637 Top Chest being awarded the best entry for the year. A Grand Prize will also be awarded by the John Fluke Mfg. Co . These awards will be presented during the EAA Convention. Our thanks go to Snap-on Tools and John Fluke Mfg . Co . for providing these awards. VINTAGE AIRPLANE 25 WELCOME NEW MEMBERS

Of Tiger Moths and Men James A. Abbott Winona, MN Michael G. Lavelle Issaquah, W A (Continued From Page 15) William R. Adams Larry Lyons Hyden, KY Mississauga, Ont, Canada Dean L. Mackey Dromana, Australia The Pemberton's first cross-country Donald R. Andersen Orlando, FL Michael A. McCartt Akron, OH trip in the notoriously cold and breezy Alan H. Anderson Madison, AL craft with miniature windscreens (about David A McCreery Chicago, IL 85 crow miles south to Camarillo) took J. Scott Becker Chicago, IL Virgil R. McDonald Alvin, TX place last May. At 6,500 feet over the Steven J. Beckman Aurora, CO Donald K. Morrow Santa Ana, CA Los Padres Nati onal Forest the "Sewing Robert Benson, Jr. Slidell, LA Raleigh Morrow Lodi, CA Machine," as brother Bob dubbed it, Frederick W. Berken Olympia, WA skipped a few stitches. AI's not sure David A. Nuss New Haven, MI whether it was carburetor ice (Moths Baylas Bright Bristol , IN R.H. Osborne Colorado Springs, CO have no carb heat), thin leaning, or Eugene M. Brim Mansfi eld, OH Roy E. Palmer, Jr. "automatic rough;" the latter being Richard Caldwell Norwell, MA Mercer Island, W A generally reserved for VFR, single en­ gine night fl ights over mountainous ter­ Mark S. Calhoun Little Rock, AR Dennis H. Parks Oshkosh, WI rain into IMC by non-IFR pilots. The Marshall N. Carter Cambridge, MA Harlet B. Pickett Odenville, AL problem, "whatever it was, took care of Richard L. Carter Salt Lake City, UT Thomas M. Posey Billings, MT itself and hasn't returned." The crosswind component for the Michael M. Charles Memphis, TN J. Robert Pratt Williston, FI Tiger Moth is about 12 knots, which is Michael S. Cheslik Columbus, OH Louis O. Ray Westchester, PA precisely what Al discovered was blow­ Gene Cook Colorado Springs, CO Daniel Redfern Milpitas, CA ing across Camarillo's runway 26 at 90 degrees on his arrival. Winking, he Homer M. Cox, Jr. Grapevine, TX Robert E. Ross Pahoa, HI claims "No sweat," but considering the Sam DiCiocco Poland, OH Mark D. Sanders Miffl inburg, PA impeccable quality of his painstaking Kenneth V. Dobson Donald G. Schindler restoration, one suspects otherwise. Warner Robbins, GA Woodland Hills, CA Al says the vintage war bird "flies Tyrone Elias Tulsa, OK Roger L. Smith Los Alamos, NM true to its name." Translating, he says, "It seldom fli es long in the same direc­ Warren Erickson Edina, MN Herbert M. Spector Rock Island, IL tion or at the same altitude. It's a hands­ Delbert L. Fern Belton, MO Joseph Stancil, Jr. Placerville, CA on, feet on airplane." That makes Joseph M. Fischer Upland, CA Rodney L. Staub New Oxford, PA setting the P8 compass (which takes two hands) a mild advent ure in two knee Joe Fulton Huntington Beach, CA J. Steiner Aurora, CO dexterity. Joseph Gaines Fayetteville, NC John Surrency A von Park, FI Ray Roy, who hasn't been in a plane Leroy Goodwin Leipsic, OH Warren F. Travis Germantown, TN since 1972, and never in a Tiger Moth, is waiting fo r wa rmer weather and a Joseph C. Goolsby Chandler, AZ William H. Turner Riverside, CA fron t seat ride with leather helmet, gog­ Charles J. Gustafson Ft. Worth, TX Dennis Van Swol Los Angeles, CA gles and a white scarf at the ready. No Hugh Hackett Evanston, IL Brian Van Wagnen Jackson, MI doubt it will be his second most memorable ri de. Kenneth D. Hastey Bloomington, MN Robert K. Vander Beek Plainfield, IL Al has already answered the "What's L.R. Heinig St. Paul , MN Martin R. Walker Pueblo, CO next?" question. In-between sorting out Greg Hier Crete, NE Howard Warren Middletown, NY the many fly- in invitations received Tommy Hill Hunstville, AL RandolfB. Webb, Jr. Sherman, CT since the Camari llo EAA bash last May ("Best of Show"), he and Mike have Craig D. Hinton Bart W. Wellenkotter Aliquippa, PA started on a 1941 Ryan PT-22 they hope White Bear Lake, MN Jack Wells Tulsa, OK to have flyi ng this summer. A derelict Albert M. Holman Grand Forks, ND Hubart C. Williams New Market, VA 1935 BT-9, the smaller, fixed leg ances­ Jack Hooker Freeport, IL tor of the more famous T -6, wa its in the Randy Wiliams Big Island, V A wings. Melinda Hum Mesa, AZ Georgia Wood Sim, NC And if Al and Billie can plot a realis­ Kenneth Johnson Rockford, IL John E. Wood Harrisonburg, VA tic every three hour or so 80 octane Fred W. Karn Valley City, ND course (lOOLL eats brass valve seats), William A. Woods Martinsburg, WV you just might see a yellow, war painted Glenn C. Kinney Coupeville, W A Grant R. Wrathall Aptos, CA "Sewing Machine" from a bygone era George G. Kissel Angier, NC Steven Zeller Al pharetta, GA at Oshkosh. Remember, it's not a ghost, Laurie Koronowski Mt. Pleasant, PA but a reincarnation. ... Howard Zimmerman Maj. R.J. Krogseng Soldotna, AK Summerl and Key, FI

26 APRIL 1992 The following list of coming events is Orange Municipal Airport, Orange, MA furnished to our readers as a matter of 01364. information only and does not constitute June 25 - 28 Mount Vernon, OH - 33rd approval, sponsorship, involvement, Annual National Waco Reunion Fly-In control or direction of any such event. If Wynkoop Airport. Make your reservations you would like to have your aviation event at the Curtis Motor Hotel 1-800-828-7847 (fly-in, seminars, fly market, etc.) listed, May 17 - Benton Harbor, MI - EAA or (in Ohio) 1-800-634-6835. For addition­ please send the information to EAA, Att: Chapter 585 6th Annual pancake breakfast al information, contact the National Waco Golda Cox, P.O. Box 3086, Oshkosh, WI Fly-In at Ross Field. Classic car show,avia­ 53093-3086. Information should be Club, 700 Hill Av., Hamilton, OH 45015 or received four months prior to the event tion art and equipment exhibits. Contact: AI call 513/868-0084. date. Todd, 616/429-8518 or Randy Hunt, June 28 - Anderson, IN - EAA Chapter 616/428-2837. 26 Annual Fly-In breakfast. Call 317/759­ April 25 Levelland, TX - EAA Chapter May 22-24 - Watsonville, CA 28th An­ 5231 for more information. 19 Fly-In Breakfast at Levelland Municipal nual West Coast Antique Fly-In and Air­ July 3-5 Gainesville, GA - 24th Annual Airport. Call 806/793-7889 for more infor­ show. Contact: Gene Cox, 408/263-1616 Cracker Fly-In, EAA Chapter 611. Call mation. or Susan Weil, 408/735-8238 404/532-7119 or 404/967-2144 for more May 1 - 3 Burlington, NC Annual EAA May 22-24 - Atchison, KS - 26th Annual information. Fly-in for Antique, Classic and Contem­ Fly-In of the Kansas Ci ty Chapter of the July 8-12 Arlington, WA - Northwest porary Aeroplanes, sponsored by EAA AjC AAA. Contact: Stephen Lawlor, 816/238­ EAA Fly-In. Info: 206-435-5857. Chapter 3. Major speaker, vintage films, 2161 or Gerald Gippner, 913/764/8512. July 10 -12 Minden, NE - 14th Arumal good EAA fellowship; awards in all May 23-24 - Decatur, AL (DCU) ­ National Stinson Fly-In and meeting. categories. Contact: R. Bottom, Jr., 103 EAA Chapter 941 and Decatur-Athens Pioneer Village Airport, Minden, NE. Call Powhatan Parkway, Hampton, VA 23661 Aero Service's fourth aJUlual Reunion and 303/744-8048 for more information. May 1 - 3 Camarillo, CA - EAA Chap­ Fly-In. Homebuilts, Classics, Antiques, July 11-12 Emmetsburg, IA - Fourth ter 723 and CAF Wing 12th Annual Fly-In Warbirds and all GA aircraft welcome. Bal­ AlUlual Aeronca Fly-In sponsored by the and aircraft exhibit. Homebuilts, classics, loon launch at dawn. Camping on field, Tail Dragger Club. Camping, Flight Break­ antiques, warbirds and more. Pancake hotel shuttle available. Contact: Decatur­ fast on Sunday, with free breakfast for pilot breakfast on Saturday and Sunday, Dinner Athens Aero Service, 205/355-5770. and copilot. Serving 6:30am til 12:30pm. Friday and Saturday with a band, seminars June 5 - 6, Bartlesville, OK - Frank Contact: Keith Hamden, Box 285, Em­ and more. Contacts: Bob Koeblitz Phillips Field, Sixth Annual National metsburg, IA 50536. 310/443-8056 or Larry Hayes, 805/496­ Biplane Convention and Expo. "Old Time July 12 - Michigan City, IN - EAA 3750 Airshow", forums, seminars, workshops. Chapter 966 Pancake Breakfast. Michigan May 2 - 3 Winchester, V A - Winchester Biplanes and NBA members free; all others City Municipal Airport. Call 219/872-5248 Regional EAA Spring Fly-In. Trophies for pay admission fee. Contact: Charlie Harris, for more information. winning showplanes. Pancake breakfast 918/742-7311 or Virgil Gaede, 918/336­ July 25 -26 New Berlin, IL - Flying Sunday. Concessions and exhibitors. All 3976. "S" Farm. Midwest gathering of welcome. Contact AI or Judy Sparks, EAA June 6 - Hot Springs, AR 25th Annual Taylorcrafts. Contact: AI and Mary Smith, Chapter 186. Call 703/590-9112. Arkansas Air Derby. Contact Doug Mc­ 217/478-2671. May 3 Moraine, OH - 29th Annual EAA Dowall, 5700 Granby Rd, North Little July 25 -26 Bemidji, MN - Bemidji­ Chapter 48 Funday Sunday Fly-In at Rock, AR 72118, phone 501/791-2626 or Beltrami County Airshow, Alltiques and Moraine Airpark. Awards, Breakfast, Flea 501/758-1668 for registration information. Classics welcome. Fish fry, Hangar parties, Market. Lots of Wacos! Contact Jennie June 6 - St. Ignace, MI - EAA Chapter Sunday breakfast and aerial demonstra­ Dyke 513-878-9832 or Michael Williams 560 2nd Annual Steak Cookout. Contact: tions. Contact: LeRoy JolUlson, 1-800/458­ 513-859-8967. Sharon Travis, 616/627 -6409. 2223 or 2 18/751-5423. May 3 Bloomington, IL - Fly-In, Drive­ June 7 - DeKalb, IL - EAA Chapter 241 July 26 - 31 Marion, IA - 24111 Arumal In pancake and sausage breakfast sponsored 28th AIUmal Breakfast Fly-In at DeKalb­ International Cessna 170 Association Con­ by the Prairie Aviation Museum and Clark Taylor Municipal Airport. Contact : vention. Contact Lee Reedy, 319/322-0665. Aviation. 8:00am til 12:00pm in the Clark 815/895-3888. July 31-Aug. 6 Oshkosh, WI - 40th Aviation hangar. Contact: P.O. Box 856, June 7 - LaCrosse, WI - LaCrosse Area Annual EAA Fly-In and Sport Aviation Bloomington, II 61702 or phone 309-663­ Flyers Club Annual Pancake Breakfast, Convention. Wittman Regional Airport. 7632. 7am to llam. P.I.c. free. Check Notams. Contact John Burton, EAA Aviation Cen­ May 3 Rockford, IL - EAA Chapter 22 June 7 - Wautoma, WI - EAA Chapter ter, Oshkosh, WI 54903-3086, 414/426­ Annual Fly-In Breakfast. Mark Clark's 252 Fly-In/Drive-In Picnic. Starts at llam. 4800. Courtesy Aircraft, Greater Rockford Air­ Call 414/787-3030 for more information. August 1-2 Shiocton, WI - Annual Fly­ port. 7am til noon. Atis 126.7. For more June 7 - Lebanon, TN - EAA Chapter In. Food served daily. Free camping to information call Wallace Hunt, 815/332­ 863 3rd Annual Fly-In/Drive-In. Call EAA members. Contact: Joyce Baggot, 4708. 615/452-1205 for more information. 414/986-3547. May 15 -16 Colorado Springs, CO 3rd June 13 Newport News, VA - EAA August 22-23 Bloomington, IL ­ Annual C.A.L./NX-211 Collectors Society Chapter 156 20th Annual Colonial Fly-In at Eighth AlUlual Air Show sponsored by the Symposium. Hied at the Pioneers Museum. Newport News/Williamsburg International Prairie Aviation Museum. Contact: P.O. Contact: Dick Hoerle, 727 Y oUll-Kin Pkwy. Airport. Contact: Bob Hamill, 123 Robin­ Box 856, Bloomington, II 61702 or phone South, Columbus, OH 614/497-9517. son Rd., Hampton, VA 23661, 804/928­ 309-663-7632. May 16 Mt. - Vernon, TX EAA Chapter 0107 September 5 - 7, Lake Guntersville, 834 Spring Fly Market at Franklin County June 13 - 14 Coldwater, MI - NOTE AL - Aerodrome '92. Worlds largest WW I Airport. Event will be held rain or shine. THE DATE CHANGE 8th Annual Fair­ Aviation Fly-In Convention. Contact: Contcat: Jim Mankins, 903/725-6674, Ted child Fly-In. Branch County Memorial Field. Ryder International Corp., 205/586-1580. Newsome, 903/856-5992 or the Franklin Contact: Mike Kelly, 22 Cardinal Dr., September 19 - 20, Rock Falls, IL - 6th County Airport, 903/537-2711. Coldwater, MI 49036, or call 517/278-7654 Annual North Centra l EAA "Old­ May 15-17 Columbia, SC - EAA June 27 - 28 Orange, MA - New Fashioned" Fly-In. Workshops, forums, Chapter 242 2nd AIUmal Spring Fly-In at England Regional Fly-In with antique exhibits, swap meet, and awards. Pancake Owens Field. Contact: Feaster Coleman, steam and gas engine show, flea market, breakfast on Sunday. Contact Gregg Erik­ 803/779-6562 or 657-5864, or John food. Trophies both days for Homebuilts, son, 708/513-0642 or Dave Christianson, Gardner 803/796-2400 or 796-5808. antiques, classics warbirds. Chapter 726, 815/625-6556...... VINTAGE AIRPLANE 27 MYSTERY PLANE

by George Hardie

Here's one for the lightplane experts. gineer for the Hamilton Aero Manufac­ Guggenheim trials, held at Long Note the high aspect ratio wings. This turing Company. The purpose of the Island's Mitchell Field. But on its photo was submitted by Dan Hagedorn, design was to win the $100,000 prize of second flight, the horizontal stabilizer Archives Division, National Air and the Guggenheim Safe Aircraft Com­ broke and the right wheel was knocked Space Museum, Washington, DC. petition. off in the resulting landing. Answers will be published in the July, "The 'Doodlebug' was a tandem, "The Guggenheim committee 1992 issue of VINTAGE AIRPLANE. two-place of tubing, wood and fabric granted McDonnell time to make the The deadline for that issue is May, 20, construction. Projected top speed was necessary repairs, but on its return flight 1992. 110 mph, while its wing slots and flaps to Mitchell Field an engine failure Steve McNicoll of Geneva, Illinois allowed it to land very slowly and in a forced the plane down and a gear strut correctly identified the January Mystery short distance. was broken. This time, there would be Plane. He writes: "The plane made its first flight on no extension, and the Guggenheim prize "It is James McDonnell's November 15, 1929 at Milwaukee went to the Curtiss 'Tanager'. 'Doodlebug'. McDonnell built it in County airport. The 'Doodlebug' per­ "McDonnell toured the country with Milwaukee while he was Chief En­ formed well in its initial flight at the the 'Doodlebug' for a year seeking

28 APRIL 1992 fmancing to put the plane in production. designed to compete in the Guggenheim ber 15, 1929. The X-I project was But in the spring of 1931 very little risk Safe Aircraft A ward contest but it also abandoned in mid-1929 - its license NO. capital was available. took part in the All-American Air Races was X-7521. The "Doodlebug", license "The 'Doodlebug' was sold to the at Miami. No. 157N, was flown around the NACA for aeronautical research and "Of course this is the 'Mr. Mac' who country by McDonnell a total of 26,000 James McDonnell became an engineer founded the very successful McDonnell miles before it was sold to NACA in the and test pilot with Great Lakes Aircraft Aircraft Corporation in St. Louis. Spring of 1931. Corporation in Cleveland. In 1933, he 'Zakh' became chief engineer for the References: Popular Aviation, May, joined the Glenn L. Martin Co. in Bal­ Helicopter Engineering Division." 1931; Air Classics, February, 1973; timore. He stayed with Martin six Charly Hayes of Park Forest, Illinois NACA Report 482 and NACA Notes years, until forming the McDonnell note the resemblance of the "Dood­ 398 and 460. Aircraft Corporation in July, 1939 in St. lebug" to the Ryan X-I designed by Don Other answers were received from Louis." Hall. In comparing the stories on the Wayne van Valkenburg, Jasper, GA; Willis Kunz of Chesterfield, MO two airplanes, it appears they were two Larry Wilson, NASM, Washington, adds this: separate designs. Both were intended DC.; James Borden, Menahga, MN; "The "Doodlebug' or 'Flying as entries in the Guggenheim contest, Terry Bowden, Waco, TX; Robert Flivver' was designed and built by J.S . but were apparently independent Pauley, Farmington Hills, MI; H. Glenn McDonnell & Associates in Mil­ projects. Design of the X-I was started Buffington, El Dorado, AR; Marty waukee, Wisconsin. The two other as­ in November, 1927 and the first flight Eisenmann, Garrettsville, OH; Lynn sociates in the firm were James C. was made in September, 1928. Design Towns, Brooklyn, MI; Gene Horsman, Cowling and Constantine Leoyavich of the "Doodlebug" started in early Golden, CO... Zakhartchenko. The aircraft was 1928 and first flight was made Novem­

J. S. McDonnell Jr. &Associates "Doodlebug"

VINTAGE AIRPLANE 29 AVIAtION + + AUCTIO~ Antique Aircraft Auction Where The Sellers and Buyers Meet... Saturday, April 25, 1992 35¢ per word, $5.00 minimum charge. Send your ad to Starting at 9:00 A.M. The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591. BILL HILL's ANTIQUE AIRCRAFT AIRCRAFT COLLECTION "Now It's a Classic" Meyers 200A - Mfg. Dec. 1959. 820 hrs. n, 545 hrs. on zero time engine. 15 hrs. on zero prop. Beautifully maintained. IFR plus lots Hartlee Airfield - Denton, Texas of extras. Call 6 p.m. to 9 p.m., 414/336-2356. (5-3) (Located N. E. side of Denton, Texas) Dream Machine -1937 Waco YKS-7. Totally rebuilt 1980. Stits process. 740 Sale Site Phone: 817-565-9125 Motel Headquarters: SMOH. Leather interior. Clean and sharp. Flyaway - $87K. 208/683-3105. Holiday Inn, 1500 Dallas Drive, Denton, Texas Phone: (4-1) 817-387-3511 MISCELLANEOUS: ANTIQUE AIRCRAFT CURnss JN4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on 'TREASURES FROM THE PAST". We have 1929 Waco ATO Taperwing posters, postcards, videos, pins, airmail cachets, etc. We also have R/C Has Wright J-5 Engine, 35 H S.M.O.H. Total Ground documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We Up Restoration in 1989. New wings, center section, N, appreciate your help. Write for your free price list. Virginia Aviation Co., RDv-8, cabane and aileron struts, New 65 Gal. main tank, 18 Gal. Box 294, Warrenton, VA 22186. (c/5/92) Center Section Tanks, 6 Gal. Oil Tank, 30" x 5 Wheels SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 w/Hyd Brakes, Locking Tail Wheel, New Interior, Seats chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., & Floorboards, Stits HS 90X Cover Finished w/Butyrate Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No. Dope in 1929 Factory Colors.1989 AAA Grand Cham­ QK5R148N. pion. This restoration is absolutely flawless!!! Grand Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take Champion Quality. trade-ins, 5-year repair or replacement warranty, many styles in stock. Parachute Associates, Inc., 62 Main Street, Suite A, Vincentown, NJ 08088, 1937 Beechcraft D-17S Staggerwing 609/859-3397. (c/7/92) NC-18575 SIN 179 (5th Pratt & Whitney R-985 450 VINTAGE AIRCRAFT AND ENGINES - Out-of-print literature: history; res­ Hp Staggerwing Built) Ground Up Restoration 1989. Long toration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 92115. (Established 1960) (c-10/92) range tanks, KX-165 w/Slaved HSI, Foster loran, KT-76A transponder, new style electric gyros, Cleveland 10" C-26 Champion Spark Plugs - New and reconditioned. New - $14.75, recon­ ditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, wheels and brakes, "G" model one piece windshield. Stits Jonesboro, GA 30236, 404/478-2310. (c-10/92) 103 cover, European polyurathane paint (paint job cost in

GEE BEE R-2, MONOCOUPE 110 Spl., Hall " BULLDOG", top scale rated excess of $20,000) No cost was spared in restoring this model PLANS used by Replica Builders. Plus others by Vem Clements, aircraft. Is stated to be the finest Staggerwing in existence EAA 9297,308 Palo Alto, Caldwell, ID 83605. Extensive Catalog $3.00. (6-3) as per Staggerwing Newsletter. ox-s Parts and Service - Free ads to subscribers. Subscription $18.00 yearly. P.O. Box 134, Troy, OH 45373. (7-6) 1941 UPF-7 Waco Biplane N-32153. 300 S.M.O.H. on R-670-6 Engine Curtiss-Reed 1930's Kollsman "Bubbleface" compass, have several, N.O.S., $225 each. Many other vintage items - 44-page catalog, $5. Jon Aldrich, Airport Box 706, Propeller. Ground-up restoration in 1979. Covered w/Grade Groveland, CA 95321,209/962-6121 . (c-12/92) "A" cotton (Butyrate dope) Very nice stock UPF-7. Aeronca Champ/Chief wings, fully covered and painted, with Grimes lights and 1946 BC 12D Taylorcraft aux. Fuel tank. $2400 for the pair. 414/727-9632. N20V. Totally Restored in 1983. 50 S.M.O.H. Con­ PLANS: tinental A-65. Stits covering. Really nice Taylorcraft. Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great AUTOMOBILES Lakes Trainer or a Baby Lakes. The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings. Welded parts available. Write 1931 Model A Ford Sport Coupe Deluxe to P.O. Box 228, Needham, MA 02192 or call days 617/444-5480. (c-10/92) 1979 Triumph TR-7 ENGINES: 1956 Dodge Air Force Fuel Truck Continental A~S -1349 n. 549 SMOH. Ground run time since extensive Daihatsu Hi-Jet Lift PiCk/Tipper top overhaul. New plugs, harness, will exchange. Continental A·65 • 480 n, Shop equipment - Hand tools - Waco inventory­ oSMOH. Now being overhauled. Call for details on above engines. 303/536­ 4253 evenings. (4-1) Wright R-760 - E2 engines & inventory - Wright J-5

Technical Data of Construction and Erection of N2S, N3N, and all engines and inventory - Instruments - Accessories ­ military models of the Piper Cub. $1 .25 per data sheet plus postage and Hamilton Standard props and parts - handling. Send part number to: RLS • Hangar 15, 305 Kinney Street, EI Misc. other inventory. Cajon, CA 92020, 619/562-3219. (5-2) Note: This is only a Partial List. Call For complete Cleaning our hangar - Wright R540 Carb, $325; E-150 12V starter, $490; color brochure. This sale offers some of the finest antique Wright R975 Master Rod (new) $300; British air speed 0·320 mph $120; Pioneer Bubble Eye Compass, $290; 2" Pioneer Brass Venturi, $85; water aircraft & parts in existence. Do not miss this auction! temp gage, $40; 4" Jones Tachometer faces plus more. Send .75 in stamps for list. Jerry, 4925 Wilma Way, San Jose, Ca 95124 =~STARMAN BROS.2J Traildragger Dragger - Now move you favorite aircraft singlehandedly and AUCTIONS INC. never lean on (or even touch) the airframe! Just say "Hello Dolly" • "Goodbye aching back". Guaranteed! For information, 1-800·535·8640. (7-4) !2&0 Roy.l DfI'n .P'~lIlh on . HE ba l 28 14021 592 Iq33

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