STRAIGHT AND LEVEL

WHY DO WE SUCCEED?

by Bob Lickteig

Throughout the winter, I have had an A friend (of my same age) once said opportunity to visit a number of our type that when our generation is gone the of fly-ins and aviation events. All spon­ continuation of our successes will end. soring groups reported that public in­ It's too bad that people who think like terest and aircraft participation were in­ that do not have an opportunity to see creased over previous years. The pre­ EAAin action. If they did, their opinions mier winter event, Sun 'n Fun '86 at would change abruptly. I refer to our Lakeland, Florida again set new re­ membership with its family involvement, cords. the fathers, mothers, sons and In visiting with the Type Club officers daughters flying together - the young at Sun 'n Fun , they reported their mem­ volunteers who show up for work at our bership continues to grow and requests events and all across the country, or for their valued technical information the the students of our EAA Air have never been higher. From the re­ Academy. These young people have ports I see and the comments I hear, caught the spirit and the dreams of EAA there are more antique and classic air­ and stand with confidence in their fu­ craft under restoration and flying than ture, secure in their values and striding at any time in our Division's 16-year his­ forward to embrace the future. When tory. Our fellow EAAers building and fly­ we hang up our scarf and goggles, I ing Custom Built, Warbird, Rotorcraft don't think we need to worry about the and Ultralight and, yes, the new Light next generation. Aircraft can all make the same en­ As Teddy Roosevelt once said, "An couraging statements. Less than three organization that does great things lives months away from the Super Bowl of forever." Do we have an agenda for the aviation , Oshkosh '86, advance hous­ future? Yes we do. Our past perfor­ ing reservations are running 20 percent dreams are real. mance reinforces the fact that our ef­ ahead of the recordbreaking event last For 34 years our President and Foun­ forts are producing their intended re­ year. With such interest, the Fly-In/Con­ der, Paul Poberezny, has had these sults. That momentum is clearly build­ vention can only be termed successful. dreams, and he has instilled them into ing and makes us confident that the fu­ On the other side of the coin, we must every one of us. He has asked us to go ture will exceed our original goals. The all be concerned about the present forward and reach for the stars, and to EAA Antique/Classic Division is as state of the general aviation industry. It not stop until we get there. Does this American as the Wright brothers, and wasn't long ago when plants at Wichita, result in success? From all indications we intend to enjoy, maintain and pre­ Vero Beach and Lockhaven were huge it does. serve this wonderful world of flight. bristling complexes and the single-en­ Some of you say EAA has changed, So do we succeed - you bet we do. gine models they produced numbered and you are right. EAA has changed, Today we are the strongest voice of avi­ in the hundreds. Today you can count but can you show me any viable organi­ ation , and we are active at all levels of the new single-engine models on one zation that has grown and maintained preserving our great heritage. Today we hand. leadership for 34 years that hasn't look out on our growing EAA Antique/ We all know the pros and cons of why changed? EAA must change to meet Classic Division, firm of heart, dedi­ this condition exists, but I don't under­ the new challenges that face our avia­ cated in spirit with pride in our ac­ stand why there is no effort in the indus­ tion community this year and in the complishments, and working on those try to correct it. Maybe our EAA spirit is years ahead. Meeting these new chal­ dreams. needed - a spirit made up of dreamers lenges as a well-coordinated team is Welcome aboard. Join us and you and doers. Dreams come true when why we do succeed. have it all.

2 MAY 1986 PUBLICATION STAFF

PUBLISHER Tom Poberezny Tti~ DIRECTOR MARKETING & COMMUNICATIONS Dick Matt EDITOR Gene R. Chase MAY 1986 • Vol. 14, No.5 CREATIVE ART DIRECTOR Copyrig ht ' 1986 by the EAA Antique/Classic Division, Inc. All rig hts reserved. Mike Drucks MANAGING EDITOR/ADVERTISING Mary Jones Contents ASSOCIATE EDITOR Norman Petersen 2 Straight and Level FEATURE WRITERS by Bob Lickteig Dick Cavin George A. Hardie, Jr. 4 A/C News Dennis Parks by Gene Chase 5 Book Review by Gene Chase EAA ANTIQUE/CLASSIC 6 A 1930 Anzani Longster DIVISION, INC. byTimTalen OFFICERS 9 Vintage Literature President Vice President by Dennis Parks R. J. Lickteig M.C. " Kelly" Viets 10 Letters to the Editor 3100 Pruitt Road Rt.2, Box 128 11 Vintage Seaplanes Port SI. Lucie, FL 33452 Lyndon, KS 66451 12 Gary Rudolph's Luscombe 8A 305/335· 7051 913/828-3518 by Dick Cavin Secretary Treasurer 14 The Kid at the 1938 National Air Races Ronald Fritz E.E. " Buck" Hilbert 15401 Sparta Avenue P.O. Box 145 by Ted Businger KentCi~ , M149330 Union, IL60180 19 Mystery Plane 616/678·5012 815/923-4591 by George A. Hardie, Jr. 20 Restoration Corner - Disassembly of an Aircraft/Inspection and Storage DIRECTORS oy Stan Gomoll and E. E. "Buck" Hilbert John S. Copeland Stan Gomoll 23 Members' Projects 9 Joanne Drive 104290th Lane, NE by Gene Chase Westborough, MA 01581 Minneapolis, MN 55434 24 Kunitoyo Kawachi's 1911 617/366-7245 6121784-1172 Curtiss A-1 Seaplane Dale A. Gustafson Espie M. Joyce, Jr. by Gene Chase 7724 Shady Hill Drive Box 468 Indianapolis, IN 46278 Madison, NC 27025 26 Welcome New Members 317/293-4430 919/427-0216 27 Type Club Activities Arthur R. Morgan Gene Morris by Gene Chase 3744 North 51 st Blvd. 115C Steve Court, R. R. 2 28 Calendar of Events Milwaukee, WI 53216 Roanoke, TX 76262 29 Vintage Trader 414/442-3631 817/491-9110 Daniel Neuman Ray Olcott FRONT COVER . . . 1930 Anzani Longster, N930AL, constructed by 1521 Berne Circle W. 1500 Kings Way students at Lane Community College at Eugene, Oregon. See story Minneapolis, MN 55421 Nokomis, FL 33555 on page 6. 612/571-0893 813/485-8139 (Photo by Tim Talen) John R. Turgyan S.J. Wittman BACK COVER . . . Gary Rudolph's award·winning Luscombe 8A, Box 229, R.F.D. 2 Box 2672 N45849. See story on page 12. Wrightstown, NJ 08562 Oshkosh, WI 54903 (photo by Carl Schuppel) 6091758-2910 414/235-1265 George S. York 181 Sloboda Ave. Mansfield, OH 44906 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL 419/529-4378 AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are Irademarks of the above associations and their use by any person other than the above associations is strictly ADVISORS prohibited. Timothy V. Bowers Robert C. " Bob" Brauer Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles 729 - 2ndSt. 9345 S. Hoyne are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material Woodland, CA 95695 Chicago, IL 60620 should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086. 9161666-1875 3121779-2105 Phone: 414/426-4800. Philip Coulson Robert D. " Bob" Lumley The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, 28415 Springbrook Dr. N104 W20387 Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh, WI 54903­ Lawton, M149065 Willow Creek Road 3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for 616/624-6490 Colgate, WI 53017 EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is 414/255-6832 for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. S.H. "Wes" Schmid W. S. "Jerry" Wallin ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advert is­ 2359 Lefeber Avenue 29804 - 179 PI. SE ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising Wauwatosa, WI53213 Kent, WA 98031 so that corrective measures can be taken. 4141771-1545 206/631-9644 Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield, Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 3 Compiled by Gene Chase GLENN H. CURTISS TO BE HON­ ORED AT THE BIRTHPLACE OF NAVAL AVIATION Aeronautical pioneer Glenn H. Cur­ tiss - inventor of the flying boat, the amphibian, OX aero engine and builder of the world famous Curtiss IN-4D "Jenny" - made a major contribution to naval aviation. Naval Aviator No.1, Lt. Theodore G. Ellyson, flew the Navy's first aircraft, the Glenn H. Curtiss, at the controls, and Lt. Theodore G. Ellyson seated in the Navy A-1 at Hammondsport on Keuka Lake, July 1,1911. A-1, a Curtiss Triad from Curtiss' oper­ ational base on Keuka Lake, Ham­ tiss at Oshkosh. His exhibition flights in for general aviation pilots by the Na­ mondsport, New York. The July 1, 1911 July, 1986 to honor Glenn Curtiss and tional Aeronautic Association, the old­ flight of the A-1 began the long, rich his­ the 75th anniversary of Naval Aviation est and most prestigious aviation or­ tory of America's naval air arm. Giant will be a rare opportunity to observe a ganization in the nation. carriers, supersonic jets, the crucible of Curtiss machine flying off water. "NAA has historically enjoyed a strong, elite, membership base," Presi­ combat, and shots to the moon were to OSHKOSH '86 AIR SHOW ALERT dent Clifton F. von Kann said. 'Today, follow. And it all began from Keuka FOR PILOTS OF UO, PT AND BT AIR­ however, with all the challenges facing Lake, nestled in the Finger Lakes Reg­ CRAFT ion of upstate New York. The liaison, observation, primary and aviation, we feel it's time to strengthen A series of activities to commemorate basic training aircraft are again sched­ NAA's pilot representation base." Curtiss and the 75th year of naval avia­ uled to fly in the Warbird portions of the "In fact," von Kann added, "we would tion will be staged from June 28 to July air shows at Oshkosh this year. Anyone encourage all pilots to join and become 1 in Hammondsport, Curtiss' hometown interested in participating is asked to actively involved in NAA and in any on Keuka Lake's southern shore. call or write Mike Weinfurter as soon as other organization that seeks to respon­ The highlight of this four-day affair will possible at the address listed below. sibly represent the interests of pilots, be the unveiling of a monument to Cur­ The sooner he knows the number and the flying public and aviation at large." tiss - a half-scale model of the A-1. types of planes, the better he can plan NAA was founded in 1905 as the The ceremony will be capped by an ac­ the shows and practice sessions. Aero Club of America by the Wright tual flight of an A-1 replica. The repro­ All partiCipants must meet the re­ Brothers and other aviation pioneers. duction is a 1911 Curtiss Model D fitted quirements set forth by the EAA and Early members included such aviation with a centerline float built to Curtiss' the Warbirds of America in order to fly greats as Octave Chanute, Glenn Cur­ original design. during the air show waiver period. tiss, Charles A. Lindbergh and Amelia The aircraft incorporates Curtiss' Especially needed this year are aircraft Earhart. original interplane aileron design, con­ rigged for litter carrying and message Prior to passage of the Aeronautics trolled by the pilot through an ingenious pickup. Act of 1926, NAA issued all pilots shoulder-yoke system. Dale Crites, 78, Mike welcomes new ideas for the licenses in the country. Today, as the the nation's only remaining yoke pilot show. Contact him at 1207 Harvey sole representative of the Federation will fly the Curtiss. Street, Green Bay, WI 54302, phone Aeronautique Internationale (FAI) in the Also scheduled will be a seaplane fly­ 414/432-4125. United States, NAA exclusively sanc­ in, a military fly-by, performances by the tions, supervises and documents all avi­ Navy band and parachute team, an an­ ATTENTION ROUND ENGINE ation and space record attempts in the tique boat race, a bicycle marathon, and OPERATORS! country. An FAI sporting license, avail­ The FAA and the Phillips Oil Com­ an address by Mr. Paul Garber, histo­ able only to NAA members, is required pany are warning operators of radial air­ rian emeritus of the National Air and of all persons attempting to set new re­ craft engines not to use the new Phillips Space Museum. cords or persons wishing to organize XlC II oil. "Initial indications are that the Dale Crites (EM 34160, AlC 470), international competitions. anti-wear additive in the XlC II oil is 805 Ridgewood Drive, Waukesha, WI NAA contributes to the knowledge of reacting with the silver coated parts 53186 has thrilled EM Convention students and teachers through its sup­ used in radial engine oil systems," ac­ goers since the 1960s by flying his OX­ port of aviation education programs. cording to FAA. "No problems are anti­ 5 powered Curtiss Pushers. On the The organization also encourages sport cipated with use of the XlC oil in hori­ completion of his second machine he aviation by assisting in air rallies and zontally opposed reCiprocating engines donated the first one to the' EM races, record flights, and world cham­ since no silver coated parts are used in Museum where it has been on continu­ pionship competitions in aeromodeling, these oil systems," the agency says. ous display. preCision flying, soaring, ballooning, In July of 1984, Dale was given the NAA'S NEW 'MEMBERSHIP PRO­ aerobatics, parachuting, ultralights and honor of making the first take off and GRAM hang gliding. landing on the EAA Aviation Founda­ An economical, new membership The organization, whose current tion's Pioneer Airport with his 1911 Cur­ program has been created especially members include Senator Barry M.

4 MAY 1986 Goldwater, General Chuck Yeager and aviation experience for youth 15-17 Best Open Cockpit: Waco ZPF-6, Arnold Palmer, also adminsters such years of age. Applications to participate N1747D, Mike Keedy, Orange Springs, coveted aviation and space awards as in EAA Air Academy '86 must be re­ Florida. the Robert J. Collier Trophy, the Wright ceived by June 1st to be considered. If Best Cabin: Porterfield LP-65, Brothers Memorial Trophy and others. you have received the Air Academy in­ N27281 , Bill Buston, St. Petersburg, The new NAA introductory member­ formation packages, please complete Florida ship is $7.50 annually. Among the be­ and return your application as soon as Outstanding Aircraft: Meyers OTW, nefits are representation, a member­ possible. There is still time for those N26472, Ted Whitcomb, Warrenton, ship card, lapel wings, NAA decal and interested to request and submit the Virginia; Fairchild F-24-W-9, N18696, the official NAA Newsletter. Members registration materials. For more infor­ Don Woroner, St. Petersburg, Florida; also receive discounts on aviation mation please contact Chuck Larsen, Luscombe 8A, N311 P, Charles M. books, aeronautical charts and au­ EAA Aviation Foundation, Wittman Air­ Burke, Jacksonville, Florida. tomobile rentals, among others, and are field , Oshkosh, WI 54901-3065, phone Classics eligible to participate in various insur­ 414/426-4800. Grand Champion: Stinson 108, ance programs. SUN 'N FUN '86 AWARD WINNERS N6974M, Jim Clarkson, Tucker, Geor­ More information may be obtained by The 12th Annual Sun 'n Fun EAA Fly­ gia. contacting the National Aeronautic As­ Reserve Grand Champion: Temco sociation, Suite 550, 1400 Eye Street, In held at Lakeland, Florida March 16­ 22, 1986 was a resounding success. An Swift, N2353B, Mark Ho"iday, Lake N.w., WaShington, D.C. 20005, phone Elma, Minnesota 2021898-1313. overview of the event by Dick Cavin wi" be presented in the next issue of THE Best Restored, up to 100 hp: Piper SPEED HOLMAN HONORED VINTAGE AIRPLANE. Listed below are J-3, N6462H, Robert Franklin, Charles "Speed" Holman is being the antique and classic aircraft award Wildwood, Florida. honored in a unique manner in his state winners: Best Restored, 101 to 165 hp: Swift, of Minnesota. "SPEED," a new play with N90373, Bi" and Geraldine Jennings, music, is a dramatic tribute to Holman Antiques Dalton, Georgia. and other pioneer airmen who made Best Restored, over 165 hp: aviation history throughout the Midwest Grand Champion: Travel Air D­ Cessna 195, N195RE, Winn Baker, in the 1920s. Award-winning playwright 4000, N15283, Rod & Sandy Spanier, Griffin, Georgia. Lance Belvi"e has based this new work Lakeland, Florida. Best Custom, up to 100 hp: Lus­ on the recollections of old-time Past Grand Champion: Butler Blac­ combe 8E, N1243K, Norm Pesch, barnstormers and the surviving rela­ khawk, N299N, LeRoy Brown, Miami, Florida. tives of Speed and his peers. Zellwood, Florida. Best Custom, 101 to 165 hp: Piper SPEED is premiering in an approp­ Silver Age, 1928-1932: Stinson De­ PA-22, N2818P, Barbara Fidler, Alva, riate setting - a hangar on Holman troiter SM2-AA, NC8471 , Robert J. Florida. Field at the Downtown St. Paul Airport Hedgecock, Barnesvi"e, Georgia Best Custom, over 165 hp: Stinson along with an exhibit of aviation Contemporary Age, 1933-1945: 108, N400C, Tom & Lorraine Zedaker, memorabilia. Porterfield, N41VT, Tom & Viv Tedrow, Las Vegas, Nevada. Speed Holman was an early North­ Freehold, New Jersey. Outstanding of Type: Piper PA-11 , west Airlines pilot and gained national Best Custom: Howard DGA-15P, N1967K, Tony Klopp, Miami, Florida. recognition when he flew the Laird LC­ N52986, Paul Donoghue & James Outstanding of Type: Globe Swift, DW-300 "Solution" to first place in the Ross, Boxford, Massachusetts N80856 Dewayne Upton, Clinton, Mis­ 1930 Thompson Trophy Race. He died Best WW II Era: Fleet, N39628, siSSippi . in a crash the following year when his Brian Esler, Magalia, California. Outstanding of Type: Cessna 140, seat belt failed during inverted flight at Best Bi-Plane: Boeing Stearman , N5332C, Odell Mathis, Newport, North an air show at Omaha, Nebraska. N17694, Bobby W. Morrow, Fairburn, Carolina .• ..,.------­ EAA AIR ACADEMY '86 Georgia. APPLICATIONS DUE JUNE 1ST Best Monoplane: Monocoupe 90-A, fabulous post-war classics The EAA Air Academy is a summer NC11798, Ed Kirby, Tampa, Florida. of the late forties and fifties . ....______~ Also included are some photos never lanes to monoplanes. before published, three-view drawings BOOKREVIEW Still wanting his own company, Cessna and specifications on the following mod­ left Travel Air and began designing and els: AW, DC-6, Airmaster, T-50, 1201 by Gene Chase building the well-known line of high wing, 140, 170, 190/195 and some that never Cessna, A Master's Expression by efficient monoplanes. His new company flew. Edward H. Phillips. Flying Books, prospered and this book relates the Author Phillips works for a major air­ 1985. Hardbound, 8-112 x 11, 152 story of the beautiful pre-WW II models, frame manufacturer in Wichita, Kansas pages, 215 photos. the wartime military airplanes and the and has long been an aviation historian. This is the story of two Kansas farm His first book, Travel Air, Wings Over boys and their entry into the world of the Prairie documented the Travel Air aviation. The year was 1911 and Clyde Company history and through that he Vernon Cessna bought a Bleriot XI and found a natural link for the Cessna taught himself and his brother to fly. story. Mr. Phillips is currently writing They experienced many failures but a third book, Cessna, The Post-War they persisted and improved their Years, which will be available early this machines and skills until they could per­ fall. form at public functions and gain some Cessna, A Master's Expression is a income. must for historians, model builders and The Cessnas and their monoplanes every pilot who ever flew these marvel­ were gaining recognition and in 1925 ous Cessnas. Clyde joined Walter Beech and Lloyd Order from : Historic Aviation, 3850 Stearman in forming Travel Air, Inc. Coronation Road, Eagan, MN 55122 for Travel Air biplanes were selling well but $24.95 plus $3.00 postage and handl­ in time Cessna led the way from bip­ ing. Phone toll free 1-800-225-5575 .• VINTAGE AIRPLANE 5 The

Photo by Myron Buswell Class members with Mr. Carl Lemke, right front and the Anzani engine. Lemke rebuilt the Anzani. by Timothy L. Talen Early in 1984 it became apparent that were ground smooth by several indus­ (EM 8615, AlC 1616) the Longster could be completed during trious class members. Their reward was the next two terms. The Winter term a very authentic-looking tire and also (Photos by author except as noted) saw much progress but the most signif­ the honor of answering the many ques­ icant step was getting the fuselage up tions their efforts engendered. on the gear. We had struggled for some With the fuselage on the gear it was When editor Gene Chase took over time on the problem of what to use for time to mount the engine. Past readers the reins of THE VINTAGE AIRPLANE, wheels, and while we desperately might remember that the College hap­ one of the first series of articles he in­ wanted something that looked authen­ pened to have a small three-cylinder ra­ itiated was reprinting the aircraft plans tic, we were having no success in find­ dial engine hanging on the wall. This from the old Flying and Glider Manuals ing anything acceptable. The solution Anzani engine had been given to the of the early thirties. From the 1931 Man­ was in keeping with the nature of the school during World War II and several ual came an article and plans by Les class - we would build our own! years later it was rebuilt and assembled Long for his Anzani-powered Longster. Material was found for the hubs and by the students under the watchful eye This writer was one who took special flanges and these were welded up. Next of instructor Carl Lemke. Mr. Lemke note of the article because a project suitable rims were found at the local also provided our class with a most fas­ was needed for his Aircraft Construction motorcycle shop which, in this case, cinating history of this engine. It seems Technology class at Lane Community were for the back wheel of a Kawasaki it was the same one used by Les Long College in Eugene, Oregon and this had KY90 dirt bike. These units are a rather on the original Anzani Longster over everything needed for a class project. rugged 12" rim which were spoked to fifty years ago! The Longster was begun in the fall 1981 our hubs by a local retired motorcycle The mounting of the engine created term and a progress report was printed shop owner and pilot of some 50 years, several unique problems which the in VINTAGE in June 1982. Other short C. R. Saville. plans and instructions provided in the reports followed sporadically through Next came a new set of tires and article did not address. The system we the building process and now comes a tubes to fit and with it another problem incorporated lent itself well to the An­ final report on the construction of this - the dirt bike tread would have to go. zani and also left the door open for other unique and significant airplane. So, with much effort and care, the tires possible engine installations. A quarter inch plate of 2024-T3 aluminum was fashioned into a ring which bolts to the engine mount with four bolts and to the engine with the Anzani's unique six-bolt pattern. Once the engine was hung the rest of the installation proceeded with acceptable dispatch. Much thought and research finally de­ termined the colors used on the original Longster. While the scheme was obvi­ ous from the photographs in the article (and also several original photos we were privileged to see), the colors were not so simple. Letters and personal con­ versations with several knowledgeable persons pointed toward bright yellow and black as the probable colors - and as one observer put it, "Even if it's wrong - it looks right!" With the color choice made, the appli­ cation on the airframe was carried out by the students during the last of the Walt Weischedel sprays yellow dope on a Longster wing panel - Winter Term, 1984. Winter and early Spring terms. A 6 MAY 1986 Photo by Sondy Well After thirty years of silence, the Anzani engine comes to life at the Creswell Air Fair. Tim Talen mans the cockpit controls. number of students got to try their hand papers were notified and some excel­ at spraying butyrate dope and everyone lent coverage was given the project. joined in to help mask for the trim. The The newspaper article was picked up N number, N930AL, was carefully by the AP wire services and several pa­ Closeup of the Anzani - oil tank (2 painted to the sides of the fuselage and pers throughout the state carried the quarts) hangs below crankcase and in the lettering on the cowling was applied. fine article penned by pilot-reporter Lisa front of Zenith carburetor. "Anzani" mag­ In May 1984 it was time at last to Strycker of the Eugene Register-Guard. neto is in the rear. The Story propeller make a test assemblage to see what It was this article that triggered another was cut down from one originally made we had created. As wings and tail sur­ chain of events surrounding the building for a 6-cylinder Anzani. faces were joined together for the first of the Longster. time it became apparent that several Of the numerous phone calls this accomplishments of Les Long. years of diligent work would not go un­ writer received concerning the Longster The third conversation was with a rewarded. The Longster was everything project, three will stand out most. Un­ pioneer Oregon aviator, Charles we had hoped it would be . While some beknownst to many was the fact that Langmack. This gentleman held the dis­ class members busied themselves with Les Long's widow, Mrs. Ann (Long) tinction of being the first to fly the Anzani the last few nuts and bolts, others just Hart, and son, Stan, were living in Longster late in 1929. He recounted in stood back and admired their creation! Eugene, Oregon. What a pleasant sur­ detail the events surrounding the first When we had an airplane in one prise it was to chat with these folks and few flights and the peculiarities of the piece, the local TV stations and news­ hear first-hand of the many and varied Anzani engine. These people were later to participate in the presentation of the Longster to the Oregon Aviation Museum in July during the Oregon An­ tique and Classic Aircraft Club's fly-in at Cottage Grove. Meanwhile, the last few class ses­ sions were held prior to the term's con­ clusion with a very specific goal in mind; to get the remaining detail items com­ pleted, and prepare the Longster for traveling to some of the upcoming reg­ ional fly-ins. The first event was the Watsonville Antique Fly-In held over the Memorial Day weekend. This fly-in had become an event of great magnitude and a just reward for class members to get an opportunity to show the Longster at such at an aviation event. A trailer was loaned by Leonard Tarantola, and with a few modifications, it was made to "fit" the Longster. The 600-mile journey to Watsonville, California was accomplished success­ fully and the Longster was reassembled for display at the fly-in. Seven made the Distinctive tail shape was on several Les Long designs. Structures are very easy to trip to Watsonville, Walt Weischedel build - note rudder horn location. and son Eric, Matt Bissett, Kumar VINTAGE AIRPLANE 7 Yes, Oregon aircraft were State-licensed and were issued a plate. The original plate was on loan from Myron Buswell, who Authentic wheels and tires were mandatory for our replica. owned and flew Les Long's best design, Wimpy, just prior to Hubs are wide and can handle side loads - a deficiency of most World War II. motorcycle wheels adapted for aircraft use.

Nadesan, Walt Dunden and son Jim, overhaul, the magneto and carburetor wonderful events have taken place. To and myself. Everyone had a great time. were rebuilt, adjusted and made ready those individuals we offer our heartfelt The Longster was well received and for a test run. "thank you." And for the Aircraft Con­ even won a trophy! This was accomplished during the struction Technology class at Lane The next fly-in where the Anzani next fly-in attended by the Longster, the Community College, it's on to the next Longster was displayed was the Ore­ Creswell Air Fair. With the entire crew project, the restoration of a 1935 Stin­ gon Antique and Classic Aircraft Club on hand for the occasion and a large son SR-5E!! (OACAC) gathering at Cottage Grove crowd gathering to witness the event, The final question, how does it fly, July 6-8. When the Longster project Walt gave a tug on the prop and the remains to be answered. The decision was initiated the OACAC served as the three-cylinder Anzani jumped to life. to fly it remains with the Museum. The base of support during the building pro­ Even the crowd responded with spon­ aircraft was built to be flown and could cess. As the owners of the craft it was taneous applause as grins of satisfac­ be made airworthy quite easily, but important that they see what had been tion spread over the faces of the crew. there are problems. accomplished. At this fly-in, a group an­ A very rare, 20s vintage engine had One obviously is engine reliability. nounced to the public the formation of come to life once again and especially The Anzani wasn't very dependable a new Oregon Aviation Museum. Learn­ pleasing was that it was mounted on when new and it hasn't improved any ing of this the OACAC decided it would the Longster replica, looking and with age. Nevertheless, if an approp­ be the perfect opportunity to donate the sounding just as it had 55 years prior. riate "area" to fly it could be found, it Longster to the Museum, certainly the It was an exhilarating moment! could be done safely. Also possible most appropriate location for this air­ One other fly-in was attended by the would be short hops down a runway, at craft of great significance to Oregon avi­ Longster, the NW Antique Club Fly-In least to prove its airworthiness. ation history! at Evergreen Field in Vancouver, Wash­ With no brakes and a tail skid it needs Appropriately enough our special ington. The Longster was on display a good crew and an air "field" to guests for the fly-in and the presenta­ over the weekend and the engine was negotiate take offs and landings. tion of the Longster to the Museum run on several occasions. It was quite Another glaring design weakness is no were the Longs and Charlie Langmack. a summer for the Longster and many turnover structure. Problems can be With all due ceremony the Longster was hundreds of people got to see the little overcome though, and someday it donated to the Oregon Aviation machine. The Longster is now in stor­ would be nice to hear that distinctive Museum as their first complete display age and its future is in the hands of the sound of the Anzani pulling the Longs­ aircraft. Having Les Long's family there Museum. A temporary display site is ter through the sky. was fitting indeed, and made the event being sought for the plane while the If there are any interested builders very special for everyone involved. Museum develops a permanent home. contemplating the construction of an One of the questions that had yet to The Anzani Longster project has Anzani Longster, the author has a be answered was: Does the engine come to a successful conclusion and a number of additional drawings to aug­ run? While the Anzani had been kept in part of our aviation heritage has now ment the plans that could be made excellent condition during its years at become a museum piece for future gen­ available. Please feel free to contact the College, it still needed some atten­ erations to enjoy. Many people helped him through THE VINTAGE AIR­ tion. Through the fine efforts of Walt see this project through and because of PLANE, Wittman Airfield, Oshkosh, WI Weischedel, the Anzani was given a top their generosity and dedication these 54903-3086.• 8 MAY 1986 VI~TAf3~ LIT~~ATU~~ by Dennis Parks EAA Library/Archives Director

MODERN MECHANICS FLY· cnRIGGScnART ;~ANDRIGGS ING MANUALS fIll/lUll S p/wU! desiS li er

From 1929 to 1933, inspired by the belief that thousands of young men were eager to build and fly their own airplanes, Modern Mechanics pub­ lished annual Flying Manuals. Ttiese annuals contained plans reprinted from their monthly issues from which amateurs could construct dependable light airplanes at moderate cost. Begun in 1928, Modern Mechanics and Inventions from the beginning showed an interest in and also took an active stand in the support of aviation. ,...;::>.. ------­ Not only did it have feature articles on aviation, it had a separate listing for an aviation section in the table of con­ tents. Its title page had a box "Edited by Experts" which listed its board of direc­ tors. It listed two under "aviation." One was pilot Gene Shank, "Famous av­ iator, holder of light plane endurance flight records" and Major H. H. Arnold, later General "Hap" Arnold, who at this time was head of the Materials Division at Wright Field. The seventh issue of the magazine (December, 1928) had among its avia­ tion articles: "Second Lesson in Flying" ,. - . ~ - - -- .-. ' -... by Gene Shank; "Flying Forts of the Fu­ ~ PLACED ALONGSIDE ONE or ITS LA _ . ~ ~ . BUT BEAUTIFUL PROPORTIONS OF :~: SISTERS OF THE AIR THE TINY ture" by Hap Arnold; and "Perils of Polar .,.. . ~-=-..,... -~ u...,-~ ..~ :xi :rtt-;n=-----:;::-;.:..~~~~~.~~~~ APPAREN T. .J. Flying" by Carl Eielson. A feature "how to do it" article was "An Aero Engine for $25." by T.w. Hod­ gon. This article described "how to utilize the motorcycle engine in amateur-built light planes." It was the The first article in the series was in tempting in the aviation hungry world of contention of the writer that the "motor­ January 1929. It was how to construct 1929. cycle engine will perform and perform the Heath Parasol. The series was laud­ Many of our readers are familiar with well in a light plane if it is properly ed with the statement, "Never in publish­ the Heath plans and others provided by adapted." ing history such a 'how to build' series'" Modern Mechanics. Included among The May 1929 issue had an article by The articles on building the Super these are the Corben Baby Ace, the Art Goeble. Goeble, winner of the 1927 Parasol were written by Stewart House. Church Mid-Wing and the Pietenpol Air Dole race to Hawaii, discussed his He stated that anyone wanting to build Camper. But, there were others. The plans to fly around the world non-stop. up the hours necessary to obtain a following selected list of plans from the He planned to fuel at noon every day transport license will find ''the building Flying Manuals will show the range of on the trip in a manner as used for the and flying of a Heath Parasol a satisfac­ plans presented. "Question Mark". This was a feat that tory means of acquiring the skill and 1929 Flying Manual: Heath Super wasn't performed 'til 1949. Other arti­ knowledge necessary to become a skil­ Parasol by Stewart Rouse; Russel­ cles were: ''The 'Why' of the Flying led pilot." Henderson light monoplane by Charles Boat" by Weston Farmer and "Tiny It was further stated that a light plane Russel; and "an easy glider to build" by Airplane Folds Into a Suitcase." could be constructed quite inexpen­ Carl Duede. Announced in the December 1928 sively, and "its cheap powerplant (Hen­ 1930 Flying Manual: Heath Baby Bul­ issue was Modern Mechanics' commit­ derson motorcycle engine) made the let by Stewart Rouse; Alco Sportplane ment to support the amateur-builder ­ complete airplane within the reach of by John Allison, the Lincoln Biplane; "Month by month the construction of the industrious man of average means." and the Northrop Glider by Weston small airplanes, both land and water The Heath was described as the most Farmer. types, will be shown." practical light plane yet built. All very (Continued on Page 11) VINTAGE AIRPLANE 9 Dear Editor, Since reading the May 1982 issue of THE VINTAGE AIRPLANE I've intended to write this letter, but I've held off for two reasons : Letters To Editor (1) I'm a procrastinator and (2) I wanted to send an up-to-date snapshot of the 1930 Gee Bee Model A shown on page 16 of that May issue . . . note the "restored" paint scheme. The enclosed snapshot is to verify Bob Hendricks' statement (April '85 VINTAGE AIRPLANEj, "... one is in the Bradley Air Museum," now the New England Air Museum . . . was correct. It is alive and pretty well considering the tornado that nearly wiped out the museum on October 3, 1979. Note the damage near the cockpit and the missing ailerons. It was "adopted" by some volunteers for restoration and I thought you might be in­ terested. Sincerely, Jack E. Cadman (EAA 22499, NC 2218) 30 Valley Falls Road Vernon, CT 06066 You bet I'm interested . . . I have fond memories of flying this particular aircraft, N901 K, SIN 8 after my good friend Encel Kleier (now deceased) restored it in Clare­ more, Oklahoma. I was living in Tulsa at the The 1930 Kinner-powered Gee Bee Model A in the New England Air Museum. time. I recall the unique control system and the Johnson bar brakes. . . . Gene Chase.

Dear Mr. Chase, from either the bow or stern tanks into the up flying "boats" for about 10 years on a reg­ empty wing tank. The fuel was pumped alter­ ular run for the old Bahamas Airways, Ltd. I was more than pleased to see the photo nately from the tanks to prevent the plane (no relation to the Bahamas Air of today) . in the November 1985 issue of THE VIN­ from becoming nose or tail heavy. Oh yes, But that's another story. TAGE AIRPLANE re: "Vintage Seaplanes." there was also a five gallon reserve tank If any of the readers of THE VINTAGE The Sikorsky S-39B, NC54V, is an old and (what a reserve!) . The fuel was controlled by AIRPLANE would like more history on much loved ''friend. '' a valve system in a door on the floor between NC54V or any of the old "boats" I flew such My first view of NC54V was when my em­ the pilot seats. as the Commodore, Douglas Dolphin, etc., ployer Col. Ralph Earl took delivery of her at The hydraulic system was also unique. they can contact me. Aero Trades on Roosvelt Field, L.I. , N.Y. She The wheels were raised or lowered by turn­ was rebuilt by Aero Trades, her P&W had a ing two valves on the instrument panel then Capt. Joseph N. "Joe" Hettel "fresh" major, and she was ready to fly. pumping hard on a handle shaped like a (EAA 187119, NC 7083) George "Buck" Miller of Wings Field, Am­ baseball bat. When raising the gear it was 31 Shinnecock Trail bler, PA checked me out on land and I was necessary to immediately close the two val­ Medford Lakes, NJ 08055 ready to fly her. As for a water check out, I ves when the handle couldn't be pumped never had one. I taught myself and got my any more to keep the wheels from dropping P.S. I wonder if any of the readers know what S.E.S. rating from a CAA inspector who down. All in all, NC54V was a good bird and became of NC54V during or after WW II. I'd knew a lot less than I did because when I I loved to fly her ... so much so that I ended just like to know. asked him if he would like to change seats all he wanted to do was return to base and get out. One reason I think the inspector was not qualified is that he had me do "8's" around pylons, etc. and everything a pilot had to do in those days for a Private or Commercial license except spins. Oh, well, everything turned out o.k. and he typed S.E.S. on my ticket. I flew NC54V until Col. Earl gave it to CAP Base #17 to be used for sea rescue. I know it made one such rescue of the crew of a Base #17 plane as the downed pilot, Don Lees, was a friend of mine. As I recall the pilot of 54V had never landed on water be­ fore and did not know how to get the Sikorsky up in the air again; so he taxied all the way to the Coast Guard Base at Floyd Bennett Field, New York. The aircraft was not dam­ aged and the crew was safe. The aircraft had an unusual fuel system as there were no quantity gages. We ran on one of the two wing tanks until the engine J sputtered, then changed to the other tank. Photo courtesy 01 Edo Corporation At that point the fuel was hand pumped (the Capt. Hettel refers to this pre-WW \I photo of the Sikorsky S-39, NC54V on the turntable handle was located between the pilot seats) at the Downtown Skyport at New York. 10 MAY 1986 VINTAGE SEAPIANES

(Courtesy of Edo Corporation) Noorduyn Norseman Fifty-plus years ago, on November 14, 1935, the prototype Norseman I, on EDO model 55-"7170A" floats took off on its initial flight from the St. Lawrence River at Montreal. It and the almost identical first production model, the Norseman II , were powered with a 420 hp Wright Whirlwind engine. The more powerful Norseman IV with a 550 hp P&W Wasp followed in November 1936 and this gave it the power to its full po­ tential. It was adopted by Canadian bush operators and the RCAF prior to WW II and shortly by the USAAF as the YC-64 and C-64A. Six C-64As were supplied with Edo floats making it one of the very few float planes operated by the USAAF. A final civil version, the Norse­ man V, appeared right after VE Day. Nine hundred and four · Norsemen were made and about fifty are believed still active. At least nine of these rugged bush and utility aircraft are held by museums in Canada, Sweden and the United States .• The Noorduyn Norseman V.

VI~TAC31' LlTI'l!ATUl!I' ••• home-built planes were adopted by a Letters To Edito~ (Continued from Page 9) majority of the 48 states." Dear Gene, The 1937 article "Are Homebuilt 1931 Flying and Glider Manual: The Planes Safe?" indicated that there was Just can't help mentioning that the cover Longster by Les Long; Driggs Dart by a rebirth of interest in homebuilt planes photo on the February VINTAGE AIRPLANE Ivan Driggs, Church Mid-Wing by is a real work of art. I don't know whether which caused the editors to investigate Kastytis Izokaitis used available light or set Stewart Rouse; the Georgias Special by the possibility of changes in the laws up a special lighting pattern, but either way, Orville Hickman; Heath Seaplane then in force. it took a lot of imagination plus skill to get Parasol by Stewart Rouse; and rebuild­ Their conclusion was "there seems the perfect result that ended up on the cover. ing the Lawrence engine by Orville very little chance of any changes occur­ Everything had to be exactly right to Hickman. ring in the near future, if ever." One sug­ achieve the atmosphere that the picture so 1932 Flying and Glider Manual: A gestion from a reader was that the gov­ vividly embodies. The sharpness of detail in Ford powered 2-seater monoplane (Air ernment "work up a half dozen plans of a photo of this nature is in itself impressive. Camper) by B. H. Pietenpol; Pietenpol small aircraft that they will know are cor­ Also, it took a skillfull printer to transfer the picture from film to paper, so a salute to him, Ford motor conversion by B. H. Pietenpol; rectly designed." It was then suggested too! Heath Super Soarer by Stewart Rouse; that after construction by a homebuilder Ramsey Flying Bathtub by W. H. Ram­ to let the government inspect the plane Sincerely sey; and the Powell P. H. Racer by Orville for satisfactory construction, and then Randy C. Barnes Hickman. be certified. (EAA 456, NC 1941) 1933 Flying Manual: Pietenpol Sky From 1929 to 1933 the Flying Manu­ 816 W. Glen Avenue Peoria, IL 61614 Scout by B. H. Pietenpol; Hickman als provided quite a set of very interest­ Midget Seaplane by Orville Hickman, ing light plane plans that not only stirred Dear Randy, Gere Sport Plane by Douglas Rolfe; peoples' interests in the 1930s but con­ Thanks for the nice compliments. The Henderson Longster by Les Long; and tinue to do so today. photographer of that cover shot was one of the Corben Baby Ace by O.C. Corben. The EAA Foundation's Boeing Aero­ a crew of professionals from a Chicago ad 1933 saw the last of the Flying Man­ nautical Library has a complete set of agency. They set up lights for their special uals till 1940 and the 1940 issue con­ the Flying Manuals. EAA also has avail­ requirements to obtain photos for a commer­ cial customer of theirs. tained no homebuilding plans. An article able for sale selected collections of arti­ The printer is Times Printing Company of on homebuilding in December 1937 cles reprinted from the manuals for the Random Lake, WI who has been printing Modern Mechanics stated that they only years 1929 to 1932. The 1933 Annual EAA 's publication for many years . . stopped publishing an annual "when and the 1929-33 Miscellany are now G. R. C . • federal restrictions on the flying of out of print. • VINTAGE AIRPLANE 11 1946 Luscombe 8A, that's about as au­ thentic as they come. He bought the Heath Parasol from Ernie Moser in Florida. It was unique in that it was one of the first to come put with a Continental A-40 whereas most earlier ones were powered with the con­ verted motorcycle engine, the Heath Henderson. Gary had all three airplanes at Osh­ kosh '85 and the Luscombe was awarded the winning trophy as the out­ standing aircraft in Custom Class A (0­ 80 hpj. It has been to Oshkosh in '82 and '83 and was judged the Best Lus­ combe and Best in Custom Class A in '83. He didn't bring the Luscombe to Oshkosh '84, but took it to Sun 'n Fun instead, where it was judged to be the Best Luscombe. Gary began seriously looking for a stock Luscombe 8A in 1979, checking out quite a number of them that were advertised in Trade-A-Plane. For one reason or another, none suited him. He was on the verge of giving up the search when he located one only 60 miles away. He was even on the verge of buy­ ing a Taylorcraft when a 1946 Lus­ combe 8A, N45849, SIN 2376 was lo­ cated in 1981 , almost two years to the day from when he started his search. It had only 980 total hours on the air­ frame and engine at that time. He bought it from the second owner, who had owned it well over 20 years. His original intention was to disassemble it and give it a nice paint job and just fly it. Such plans often have a strange habit of going awry and this was no excep­ tion. An A&P friend of his was taking the airplane apart for Gary and inspecting it carefully as he did so. Almost daily he called Gary to tell him this or that bolt should be replaced, or the cables to the rudder were bad, etc. As it wound up, Photo by Carl Schuppel "Sweet Thing" snuggles up to the camera plane. Note Oshkosh and Sun 'n Fun decals he replaced every single piece of re­ on windshield. movable hardware on the airplane. This included every bolt, nut, washer, screw, by Dick Cavin attachment often grows quite strong. pulley and cable. These "purists" truly appreciate the real Since the airplane had not been An airport wit I know once observed, meaning of what grass roots aviation hangared for quite a while and had sat "They call a man with a cabinet full of was in that era and have a consuming out in the weather so long, it wasn't too guns a collector, and they call a man desire to preserve the pure flavor of surprising that quite a number of items with several horses an equestrian gent­ those pages of aviation history, so that had succumbed. Both lift struts had to leman or a connoisseur of fine horsef­ new generations may have the same be replaced because of corrosion. lesh. But if a man has three or four opportunity. Nearly all steel fittings and steel parts airplanes he immediately becomes One of those in that general category showed signs of rust and had to be some sort of a freakish , unbalanced in­ is Gary Rudolph of Vincennes, IN who sandblasted and repainted with modern dividual- an airplane nut." at the tender age of 45 is well along coatings of much better quality. That's probably a truism, as far as toward his goal of a hangar full of Even one landing gear leg didn't the ground-pounding world is con­ airplanes of distinction. He began his come up to snuff, so he replaced it with cerned, but almost everyone in the re­ flying career in '77 and now some 4000 a new one. The wheels checked out creational flying fraternity secretly (or hours later has flown a great variety of okay, but the brakes were in sad shape, openly) would be delighted to have a aircraft, including sailplanes, high per­ so he replaced them with new ones, whole big hangar full of airplanes they formance and experimental types. along with new tires and new wheel could call their very own, that they could At the present time Gary's stable in­ bearings. It had Luscombe metal wheel admire and fly as the mood struck them. cludes a Piel Emeraude homebuilt pants on it, but time hadn't been kind to When it comes to airplanes that came called "Fast Fred"; a 1932 Heath them. They looked liked "they had been off the drawing board in the glamorous Parasol that was the first ATC'd Parasol rode hard and put away wet", as the old Golden Age of the 30s, the sentimental off Ed Heath's production lines; and a cowboy saying goes, so Gary installed

12 MAY 1986 ations. The big tail wheel considerably tames that tendency. When the ·airframe was completely stripped down and alodined, it was given a primer coat of zinc chromate, followed by the Alumagrip basic white, with red striping. Although this was applied in early '82, it still looks quite new today, obviously the result of great care and skill in the paint application. The interior upholstery is the final touch of elegance. It utilizes a beige custom velour fabric that the 1981 Fleetwood Cadillacs used and the detail work of fitting and sewing of it has to be seen to be appreciated. Since getting it back in the air in '82, Photo by Jim Koepnick Gary has flown the airplane about 100 Gary Rudolph's Oshkosh '85 award-winning Luscombe 8A, N45849, SIN 2376. hours per year. Its longest trip to date a new set of fiberglass ones that came didn't require the replacing of a single was to Sun 'n Fun at Lakeland, FL plus from Wag Aero. piece of skin which is noteworthy in it­ the other two trips to Oshkosh. Even the metal prop and spinner had self. Many 40-year-old metal airplanes The past year Gary decided to go suffered from the weather's ravages, begin to show signs of incipient corro­ ahead and chrome major the A65 while but Gary was able to save them. The sion at skin laps, around rivets and low good new parts were available. This engine was showing distinct signs of areas (in taildraggers). year he'll finish customizing the engine anemia, along with numerous indica­ The cowling came in for its share of compartment interior by chrome plating tions that it was losing its life blood from attention, but came out looking almost the rocker box covers and other items old gaskets and joints, so it was decided as good as new. Gary did put new in­ and porcelainizing the exhaust system, to tear it down, too. It wasn't quite ready take grills in, which added a distinctive truly making it a fine showplane inside for a complete major yet, so they topped touch of class to an already good look­ and out. it, replacing all gaskets, hoses, clamps, ing cowling. The Luscombe cowling al­ No doubt Gary will have to make wiring , plugs, etc. , in the process. The ways had added a great deal to the eye room for more trophies on his mantel­ baffles and exhaust system survived appeal of the airplane. The drop-ham­ piece in the future. Remember, he's just with only a little rework. mered compound curves not only barely getting started with three The original fuel tank just aft of the added graceful flowing lines and airplanes and when a real dyed-in-the­ cabin was the only component of the aerodynamic cleanness, they also wool , ahem, airplane collector (nee fuel system that could be saved. Every­ added a stiffness factor that most flat airplane nut) gets wound up, better thing else, float gauges, fuel lines, val­ wrapped light plane cowls of that era stand back! ves, gascolator, etc., went to the trash didn't have. As a result, older Lus­ We'll be looking forward to again see­ barrel. combes usually don't have as much ing Gary's airplanes at Oshkosh in '86, As you might expect, the weather did "battle damage" as do their peers. where more and more people will have its dirty work on the windshield and win­ The only thing changed at the aft end the opportunity to get a tiny taste of ap­ dows. New ones were readily available of the airplane was the original tail­ preciation for one of the finer things in and installed and the fit was superb, wheel, which was replaced with a big life. better than the original factory installa­ Scott. It's a well known fact that Lus­ There was one comedian who came tion, and are totally leak proof. combes are sensitive to ground handl­ by Gary's airplane at Oshkosh and The instrument panel took its share ing and won't put up with much foolish­ when he noticed the Rudolph name on of reworking , too, but it went back "orig­ ness from the big foot and slow foot the airplane placard couldn't resist say­ inal," with the original instruments in types. Like a spirited horse that will ing, "What he needs to do is paint a their proper places. The instruments quickly respond in kind to misuse of the reindeer on the side and paint the spin­ were refinished and reconditioned as reins, the Luscombe will quickly get the ner red!" Let's hope he doesn't come by necessary. One concession to modern full attention of inept pilots in those situ­ in '86 and give Gary SUch ideas .• day flying was made, with the addition of a NAV/COM radio in the left glove compartment. It's normally invisible, though, as Gary only opens the com­ partment door when he has drastic and immediate need to use the radio. Since there is no electrical system, he runs it off a wet cell motorcycle battery mounted behind the seat. It only re­ quires an occasional trickle charge to keep it at top charge, as modern day radios are extremely frugal in their use of amps. Without the electrical system, there is no need for new lights or instru­ ment lights, hence no night flying . The wings were metallized in 1951 (as most 8As were eventually) and were in excellent shape, as they still are. For­ Photo by Jim Koepnick tunately, a careful examination of the The instrument panel in N45849. The radio is concealed in one of the glove compart­ fuselage skin and tail group members ments. Note the original owner's manual in the map pocket.

VINTAGE AIRPLANE 13 (Part 2 of a 2 part article) The KI D at the by Ted Businger (EAA 93833, AlC 2333)

(Photos by the author, except as noted) ------1938-----­ NATIONAL AIR RACES by Ted Businger with racing aircraft he was in great de­ tie wires and an axle were added in an (EAA 93833, AlC 2333) mand as a test pilot and trouble shooter. effort to solve the problem. These mod­ As I recall he flew and/or qualified the ifications detracted from the sleek (Photos from the author's collection) new Rider "Eight Ball," Delgado "Flash," beauty of "Mr. Smoothie." Folkerts SK-4, Bushey-McGrew and On the same day, Walter McClain Two interesting visitors not listed on "Mr. Smoothie." There may have been flipped Claude Flagg's tiny Light Aircraft the program, attended the 1938 Air others as he seemed to be available to Developer's F-15 (see THE VINTAGE Races. One was a Lufthansa Airline's all the crews. AIRPLANE, May 1980 issue). That af­ Blohm and Voss Ha.139B "Nordwind" On the morning of August 29, Art ternoon Russ Chambers took "Cham­ from Germany. This four-engined seap­ Chester appeared to be satisfied that bermaid" up for his qualifying run and lane was moored off Cleveland's lake­ "The Goon" was ready for its first flight. from the beginning it was painfully obvi­ front and made daily fly-overs past the It is impossible to describe the feelings ous that the small racer was flying on crowd at the airport. As it trailed four one has at such a dramatic moment. the verge of a stall. The plane was wal­ very smoky trails from its Junkers Jumo Any first flight can be a hazardous un­ lowing when it passed from my view 205 Diesels, it was very easy to spot in dertaking especially with a race plane beyond pylon no. 1 and descended the distance. The passes over the air­ and its marginal safety factor. Appa­ below the tree line. I felt certain that he port were made at approximately 300 rently Art had left little to chance, as the just had a forced landing and at that feet above the ground. The "Nordmeer" test was nearly perfect, with only small slow speed nothing serious would hap­ and its twin, "Nordwind" had begun adjustments needed between that flight pen. When the ship was brought back trans-Atlantic mail and freight service and his qualification run . to the airport I was astounded by the just prior to the races. Pan Am wasn't Early in the afternoon Earl Ortman amount of damage; however, Cham­ to start trans-Atlantic service until May took off to test the rebuilt "Jack Rabbit." bers' injuries were reported as minor. 1939. This was a hair-raising flight as Earl had The problem with the plane was The other visitor was the indomitable his hands full trying to control the beast. sheared prop bolts. Douglas "Wrong Way" Corrigan, who His landing approach was nose high On September 1, Joe Jacobson took flew his yellow Curtiss Robin during the and unsteady. The tail skid touched the slippery Folkerts SK-4 up for a short show as part of the triumphal return of down first followed by a jarring bounce test hop. Everything appeared to be his celebrated Atlantic flight. Doug was onto the wheels. The tail skid and rud­ normal, but back in the hangar, Joe let still attired in the well-worn leather der showed some damage that was it be known that he was thoroughly dis­ jacket and rumpled slacks used on that soon repaired, but these changes would enchanted with the plane. Older heads flight. He overwhelmed everyone with adversely affect the plane's flight felt that Joe had met his match with the his shy modesty. This did not fit the characteristics. plane and was merely trying to save "publicity seeker" title given him by the The next morning my heart was in my face. press. His Curtiss Robin "Sunshine" throat again as novice race pilot Lee In the early afternoon, Roger Don looked to be in excellent condition. The Williams lifted the torpedo-shaped "Mr. Rae flew the SK-4 on a qualifying run. homemade fuel tank in the front cockpit Smoothie" off the ground for the first He made a pair of fast laps, pulled up caused me to shudder. It was made time. The climb out was a bit wobbly at and made a fast pass over the airport. from discarded five gallon cans! first, but eventually it smoothed out. Suddenly he experienced a violent aile­ It was interesting to note the various When Lee made his first landing ap­ ron flutter and everyone held their methods of transporting the racers to proach, his inexperience was evident. breath as Roger fought to maintain con­ Cleveland. Most of the Greve Class of First one wing dropped, then the other. trol. The motion of the ailerons jerked race planes arrived on trailers or trucks, He hit very hard on one wheel, bounced the control cables off their pulleys and partially dis-assembled. Most of the Un­ onto the other, then applied power put­ Roger was able to complete the flight limited Class were flown in with one ex­ ting the beautiful racer back in the air. by actuating the loose cables by hand. ception. The Pearson-Williams "Mr. Several other abortive landing attempts He did a masterful job of flying the dam­ Smoothie" was shipped in a railroad car were made before the plane was safely aged aircraft and executed a beautiful and then moved to the airport on a back on the ground. That first hard land­ landing. trailer. ing had sprung the gear legs and seri­ On September 2nd, Marion McKeen Probably the busiest pilot at Cleve­ ously damaged the attach fittings. This took off on a test hop in the venerable land that year was Roger Don Rae. He forced the "Smoothie" team to replace Miss Los Angeles. It was an uneventful was prohibited from competition as the retraction mechanism with fixed flight until he tried to lower the new re­ terms of his airline employment, but struts and seal the gear doors. Sub­ tractable gear. It extended out part way other types of flying activity was left to sequent taxi tests indicated the landing then stuck fast. McKeen tried every­ his discretion. With his superior ability gear was too flexible and streamlined thing imaginable to shake the balky

14 MAY 1986 wheels down, without success. Finally he took the plane up high to burn off fuel. Later when he skillfully belly landed the Brown, minimum damage was done but it was enough to eliminate him from the races. Some observers claimed the wheels­ up landing was done for the benefit of the movie cameramen who were pre­ sent. But anyone who saw Mrs. Mc­ Keen during the episode had no doubts that it was for real. She was nearly hys­ terical with fear and was visibily relieved to see Marion safely emerge from Miss Los Angeles. This was the last day of qualifications and four race planes had been eliminated without flying a com­ petitive lap.

The Bendix Trophy Race Jackie Cochrane won the 1938 Bendix in her Seversky SEV-3 at a speed of 249.774 mph. Saturday, September 3rd, marked the big day for the cross country Bendix Trophy Race. The only part of it we would see would be each plane as it crossed the finish line. Jackie Cochrane would be flying a brand new Seversky SEV-3 which had been delivered to her personally by Alexander de Seversky just five days previously. de Seversky set a new east to west transcontinental speed record on that delivery flight on August 29. The 1938 Bendix was a race from Burbank, California to Cleveland, Ohio and the pilots fought bad weather from Arizona through Indiana. Of the 12 who entered, six finished in the following order (see table 1). The six who failed to reach Cleveland were: Roy Hunt, no show at Burbank, Bernarr McFadden cracked up the Frank Fuller's Seversky SEV-3 in which he placed second in the Bendix. Northrop Gamma on September 1st ; George Armistead dropped out at TABLE 1 Winslow, Arizona with a multitude of small problems in the "Q.E.D."; Lee BENDIX RACE RESULTS Gehlbach out at Kansas City with an oil POSITION PILOT PLANE TIME SPEED problem; Bob Perlick out at Wood River, 1 Jackie Cochran Seversky SEV·3 8:10:31 249.n4 Illinois with mechanical problems; 2 Frank Fuller Seversky SEV·3 8:33:29 238.604 Frank Cordova out at Bloomington, il­ 3 Paul Mantz Lockheed Orion 9:36:25 206.579 linois when a connecting rod on the 4 Max Constant BeechD17W 10:14:39 199.330 right-hand Menasco let go. Frank flew 5 Ross Hadley BeechD17S 11:13:46 181.842 the Bellanca tri-motor into Cleveland 6 Charles LaJotte Spartan7·W 11:30:27 m.449 late Sunday afternoon on two engines. The rod had gone through the crank­ case and then exited the cowling which was a mess. TABLE 2 On Sunday morning, September 4th, GREVE TROPHY RACE QUALIFIERS we learned that Russ Chambers had passed away from injuries received in RACING NO. PILOT PLANE QUAL. SPEED the crash of his "Chambermaid." We 5 Art Chester Chester "Goon" 268.456 missed his soft Texas drawl and the 70 Tony LeVier Schoenfeldt 259.740 kind words he had for everyone. "Firecracker" 15 Roger Don Rae (1) Folkerts SK-4 251.748 The Greve Trophy Race 52 Harry Crosby CrosbyCR-4 239.680 18 Joe Jacobson (2) Rider R·6 230.621 On the day of the Greve Trophy Race "Eight Ball" (see table 2 for list of entrants), a steady 49 Clarence McArthur (1) Delgado "Flash" 220.994 20 mph wind caused problems for the 17 George Dory BUShey-McGrew 214.413 air show parachutists and the aerobatic 22 Earl Ortman Marcoux-Bromberg 200.445 performers. And because it was a direct "Jack Rabbit" crosswind, the race was delayed from (1) Withdrew 4:00 to 5:00 p.m. in hopes it would di­ (2) Replaced AI Larry minish in velocity.

VINTAGE AIRPLANE 15 in the lead at the end of lap 10. Laps 9, 12 and 14 ended in a draw. Back in the pack, Crosby trailed by one lap and as he made his swooping ground level pass he lapped George Dory. The two rivals started through turn one, with Crosby climbing for al­ titude to make the turn. The high wing loading on the CR-4 resulted in a skid­ ding turn that carried Crosby wide of the pylon. Approaching the no. 2 pylon, Harry zoomed for more altitude at the same time George began a steady climb. My first thought was that they had hit! Crosby circled back toward the airport trailing puffs of smoke. Dory also trailed smoke, but was too far away to be seen clearly. The emergency vehicles rushed onto the field as Crosby slipped the CR-4 in On a test hop before qualifying, Marion KcKeen was forced to land "Miss Los Angeles" for a bouncy landing. He rolled to a stop gear up when the newly installed landing gear failed to extend. near the waiting trucks. His exhaust manifold had blown off allowing the un- The race did come off and as ex­ pected, Art Chester with his controllable pitch Ratier prop was first into the air. Tony LeVier was right on his tail, and took the lead between the scatter pylon and the first turn . Chester regained the lead on the back stretch, only to have Tony snatch it again as they closed in on no. 4 pylon. They ran that way for the next six laps with Art flying about 50 feet and Tony about 75 feet higher. Joe Jacobson had ended lap no. 1 in third place, with Harry Crosby fourth, Ortman fifth and Dory last. On lap no. 2, Harry passed Jacobson to take over third. On the seventh lap Chester took the lead and held it for the entire lap, av­ eraging 248 mph. By this time the two leaders had lapped three planes. Crosby was all alone in third , Jacobson in fourth, then Ortman and Dory. The 2nd place in the Greve was Art Chester in his "Goon". Even after making up lost time battle for first continued with LeVier following a pylon cut, he missed first place by less than 6 seconds. leading laps 8, 11 and 13 and Chester bridled gases to enter the cockpit where they ignited some leaked fuel. The fire singed Crosby's feet and legs enough to require first aid. Meanwhile, George Dory was in seri­ ous trouble and too far from the airport to get back. We watched his smoke trail go below the tree line. We later learned that his Menasco had thrown the no: 2 rod and he had selected a dead end street for his forced landing. He deftly picked his way over some high lines, knifed along between trees and was about to touch down when he noticed three little girls playing in the street. In order to miss them, he slewed the plane into some large trees. The little racer lost its wings and was nearly de­ molished by the impact. The three tots were frightened to tears, but unscathed. Dory's injuries were serious, includ­ ing a broken back and a fractured skull. He was hospitalized for many weeks, Tony LeVier averaged 250.886 mph in the Schoenfeldt "Firecracker" to win the Greve. then spent an additional year recuperat­

16 MAY 1986 ing . George Dory never received the recognition he deserved for his quick action which saved the young girls from injury or possibly death. Meanwhile, the race roared on , with Chester leading LeVier by a nose on the 15th lap when he cut inside the no. 2 pylon. The ferocious duel had ended. Tony LeVier, alone in the lead, eased back on the power. Real champions never quit in the face of adversity and neither did Art Chester. He screamed around the course in pursuit of his rival and on lap no. 17 was clocked at 278 mph! Art caught Tony on lap no. 19 at pylon no. 4 and passed him in front of the crowd. Tony LeVier wasn 't going to quit under pressure either and slammed around the last lap at 269.5 mph to win by a whisker. LeVier was accorded the honor of first landing. In the excitement of win­ Roger Don Rae qualified the Folkerts SK-4 for the Greve Race but before landing, the ning, he forgot to lower his flaps, then plane suffered damage due to aileron flutter and was out of competition. landed downwind. After touch down he battle with Art Chester in the Greve wasn't possible. The Folkerts and Del­ gado continued to be sidelined. In an unprecedented move, "Mr. Smoothie" was named as a starter although neither pilot Lee Williams nor the plane TABLE 3 had been qualified . As "Smoothie" was GREVE RACE RESULTS being towed to the starting line, the right wheel came off. Before the tow car POSITION PILOT PLANE SPEED TIME could be halted, that gear leg was dam­ 1 Tony LeVier "Firecracker" 250:886 47:49:89 aged again, thus eliminating the aircraft 2 Art Chester "The Goon " 250.416 47:55 :22 from competition. 3 Joe Jacobson "Eight Ball" 218.278 54:57:03 Although not listed above, Dale 4 192.503 Flagged down -lap 18 Earl Ortman "Jack Rabbit" Meyers had qualified the Spartan 7W Harry Crosby CrosbyCR-4 5 Out-I~14 "Executive" at 194.805 mph, but was 6 George Dory Bushey-McGrew Out-lap12 ruled too slow for this starting line up. When Joe Nikrents' starting flag drop­ ped, Earl grabbed the lead, followed by Ortman, Wittman, Chester, Joe Mackey and Turner. Joe Jacobson was trailing. Harry Crosby was still suffering through his run of back luck with a balky engine that finally started as Ortman flashed past, starting his 2nd lap. During the second lap Turner passed rocketed toward the crowd in the grand­ stands. Suddenly the "Firecracker" lurched crazily and we heard an explo­ TABLE 4 sive sound. When the little racer settled down, it was sitting at an odd angle. THOMPSON TROPHY RACE QUALIFIERS During its roll-out the plane had con­ RACING NO. PILOT PLANE SPEED tacted one of the cross runways, bend­ 29 Roscoe Turner Tumer-Brown-Laird 281.250 ing the landing gear and breaking the 3 Earl Ortman Marcoux-Brombe.!9. 270.437 wing spar. That was the noise we 5 Art Chester Chester "Goon " 268.456 heard. This misfortune sidelined Tony 41 Leigh Wade Mil. Air. Corp.-l 264.317 and his racer for the balance of the year. 2 S.J.Wittman Wittman "Bonzo" 263.930 The 1938 Greve Trophy Race was 1275.7 in 1937) most exciting (see table 3 for race re­ 25 Joe Mackey Wedell-Williams 261.438 sults). I had never seen a speed contest 70 Tony LeVier (1) Schoenfeldt ~ec. 259.740 where the lead changed so many times. 15 Roger Don Rae (1) Folkerts SK-4 251.748 52 H~Cros~ Cros~CR-4 239.680 Thompson Trophy Race 18 Joe Jacobson RiderR~ 230.621 Monday, September 5th, marked the 49 Clarence McArthur (1) Delgado "Flash " 220.994 highlight of the 1938 air racing season 11 Lee Williams Pearson-Williams - as that was the day for the Thompson (1) Withdrew Trophy Race. Listed in Table 4 are those who qualified for the Thompson. With Tony LeVier out, a repeat of the

VINTAGE AIRPLANE 17 Joe Jacobson flew "Eight Ball" to 3rd place in the Greve. The Pearson-Williams "Mr. Smoothie" suffered landing gear problems and was unable to compete in either the Greve or the Thompson.

Col. Roscoe Turner set a new record in winning the Thompson Even though an oil line broke on the 12th lap, Eart Ortman still at 283.419 mph in his Turner-Brown-Laird "Pesco Special". managed 2nd place in the Thompson in the Marcoux-Bromberg.

Steve Wittman placed 3rd in the 1938 Thompson with his Joe Mackey flew his Wedell-Williams to 5th place in the "Bonzo". Thompson.

18 MAY 1986 TABLE 5 happy with the substantial amount of THOMPSON RACE RESULTS prize money he won. He had clearly beaten Earl Ortman and had set a new POSITION PILOT PLANE SPEED TIME race record . This was the only race vie­ 1 Roscoe Turner Tumer-Brown-Laird 283.419 63:30:61 wed by this author in which Roscoe truly 2 Earl Ortman Marcoux-Bromberg 269.718 66:44:18 flew a precision race. He earned the 3 S.J.Wittman Wittman "Bronzo" 259.187 69:26:87 Thompson victory (see table 5 for race 4 Leigh Wade Mil.Air.Corp.-I 249.842' 72:02:74 results). 5 Joe Mackey Wedell-Williams 249.628 72:06:44 When Earl Ortman landed everyone 6 Joe Jacobson "Eight Ball" 214.570 fl~ed down -I~27 was interested in hearing about the 7 Art Chester "The Goon" - out-lap20 strange behavior of the big Marcoux. An 8 Harry Crosby CrosbyCR-4 - out-I~10 oil line had ruptured resulting in the both Wade and Mackey; then Wade flying an erratic course and trailing smoky trail. Toward the end of the race passed Mackey a half lap later. On lap smoke. The situation worsened on lap there was too little engine oil, so no no. 3, Turner passed Chester, then 10 and on the back stretch he pulled up smoke. This race nearly destroyed the Wittman then went after Ortman. For and off the course. The CR-4 came in P&W Twin Wasp Jr. the next three laps, Turner gradually for a rather hard landing and Harry Following the 1938 Air Races, a closed on Ortman. We were waiting for made no move the leave the ship. The movie company offered those who the expected battle royal when Ortman ambulance attendants had to adminis­ wanted to be reimbursed for a few days' cut pylon no. 2 on the sixth lap. The ter oxygen to revive him. The problem work to fly for the filming of a movie fight ended before it really began. was once again the troublesome called Tailspin. My school had Ortman attempted to duplicate Art exhaust manifold resulting in a dose of threatened dire circumstances if I skip­ Chester's effort in the Greve up to lap carbon monoxide for Harry. At least it ped the first few days of classes so I no. 12 when at that point his Twin Wasp didn't catch on fire as before. Another missed the post race hangar sessions Jr. started trailing smoke. It grew stead­ problem was that one gear leg re­ as well as the filming for the movie. ily worse to lap no. 26. Periodically mained down throughout the entire Through the next year and a half I throughout the balance of the race, fl ight and he never got out of last place. saw that movie many times. I still enjoy Ortman went to altitude. Anticipating a Art Chester dropped out on lap 20 seeing it and I think the flight sequences serious problem, the emergency vehi­ with an overheated engine. Rosco are the very best of that period of air cles moved to their assigned stations. Turner held his first place position to racing. I believe that ''Tex" Rankin was On his ninth lap, Harry Crosby was the checkered flag and he had to be the technical director.•

magazine. The Vulcan first appeared in 1928 as the American Moth manufac­ tured by the Vulcan Aircraft Corpora­ tion, Portsmouth, OH . Power was a 60 hp Air Cat engine. The plane was de­ signed by Harvey Doyle and the stress analysis was by Jan Pavlecka. Doyle and his brother William later formed their own company to produce the Oriole, a refined version of the Vulcan. Meanwhile, Walter Davis purchased the Vulcan design and formed the Davis Aircraft Corporation in Richmond, IN to produce the Davis V-3, basically the Vulcan V-3. Further refinements and by George A. Hardie, Jr. John Underwood of Glendale, CA engine changes resulted in the Davis provided the correct answer for the 0-1 series. The last, a D-l-W Warner The extensive quantity of war-surplus Mystery Plane for February, 1986. He Scarab powered special, appeared in Curtiss OX-5 engines available in the writes: 1937 and the Davis Corporation ceased mid-1930s prompted many entrep­ "The Mystery Plane is not a home­ to exist. • reneurs to form aircraft manufacturing built. It's a Vulcan V-3 with greatly mod­ companies to take advantage of the ified vertical tail surfaces. No. 308 was boom in aviation after Lindbergh's flight. Serial NO. 7 and it was last known to be This month's Mystery Plane is typical of operating in Virginia. The Vulcan assets the biplanes that were built at that time. were sold to Walter Davis, who re­ The photo was submitted by Ted sumed production in 1929 as the Davis Businger of Willow Springs, MO and V-3." was taken by Roy Russell. Answers will John shou ld know - he wrote a de­ be published in the August, 1986 issue tailed article on the history of the Davis of THE VINTAGE AIRPLANE. Deadline that appeared in the August/September for the issue is June 15, 1986. 1965 issue of AIR PROGRESS VINTAGE AIRPLANE 19 Restoration Corner

Editor's Note: This is the fourth install­ 3. Aircraft flying. pener can cause problems on tri-gear ment of a series of articles which began No.1, if the aircraft is apart, start by airplanes. in the February, 1986 issue of THE VIN­ laying parts on the floor or ground in TAGE AIRPLANE. The monthly series order of assembly on the aircraft to get Before Disassembly will run at least through the January, an overview as well as to check for mis­ Things to do or have on hand before 1987 issue. sing parts. Also, this is a good opportu­ disassembly: The subjects covered prior to this nity to determine where all the parts go. 1 . Spray all visible bolts, hinge pins issue are: If a manual is available, it will really and turnbuckles with WD-40. February: come in handy at th is time. Usually it's 2. Drain gas tanks, sump and car­ Aircraft Selection easier to obtain missing parts at the buretor. Locating a Restorablel Rebuildable time of purchase than at some later 3. Drain oil. Airplane date. 4. Remove battery. March: No. 2, if the aircraft is assembled, 5. Containers for loose parts, for Selecting and Buying move it out in the open, then stand back example, coffee cans with covers. Purchase Price 20 or 30 feet and give it a good looking 6. Proper tools - long brass Retrieving your Treasure over. Check for symmetry of the air­ punches are useful. April: frame, paying close attention to the tail 7. Prebuilt wing racks; or tires or Family Involvement group. I have seen fuselages twisted up cushions off an old couch to lay the Researching your Vintage Airplane to 10 degrees due to improper repair, wings on. We are pleased at the favorable re­ wind damage or an accident. Check 8. Truck or trailer with plenty of sponse to these articles by members. that the tail wheel is not leaning to one ropes and padding. In fact the magazine issues containing side or the other. Look at the aircraft 9. If hauling the fuselage home on them may be becoming "collector's from the side to determine if both wings its wheels, a trailer hitch to bolt on in items" as back issues are in short sup­ have the same amount of dihedral and/ place of tailwheel. Red flags or clear­ ply . . . . Gene Chase. or sweepback. ance lights to bolt on the fuselage. Take pictures of everything. Those 10. Gust locks to secure control items that look simple now can become surfaces while handling and/or DISASSEMBLY OF AN very complicated later. Take pictures of transporting. AIRCRAFT each cable routing, the windshield, win­ 11 . Boards to which flying and dows, baggage compartment, fairings, landing wires can be tied so they by Stan Gomoll seatbelt(s), instrument panel, control don't get bent. Tag each wire for (EM 44419, AlC 369) wheels or sticks, rudder pedals, etc, etc, proper identification. Plan Ahead etc. And, be sure to include several dif­ The above suggestions generally ferent shots of the engine compartment. pertain to all vintage aircraft, however You ask "What's so difficult about tak­ The old saying, "A picture is worth a certain types will require special handl­ ing an airplane apart? All I need are a thousand words," was never more true. ing. Some tail draggers become exces­ few wrenches, screwdrivers, punches And when the project is finished you sively nose heavy when the wings are and a hammer." Not so! With the price can show your friends what you started removed, so to prevent them from of airplane parts and lack of availability, with. "standing on their noses", the tail must it pays to plan ahead. Always remember, just because it be tied down or the aft fuselage weigh­ There are many ways to disassemble was "that way when taken apart" does ted with a couple of concrete blocks. an aircraft. It can be quick and dirty with not make it right. When available, use Likewise, a tri-gear airplane will become all the parts thrown together in a a manual to double check everything. tail heavy when the engine is removed. cardboard box, then at a later date find­ No.3, if the aircraft is flyable, make To prevent possible damage to the tail ing yourself trying to figure out the puz­ a list noting the following: and/or the aft fuselage, the nose must zle. Or, one can take a little time now 1. Does the aircraft taxi straight? be weighted. and save a lot of head scratching later 2. During flight, note the plane's Always remove the propeller before wondering where all the odd parts go performance along with engine read­ removing the engine, and even though and looking for the missing parts that ings for later comparison . you previously drained the carburetor, fel l out of that cardboard box. 3. Are the controls sloppy? treat the engine with great respect. One can learn a lot about the condi­ 4. Does the aircraft fly straight and Next, disconnect all engine controls and tion of the aircraft by checking the con­ level, hands off? wires. Keep in mind when removing an dition of the bolts during disassembly. 5. Are there vibrations during take engine that an old auto or truck tire All the parts should be marked such as off or landing? makes a good pad to lay it on . cables, push-pull tubes, pulleys, brac­ 6. At touch down, does the aircraft If the fuselage is going to be towed kets, etc. have a tendency to go left or right? home on its landing gear, first remove With proper planning at the start you These are some of the things to look the brake assemblies as they can cause can save lots of work later. The status for as they can provide clues as to prob­ the wheel and tire to overheat. This of aircraft at time of disassembly or pur­ lem areas. For example, ground handl­ could cause a tire to blowout or even chase falls into three general ing trouble can result from a bent land­ start on fire, resulting in the loss of what categories: ing gear, loose wheel bearing, weak you have worked so hard to acquire. 1. Aircraft apart and stored. shock cords, tailwheel mounted impro­ Repack the wheel bearings and reinstall 2. Aircraft assembled and stored. perly, etc. A defective shimmy dam­ them whether you load the fuselage on

20 MAY 1986 a trailer or tow it on its gear. Be sure to one side out of the way. Take care not toted it home or to a place where we hang red flags or mount clearance lights to damage the pitot tube if it wasn 't pre­ can work on it or store it, we'll pick up on the fuselage before towing. viously removed. the series from there. Check that the load does not exceed After the wings are off, the rudder, the legal width for the states you'll be elevators and stabilizer are removed; Paper Work traveling through. Also check the height also the fin if it's not integral with the PAPER WORK! Keep it orderly and for sufficient clearance under bridges, fuselage. in a safe place! overpasses and wires along your route . The bigger the airplane the more Hopefully the logs check out and the If you plan on working in your garage, problems will be encountered due to paper work and AD notes are in order. make sure the project will fit through the size and weight, for example: Stinson Let's get a file started and keep records door. Reliants, Fairchilds, Howards, Wacos, of what and how we went about inspect­ If you experience inclement weather etc. The wing panel on a Gullwing Stin­ ing each part and make notes on what on moving day, wrap the aircraft in son requires at least four men to sup­ we found and how it should be redone. heavy plastic, mummy-like starting at port it while a fifth removes the attach If it's a current airframe for which the rear end of the load. This prevents bolts. Again, a factory manual will be erection and maintenance manuals are the airflow from lifting the plastic. The most useful in determining the proper on hand or available, we have it made. plastic covering will also protect your procedure in disassembly and assem­ If it's an antique or a one-of-a-kind and pride and joy from road dirt which has bly of the plane. there is little or no existing information a way of getting into nooks and crannies Biplanes pose special problems with available, then the burden is on you. like you wouldn't believe! their greater number of wing panels and You'll need a system of record keeping associated struts and wires. Before dis­ with notes, pictures and diagrams to re­ Get on with the Job assembly, tag all flying and landing mind yourself what it looked like before Now that you know what lies ahead, wires and struts identifying the exact lo­ you took it apart, where it relates in the you've had your morning coffee and cation of each, including top or bottom big picture and how the subassemblies your help has arrived, let's get on with ends. go back together. the job at hand. A word to the wise: Use Remove the fairings then disconnect I can't emphasize enough the impor­ separate containers for all the hardware the cables or push rods to the ailerons. tance of keeping notes and pictures so you remove so you'll have an idea of Place gust locks on all ailerons. Discon­ when that time for rework and reassem­ what to shop for as replacements. If you nect fuel and pitot tube lines, and elec­ bly comes, you have this information remove bolts that are too long and trical wiring (to lights if installed). Re­ right in front of you . Also note any major made up with a hand full of washers, be move nuts from wing attach bolts and defects, and remember that what may sure to replace them with correct sizes. all struts. seem like a shocking deficiency to you Start by removing all the fairings and Loosen the flying wires, taking care may be an everyday routine item to inspection plates including wheel pants to not gouge, scratch or bend these someone running a shop. A few words if installed. Spray all bolts, hinge pins items (they're very expensive to replace from a knowledgeable individual may and turnbuckles again. Install gust locks these days). Some wires have provi­ make a little hump out of a mountainous on flaps and ailerons (can be two flat sions for using a wrench to aid in problem. boards with a spring loaded bolt be­ loosening the jam nuts - others will re­ If there is a ''Type Club" covering your tween them). Disconnect control ca­ quire two blocks of hard wood clamped airplane, apply immediately for mem­ bles, fuel lines, pitot static lines and around the wire. bership. The concentration of knowl­ electrical wires. Before removing the upper wings be edge as well as a source for scarce Pull cotter pins and remove nuts from sure to support the lower panels (with parts will repay your investment many all wing attach bolts, jury struts and lift sawhorses or people-power) so they times over. struts at both ends, but do not remove won't drop onto the ground. Don't focus too tightly on details in bolts yet. Take extra care when r~mov­ Some of the suggestions in this arti­ all the photographs you take. You 'll ing fuel lines using two wrenches to keep cle might sound like a lot of extra work be amazed at how helpful an "overall" from breaking fittings in the fuel tank. to just take an airplane apart, but they picture can be when reassembly time It's recommended to use a minimum will pay dividends later. The extra steps comes. Problems of location, position, of three people in removing a wing outlined above will result in less dam­ routing, attachment methods, etc. don't panel (depending on its weight, more age to the airframe and fewer problems occur to you before disassembly and could be needed), two to support it and in identifying parts when the time comes they can become a senseless jigsaw one to knock out the wing attach bolts. to re-assemble the airplane. puzzle when reassembly time comes, A 10" or 12" brass rod works well here The bottom line is to know what hap­ perhaps years later. This is when a pic­ as it can be bent to get into tight spots. pens when each bolt or pin is removed. ture truly becomes worth the proverbial I keep a supply of old bolts on hand And don't be rushed by others - re­ thousand words. when removing wing panels and as member, it's you who will be restoring each wing attach and strut bolt is re­ the plane. Manuals moved I replace it with one of one size EAA has "how to" publications that smaller. Then if there's a problem in re­ cover about everything related to air­ moving a bolt, the help isn't holding up Inspection and Storage craft. A complete listing of these publi­ a heavy wing panel. After all the original cations is free for the asking. Obtain the bolts are out, the wing struts are re­ by E. E. "Buck" Hilbert listing and purchase the appropriate moved. Be sure to mark the struts right, (EAA 21, NC 5) manual(s). They will answer a lot of left and top. Inspection ranges from that casual questions for you. Next remove the rear spar attach bolt walk around that first got you interested Your local FAA GADO office or the then the front spar attach bolt. This will in this project at the begnning, to a com­ Government Printing Office Book Store help to keep the wing from swinging aft plete disassembly and maybe the use has an FAA Advisory Circular list avail­ and bending the rear attach fitting. Then of special tools and procedures. Since able, too. These Circulars pertain to pull the panel straight away from the we've already seen the previous articles "Power Plant" and "Airframe" and are fuselage and place it on cushions off to on the walk around, and we've now available from:

VINTAGE AIRPLANE 21 Supt. of Documents gone. The wife and he have gained so above the car hoods, by hanging it from DOT Publications Section much weight there is no way they could the rafters. I worked on the wings in the M-4431 Washington, DC 20590 even get into a Cessna 120 much less basement laundry room and then stored Ask for the FAA Advisory Circular get if off the ground. them "up high" in the loft of my rented check list AC 00-2 at the GADO. There But the horror part of this story is that hangar until the center section was is a wide range of information available corroded mass of aluminum junk sitting done. Then the fuselage went into the here, and the price is right! in the corner of the horse corral that shop and later the whole thing was as­ vaguely resembles a Cessna 120. The sembled in the hangar. Get Help engine compartment is still covered with Often times, of necessity, we store Regarding the inspection of your proj­ a soggy horse blanket and the wings, our airplane parts helter skelter. You're ect and readying it for storage, I must still attached, have shredded fabric gonna get back to it real soon, when try to impress you with the fact that spe­ dangling. The Cleco fasteners are you have the time, right? I presently cialized experience and skills may have rusted in place where the repair to the have eleven Stearman bare bones fu­ to come into the picture. At this point I wing tip was begun those many years selages stored here at the farm. They're can't do much more than try to guide ago. The mire and horse manure have stacked four high against the far wall you. The actual inspection and the pro­ made shambles of everything. The with tail feathers, gas tanks, landing cedure you follow is up to you. If you wheels are buried in manure, and the gears, wheels and all kinds of stuff remotely suspect that you need help to horse, now 14 years old, uses the little wedged and stuffed in between and evaluate something, get an LA. or a alcove between the wing, fuselage and around. This was to be temporary and knowledgeable mechanic to assist you. barn for shelter from the wind. a favor to a friend almost four years ago. Factors to Consider Sounds dreadful, doesn't it. It's a cry­ Everything is high and dry and subject Weather is a very important consider­ ing shame that this once proud, less to minimum weather conditions. We did than 800 hour total time machine had ation. Did this airplane come from the use some planning when we stored the coast (salt water) or from the frozen to give way to the pressures of every­ stuff, and as a result we can still get North or a desert area where the atmos­ day living. A job transfer, the lack of time vehicles in and out. There is even room and money, and finally loss of interest phere is kind? Was it exposed to acid for a Hummer Ultralight, a motor home were all contributory factors. rain or other air pollutants? These envi­ and some other stuff. ronments can be very detrimental. Parts I can relate other examples, too! I Hard and fast rules are hard to dic­ can and will oxidize and corrode. Fabric know where there is a Stinson V-77 and tate. One thing I can't stress enough .. a Stearman duster AT AN AIRPORT no will sun rot and so will upholstery. . don't cover things with wool blankets less, in similar condition. And the man Moisture will provide the medium for or tarps that capture and hold moisture. electrolytic action and raise havoc. It'll who owns the V-77 has three Stinson Dust covers are nice but in this case, cause dry rot in wood. These are some 108s in his garage and backyard. The it's sometimes better to just leave com­ of the insidious causes of deterioration one in the garage only needs final as­ ponents in the open air. sembly, but it'll never happen! He now and are often more serious than every­ Hang the prop horizontally from the day wear and tear, or damage from pre­ has a heart condition and one day all hub. Don't stand it in a corner! Engine this stuff will be carried off to the dump. vious accidents. and steel parts are best protected in a The scratches and dents resulting So many times we have seen this hap­ dry atmosphere with a light coating of from every day use are usually very ap­ pen. The precautions weren't taken to grease or oil. Frequent checks should parent as are pop rivet repairs, stop properly store the airframe and its com­ be made to assure no rusting is occur­ drilled holes, tool marks, etc. All of ponents in a safe and dry place. ring. Spray can technology has given these marks of routine maintenance to Where do we put it? Garage? Base­ prservation a break. LPS-3 in an keep the airplane flying are noted and ment? Attic? Hangar or loft? If you have aerosol container provides an easily recorded. You can decide later how a choice, pick the driest, highest place applied protective film good for at least much attention they will require. you can find and then prepare racks a couple of years of normal storage. An and supports to hold the parts in a safe engine with several hundred hours on What To Do With All These Pieces and secure manner so as to preserve it will withstand storage much better Realistically, before you get to ths them. The wings can be stored flat than a zero-timer. For any kind of stor­ point you should already know where against the wall up high on brackets age, long or short, get out the book and you are going to store the parts. You with the leading edges down. Or they follow the manufacturer's recommenda­ should have an overall plan dependent can be racked on "H" frames and hung tions. on what type of storage is available, from the rafters or jOists. I find this to be Don't expect to run an engine im­ when you plan to begin work, what your the best way. mediately after a long period of storage. shop facility is and how much time you The Swallow wings, all four of them, It at least will need some tender loving have to devote to the project. were stored up high this way in a com­ care and maybe even a top overhaul We've already said a few words mercial trucking garage. They survived because the valve stems, springs, about weather and its effects. Temper­ over forty years to be used again with rings, etc. could have lost tension or be­ ature changes promote condensation only minor repairs, and re-cover of come stuck. You could put a huge dent and that, added to the contaminates in course. This method gets them up and in your pocket book if you try to run one the air, cause electrolysiS. That means away from the mice and the destruction without taking proper precautions after corrosion, rust, and in drastic cases, se­ they cause. Also the tail feathers can it's been stored for an extended period. vere and sometimes irreversible dam­ be stored in the same manner. In summary, use common sense! If age. The fuselage presents more of a you haven't looked at your project or I recently visited a friend I hadn't seen problem. With the engine and gear at­ done little more than think about it for in years. Fred had acquired a Cessna tached, it takes up a lot of room. It can several years, the chances are you are 120 about 18 years ago. His idea was take up more than one stall in a two-car only kidding yourself that you will ever to fix up the ground loop damage and garage, and leave precious little work­ complete it. If you have stagnated on a then he'd have an airplane to fly and ing area at that. I stored a PT-23 fuse­ project, why not consider making it share with his wife and kids. In the lage, without the center section of available to someone who will take a meantime, the kids grew up and are course, up on the back wall crosswise crack at it. •

22 MAY 1986 MEMBER'S PROTECTS ... VI

by Gene Chase

This Rearwin Skyranger Model 180, NC34827, SIN 1553, was manufac­ tured in March, 1941, the 53rd of 82 built before WW II. It is powered with an 80 hp Continental A-80 engine, which is quite a rarity these days. Colors are the original Insignia Blue and Waco Vermillion with a Gold pinstripe. First flight after restoration was 1-30-86. It hadn't flown for 36 years and its total time is 465 hours. Proud owners are Bill Robertson (EAA 239177, AlC 9078) and Walt Weischedel (EAA 204723, AlC 9945) of Springfield, Oregon.

1941 Rearwin Skyranger Model 180, NC34827.

The current restoration project of Mike Rezich (EAA 510, AlC 2239), 6424 So. LaPorte Avenue, Chicago, IL 60638 is this Travel Air 4000, NC9946, SIN 1130. Mike has had this airplane since 1940 and it was the Rezich's Blatz sky writer.

Mike Rezich's Travel Air 4000, NC9946.

The only Moth Major in the UK is being restored by Bob Ogden (EAA 159985, AlC 9904), 13 Western Av­ enue, Woodley, Berkshire RG5 3BJ, England. He bought the remains con­ sisting of the wings, tail surfaces and metal fittings for the fuselage in Sep­ tember, 1980. Other Moth Majors con­ sist of one flying in Switzerland, three in Swedish museums, one in a Spanish museum and one other in Spain which crashed recently when the propeller came off. If Bob Ogden's name sounds familiar it may be because you have read his books on aviation museums in Europe, Canada and the U.S. He is currently writing a book on museums in the UK and has recently finished one on the Great Aviation Collections of the World. Bob hopes to attend Oshkosh '86. • Bob Ogden's rare Moth Major restoration project. VINTAGE AIRPLANE 23 KUNITOYO KAWACHI'S 1911 CURTISS A-I SEAPLANE

Mr. Kunitoyo Kawachi holds one of the Curtiss OX-5 cylinders and points to the valve spring, three of which are missing from his engine. Note EAA emblem on shirt. by Gene Chase Robert B. Mayor with NASM. floor, to cleaning and moving airplanes Some of the information in the following In the Crawford Auto-Aviation onto the display floor. His wife joined article came from Mr. Kunitoyo Museum in Cleveland, Mr. Kawachi was him for the dedication of the new facility Kawachi's letters to E. E. "Buck" Hilbert allowed to measure the AI Engel Curtiss and they stayed through the Conven­ of Union, Illinois and George Hardie of Pusher seaplane. This information tion. Through contacts made during that Hales Corners, Wisconsin, plus the En­ along with about 200 microfilms of Cur­ period, he acquired some of the missing glish translation of an article that ap­ tiss A-1 drawings from the Smithsonian parts for his OX-5 engine. peared in the February 1986 issue of a provided the necessary background for Because Mr. Kawachi was not capa­ Japanese magazine. starting his project. ble of overhauling and assembling the Mr. Kawachi also attended Oshkosh engine himself, he sought assistance At Oshkosh '74 one of our Japanese '76 and met and visited with several An­ with this part of the project. He learned visitors watched in awe as Dale Crites tique/Classic Division members. Natur­ that in 1921 an American aerial circus flew his 1911 Curtiss Pusher replica. ally the topic of converstion was his made an unsuccessful tour of Japan This sight so inspired him that from that Curtiss A-1 project under construction and before returning home they sold day on , he dreamed of building a Cur­ back home in Japan. four airplanes including two Curtiss tiss replica of his own. He chose to repli­ Through the efforts of a sympathetic machines. cate the 1911 Curtiss A-1 , the U.S. Japanese living in Los Angeles, Mr. A young Soichiro Honda (of Honda Navy's first airplane. Co-incidentally the Kawachi was able to purchase an in­ motors) installed one of the Curtiss en­ original A-1 was powered with the pro­ complete and disassembled Curtiss gines in a car. This Curtiss Special totype Curtiss OX-5 engine. OX-5 engine. Two cylinders and several racer posted a string of victories from This enterprising man is Mr. Kunitoyo other parts were missing. When the 1925 to 1936 and was long sought by Kawachi (EAA 86999, NC 1165), 1-4-2 case of engine parts arrived at Port Mr. Tokutaro Hama, the President of Higashi Ishikiri-Cho, Higashi Osaka Kobe in 1981, Mr. Kawachi asked that the Japan Classic Car Club. Mr. Honda City-579, Japan. Mr. Kawachi returned they be exempt from taxation because restored the car and then donated it to to the U.S. in July 1976 and during his the parts were worn and several were the Club. The car appeared in the news travels an older gentleman recognized missing. The customs official refused on March 27, 1979 when it was run for his JAE lapel pin and struck up a con­ saying, "Worn parts must be broken the first time in 40 years, on the Honda versation. The gentleman was Mr. Will­ with a hammer." But finally he was suc­ Giken's Arakawa course! iam H. Martin II , the grandson of Glenn cessful in getting the engine parts The thought occurred to Mr. Kawachi L. Martin and a first cousin of actor through customs free of charge. "If I could request Honda's engineers Dean Martin. In 1982 Mr. Kawachi again returned who repaired the original Curtiss engine When Martin learned that Mr. to the U.S. and worked for several to overhaul and assemble the engine Kawachi wished to visit the Smithsonian weeks as a volunteer during the final parts for my Curtiss A-1 ... " and the Institution's National Air and Space construction of the new Aviation Center idea was presented by friends to Mr. Museum, he wrote a letter of introduc­ at Oshkosh. He rode a bicycle to and Soichiro Honda. Mr. Honda agreed to tion for him. While in Washington the from the site daily and did everything the proposal and as a further stroke of Japanese visitor was the guest of from carrying lumber to sweeping the luck, the same two men, who togetheJ 24 MAY 1986 The freshly overhauled and nearly complete Curtiss OX-So with students at the Honda Mechanical According to his plans, the Curtiss spared. and Technological School worked on would make its first flight in May, 1986 Mr. Kawachi is still in a state of depre­ the original engine, would be involved. off Osaka Bay. Mr. Kawachi had begun ssion over his loss, but he says that one These gentlemen were Mr. Takeo a search for a method of transporting day he will build another Curtiss A-1 Osaka, Vice-President of the School the A-1 to the U.S. for display at Osh­ replica. He is seeking drawings, photos and Mr. Isamu Arai, Chief of the Student kosh '86. Then the airplane was to be and any other information on the plane Section. donated to the EAA Aviation Museum. which he will need to start the project. At present the Curtiss OX-5 is over­ Unfortunately, on February 14, disas­ If readers have any material they think hauled and 99 percent complete. Still ter struck. A fire broke out in the shop, would be useful to Mr. Kawachi, he needed are three valve springs, the pro­ destroying the replica Curtiss and much would be forever grateful to receive it peller hub nut and its snap ring . more. Mr. Kawachi also lost all refer­ (or copies). Over the years construction progres­ ence data, including Japanese and Mr. Kunitoyo Kawachi is an avid EAA sed on the Curtiss A-1 airframe and by overseas books concerning the Curtiss member and before departing Oshkosh February, 1986 it was completed and A-1 . His 30-year collection of aviation '82 he expressed his great pleasure at ready for cover. The components were memorabilia, several hundred issues of "being allowed to volunteer his services kept in a nearby shop, which Mr. PRA, Air Progress and Sport Aviation to help get the Museum ready for open­ Kawachi rented for the purpose. Be­ are gone, as are many scrapbooks, air­ ing day." And Mrs. Kawachi thanked cause the shop was small, he would craft parts, photos and articles pre­ Museum Director Ralph Bufano and need a larger area for assembly of the sented by American and Japanese other EAA staff people for "being so po­ plane and he began looking for a space friends. Fortunately the OX-5 engine lite to her husband'" during his stay of "12 meters square." was at the Honda school so it was here . •

Mr. Kunitoyo Kawachi (wearing Antique/Classic Divsion jacket) observes the instructor and students at the Honda Mechanical The sad aftermath of the shop fire which consumed the Curtiss and Technological School as they work on the OX-S engine. A- 1 replica. VINTAGE AIRPLANE 25 WELCOME NEW MEMBERS

The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through mid-December, 1985). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Rinaldi, Pat Urban, Larry D. Glause, Robert Nyffeler, Christian Huntington Beach, California Mobile, Alabama Mentor, Ohio Hauppage, New York

Verhostra, Larry Morin, Rudolph A. Gantz, Stan Harris, George M. Granger, Indiana Tucson, Arizona Si lver City, New Mexico Townsville, North Carolina

Morrison, Scott Reedholm, William Sutton, Richard C. Weischedel, W. G. Salem, Oregon East Setauket, New York Bellvue, Washington Springfield, Oregon

Rosch Jr., Walter Becker, Theodore A. McKenna, Hugh E. Chrisey, Jeffrey Oakton, Virginia Coral Springs, Florida Oswego, New York Seymour, Connecticut

Ryburn, Terry L. Blevins, Richard D. Gasparek, N. L. Pennanen, Tapio Parsons, Kansas Denver, Colorado Pittsburgh, Pennsylvania Espoo, Finland

Casey, Gerry A. Ross III, W. J. Lyon, Mike Antonini, A. B. Santa Barbara, California Meridian, Mississippi Royersford, Pennsylvania New York, New York

Broussard, V. Kenneth Mennuti, S.M. Homolka, James D. Holmes, Stuart K. S1. Martinsville, Louisiana Center Moriches, Kentucky Ellsworth, Kansas Burnet, Texas

Borges, Louis J. Paulson, Paul M. Barr, Don Gundlach, Janet Oakton, Virginia Woburn, Massachusetts Yellowknife, NWT, Canada Kent, Washington

Schou maker, Michael Curtis Reeves, Dale Nelson, Dan Olson, O. Murray Wickenburg, Arizona Fountain Valley, California Torrance, California Bend, Oregon

. -Byl, Brian J Dahlinger, Jerry Tillotson, Brad T. Bowman, Beecher B. Calgary, Alberta, Canada Tulsa, Oklahoma Loves Park, Illinois Elizabethtown, Pennsylvania

Heunemann, Arthur C. Rengert, George W. McDowell, Roger M. White, Don F. Garland, Texas Elba, New York Medfield, Massachusetts Kent, Washington

Richardson, R. L. Liewer, Tim Maxwell, William Pittman Smith, Joe Gibsons, BC, Canada Hershey, Nebraska Eden Prairie, Minnesota Shirleysbury, Pennsylvania

Runde, Johnny N. Artley, John C. Lehman, Gene Gehring, Dennis M. Valderoy, Norway Turtlepoint, Pennsylvania Wellston, Oklahoma White Bear Lake, Minnesota

Schafer, J. W. Williams, Bruce J. Ingebretsen, Karla Swander, Neil N. Rockhampton, Queensland, Urbana, Illinois Sausalito, California Salina, Kansas Australia Shauf, David C. Greene, Dale Wien, Merrill Ogden, Bob Gainesville, Texas Lincoln, Nebraska Kent, Washington Woodley, Berkshire, England Hall, Jim Ingram, Skot Funk, James Cesanek, Wilfred Enterprise, Alabama Austin, Texas Plano, Texas Largo, Florida Maxwell, Bruce W. Holland, Kevin D. Anderson, Theodore Gelbudas, Anthony Flint, Michigan Neosho, Missouri Eureka, California Waukegan, Illinois

26 MAY 1986 ~ I ~ype ClubActivities Complied by Gene ('hase

ion or the National Waco Club, contact less the metal was sprayed first with nit­ Ray Brandly at 700 Hill Avenue, Hamil­ rate. ton , OH 45015, phone 513/868-0084. "Piper used enamel for the metal sur­ faces on the post-war aircraft. Now we see the reason for the two shades of yellow. One to match the pre-war nitrate yellow and the other to match the brigh­ ter butyrate yellow used after the war. They both probably looked the same The National Stinson (108 Section) just after they were sprayed, but as they newsletter "Stinson Plane Talk" has a dried the change of shade took place. new look. Formerly printed in a news­ "In summary, if you are doing a plane paper format it is now an attractive 8-1 / manufactured after the end of WW II 2" x 11 " size magazine format. Volume and you want to be authentic, use Ran­ I, Issue 1, 1986 contains an interesting dolph F-6285 Yellow and don't let the two page article titled, "How To Make name 'J-3 Yellow' lead you to believe it Your Stinson Go Faster." was only used on the J-3 models." For information on the Cub Club con­ Another article describes how a Cub Yellow number of Stinson owners have filed tact John Bergeson, Newsletter Editor, notches in the flap control to give addi­ A recent issue of "Cub Clues," the Cub Club, 6438 W. Millbrook Road , tional settings, two of which are useful newsletter of the Cub Club contained Remus, MI 49340, phone 517/561­ for take off and slow flight. the following information on Cub yellow 2393. These two articles are typical of the by Clyde Smith, Jr. information shared among members of "Anyone about to restore a post-war type clubs. Dues for membership in Cub or any of the other models built these organizations are nominal and after the war which used what has been well worth the cost. called "Lock Haven Yellow," please take For information on the National Stin­ note of the following observance. Dur­ NTSB wants A.D, on hour meter oil son Club (108 Section) contact George ing a recent visit to Univair, I returned pressure switches and Linda Leamy, 117 Lanford Road , with a sample of fabric that I removed A recent accident investigation dis­ Spartanburg, SC 29301 , phone 803/ from a surplus original tail surface which closed that an engine failure was 576-9698. still had the covering on it. When I got caused "after the diaphram of an oil it home I compared the yellow color to pressure switch ruptured and allowed a J-3 that I happened to be doing in my rapid depletion of the engine oil supply." shop. It is painted with what Randolph One possible reason that this switch I:: \<1"""/~WAr,o~=? calls Piper Cub J-3 Yellow, code F­ failed was that it was installed directly AlRtUlln 6285. into the airplane engine block. This can It's beginning to look very much like "After polishing up the sample of the subject the switch to high oil pressure 1986 will be a record year for new Waco 38-year-old fabric, I compared it to the pulsations and eventual failure. restorations. Among the possible new freshly painted Cub and found the col­ The Cessna Factory installs hour arrivals at this year's 27th Annual Na­ ors are a near perfect match. Randolph meter pressure switches in the oil pres­ tional Waco Reunion, June 26-29 at is currently producing two yellows which sure line on the firewall and specifies a Hamilton, OH are John Bowden's EQC­ are referred to as "Lock Haven Yellow," similar installation for field installed kits. 6 from Lampasas, Texas; Jack Land­ code M-9521 , which resembles the pre­ However, inspection in the field has age's EQC-6 from Calgary, Alberta, war shade of Cub Yellow. The other is noted that a number of field installed Canada; Barbara Kitchens' RNF from called 'Piper Cub J-3 Yellow,' code F­ hour meters have the pressure switch Milner, Georgia and John Simon's UPF­ 6285 which resembles the brighter mounted on the engine case. For this 7 from New Lexington, Ohio. shade of the post-war Cub Yellow. I reason the NTSB wants aircraft in­ Other possible arrivals of new resto­ would prefer to see this latter color spected for proper switch location, with rations are George Hefflinger and his called 'Lock Haven Yellow (post-war),' replacement and correct installation of YPF-7 from Kansas City and Phil instead of its present name because it those switches found improperly instal­ Michmerhuizen with his UPF-7 from is misleading. That particular color was led. Holland, Michigan. There were 34 also used for the PA-11, PA-15/17, PA­ Editor's Note: There are quite a Wacos registered at last year's Waco 18 and a few of the early PA-20s. number of vintage airplanes flying in Reunion and an even greater number "The whole story goes back to the which oil pressure activated hour me­ is expected this year. fact that originally all dope was nitrate. ters have been installed. These should According to Ray Brandly, founder Butyrate didn't come along until the be checked at the next inspection to de­ and president of the National Waco early to mid '40s. Butyrate wasn't as termine if the installation was made Club, there are more Wacos flying that flammable, it had better resistance to properly. are fifty or more years of age than any cold weather cracking, and had better For more information on the Cessna other make of aircraft. In fact of the color retention than nitrate. About the Pilots Association, contact John M. more than 500 Wacos known to exist only disadvantage was that it wouldn't Frank, Editor, Cessna Pilots Associa­ today, the majority of them left the stick to metal surfaces, so nitrate had tion., Wichita Mid-Continent Airport, Waco factory at Troy, Ohio more than to still be used for fabric attachment and 2120 Airport Road, P.O. Box 12948, fifty years ago. when the aircraft was painted, enamel Wichita, KS 67277, phone 316/946­ For information on the Annual Reun­ had to be used on the metal parts un­ 4777.• VINTAGE AIRPLANE 27 CALENDAR OF EVENTS

MAY 16-18 - COLUMBIA, CALIFORNIA - 18th Rt. 1, Box 69A, Justin, TX 76247, phone 8171 Fly-bys, forums, food and fellOWShip. Contact: Annual Continental Luscombe Association fly­ 648-3290. Bruce Bixler, 216/823-9748. in, Columbia Airport - FFL Contact Continental JUNE 14-15 - HERMISTON, OREGON - EAA JULY 4-6 - COTTAGE GROVE, OREGON - 6th Luscombe Association, 5736 Esmar Road, Chapter 219 Annual Fly-In. Awards for home­ Annual Gathering of Antiques and summer Ceres, CA 95307, phone 209/537-9934. built, kitbuilt, classic and antique. 20th Anniver­ meeting of the Oregon Antique and Classic Air­ MAY 17 - HAMPTON, NEW HAMPSHIRE -11th sary Fly-In. Contact Douglas Ankney, Jr., 503/ craft ClUb. Contact: Tim Talen, 503/746-6572. Annual Aviation Flea Market. (Rain date - Sun­ 567-3964 or 503/567-7531 , or write: l. W. JULY 9-13 - BEDFORD, MASSACHUSETTS­ day, May 18.) Fly-in, drive-in, bring your junk. Amacker, 4529 N.W. Ave., Pendleton, OR American Bonanza Society annual convention Buyers and sellers welcome. No fees. Anything 97801 at Hanscom Field, 20 miles NW of downtown aviation related okay. Contact: 603/964-6749 JUNE 15 - ADAMS-FRIENDSHIP, WISCONSIN Boston. Meeting site at Marriott Copley Place (days) or 603/964-8833 (evenings). - 6th Annual Father's Day Fly-in/Drive-In Hotel, 110 Huntington Avenue, Boston, MA MAY 17 - CAMARILLO, CALIFORNIA - EAA sponsored by Adams County Aviation Associa­ 02116, phone 617/236-5800. Contact: Amer­ Chapter 723's 5th Annual Fly-ln/Swap Meet. tion. Legion Field. Pancake breakfast, static ican Bonanza Society, P.O. Box 12888, Prizes for best antique, classic, conventional displays, antiques, homebuilts, "Year of the Wichita, KS 67277. homebuilt and composite homebuilt. Contact: DC-3" display courtesy Basler Air Lines, Inc. JULY 11-13 - CELINA, OHIO - 2nd Annual Tom Henebry, 1172 Milligan Drive, Camarillo, Contact: Roger Davenport, 608/339-6810 or North West Ohio Stearman Fly-in. Hog roast CA 93010, phone 805/482-3823. Adolf Pavelec, 608/339-3388. on Saturday evening, fly-in/drive-in breakfast MAY 23-25 - WATSONVILLE, CAlIFORNIA ­ JUNE 15-17 - WACO, TEXAS - 5th Annual on Sunday morning. Contact: Terry Zimmer­ 22nd Annual Watsonville Antique Fly-In and Air Short Wing Piper Convention. Contact: SWPO man 419/268-2565, Jim Zimmerman 419/228­ Show. Contact: Watsonville Antique Fly-In, Convention, P. O. Box 460452, Garland, TX 3928 or write Zimmerman Aviation, 6177 St. P.O. Box 470, Watsonville, CA 95077, phone 75046. Rt. 219, Celina,OH 45822. 408/724-8931 . JUNE 2G-21 - TULSA, OKLAHOMA - Annual JULY 13-19 - LOCK HAVEN, PENNSYLVANIA EAA Chapter 10 Fly-In at Riverside/Jones Air­ - A Piper Cub fly-in called "A Sentimental MAY 23-25 - ATCHISON, KANSAS - 201h An­ port. Contact: LeRoy Opdyke, 13535 N. 155th Journey to Cub Haven". Flight contests, dis­ nual Fly-In of Greater Kansas City Area Chap­ E. Ave., Collinsville, OK 918/371 -5770. plays, pilot seminars, flea market, tours of the ter of AAA. Amelia Earhart Memorial Field. JUNE 21-22 - STURGIS, KENTUCKY - 2nd An­ area and banquet. Camping available. Contact: Contact: Lynn Wendl, Fly-In Chairman, 8902 nual Fly-In. Breakfast, fly-bys. Antiques, class­ Irving l. Perry, P. O. Box J-3, Lock Haven, PA Pflumm, Lenexa, KS 66215, phone 913/888­ ics, homebuilts, warbirds welcome. Two-day 17745. 754,.). event. Awards for best in class. Facilities avail­ JULY 24-26 - MINDEN, NEBRASKA - National MAY 24-25 - ANDERSON, INDIANA - Taylor­ able to tent. Auto fuel available. Contact: Stur­ Stinson Club (108 Section) Fly-In. Contact: craft Fly-in at Ace Airport. All light plane en­ gis Airport, 502/333-4487 or 502/333-4890. George and Linda Leamy, 117 Lanford Road, thusiasts invited. Camping on field. Contact: JUNE 26-29 - HAMILTON, OHIO - 27th Annual Spartanburg, SC 29301 , phone 803/576-9698. 317/378-3673. National Waco Reunion. Contact National JULY 25-27 - COFFEYVILLE, KS - Funk Fly-In. MAY 24-26 - LAMPASAS, TEXAS - 7th Annual Waco Club, 700 Hill Avenue, Hamilton, OH Trophies, games, contests. Contact: Ray Deer Pasture Fly-In, Memorial Day Weekend. 45015. Pahls, 454 S. Summillawn, Wichita, KS 67209. Contact: John Bowden, Rt. 2, Box 137, Lam­ JUNE 28-29 - ORANGE, MASSACHUSETTS ­ JULY 28-AUGUST 1 - MANASSAS, VIRGINIA pasas, TX 76550, phone 5121556-6873. 100h Annual New England Regional Fly-In. - 18th Annual International Cessna 170 As­ MAY 3Go-JUNE 1 -LELYSTAD, NETHERLANDS Trophies for best and outstanding antique and sociation Convention. Contact: Byrd Raby, - 15th Annual NVAV/EAA Chapter 664 Fly-in classic each day. Fly market, camping, food. 3011743-7623. at Hoogeveen Airfield. Special 15th anniver­ Contact: Paul Dexter, 617/544-6412. JULY 31-AUGUST 3 - CABLE, WISCONSIN - sary celebration. Contact: Wolanda I. Verlaan, JUNE 28-29 - MANKATO, MINNESOTA - EAA Ercoupe Owners Club Annual Fly-In/Meeting President, Kerkstraat 34, 6627 AI Maasbom­ Chapter 642 Fly-in pancake breakfast both at Cable Union Airport. Contact: Skip Carden, mel, Netherlands, phone 31 -8876-1726. days in conjunction with Mankato Airfest. Con­ P.O. Box 15388, Durham, NC 27704, phone MAY 31·JUNE 1-COLDWATER, MICHIGAN­ tact: Bob Holtorf, 208 Capri Drive, Mankato, 919/471-9492. Fairchild reunion. All Fairchilds invited. Con­ MN 56001 , phone 507/625-4476. AUGUST 1-8 - OSHKOSH, WISCONSIN ­ tact: Mike Kelly, 22 Cardinal Drive, Coldwater, JUNE 28-29 - DAYTON, OHIO - Luscombe As­ World's Greatest Aviation Event. 34th Annual M149036, phone 517/278-7654. sociation National Fly-In at Moraine Airpark. EAA International Fly-In Convention and Sport JUNE 6 - FORT SILL, OKLAHOMA - 44th birth­ Contact: Ralph Orndorf, 1749 W. Stroop Road, Aviation Exhibition. Contact: EAA Headquar­ day celebration of Army Aviation at Post Field, Kettering, OH 45439 or the Luscombe Associ­ ters, Wittman Airfield, Oshkosh, WI 54903­ where it all started. Full day's activities include ation, 6438 W. Millbrook Road, Remus, MI 3086, phone 414/426-4800. a mass fly-by of liaison aircraft, tours and a 49340, phone 517/561-2393 AUGUST 8-15 - BLAKESBURG, IOWA - Annual banquet to honor veterans. Contact: Kent JUNE 29 - MACOMB, ILLINOIS - Heritage Days AM National Fly-In for members only. Antique Faith , 1700 Lexington Avenue, Suite 109, Nor­ Planes 'n Pancakes Fly-In Breakfast. Begins at Airfield. Contact: AM, RI. 2, Box 172, Ot­ man, Oklahoma 73069, phone 405/366-01718. 7:30 a.m. Awards for best antique and oldest tumwa, IA 52501 , phone 515/938-2773. JUNE 6-8 - MERCED, CALIFORNIA - 29th An­ antique. Spot landing contest upon arrival. Free AUGUST 11-15 - FOND DU LAC, WISCONSIN nual West Coast Antique Fly-In. Contact: breakfast to pilots who fly in. Contact: 309/833­ - International Aerobatic Club Competition at Merced Pilots' Association, P. O. Box 2312, 3324. Fond du Lac Skyport. Contact: Clisten Murray, Merced, CA 95344. JUNE 29-JULY 4 - OREGON AIR TOUR - Ore­ 302 S. Railway, Mascoutah, IL 62258, phone JUNE 7 - PARIS, TENNESSEE - EAA Chapter gon Antique and Classic Aircraft Club sponsor­ 618/566-8601. 734 6th Annual air show and fly-in at Henry ing a leisurely flight around the northwest, like AUGUST 29-SEPT. 2 - ROME, GEORGIA - 5th County Airport. Trophies for best antique, the Tex Rankin tours of the 30s. Contact: Annual Ole South Fly-In sponsored by Tennes­ homebuilt, warbird, ultralight, oldest aircraft Leonard Tarantola, 2643 Moon Mountain see Valley SpGrt Aviation Association, Inc. flown to show, most distance flown to show. Drive, Eugene, Oregon 97403. Camping available. Nearby motels. Parade of Contact: Richard Rattles, 901 /642-7676. JULY 3·5 - TECUMSEH, MICHIGAN - Meyers flight featuring antiques, classics, warbirds, JUNE 12-15 - STAUNING, DENMARK - EAA Aircraft Owners Association National Annual homebuills, ultralights and rotorcraft. Contact: Chapter 655 KZ & Veteranfly Klubben 19th An­ Fly-In and AI Meyers Airport 50th Anniversary Jimmy Snyder, 5315 Ringgold Road, Chat­ nual Fly-In at Stauning Airfield. Contact: Dr. celebration. Contact: 517/423-7629. tanooga, TN 37412, phone 615/894-7957. Magnus Pedersen, President, Hovedgaden 54, JULY 4-6 - LOMPOC, CALIFORNIA - West Cub SEPTEMBER 6-7 - MARION, OHIO - 21st An­ 6971 Spjald, Denmark, phone 07-38 1020. Club Fly-in. Contact Bruce Fall, 101 Oakhill nual "MERFI" EAA Fly-In. Camping on airport JUNE 13-15 - MIDDLETOWN, OH -All America Drive, Lompoc, CA 93436, phone 8051733­ grounds. Contact: Lou Lindeman, 3840 Clover­ Aeronca Fly-In. Tours of the Aeronca factory 1914. dale Road, Medway, OH, phone 513/849-9455 and the U.S.A.F. Museum. Banquet on Satur­ JULY 4-6 - BLAKESBURG, IOWA - Type Club after 6:00 p.m. day night with speakers and judged aircraft Fly-In at Antique Field. Aeronca, Pietenpol, OCTOBER 2-5 - PITTSBURGH, PENNSYL­ awards. Contact: Jim Thompson, Box 102, Corben, Fairchild, Hatz, Great Lakes and VANIA - 11th Annual International Cessna Roberts, IL 60962, telephone, 217/395-2522. others. Fly-outs, awards. Contact: AM, Route 120/140 Association Convention at Butler Farm JUNE 13-15 - DENTON, TEXAS - Texas Chap­ 2, Box 172, Ottumwa, IA 52501 , telephone 515/ Show - Roe, 4 miles west of city on Detroit ter AM Fly-In. Denton Municjpal Airport. Con­ 938-2773. sectional. Contact: International Cessna 1201 tact: Pat Patterson, 4008 Colgate, Dallas, TX JULY 4-6 - ALLIANCE, OHIO - 14th Annual 140 Association, Box 830092, Richardson, TX 75225, phone 214/361-5576 or Mary Mahon, Taylorcraft Fly-In/Reunion at Barber Airport. 75083-0092.

28 MAY 1986 Where The Sellers and Buyers Meet...

25e per word, 20 word minimum. Send your ad to ACRO II - The new 2-place aerobatic trainer and Howard DGA-15 PARTS - Rudders, fin, The Vintage Trader, Wittman Airfield sport biplane. 20 pages of easy to follow, detailed elevators, front gas tank, some accessory cowl, tail Oshkosh, WI 54903-2591 plans. Complete with isometric drawings, photos, gear, etc. Call after 5 p.m. 513/868-0084. (4-2) exploded views. Plans - $85.00. Info Pac ­ AIRCRAFT: $5.00. Send check or money order to : ACRO VULTEE BT-13 PARTS - Rudder, elevators, aile­ SPORT, INC., P.O. Box 462, Hales Corners, WI rons, flaps, windshields, left gear, complete tail 1941 Aeronca Chief 65CA - 75 hp. Rebuilt 1983 gear, cone, engine cowl, etc. Call after 5 p.m. with new wood, fabric, upholstery, instruments, 53130. 414/529-2609. 513/868-0084. (4-2) etc. Hangared. Excellent economy antique, $6800. 1931 Curtiss-Wright Jr. CW-1 - Restored like 2181749-3268 evenings, 218/229-3356 days. (62) new condition. 120 SMOH, Cont. A-65. Grade A SAGA - Historical airmail treasure long out-of­ fabric with air show paint scheme, NC numbers on print. Accurate research, AMP data, photos, Tiger Moth Enthusiasts - We have Australian­ wings. Exceptional, rare, "crowd-pleaser" antique. stories. Quality reproduction. $15 - bound copy, made parts to suit Tigers and wish to trade for U.S. Must be seen to appreciate. $29,500. Phone 8151 includes mailing. Gerry Casey, 945-104 Ward antique aircraft or parts (e.g., Waco, Stearman, 284-7968. Dixon, Illinois. (5-1) Drive, Santa Barbara, CA 93111 . (5-3) Travel Air, Fleet). Large variety Tiger parts availa­ ble. Write Tony Stinson, P.O. Box 531 Brookvale, Stinson 105 Parts - Rudder, rebuildable right N.SW. 2100 Australia, phone (2) 981-5611. wing with tank and slot, shocks, both gears, etc. G . King, Box 609, White Sulphur Springs, Montana, POBER PIXIE - VW powered parasol - unlimited & 59645, phone 406/547-3715. (5-1) in low-cost pleasure flying. Big, roomy cockpit for ENGINES ACCESSORIES: the over six foot pilot. VW power insures hard to beat 3'12 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send WANTED: check or money order to: ACRO SPORT, INC., 30 x 5 DISC WHEELS without brakes, 28 x 5 wire Box 462, Hales Corners, WI 53130. 414/529-2609. MISCELLANEOUS: wheels, good condition only. New day standard parts, manuals, basket case. Lindbergh items, any­ ACRO SPORT - Single place biplane capable of BACK ISSUES ... Back issues of THE VINTAGE thing, autographs, letters artifacts. Lou Lufker, 184 unlimited aerobatics. 23 sheets of clear, easy to AIRPLANE (and other EM Division publications) Dorothy Rd., West Islip, NY 11795, phone 516/661­ follow plans includes nearly 100 isometrical draw­ are available at $1 .25 per issue. Send your list of 1422. (5-3) ings, photos and exploded views. Complete parts issues desired along with payment to: Back Issues, and materials list. Full size wing drawings. Plans EM-Wittman Airfield, Oshkosh, WI 54903-2591. Wanted: Black face J-2 and J-3 Instruments, (I plus 139 page Builder's Manual - $60.00. Info have both planes) and A-40 overhaul parts. Rusty Pack - $5.00. Super Acro Sport.Wing Drawing ­ "GRAND CANYON", 2-hour spectacular helicopter Weil, 714/650-1132. (6-2) $15.00. The Technique of Aircraft Building ­ exploration VIDEO. Breathtaking music. Critically $10.00 plus $2.00 postage. Send check or money acclaimed. Details FREE. Beerger Productions, Wanted: Papers for a Monocoupe 110 (or 90). D. order to: ACRO SPORT, INC., Box 462, Hales 327-V12, Arville, Las Vegas, NV 89102, 702/876­ Schmidt, 8304 Gustav, Canoga Park, CA 91304. Corners, WI 53130. 414/529-2609. 2328. (C-10/86) (6-2)

VINTAGE TRADER AD fORM Send check or money order with copy to Vintage Trader - EAA, Wittman Airfield , Oshkosh, WI 54903-3086.

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VINTAGE AIRPLANE 29 W·W·l THE JOURNAL OF MEMBERSHIP THE EARLY AEROPLANE INFORMATION The most authoritatllie journal on 11lose Wonderful flying Machines 1900-1919 EAA Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, $58.00 for 2 years and $84.00 for 3 years. All include 12 is­ sues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $18.00 an­ nual/}'. Family Membership is avail­ WORLD WAR I ~, INC. able for an additional $10.00 15 Crescent Road, Poughkeepsie, NY 12601, USA annually.

ANTIQUE/CLASSIC EAA Member - $18.00. Includes one year membership in EAA. An­ tique-Classic Division, 12 monthly issues of The Vintage Airplane and ATTENTION membership card. Applicant must be a current EAA member and must AIRCRAFT OWNERS give EAA membership number. SAVE MONEY ... FLY AUTOGAS Non-EAA Member - $28.00. In­ cludes one year membership in the If you use 80 octane avgas now, you could be using less EAA Antique-Classic Divison, 12 expensive autogas with an EM-STC. monthly issues of The Vintage Air· Get your STC from EAA - the organization that pioneered plane, one year membership in the the first FAA approval for an alternative to expensive avgas. EAA and separate membership cards. Sport Aviation not included. CALL TODAY FOR MORE INFORMATION­ IT'S TOLL-FREE 1-800-322-4277 (in Wisconsin call 414-426-4800) lAC Membership in the International Or write: EAA-STC, Wittman Airfield, Aerobatic Club, Inc. is $25.00 an­ Oshkosh, WI 54903-3065 nually which includes 12 issues of For faster service, have your airplane's "N" number and serial number; your en· Sport Aerobatics. All lAC members gine's make. model and serial number; and your credit card number ready. are required to be members of EM.

WARBIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird mem­ bers are required to be members of EAA's Video Cassette Catalog is now available EAA. from Headquarters, reports Dick Matt, Director of Marketing and Communications. The catalog, which includes the EAA Video Aviation Series, of­ fers more than 100 titles at present and will be constantly updated to include new programs. LIGHT PLANE WORLD "We're very excited about making the catalog EM membership and LIGHT PLANE available to our members because of the variety WORLD magazine is available for and substance of what we have to offer," Matt said. $25.00 per year (SPORT AVIATION "Selections from this catalog range from 'how to' not included). Current EM members to documentary tapes, historical films, flying may receive LIGHT PLANE WORLD techniques and maintenance subjects to the thrill for $15.00 per year. of EAA Oshkosh '85 and 'Mach 2 To Oshkosh', which captures the historic arrival of the Con­ corde's flight to the 1985 EAA Convention. This catalog is a must for all EAA members who have FOREIGN even a slight interest in video." MEMBERSHIPS Matt said the EAA Video Cassette Catalog, Please submit your remittance with featuring artist Robin Liethen's distinctive clay and a check or draft drawn on a United wax eagle on its cover, is available from Headquar­ States bank payable in United ters for $2 (plus 601t for postage and handling). States dol/ars or an international "The $2 fee for the catalog will be discounted on postal money order similarly drawn. an EAA member'S first video purchase when the VIDEO catalog's special coupon is used," Matt explained. "We'lI also be adding new titles on a regular basis Make checks payable to EAA or the and listing the additions in SPORT AVIATION, so division in which membership is we encourage everyone to keep their membership desired. Address al/ letters to EAA CATALOG current. These videos will both inform and enter­ or the particular division at the fol­ tain. The value of these videos will surely increase lowing address: with each day." To receive an EAA Video Cassette Catalog, mail WITTMAN AIRFIELD NOW $2.60 along with your name and address to the OSHKOSH, WI 54903-3086 Audiovisual Communication Group, EAA Aviation PHONE (414) 426-4800 Center, Wittman Airfield, Oshkosh, WI 54903­ OFFICE HOURS: 3065. For more information, contact EAA Head­ 8:30-5:00 MON.-FRI. AVAILABLE quarters, phone 414/426-4800.

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• CLEAN • SHINE • PROTECT For the discriminating Pilot and F.B.O. :a,~ClEl who demand excellence in performance G1-I.~ZlEl products. RACE GLAZE® Polish and Sealant is EAA's choice. I • Easy To Use po\\/o& • 1t(, ~lPfI(;.....,OIIIlOl' • Removes Oxidation '6( ' 0',,-, • Resists UV Fading • Cannot Yellow The EAA Aviation • Unbelievable "Gloss" Center's staff List: $12.00 per bottle uses RACE GLAZE EAA Price: $9.95 per bottle to preserve and EAA Case Price (12): $72.00 protect the museum's price­ Above prices include shipping for Continental U.S.A. Only. Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00 less collection of for each case of 12 - 16 oz. bottles to: aircraft. EAA • Wittman Airfield. Oshkosh, WI 54903-3086 Wisconsin Residents Add 5% Sales Tax