STRAIGHT AND LEVEL

On behalf of the EM Antique/Classic will be open every day to answer your Division, it is an honor for me to wel­ questions regarding chapter member­ come our members and guests to "An ship and tickets for Antique/Classic Air of Adventure" - Oshkosh '86. events. Your Antique/Classic Division, which Our judging committees for both an­ represents the exciting and formative tique and classic aircraft will be busy all years of our aviation heritage, is proud week evaluating the hundreds of qual­ to be one of the major attractions for the ified aircraft. With our new building addi­ greatest annual aviation event of the tion, our headquarters staff will be ready world. From August 1-8, Oshkosh '86 to serve you throughout the Conven­ spans the world with chapters, mem­ tion. The newest facility in our Antique/ bers and guests plus exhibitors from Classic area will be the Airline Pilots over 50 foreign countries. Headquarters Tent. We extend a warm Your Antique/Classic Division's offic­ welcome to this group. ers, directors, advisors plus EAA Head­ This may sound like an ambitious quarter's staff have been planning and program but with the dedicated volun­ working many months to assure you an by Bob Lickteig teers we have, we look forward to an exciting and safe aviation convention. exciting week. As in the past, we have added new To stage the above activities, your group activities each year to our Con­ Antique/Classic Division has 24 various vention schedule. This makes it possi­ committees with chairmen, co-chair­ ble for you to participate in these events men, members and hundreds of volun­ with like-minded people to enjoy the The Antique/Classic Aircraft Parking teers who make it all possible. As you camaraderie and our kind of flying. operation has been streamlined to ac­ can see, we have something for Our scheduled events for Oshkosh commodate type parking if requested. everyone including family members and '86 will include the Antique/Classic pic­ The area for the Antique/Classic Reun­ guests. So, please check in at Antique/ nic on Sunday evening ; our annual Fly­ ion of previous Grand Champions will Classic Headquarters, get the details of Out on Monday morning; our Riverboat again be enlarged to park these in­ all the events - round up your friends Cruise on Monday evening ; and the an­ teresting and prestigious aircraft. The and join the fun. nual air show main event, the Antique/ Antique/Classic Education forums will Whether this is your first or your 34th Classic Parade of Flight on Tuesday af­ again be held daily in the forums area. EAA Convention, I ask you to become ternoon. The annual Photo Contest will The Antique/Classic Participant's part of it - to capture the EAA spirit - to run throughout the week. The Antique/ Plaques will be presented to the pilot of witness aviation in its purest form. Classic Workshop will operate daily. each registered aircraft again this year. Come and be a part of it - this is EM The interesting Antique/Classic Inter­ The Antique/Classic Information Booth Oshkosh '86. view Circle will be staged morning and Welcome aboard - join us and you afternoon on a daily basis. The Type have it all. Club Headquarters Tent has again It's going to be a great Convention. been enlarged to accommodate the in­ Make the Antique/Classic area your creasing interest by the clubs. headquarters for Oshkosh '86 . •

2 AUGUST 1986 PUBLICATION STAFF

PUBLISHER Tom Poberezny DIRECTOR MARKETING & COMMUNICATIONS Dick Matt EDITOR Gene R. Chase AUGUST 1986. Vol. 14, No.8 CREATIVE ART DIRECTOR Copyright " 1986 by the EAA Antique/Classic Division, Inc. All rights reserved. Mike Drucks MANAGING EDITOR/ADVERTISING Contents Mary Jones Straight and Level ASSOCIATE EDITOR 2 Norman Petersen by Bob Lickteig Dick Cavin 4 AlCNews by Gene Chase FEATURE WRITERS Vintage Literature George A. Hardie, Jr. 5 Dennis Parks by Dennis Parks 6 5500 Mile Flight on Less Than 40 hp by Bob Geier EAA ANTIQUE/CLASSIC 8 Welcome New Members 9 Mystery Plane DIVISION, INC. by George E. Hardie, Jr. OFFICERS 10 Restoration Corner - Tail Group and Wings President Vice President by Stan Gomoll R. J. Lickteig M.C. " Kelly" Viets 12 Rebirth of an Airmaster 1718 Lakewood Rt.2, Box 128 by John A. Young Albert Lea, MN 56007 Lyndon, KS66451 15 Type Club Activities 507/373-2922 913/828-3518 by Gene Chase Secretary Treasurer 16 Nuts and Bolts Ronald Fritz E.E. " Buck" Hilbert by Joe Dickey 15401 Sparta Avenue P.O. Box 145 17 Propeller ADs Kent City, M1 49330 Union, IL 60180 by Paul H. Poberezny 616/678-5012 81 5/923-4591 18 Bendix Model 52 by Mark A. Savage Page 12 22 1929 Sailing Glider DIRECTORS by Steve Cartwright John S. Copeland Stan Gomoll 24 Legacy of Wings - Video Review 9 Joanne Drive 1042 90th Lane, NE by Gene Chase Westborough, MA 01581 Minneapolis, MN 55434 24 LeHers to the Editor 617/366-7245 6121784-1172 25 Vintage Seaplanes Dale A. Gustafson Espie M. Joyce, Jr. 26 Cavalcade of Wings 7724 Shady Hill Drive Box 468 by Gene Chase Indianapolis, IN 46278 Madison, NC 27025 27 Calendar of Events 317/293-4430 919/427-0216 28 Member's Projects Arthur R. Morgan Gene Morris 29 Vintage Trader 3744 North 51 st Blvd. 115C Steve Court, R.R. 2 Page 18 Milwaukee, WI 53216 Roanoke, TX 76262 414/442-3631 817/491 -9110 FRONT COVER . ' .' Three 1948 Luscombe llA Sedans (L-R) Daniel Neuman Ray Olcott N6895C, George T. Ramin (EAA 34574, AlC 252), Houston, TX; 1521 Berne Circle W. 1500 Kings Way N1651B, Jack M. Dunn (EAA 119524), New Caney, TX; and N1652B, Minneapolis, MN 55421 Nokomis, FL 33555 Melvin L. Dunn (EAA 76500, AlC 264), Houston, TX. 612/571-0893 813/485-8139 (Photographed at Oshkosh '77 by Ted Koston) John R. Turgyan S.J. Wittman BACK COVER . .. Grover C. Loening aboard the Loening Model 23 Box 229, R.F.D. 2 Box 2672 "Air Yacht at Long Island, New York." On August 16, 1921 , this model Wrightstown, NJ 08562 Oshkosh, WI 54903 established a world seaplane altitude record of 19,500 feet with four 6091758-2910 414/235-1265 on board. Power is a 40Q hp Lib/illy_engine. (EAA Archive Photo· Franklin T. Kurt Collection) 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 trademarks 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, Willman Airfield, Oshkosh, WI 54903-3086. 916/666-1875 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. Nl04 W20387 Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Willman Airfield, Oshkosh, WI 54903­ Law1on, 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 ·advertis­ 2359 Lefeber Avenue 29804 - 179 PI. SE ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising Wauwatosa, WI 53213 Kent, WA98031 so that corrective measures can be taken. 4141771 -1545 206/631-9644 Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Willman Airfield, Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 3 Compiled by Gene Chase

MIDWEST STINSON REGIONAL FLY­ IN Everything went so well last year that the hosts are going to do it again . The Second Annual Midwest Stinson Fly-In is set for September 12-14, 1986 at Jacksonville Airport, Jacksonville, Il­ linois. Events include a fly-out breakfast on Saturday morning with special con­ tests on the return flight, seminars, ban­ quet, brunch, flea market and lots of fly­ ing. A camping area and grills for cooking will be provided by airport manager, Sally Prewitt. For those who prefer motels, transportation is available be­ tween the airport and the Holiday Inn. For more information on this event, contact Loran F. Nordgren, P. O. Box 710, Frankfort, IL 60423, phone 815/ 469-9100. EAA AIR ACADEMY '86 Dave Todd (center), president of the Convention by sponsoring a ride on the SEARCH RENEWED FOR NUNGES­ Northeastern Wisconsin and Upper Concorde for a lucky Academy youth. SER & COLI Michigan Hardee's Restaurant Co-op "The relationship between Hardee's presents a check representing the and the EAA Air Academy youth pro­ On May 8, 1927 (12 days before major sponsorship of EM Air Academy gram reflects a commitment to youth Lindbergh's trans-Atlantic flight) '86 to EAA President Paul Poberezny and family shared by both organiza­ Charles Nungesser and Francois Coli (right) and EAA Aviation Foundation tions," Todd explained. "We look for­ departed Paris bound for New York President Tom Poberezny. ward to associating with the EAA Avia­ where they hoped to land the following Hardee's began its association with tion Foundation this year and for years day. If successful the two Frenchmen EAA and the Air Academy at last year's to come." would be the first to fly non-stop from Europe to North America. After take off they dropped their big biplane's landing gear and shortly thereafter were re­ For more information on TIGHAR, NEW OPPORTUNITIES FOR SUN 'N ported over Ireland. They were never contact them at P.O. Box 4242, FUN seen again. Their airplane was named Middletown, DE 19709, phone 302/378­ Sun 'n Fun EAA Fly-In, Inc. has qual­ l'Oiseau Blanc (White Bird) and was de­ 8700. ified for the Federal Surplus Property signed to be landed on water after pos­ Utilization Program. This program is itioning the propeller horizontally. BRISTOL SCOUT TO ENGLAND managed by the State of Florida De­ Several unconfirmed sightings of the World War I Aeroplanes, Inc.'s Bristol partment of General Services and pro­ plane were reported in Maine on May Scout reproduction aeroplane has been vides the group with an opportunity to 9, but exhaustive searches on both land sold to the RAF Museum in London. Be­ acquire machinery, equipment and air­ and water revealed nothing. However, cause the Museum has several 80 hp craft. This will help assure the continued reports by two witnesses, one of which LeRhone engines, the one from the maintenance and improvement of this came to light quite recently, indicate Scout was retained and is for sale. It is popular fly-in site at Lakeland, Florida. that the two Frenchmen may very well complete with all accessories including More good news is that the Sun 'n have flown the Atlantic and crashed in prop hub and Fahlin propeller, and a Fun facilities are now available to all the Maine woods after running out of rebuilt Bendix magneto for reliability. EM chapters for use throughout the fuel and attempting to land on a lake. The engine has about two hours run­ year (except during the annual Sun 'n An organization known as the Inter­ ning time since being put in Cosmoline Fun Fly-In in March). It's a great place national Group for Historical Aircraft Re­ some thirty years ago. For information to camp and have picniCS. Arrange­ covery (TIGHAR) will have completed a on this rare power plant, contact Leo ments can be made by contacting Sun highly organized search of a specific Opdycke, 15 Crescent Road, 'n Fun Headquarters, P. O. Box 6750, area in Maine by the time you read this. Poughkeepsie, NY 12601. Phone 914/ Lakeland, FL 33807, phone 813/644­ We will keep you informed. 473-3679. 2431 .•

4 AUGUST 1986 VI~TA(3~ LIT~l?ATUl?~ EARLY AVIATON MAGAZINE PILOT REPORTS by Dennis Parks The problem was in pitch response Going aloft Mr. Kurt reported on its EAA Library/Archives Director which caused an "exceedingly erratic behavior: flight." The second flight was much like "Flying alone, the stability of the little "After running the motor a few min­ the first but the third was steadier than ship is as near neutral as we have seen utes to heat it up, I released the wire the first till a "sudden gust from the right lately . .. It very nearly pOints where it that held the machine to the track, and lifted the machine up twelve to fifteen is put, with only very slow return to level the machine started forward into the feet and turned it up sidewise in an flight"; and found it very favorable: "We wind." alarming manner." Orville warped the have flown very few planes where each - Orville Wright, Flying, De­ wings to recover and headed for the control brought such quick and effort­ cember, 1913, p. 36. ground to land, but the lateral control less, yet well damped, response"; "She Though possibly not the first pilot re­ was very strong. "The lateral control went into an extremely prompt spin . We port in an aviation journal, it sure is the was more effective than I had imagined recovered in haste and found the con­ pilot report of the oldest aircraft. and before I reached the ground the trols so effective and the recovery so In the December 1985 issue of VIN­ right wing was lower than the left and quick that we went a little grey." The TAGE I issued a call to locate the oldest struck first. " overall rating was very positive: flight test of an aircraft conducted and Wilbur, who flew the second flight, "She takes two people further in less written by a staff member of an aviation flew the machine for the fourth time that time and for less money than any journal. day. By the time he had covered 300 known ship." The goal was to locate the source of feet, ''the machine was under much bet­ The flight tests of Franklin T. Kurt and the now standard and popular pilot re­ ter control. The course for the next four Leighton Collins (Air Facts, see De­ ports in the general aviation magazines. or five hundred feet had but little undu­ cember 1985, January 1986 VINTAGE) It is known that after WW II these be­ lation." However, at about 800 feet dis­ provide a great deal of insight to the came a regular feature of magazines tance, the Flyer began to pitch again behavior, construction and perfor­ such as Air Facts, Flying and Skyways. and struck the ground at a distance of mance of light aircraft. Upon examination I was able to deter­ 852 feet. Recently I was fortunate to receive a mine that Air Facts had been doing this We have all read of the first flights of letter from Mr. Collins in which he talks since a report on the Waco N in 1939. this aircraft but thanks to the reports of about Mr. Kurt. "Starting, as I recall in These tests reported by Leighton Col­ the pilots who flew it we are able to the late '20s, and certainly through the lins were excellent reports on the be­ know what the machine was like to fly. '30s, he wrote in almost every issue of havior, especially from a safety view­ The winning entry was submitted by The Sportsman Pilot magazine a flight point, of the subject aircraft. These re­ Mr. Charles W. Harris of Tulsa, Ok­ test article. They were the best ever ports were later reprinted in two vol­ lahoma who sent a copy of the published in my opinion." umes called the Air Facts Reader. The "Sportsman Test Pilot" article from the He stated that Mr. Kurt was a Navy first volume covered 1939 to 1941 , the July 15, 1936 Sportsman Pilot. This was trained pilot and the first person to re­ other 1942 to 1947. a pilot report by Franklin T. Kurt on the ceive a degree from MIT in aeronautical Most of the magazines before the war Lambert Monocoupe. engineering. Mr. Kurt spent most of his in reporting on new aircraft basically just This report is an in-depth report aviation career as an engineer and test reproduced the information provided by spread over fou r pages. The report pilot with Grumman at Bethpage, Long the manufacturers. Some exceptions started with entering the aircraft and its Island. were flight test reports by military pilots general characteristics: "For his articles the aircraft manufac­ about military aircraft. "Getting in is not very difficult, though turers would bring their airplanes either I knew that Sportsman Pilot also re­ one is annoyed by the cabin full of con­ to Grumman Field or else the nearby ported flight tests, but was not able to trols around his ankles .... With the Aviation Country ClUb ." determine when they began such re­ exception of the controls we found the Special thanks to Mr. Collins for his ports as the library did not at that time construction neat and simple .. . . The insight into this matter. As it stands now have available any issues predating the engine compartment is pretty short, so we have to credit The Sportsman Pilot library's issues of Air Facts. Thus I de­ much so that the magneto points are for conceiving of a series of regular pilot cided to approach our readership. reached through a door in the fire-wall." reports for its reader. I have recently One of the first responses was by The pilot on the appearance of the received copies of flight tests from Terry Ladage of the Institute of Aviation, plane: some 1934 issues of the magazine. University of Illinois. Mr. Ladage pro­ "Whoever supervises the fabric and These were of the Lambert Monocoupe vided a copy of the Orville Wright report doping work at the Lambert Aircraft is a (September, 1934) and the Taylor E-2 on the 1903 Wright Flyer. Though it did master craftsman." Comparing it to Cub (December 1934). These tests not meet the criteria it is definitely an other aircraft. "It sells for well under were done by Lewin B. Barringer. historic pilot report. $4,000 yet provides performance not I'm sure this is not the end of the Orville Wright reported that there matched in several higher price brac­ story. Let's hear from those of you who were handling problems with the Flyer. kets." can shed additional light on this matter .• VINTAGE AIRPLANE 5 5500 MILE FLIGHT ON LESS THAN 40 HP

Author Robert A. "Bob" Geier be­ came a C.A.A. Aeronautical Inspec­ tor about a year and half after this flight. He served in that capacity until after World War /I when he left the C.A.A. to run a flying school in Santa Ana, California. Just .before his stint with the C.A.A., Bob taught his brother, Ber­ nie Geier, to fly. When Bernie re­ turned from the service he got his flight instructor's rating and taught in Bob's school for a number of years prior to going to work for the FAA. Bernie Geier is well known to EAAers as he worked closely with EAA for many years when he was with Flight Standards in FAA's Washington headquarters.

Geier and Sammy Galloway pose with their Taylorcraft at the Butler Pennsylvania Airport. This photo, taken by Bob's parents, is the only one taken during their long trip. The boys could not afford the extra weight of a camera on board.

by Bob Geier full throttle operation at slower climbing the can, the gas flowed into the main 2727 De Anza Road, #1-17 speeds to clear high elevations enroute. aircraft fuel tank, and voila, there was San Diego, CA 92109 A ten gallon fuel tank was situated in "in-flight refueling." With a Continental A-40 engine de­ front of the instrument panel, with the This gave a maximum possible range veloping somewhat less than its "when gas filler cap immediately in front of the of 360 miles at cruising throttle, and new" 40 hp, in a 1930s Taylorcraft windshield. There was a wire rod somewhat less at full throttle. Model A not equipped with brakes, through the cap with a piece of cork on The two men, Sammy Galloway, lights, radio or instruments other than the bottom floating on the fuel. The owner of the plane who got his Private airspeed, altimeter and compass, two height of the rod above the cap indi­ Pilot license the day before departure, men made a 5500 mile round trip flight cated the volume of fuel remaining. and Bob Geier, who held a Commercial from Santa Ana, California to When its bent end rested on the cap, Pilot certificate, hoped to visit their rela­ Pittsburgh, Pennsylvania in May, 1940. there was approximately 20 minutes of tives in Aledo, Illinois and Pittsburgh, Enroute in NC18320, SIN 53, they ex­ fuel remaining. Pennsylvania respectively. perienced four emergency landings The baggage compartment was a Other than extremely rough air near (two were "dead stick"), a very near­ canvas sling behind the seat about a Palm Springs, California, the trip was miss mid-air collision, a forced power foot deep. This was just about right to uneventful until after leaving Tucson, dive to prevent being sucked up into a hold three two-gallon round gasoline Arizona. In greater than 100 degree thunderhead, in-flight "re-fueling" and cans, which gave a total 16 gallon ca­ heat, the plane refused to climb over extended wide open throttle settings to pacity to the aircraft. The men took a 3000' while needing 4000' to get past barely clear mountain passes. spare gas can cap and soldered a bicy­ Wilcox, Arizona. Mountains a few miles In 1940, the "standard" power plant cle tire valve in one side and a length to the North were downwind, and flying of the average personal light plane was of tubing in the other. The tubing ex­ to them, the men flew parallel to their either the Continental, the Lycoming or tended from the bottom of a gas can face, keeping the wing tip as close to the Franklin 65 hp horizontally opposed, through the cap and about two inches the mountain side as possible, and 4-cylinder air-cooled engine. above the top of the can. They also sol­ found the updraft strong enough to lift But even the 65 hp engines provided dered a piece of tubing bent at a 90 them to 5500', enough to get to considerably more cross-country capa­ degree angle into the aircraft filler cap, Lordsburg, New Mexico. bility than the single-ignition 40 hp so that when the cap was in place, the But the relief was short lived. The en­ power plant used by these men in their tubing pOinted directly toward the gine began to miss-fire. While trying to long essentially coast to coast round trip windshield. decide what to do, the engine started flight in 1940. A small hole in the windshield b~hind running properly again and continued A study of the air charts revealed a the end of the bent tube allowed a piece so for a little while until they hit some number of segments in which airports of neoprene hose to be pushed through rough air, when the miss-firing re­ with available fuel supplies were farther from the inside of the cabin on to the sumed. But the periods of proper run­ apart than the approximate 225 mile tube, while the other end of the hose ning were long enough, and the periods maximum cruising range of the aircraft's attached to the gas can tubing. A bicy­ of miss-firing short enough that they ten gallon fuel tank. This range was ex­ cle tire pump completed the refueling were still able to maintain the altitude pected to be shortened by the need for system. As pressure was pumped into they had reached, so they decided to 6 AUGUST 1986 take a chance and head for Lordsburg. Without brakes there was nothing to do storm. They hoped it was just a squall After landing they determined the but ground loop at the last moment. The which would pass over in a short time. problem to be a loose carburetor. After plane stayed on its wheels and fortu­ They spotted an ideal wheat field with tightening same and making a take off, nately there was no damage. a large barn on the north side to serve they found the plane would not climb. This time a new coil was put into the as a windbreak. The landing was no Fifteen foot wires had to be cleared, so, magneto and the trouble was over. Re­ problem. They stationed themselves just before reaching them, they pulled suming their flight, they were approach­ under the wing panels where they the plane up, having just enough ex­ ing Jefferson City, Missouri when they would be protected from the rain and at cess speed to climb over them, but they were startled as a plane coming from the same time help to hold the plane had to dive back down to keep from stal­ behind dove immediately in front of steady. ling. them, at a fairly high rate of speed and It was not long before the rain came Leveling out a few feet above the with what appeared to be less than 50 and it was heavy. Had they been caught ground, they found that the cushion of feet to spare. They never did determine in it aloft, visibility would have been re­ somewhat compressed air close to the whether it had been an accidental near­ duced to instrument conditions for ground, formed by the moving aircraft miss, or an intentional scare stunt of a which neither the pilots nor their plane wing, continued to sustain the plane, reckless, immature pilot. was qualified. They weathered the but an attempt to climb simply lost The first destination, Aledo, Illinois, storm and continued on their way. airspeed of which there was little to Sammy's hometown, was reached on After another visit to Aledo, they con­ spare. By the time they had flown some May 11 , after six days of traveling and tinued southwestward to Big Spring. fifty miles of such hedgehopping, even­ 29 hours and 50 minutes of flying. A trip Then intending to stop at Wink, Texas ing cooling permitted some climb ability. by auto would have been as quick, but for fuel they decided not to sacrifice the They made EI Paso, Texas and an it would not have been nearly as much altitude they had then gained and con­ early start the next day permitted them fun - or as exciting and interesting. tinued toward the Guadalupe Pass. Ad­ to barely clear the Guadelupe Pass and After a number of landings on a rough ditional altitude became harder to get get to Big Spring, Texas. The enjoyable pasture in Aledo, giving rides to friends as they got nearer and nearer the pass relaxation after the arduous periods of and relatives, the bungee cord on the and considerable doubt as to their abil­ flight in reaching Big Spring was most tail wheel broke. They tied it together ity to clear it arose. Their hearts were welcome. But their relaxation was not temporarily and flew on. troubled and their prayers intensified as to last. After leaving Duncan, Oklahoma But the troubles, in addition to the tail they found themselves within a few feet and nearing Oklahoma City, the engine wheel, were not to be denied. With the of the ground and near the ridge. There again began to miss-fire. flight to Pittsburgh about half com­ was a fairly narrow wash crossing the They were near the small town of pleted, the wire "gas gauge" on the ridge which was some ten feet deep Lindsay, and a long narrow farm field main tank slowly began to drop its rate and they guided the plane through it to showed up. A circling of it showed a of descent considerably faster than take advantage of that small additional farm house on one long side near the what would be normal fuel usage. clearance. middle, and a fairly high power line They climbed to a higher altitude, They had been operating at full throt­ along the other long side. There was a while one of the gas cans was made tle for some time and found that altitude ditch at the far end of the field . An ready to use. Connecting everything up maintenance required its continuance. emergency landing was made on it. they were ready to pump up pressure With everything indicating fuel exhaus­ After checking the engine over and the second the engine sputtered, plan­ tion, they finally made EI Paso, and making some minor adjustments, they ning to put the plane into a dive to keep were able to taxi to the parking area took off. The engine performed beauti­ the propeller turning while they got gas and fuel pumps. They had been in the fully for the take off and climb to about into the tank. air three hours and fifty minutes since fifty feet when it stopped completely. Now it was simply a matter of waiting. leaving Big Spring, almost all of which They were too high and too far down Fortunately, the trouble was only in the was at full throttle. The main 10 gallon the field to land within it. Turning upwind gas gauge and they made Pittsburgh, tank took a little over 9-1 12 gallons to would have taken them into the power and later, Butler, Pennsylvania where fill , and they put 6 gallons in the three lines. Immediately to the left and down­ they gave friends and relatives airplane auxiliary cans. They realized that had wind was a plowed field which would rides. The last one to get a ride was the airport been 15 miles farther they surely send the plane over on its back. Helen, and her's would be different from would have run out of gas before reach­ Beyond the plowed field was grain field the others. The weather had been heav­ ing it. They had just made it. and they figured the tail wind would ily overcast all day, and flight was rather Leaving EI Paso early in the morning , given them just enough help to make it, smooth with moderate winds. Ordinar­ they had little difficulty in clearing the and it did. ily, a flight in the slow climbing plane Wilcox Pass for a landing at San Simon, Removing the magneto, they had it took all the way to the nearby town of Arizona, and rough air was the only dis­ worked over by a mechanic. A short test Butler to gain a thousand feet. comfort they experienced to the Ban­ hop indicated no further trouble, so they Shortly after take off, altitude was ning, California pass, when again they decided to resume their trip. A little gained rapidly and over a thousand feet had to use the mountain-induced up­ head wind permitted a fairly short take was reached within a short distance of drafts to obtain sufficient altitude to off and they made a low circle of the the airport. Soon the plane was travel­ cross it. farmhouse , wagging the wings in ing through wisps of clouds, and in spite After more than 86 hours of flying , 11 farewell to the farmers when the engine of cutting back the power and nosing of it in local sightseeing flights, they re­ suddenly stopped. Now they were too down, it still continued to rise. Bob had turned to Santa Ana. The little monop­ low and had no tail wind to get across to apply power and dive steeply to pre­ lane had gone through wind, storm, the plowed field, which was worse for vent being sucked into the thunderhead rain , forced landings, and near crashes landing than before because it had by the strong updraft. without damage. Taking 75 hours to been soaked by rain . The only possibil­ After a few days visit, they left the cover roughly 5500 miles, its ground ity was the remaining short length of the Pittsburgh area and headed back to speed had averaged very close to its field from which they had taken off and Aledo. They were near the small town cruising air speed at 70 mph, all on less they quickly put the plane into a steep of Jackson Center, Ohio when the than 40 hp without brakes, lights or side slip reaching the ground for a land­ weather required them to find an radio, and with only a compass for navi­ ing less than 100 feet from the ditch. emergency landing spot to sit out a gation .• VINTAGE AIRPLANE 7 WELCOME NEW MEMBERS

the following is a listing of new members who have joined the EM Antique/Classic Division (through mid-March, 1986). 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.

Fatzinger, Terry L. Viets, Edna Clair, Alan Hunt, Eldon W. Mount Pleasant, Pennsylvania Lyndon, Kansas East Amherst, New York Cheyenne, Wyoming Sternheimer, Mark McGinnis, John W. Roth, Richard H. Dion, Robert . Richmond, Virginia Strawberry Plains, Tennessee Forest Grove, Oregon Shawinigan, Quebec, Canada Moss, Sam Jenkins, Robert G. Morrisey, Gerald A. Sink, Donald W. Manhattan Beach , California Stone Mountain, Georgia Wichita, Kansas Boone, North Carolina DeWitt, David A. Quinn, Pat Keilman, Geary D. Cole, David S. Spring La~e, Michigan Fillmore, California Las Vegas, Nevada Fort Sam Houston, Texas Foose, M. F. Lewis, Wayne Hall,John Aufdencamp, Timothy D. Cupertino, California Martin, Tennessee Tomball, Texas Bloomdale, New York Mankovich, Stanley J. Johnson, David Akerman, Wallace T. Murphy, Larry J. Hillsdale, New Jersey SI. Paul, Minnesota Dover, New Hamphire Annapolis, Maryland Nelson, Louis W. Enman, George J. Henert, Terry B. Parker, Christopher A. Miami Springs, Florida North Harwich, Massachusetts Coeur D'Alene, Idaho Denton, Northampton, England Musgrove Jr., Louis A. Funk,Ross Canale, Philip Kellner II, Andrew D. Marietta, Georgia Phoenix, Arizona West Babylon, New York Pennington, New Jersey McQuatters, James Buraceski, John S. Golde, Douglas H. Griffin, Douglas Carson, California Prior Lake, Minnesota Wilson, New York Corning, California Claster, Jay R. Lovejoy Sr., Ed Davenport, Roger Swanson, Palmer Bellefonte, Pennsylvania Redondo Beach, California Adams, Wisconsin Lancaster, California Maples, Hal Perry, Alan H. Haught, H. Marvin Hunt, Randall S. SI. Charles, Missouri Bothell, Washington Huntsville, Arkansas SI. Joseph, Missouri FranciS, John Upchurch, David A. Maldewin, David James Potts, Stanley Rock Hill, South Carolina Medical Lake, Washington Yucca Valley, California APO, San francisco Markham, Milford C. Fischbach, William A. Anderson, Dennis Novak,John Columbus, Ohio Alameda, California Eagle River, Alaska Green Bay, Wisconsin Hickle, David S. Sudduth, Norton Zachfis Jr., Cecil C. Phair, Douglas R. Richmond, Virginia Frankfort, Kentucky Trenton, New Jersey Miles City, Montana Brody, Tim Casey, Victor Lyda, Ted Wilkens, William G. Valparaiso, Indiana Lansing, Illinois Poland, Illinois Bowling Green, Kentucky Beven, John E. Armstrong, Mike Shackleton, Alan R. Nodge, Ken Spokane, Washington Miami, Florida Sugar Grove, Illinois Craik, Sasketchewan, Canada Luthe, Charlie Souto, Nathan J. Ives, James W. Crowley, Paul P. Austin, Minnesota Clearwater, Florida Denton, Texas Seymour, Indiana Lyman, Robert J. Vreeland, James H. Dalton, William G. Orsin, Michael J. Fulton, New York Delmar, Maryland Barrington, Illinois Holden, Massachusetts Miller, William D. DeSplinter, Glen A. Parker, Robert G. Jurs, Gerald C. Brawley, .Ca lifornia Sherrard, Illinois Sharpsburg, Georgia Hamlin, New York Leonard, Gary L. Frostbutter, David Rains, George Thompson, Harold J. Rochester, New York Severn, Maryland Anaheim, California Roseburg, Oregon Steers, Mark R. Gagliardi, Joe Melancon, Ulysses B. Beal, Ira Ayers Coronado, California Houston, Texas Houma, Louisiana Paradise, California Faison, Haywood, R. Leiss, Todd J. Brown, Charles Henry Isle of Palms, South Carolina Midwest City, Oklahoma London, Ohio Johnson,Lawrence Nasholm, Carl Gentry, George W. Tucson, Arizona Milwaukie, Oregon Phoenix, Arizona Ashballgh, John I. Craig, Robert A. Thorpe, J. Carlton Winslow, Arizona West Chester, Pennsylvania Poway, California Thomas, Randall J. Molloy, Roger W. Sanford, Ward A. Eatonville, Georgia EI Segundo, California Puyallup, Washington Fuchs, Ken Peck-Sanders, Carol Patunoff, Paul Wantagh, New York Bedford, Texas Plattsburgh, New York Young, Roger Weisenborn, Kent Hyland, Steven E. Ambridge, Pennsylvania Clarence, Missouri Springfield, Oregon

8 AUGUST 1986 . Mr. Woolsey also included a copy of hiS FAI "Aviator Pilot" Certificate No. 6572 issued October 26, 1926 when he was 26 years of age.

More on the March, 1986 Mystery Plane . Roy Oberg of Rockford, Michigan set In additional information on the Acme featured in March. He writes: "The airplane is the Acme 21 built in Rockford, Illinois in 1929. It was pow­ ered by a Warner when built but later re-engi~ed with a Kinner. The airplane w~s ~Ullt for R. S. Link of Grand Rapids, Michigan and he later became a princi­ by George A. Hardie, Jr. pal owner In Acme Aircraft. "Acme ~uilt two aircraft, a Gypsy Appearances sometimes can be de­ powered biplane, Serial No. 1., and the ceiving. This month's Mystery Plane il­ folding wing Acme 21, Serial NO. 2. lustrates that statement. Although it fea­ Acme had both aircraft at the 1929 De­ tures the design lines of a popular troit show. In the early 1930's the Acme airplane of its day, the actual story of its was owned by Simon Smith of Beloit origin is unique. The photo was submit­ Wisconsin. ' ted by John Underwood of Glendale More information about the Acme California. Answers will be published i~ that year a stock model Thunderbird with a high compression OX-5 engine came from Richard Varnell, whose let­ the November, 1986 issue of THE VIN­ ter follows: TAGE AIRPLANE. Deadline for that averaged 119.4 mph in four trials over a test course. A number of Thunder­ "Dear Sirs, issue is September 10, 1986. "I missed seeing the photo of the The Mystery Plane in the May, 1986 birds were purchased before production ceased in 1929. Additional references: Acme .aircraft which was the Mystery issue of THE VINTAGE AIRPLANE is a Plane In the March 1986 issue of THE Thunderbird W-14, first built in 1926 in Aviation, August 15, 1927; Aero Digest, October, 1927 and January, 1928. VINTAGE AIRPLANE. According the Los Angeles, California. J. W. "Bill" follow-up article in the June issue the Knepp of Bartonville, Illinois correctly Answers were received from J. W. Knepp, Bartonville, IL; Charley Hayes, Acme was built in Rockford, Illinois. identified the airplane and wrote: This is not correct - it was built in "The Thunderbird was, most cer­ Park Forest, IL; Glenn Buffington, San Diego, CA; Norman Doloff, San An­ Loves Park, Illinois. (Loves Park is im­ tainly, one of those airplanes that de­ mediately north of Rockford. .. . Ed.) served more than it was given. A very tonio, TX; and Tom Henebry, Camarillo, CA. "I soloed in the Acme on 9-22-34 at advanced design that became the vic­ the Rock County Airport, then located tim of management problems. In avia­ Just before going to press the follow­ across from the present airport of that tion history there were a number of name. It was hangared at the airport planes that can be placed in that cate­ ing letter arrived: "Dear Mr. Hardie: and owned by Simon Smith. It had a gory." Kinner K5-1A engine. The Acme's reg­ He also sent a copy of an article on "John Clark of the OX5 Aviation Pioneers gave me a copy of the 'Mys­ istration number was 13622. the Thunderbird by Jim Dunavent which "It was sold to Neal Coates and later appeared in the August, 1964 issue of tery Plane' article on page 19 of the May, 1986 issue of THE VINTAGE destroyed in a wind storm. The engin~ Model Airplane News. was sold to a buyer in Racine Wiscon­ The Thunderbird was designed by AIRPLANE. "It happens that I am as familiar with sin. ' Theodore Woolsey for the W-F-W . "The Acme was a a nice flying Airplane Co. headed by Jack Frye and that plane as anyone could be , as I am the one who designed it back in 1925 airplane and I logged many hours in it. financed by Paul Whittier. Frye made Enclosed is a photo of 13622." the test flight of the first Thunderbird on and 1926. I am enclosing a copy of an July 11 , 1926. Production was started article written by James Dunavent that Sincerely, in early 1927. ATC approval was given appeared in the August 1964 issue of Richard Varnell under Memo 2-141 . Besides the OX-5 Model Airplane News. (EAA 92787, NC 3691) engine used in the first Thunderbird, the "By the way, the widening of the fuse­ 1506 Copeland Avenue approval covered the 150 hp Hisso, the lage of the old Standard J-1 airplane Beloit, WI 53511 • 120 hp Bailey C7R and the 140 hp that led to the building of the Thunder­ Floco engines. bird as mentioned in Dunavent's article Thunderbirds became well known for is where Jack Frye got the name for their speed and climbing ability. In 1927 Standard Airlines." one set a speed record for commercial Sincerely, planes of 100 hp attaining a speed of Theodore A. Woolsey 114 mph in a race at the Santa Ana, 91 Sequoia Drive Pasadena, CA 91105 VINTAGE AIRPLANE 9 Restoration Corner

Editor's Note: In this, the seventh instal­ holes. When there are more than two have been known to cover such areas lation of the "Restoration Corner", well­ hinge pOints on a surface, the alignment with bondo. known vintage aircraft restorer Stan becomes more critical. Check to see that all repairs are co­ Gomoll of Minneapolis, Minnesota dis­ Replace worn bushings by pulling vered on Form 337s. It's not uncommon cusses general techniques used in ren­ them in. A simple puller can be made to find that the proper paper work has ovating tail groups and wings . .. G. R. C. using a threaded bolt and socket or a not been completed. piece of tubing with a large, heavy washer welded on one end . This works Wood Construction well on straight-type bushings or roller The small blade of a pocket knife is TAIL GROUP AND WINGS bearings. a good tool for checking the condition If the trim tab on the control surface of wood structure. The point should is mounted with bolts or PK screws, it penetrate very little into the wood. I might be necessary to weld a reinforce­ suggest trying this on a piece of scrap by Stan Gomoll ment in this area to prevent cracking of (EAA 44419, AlC 369) wood to "get the feel." The blade will the thin trailing edge tubing. penetrate very easily into decayed After each part is repaired and Tail Group wood. cleaned, give it a coat of primer. I like It's advisable to replace all hardware The types of construction used in air­ to use lacquer-resistant zinc chromate (bolts, nuts, washers, etc.) as cadmium craft tail groups falls into three general or a good epoxy primer. plating wears off and moisture in the categories: steel tubing, aluminum and Adjustable trim tab actuators should wood can result in rust on these areas, wood . Some of the aircraft utilizing be disassembled, cleaned and re-as­ which in turn, causes the wood to decay wood construction in their tail groups sembled using a grease with a wide with a major loss of strength. Even are Mooneys, Culvers, Wacos and Fair­ temperature range. Check cables for though the hardware may look good, it childs, to name a few. condition and proper clearance from should be replaced. It has probably Start by laying all the parts on the structures. Make a drawing to be used been installed a long time and with the floor in plan form . Now is the time to in locating accurately the inspection long life of today's modern fabrics it check for pieces that are missing or plate holes after the new covering is in­ will be a long time before the plane is may have been misplaced, such as trim stalled. re-covered again. actuator brackets, hinge pins, brace Check, and if necessary, replace the Pay particular attention to the area wires and attaching hardware. Make a wiring for the navigation light. You might around the attach points. All of the old list of missing parts along with a work­ want to install extra wiring for the possi­ paint should be removed down to bare sheet of the work to be accomplished ; ble installation of a strobe light at a later wood so a good check can be made for then when you set the piece aside date. cracks and dry rot. Check all glue jOints awaiting parts or material, you can pick After all the tail pieces are cleaned, and gussets for strength and/or separa­ up where you left off. repaired and primed, take the time to tion. The old casein glues deteriorate Check for ADs or factory service bul­ mount the complete assembly on the with age. letins which may apply to your aircraft. fuselage. It's much easier to take care Check FAA Manual Part 43 which de­ These could refer to such things as at­ of mounting problems now than after scribes repairs to wood and metal struc­ tach points, hinge brackets, internal cor­ the pieces are covered . At this time do tures. The old standby is to finish the rosion or wood rot. a complete rigging of all wires and/or wood. with two coats of spar varnish, as struts for the tail group, including hook­ this product has stood the test of time. Steel Tube Construction ing up any adjustable trim tabs. Check To make an internal inspection of tail Clean all the parts using soap and for adequate clearance between parts, pieces covered with plywood and con­ water, paint stripper or sandblasting. I taking into consideration the added taining no inspection openings, it may do not choose to sandblast unless it is thickness of one or more layers of fabric be necessary to cut holes - but first absolutely necessary as this process and/or tape. Also, it's easy to rig the check with your AI or FAA inspector. removes the natural protective coating proper travel of trim tabs and control There are a lot of qualified people to on the metal. Wire brushing will clean surfaces at this time. Use the FAA or answer questions concerning your re­ the surface, but leaves rust in pitted manufacturer's specifications to deter­ storation project - all you have to do areas and inside small radius corners. mine the proper degrees of travel. is ask. Available through EAA Head­ If you do choose to sandblast, care quarters the year around are many must be taken because it will reduce Aluminum Construction "how to" manuals. These are also avail­ the thickness of the material and can Check for loose rivets, cracked or able at the EAA Sales Building during distort light sheet metal parts. broken internal structure, improper re­ each annual Convention at Oshkosh, as After cleaning and removing all the pairs, and corrosion inside and out. are many educational forums and work­ rust, punch test the tubing using a dull­ Check for mice or bird nests which hold shops covering every aspect of aircraft pointed punch and hammer. Also check moisture, causing corrosion. Check that construction and restoration. Another for any cracks or distortion. A check for all drain holes are open. If the surfaces good source of information is local EAA mis-alignment of hinges can be made are painted, you might want to strip the and Antique/Classic chapter fly-ins and by standing the part vertically and run­ paint to check for hidden damage or re­ fly-ins sponsored by the various type ning a weighted string through the pairs. Some unscrupulous persons clubs.

10 AUGUST 1986 As mentioned in previous "Restora­ of paint applied by brush? If compres­ the spar, make a pattern off the spar tion Corner" articles, there are com­ sion members are wood, have they attach points and the top of the fuselage panies who sell reprints of aircraft and shrunk causing ribs to bow? (high wing monoplanes or cabin bip­ engine manuals. These companies ad­ Navigation and landing lights ­ lanes). Using a wing rib pattern sawed vertise in Trade-A-Plane and several check mounting brackets for cracks and out of plywood, line up the leading and aviation magazines and are well worth security, unnecessary screw holes in trailing edges of the ribs with nose ribs knowing about. the wood, nut plates or tinnerman nuts in place aligned with main ribs. The ai­ missing or worn out, and condition of lerons should be in place to assure wiring. If the landing light is retractable, proper alignment and clearances. Wings does it operate properly? The trammeling process comes next. To remove fabric covering, first re­ Ailerons - check general condition of Don't be alarmed at the thought of doing move the rib stitching by cutting the structure. Depending on construction this as it is simple if done according to cords. If the fabric is secured by metal materials, is there rust, corrosion, wood the book. It's just a matter of tightening clips, these must be removed carefully rot, loose rivets or glue joints? Are hinge the drag and anti-drag wires in se­ to prevent damage to the metal ribs. attach points secure? Is the trailing quence, keeping each bay square and Whether constructed of wood or metal, edge straight and aligned with wing the spars straight. This must be done most wings are delicate structures and trailing edge? Check leading edge for before the leading edge sheeting (if can be damaged easily. Either save the cracks and/or wrinkles - these are usu­ used) is installed. old fabric or make patterns from which ally visible even through the finish paint. Wood leading edges are more dif­ the location of inspection holes and Some ailerons are counterbalanced ficult to repair or replace. The wood control cable openings can be deter­ with lead weights in either the leading sheets have to be pre-bent over a form mined when the surfaces are re-co­ edge or mounted on external arms. with a smaller radius than that of the rib vered. Check these for a good, solid attach­ curvature. Start by soaking the plywood After the covering is removed an ment. in water overnight, then clamp it to the evaluation of the condition of the wing A decision must be made at this point form with wide straps. Old seat belts is next on the agenda. Continuing with whether to completely disassemble the work well for this. your worksheet, make a list of the fol­ wing panels or to restore portions of Do not try to fully bend the sheet at lowing items along with pertinent re­ them. If you decide to totally restore the one time, but tighten the straps gradu­ marks: wings, be sure to do one panel at a time, ally. The use of an electric steam iron Leading Edge - note wrinkles, leaving the other(s) assembled to guide set on "full heat" and applied directly to cracks, previous repairs, corrosion or you in re-assembly of the rebuilt unit. the wood surface helps to bend the plywood separation. Wings are fre­ When possible, the route I like to take wood without cracking, thanks to quently stored with their leading edges is to remove the leading edge covering, steaming action. down creating a natural trap inside the drag and anti-drag wires, and compres­ It's of utmost importance to trammel leading edge covering for moisture re­ sion members, leaving the spars and the wing before final installation of the sulting in corrosion and/or wood rot. ribs assembled. This procedure allows leading edge sheeting. For holding the Ribs - note previous and/or unre­ a good cleaning and checking of the sheeting in place I made a set of clamps paired damage, wood rot, loose glue structure. I then re-finish the wood with which work great for either wood or joints and gussets, damage to capstrips a minimum of two coats of spar varnish, aluminum. I cut several pieces of 2 x 4 caused by wire or PK screws, ribs mis­ and the metal parts with a good primer four inches longer than the height of the shapen because of over-taut fabric or followed by a good covering with black spar, then fastened one end of each bowed due to over-tightening of drag enamel. Primer alone does not give strap (seat belt) to one end of each 2 x and anti-drag wires. long term protection. Reassemble the 4. I then welded flat steel plates to one Butt ribs - same as above. wing panel using all new hardware. end of 8" long pieces of 1'4" threaded Ribs at aileron space - same as Aluminum structures can experience rod and riveted them to the other end above plus distortion resulting in too lit­ electrolytic action between the of each strap. tle or too much clearance from the aile­ aluminum and steel fittings (dissimilar Each clamp is completed by inserting ron. metals) resulting in corrosion. The use each rod through holes drilled at the Spars - note condition of finish, any of cadmium plated bolts will neutralize other end of each 2 x 4 and held in cracks or elongated holes causing this action. place by large washers and nuts. These loose bolts at metal fittings. Are the An advantage in restoring a classic clamps can be used to secure the lead­ spars straight and in alignment when rather than an antique aircraft is that ing edge material to either the form sighting down them length-wise? Are all many new parts are available from sup­ blocks or the wing panels. Care must the ribs the same height from top of ply houses. If this describes your pro­ be taken to not over-tighten the clamps spar? Were previous repairs made in ject, the next step is to sit down with and damage the leading edge material. accordance with Part 43 and properly catalogs from several supply houses Good clamping pressure can be at­ noted on a Form 337? and make a list of parts needing re­ tained by positioning the clamps over Trailing Edge - note condition. Is it placement and which are available. Get ribs about 18-24" apart. straight and in alignment with aileron that order off right away as delivery may During most restoration projects it is trailing edge? take some time. necessary to make some repairs. Aileron Hinge Brackets - check A good example of new replacement These should always be made in accor­ bearings and bushings for wear. Do parts is a repair kit for the metal ribs dance with the FAA manual, "Accept­ bearings rotate freely? Check security and spars in Piper aircraft. In some able Methods, Techniques and Prac­ of attachments - are they bent or cases, leading edges can be bought tices - Aircraft Inspection and Repair," cracked? pre-formed or you can make them your­ FAA AC No. 43.13-1A. This manual is Drag wires and compression mem­ self. generally referred to as "Part 43" and it bers - are the wires rusty, broken or When re-assembling a wing, to get should be a mandatory addition to every loose? Do they have a heavy build-up the proper height and fit of the ribs on restorer's library .•

VINTAGE AIRPLANE 11 Wayne Smith and his beautiful green and yellow Cessna C-37 Airmaster. REBIRTH OF AN AIRMAS1'ER by John A. Young pleting work on a World War II Stear­ when Smith bought it in DeKalb, Illinois man PT-17 trainer in early 1980 was in November, 1980. The skeleton of the Some people would have been con­ only the beginning. aircraft had no engine, since the owner tent if they'd spent hundreds of hours, Smith, a construction contractor, re­ needed it for another plane he was re­ and many dollars, to restore an antique cently put the finishing touches on his building. The wing had been destroyed aircraft from a "pile of junk" state to second restoration project, a 1937 during restoration, and a lot of other award-winning condition. For D. Wayne Cessna C-37 Airmaster, NC18599, SIN hardware was also missing. Smith (EAA 133326, NC 7590) , of 384. Enroute back to his home southwest Maricopa, California, however, com­ The aircraft didn't look like much of Bakersfield with the remains of the

Wayne Smith used two tons of sand in sandblasting the fuselage Hauling· home the new purchase. and other metal fittings. 12 AUGUST 1986 Cessna on a trailer, Smith said a ser­ vice station attendant misunderstood his request for directions and , looking at the trailer load, issued directions to the local dump! Building a new wing to Cessna specifications was a major undertaking, requiring about 1,700 hours of Smith's time. He estimates he put in five hours building each of the ribs in the tapered cantilevered wing. Smith used 500 board feet of aircraft­ grade Sitka spruce for spars and ribs of the wing . There are no struts connect­ ing the wing to the fuselage, and in an effort to convince doubters of the strength of the structure in the 1930s, Cessna officials took a picture of 23 men sitting on top of an Airmaster's wing . Smith learned that Airmasters had several different wings. "I did not know that the chord was changed until I had finished the wing. This required a The Airmaster fuselage ready for priming. change in the fuselage top deck. Ribs were built from a 1/16-inch plywood pletely overhauled with many parts with epoxy thickened with flox. web with 2-3/16 inch spruce caps glued being hand-chromed back to specifica­ Of all the parts which went into the and nailed on each side." tions. plane, the only one available new was The 34-foot spars were most difficult Most Warner engines did not have the plexiglass windshield. The complete to build, he said. "I spent about 10 days generators, and Cessna, since the Air­ instrument panel was built exactly as trying to figure a method for mass-pro­ master had no wing struts for securing the original and one of the most difficult ducing scarf jOints (about 40 were re­ a wind-driven generator, imbedded it in parts to find for it was the 1936 Ford quired). A jig on my 6-inch jointer pro­ the leading edge of the right wing. "It fuel gauge. duced a beautiful joint in about 15 min­ makes an unusual noise when turning," Smith calls the "Johnson Bar" brake utes. " Smith notes. a "real widow maker." The brake was Over eight gallons of resorcinol glue The aircraft engine mount is integral built from Cessna drawings. The brakes was used in the spars and ribs . A router with the fuselage frame. There are no are mechanical and work through a and SkiI-Saw was used to shape the rubber shock mounts, so the engine vib­ lever having a thumb button to engage five tapers in each wing. The 1/16-inch rations are transferred to the fuselage a ratchet. With the lever full forward, full plywood for the covering of the wing and cause a slight vibration during rudder is available. With the lever part leading edge, center section and tips flight. way back, differential wheel braking was scarfed, soaked and fitted. Truck The Airmaster was built for speed comes in on the rudder pedals with only tarp elastic tie-downs were used to hold and former owners include such nota­ partial rudder. the leading edge ply during shaping and bles as actor Robert Cummings. Full back on the lever sets the parking gluing. The cowl was badly cracked and bent brake. The Warner engine, which came from when Smith bought the plane. Large 'This system requires one more the remains of a Fairchild 24 which pieces were cut out and new soft hand," he said. On rollout the stick must Smith bought just for the engine "ap­ aluminum patches were Heli-arced in. be held back between the knees while peared to be good", when purchased. Much filing and hammering with the pilot is still working the rudder ped­ Upon disassembly, however, it was sandbags and blocks formed a good als. found to be mostly junk. It was com- cowl. Small imperfections were filled The tail wheel is held straight by a 3/8

The wind-driven generator mounted in the right wing leading A new wing was made from scratch. edge. VINTAGE AIRPLANE 13 A new instrument panel was made for the Airmaster. The instru­ ment at right is the "difficult to find" 1936 Ford fuel gauge. The newly painted markings including the Cessna company logo.

inch bungee cord . When turning, the laminated birch. Smith estimates he put work he has put into the project will be brakes must overcome the bungee cord about $25,000 into the project. appreciated. in order to turn. Smith's airstrip is 1,800 feet long and The Airmaster is a rare bird these Some other examples of the cost of 100 feet uphill. This did not allow any days. Smith estimates there are only rebuilding the plane include: taxi test. The close cowl and baffling did four of the craft flying on the West • Smith used 14 4-by-8 foot sheets not allow much engine run-up without Coast, and only about 20 across the of mahogany plywood for wing skins overheating. "Once I was satisfied that United States. and ribs ; the engine and airframe were satisfac­ The four-place plane could be confi­ • Two tons of sand was used fo r tory - I flew it," he said. "There were gured as a seaplane and they were also sandblasting the fuselage and parts ; no problems, except that it flew in a popular when used in aerial photo­ • Over $450 was spent for all new skid . The rudder had no cutout for a graphy in the 1930s and '40s because bolts and fasteners; trim tab and I found out later that the of their versatility and affordable price • . The plane was painted original tab was surface mounted. After instal­ tag. Mounted with a Fairchild Aerial green and yellow colors, especially ling a rudder trim tab, it became a good Camera, Airmasters could fly to 18,000 mixed ; flying airplane." feet. • The plane was covered in original Airmasters have three different types "This rebuild would have been impos­ aircraft cotton with a butyrate fin ish on of flaps - belly, spoiler and trailing sible without the help of many people, fabric and acrylic enamel on metal ; edge. Smith 's plane has the trailing especially Bob Pickett, historian at • All wood formers-stringers in the fu­ edge type, operated by an electric Cessna Aircraft, who with Airmaster ex­ selage and all wood in the "tail feathers" motor through worm gears. When de­ pert Bill Koellig of Great Bend, Kansas, was replaced ; flected , they slow the plane about 10 provided original plans and many words Wheel pants were optional on new air­ mph. of encouragement," he said. craft. Smith's are copies of originals Smith put in a lot of seven-day weeks A flyer since 1939, Smith is a former made of fiberglass (the only part which working on the project. "I love this kind Industrial Arts teacher at the Maricopa are not original) of work, " he said. He looks forward to High School. . The propeller is the original Fahlin of taking the plane to fly-ins where the

The 1937 Cessna Airmaster was elegant in its day ... and still is! 14 AUGU ST 1986 ~ I ~ype ClubActivities CompIled by Gene ('hast'

and seek CPA staff help with any prob­ lems. The tent is located in the outdoor exhibit area near the EM B-17 and across from the Cessna Factory exhibit. For information on the CPA, contact John M. Frank, Cessna Pilots Associa­ First CPA Fly-In tion, Wichita Mid-Continent Airport, The first ever fly-in of the Cessna 2120 Airport Road , P. O. Box 12948, Wichita, KS 67277, phone 316/946­ Pilots Association was held this past April 18-20 at Concord, California and 4777. it was an unqualified success. Over 300 members, spouses, friends and CPA staff gathered at the Sheraton Inn on the Concord Airport for a weekend of fun, fellowship, education and Cessnas. Members' planes totalled over 160. The seminar programs drew the Recent Piper Service Bulletins biggest crowds with three seminar rooms running continuously during the Most Piper owners of the subject air­ day. Other activities included exhibitor craft should have received Piper Ser­ displays, cocktail parties, banquets and vice Bulletins no. 819 (fuselage door tours, for example, to Fisherman's A recent newsletter of the Taylorcraft frame tube corrosion - J-4, J-5, PA-12, Wharf in San Francisco. Owner's Club reports that one of their PA-14) and no. 1570 (lift strut fork in­ One of the most enjoyable activities members, Dr. Chester Peek of 1813 spection/replacement-revised - J-2, J-3, was the individual model forums. This Danfield Drive, Norman, Oklahoma J-4, J-5, PA-11 , PA-12, PA-14 PA-18, allowed all the owners of one model of 73069 is writing a biography of Mr. C. PA-19). Piper considers compliance Cessna to gather together and share G. Taylor. Over the past year he made mandatory. Cub Club members not re­ ideas, information and experiences some progress with some fine help from ceiving copies of these can receive among themselves. Ken Tibbets who was with C.G. from same by sending $1 to the club. This During the Saturday night banquet it the very beginning in Bradford, information is particularly important for was revealed that the Cessna Pilots As­ Pennsylvania. those in the process of rebuilding an sociation is actively pursuing the estab­ Dr. Peek is requesting that anyone aircraft or planning to do so. lishment of an educational and techni­ with information about Mr. Taylor, the Clyde Smith, Jr. notes that the J-3, cal center for the use of the member­ factory(ies), experiences with the PA-11, PA-18 and short wing Pipers ship. airplanes, pictures, articles, etc. which aren't even mentioned on Service Bulle­ could be loaned to him for the book, tin no. 819, yet they are also guilty of please do so. He will copy and return the rust problem. The June/July 1986 anything you want back. Dr. Peek has issue of "Cub Clues", the newsletter of owned a beautifully restored Taylor E-2 the Cub Club, includes an article by Cub for many years. Clyde in which he describes a method For information on the Taylorcraft of inspecting and identifying the prob­ lem. Oshkosh Attendees Owner's Club, contact Bruce "Barney" Bixler, 12809 Greenbower, N.E., Al­ These two bulletins pertain to critical Once again the Cessna Pilots Associ­ liance, OH 44601 . safety measures and owners of a/l Piper ation will have a hospitality tent for the models mentioned above should be exclusive use of CPA members, their aware of them and take appropriate ac­ families and guests. This provides each tion . member with a base of operation during For information on the Cub Club, con­ the Convention, including a place to sit tact John Bergeson, Chairperson, down out of the sun , get something to Newsletter, 6438 W. Millbrook Road , drink without standing in line, store Remus, MI 49340, phone 517/561­ packages, leave messages for others 2393.•

VINTAGE AIRPLANE 15 NUTS AND BOLTS OF FATIGUE, CORROSION AND S-N DIAGRAMS

by Joe Dickey several pages in length and are both that paper clip. Do the paper clip tests (EAA 62186, AlC 4169) entertaining and educational, as evi­ and you will be determining the 'endur­ 511 Terrace Lake Road denced by this article . ... G.R.C. ance limit' and the 'notch sensitivity' to Columbus, IN 47201 the number of flexes or 'stress rever­ "You can flex a paperclip back and sals' applied before failure and you can Editor's Note: This article appeared in forth for longer than your interest or draw 'S-N diagrams' of the clip in its Issue No. 8 of "The Aeronca Aviator", your fingers will hold out if you don't flex original condition, as bending a new clip the quarterly newsletter of the Aeronca it very far. Bend the clip through 90 de­ once, then continuing to flex it slightly. Aviators Club. It is reprinted here by grees, though, and it will fail in a few You would find the overstressing to permission of the author. Even though cycles. File a small notch in the clip, or have greatly reduced the endurance the subject aircraft is Aeronca, the infor­ let it rust a bit, and it will break with little limit. mation is pertinent to metal parts in all flexing . "Most of the stressed parts of post­ aircraft. Joe is a professional mechani­ "What have paper clips to do with war Aeroncas are made of 4130 steel. cal engineer, and he and his wife, Julie, Aeroncas? Everything, and even more The S-N Diagram (see Fig. 1) for this are me sole proprietors of the Aeronca to do with your longevity! Every steel steel was established by test long ago, Aviators Club. Their newsletters are part in your Aeronca behaves just like and you can be sure this diagram was used when your Aeronca was designed. Keep in mind, the numbers for the dia­ gram were generated under laboratory conditions, using new, perfectly machined test bars and represent the BEST the material can be expected to do. LOAD CYCLES TO FAILURE, N "Figure 1 shows how I can flex a 4130 steel paper clip (or wing strut or engine mount or main gear leg) millions of 0 0 0 times if I load it to less than 43,000 0 0 0 0 0 0 0 pounds per square inch (psi) of cross 0 0 0 0 0 0 0 0 0 0 0 0 0 0 section available. At this stress level an 0 q 0 0 ~ ~ engineer would call the anticipated life 100,000 'infinite.' But if I increase the load only 86000 PSI Ultimate, 16% to 50,000 psi , the diagram shows (Material Breaks) )I I can expect the part to fail in about I -- -­ 80,000 50,000 load cycles. Fatigue failures are I Ui sneaky. InCipient cracks are almost al­ I 0.. I ways invisible to normal inspection. The _l.___ ~ - - ­ 60,000 u5 ui final failure occurs with disastrous sud­ 55000 PSI Yield '"~ denness. (Material Stretches) 17­ U5 "Good designers, like those at --­ 40,000 Aeronca, work down on the flat part of V the S-N diagram, putting in some cush­ ion as a safety factor. An airplane de­ / 20,000 {; signer can't get carried away with a lot Area of "infinite" hfe of cushion, though. The airplane would C~ quickly become too heavy to perform Area of limited life well. So he designs near the endurance limit for normal duty and counts on the sloped part of the S-N diagram to keep the wings on during the occasional FIGURE 1 - S-N diagram for overloads (read 'overstress') imposed SAE 4130 steel, normalized by hard landings, severe turbulence, or and annealed. operation over gross weight. "The Aeronca designers did such a superb job of producing optimum 16 AUGUST 1986 "Overstress and corrosion drastically water up. You can see how a corrosion lower the line on the S-N diagram. Look pit is like a rock in the stream, concen­ Microscopic cracks at through the logs on your Aeronca (if you trating and confining the flow. In effect, bottom of pit are not removed by cleaning and will grow are lucky enough to have all of them) the part is working at higher stress level with further stress. and imagine all the opportunities she farther up on the S-N diagram where it has had for being overstressed while takes fewer cycles to break it. on duty as a trainer or an ag-plane. How "Removing rust can slow further dam­ about the time the pipeline pilot hooked age, but nothing can restore the ORIG­ a wing while trying to out-turn a coyote INAL strength of the part. How much is and cartwheeled her through the sageb­ the part weakened? It depends on how rush? Sure, she was rebuilt 'good as many pits and how deep they are. new'. You betcha. The typical Aeronca "Is the message getting across? Your has taken a tremendous beating. You Aeronca is NOT as strong as it was may not really know how severe or fre­ when new. There is no such thing as a quent the beating has been or how well ~~E> 'just like new' Aeronca, unless EVERY ~ad "flow lines" concentrated repaired. piece of original material has been re­ by pit in steel. "Everyone knows corrosion is bad, placed. Am I saying old airplanes are but most assume if the surface rust is not safe? Of course not, but only the removed or if an ice pick won 't go best of maintenance and thorough fre­ FIGURE 2 - Corrosion pit acting through a wing strut, the airplane is as quent inspection can keep them safe. as a stress riser in a loaded 'good as new'. Sorry, but the assump­ Don't expect them to tolerate the loads structural section. tion is wrong . they would take when new. Just be­ "Corrosion creates 'stress risers'. If cause you survived snap-rolling a you are not familiar with the concept of Champ in 1946 does NOT mean you stress concentration at a stress riser, will survive the same maneuver today. airplanes, combining strength and light study Figure 2 a bit. Picture the stresses Both the Champ and YOU have spent weight to get machines that could be in a part as a flow of water through the a lot of time high on the S-N diagram expected to last indefinitely if properly section. You want the water to flow as and accumulated a lot of overstress operated and maintained .. . and yes, smoothly as possible with no obstruc­ since 'Give 'em Hell Harry' was in the there's the rub! tions to cause turbulence or back the White House!" •

(Airworthiness Directive)

by Paul H. Poberezny

cumulate data to determine how realis­ corrosion found, or not found, from you For those of us operating aircraft tic the problem really is. However, it has users, the FAA would be receptive to equipped with Hamilton Standard pro­ been most difficult to obtain information reviewing the situation. pellers in accordance with FAA Airwor­ from propeller overhaul or repair I feel that if you pay a certified propel­ thiness Directive AD81-13-0oR1 , it has, facilities regarding corrosion or other ler repair facility for the inspection and from the very beginning, become a very problems they find during inspection. compliance with the AD, then you are big expense. It has resulted in the loss About the only statement they will make entitled to a written statement as to of aircraft use and, in many cases, is that the AD was complied with. Some what airworthiness deficiency was necessitated the removal of the propel­ propeller shops have been reported as found, if any, during inspection in com­ ler and trucking it to one of the relatively saying they will not comply with the AD pliance with the AD. How else will we few propeller shops (considering the unless they overhaul the propeller. This be able to gather data in order to size of the USA) for compliance. The results in a much greater expense and evaluate this AD? AD, as we have heard, was the result the length of time the aircraft is out of Here at EAA Headquarters I will need of the Hamilton Standard Propeller service. propeller make and model, time of oper­ Company's recommendation and our The inspection interval between AD ation in hours, the number and dates of petition to FAA as the result of a propel­ compliances varies within the many compliances of the AD, as well as a list ler blade failure . . . not much to go on FAA regions we deal with. Opinions by of discrepancies (if any) found during considering the many, many thousands FAA personnel vary in giving time ex­ these inspections. Without your cooper­ of fine Hamilton props in operation. tensions, and many FAA folks are ex­ ation and this data, we will continue to It was stated that severe corrosion pected to become propeller experts with add to the expense of operation, the was the cause of the failure which we little or no background on the subject. I loss of use of the aircraft, and possible believe to be a very rare occasion. We have approached FAA at the Washing­ damage incurred while trucking these assume that liability upon the manufac­ ton level on this matter, but with few large propellers hundreds of miles to turer was the inducement to persuade facts in hand other than the history on and from repair stations. These are in­ FAA to act. The point could be argued our own Museum aircraft, it is not conveniences that aircraft owners that a one-time inspection was war­ enough to warrant sufficient interest or should not have to endure. ranted to gather factual data as to the concern by FAA. If I had sufficient infor­ Please write to me personally ~t EAA integrity of the propeller, and to ac­ mation and findings as to the amount of Headquarters.•

VINTAGE AIRPLANE 17 - - --_-::[he Model 52 with propeller hu~n8i.al'l. -- BE III MOIEl 52 by Mark Savage strate their engineering concept. Au­ $3,900, and the means by which Bendix thorization was given and with Vern and Biasell intended to meet that price Two years ago, while visiting my Biasell as project manager, a demon­ is intriguing. father and step-mother in Florida, I met stration prototype was built and flown What should make the Model 52 in­ a man named Vern Biasell, an aeronau­ just 28 days later. It was highly success­ teresting both to home builders and tical engineer who had worked on some ful and shown to the Army during the those interested in vintage/antique of history's more enduring and interest­ 0-49 flight trials. Army interest was airplanes is that Mr. Biasell designed ing aircraft. Last March I went back to aroused in this "flying jeep" version of the Model 52 to use automotive-style Florida and spent the better part of an an observation plane, which became high production techniques. These evening talking with Mr. Biasell about the famous L-5, and production began. techniques not only lent themselves to some of the famous airplanes he'd Mr. Biasell was involved in other in­ economic mass production, they also worked on. However, one airplane he teresting projects during the war, but as kept the weight low without sacrificing worked on never got past the prototype the conflict drew to an end, many com­ structural integrity. stage. This attractive and innovative panies and aircraft designers looked Figure 1 illustrates the difference in bird captured my attention: It was the forward to the post-war period. At the design between the Biasell/Bendix Bendix Model 52. end of the World War II , market surveys Model 52 (top) tail feathers and those Mr. Biasell had begun aircraft design indicated that a two-place, all-metal re­ of a conventional aircraft. Note that both and engineering for the Stinson Aircraft tractable aircraft would sell briskly in the horizontal stabilizers and the vertical fin Company in 1937, working for a Mr. anticipated post-war aviation boom. are identical; one piece can serve as Athanas (Jack) Fontaine. Mr. Fontaine The Bendix Corporation, like many either stabilizer or fin . And , not including was Chief Engineer at Stinson at the other businesses, made plans to build the skin, each unit totaled just 12 parts! time and had been responsible for the and market general aviation aircraft to The fuselage was designed along the Voyager series. Mr. Biasell was project fill the proposed needs of the many mil­ same lines (Figure 2) , and used rolled engineer on the Reliant and later the itary pilots who were soon to return to skin to form the stringers. L-5, and as we talked, Biasell took a civilian life. Mr. Jack Fontaine was hired But perhaps the most interesting part moment to reminisce about the "Sen­ from Consolidated-Vultee to head the of the design was that of the wing. As tinel." new Bendix Aircraft venture along with shown in Figure 3, the wing consisted According to Mr. Biasell, in 1940 the Mr. Biasell, who was then at the Gen­ of two spars, 7 ribs set at 45 degree Army was in the market for an observa­ eral Motors Research Laboratories. angles to each other, end cap, aileron tion plane. They had written specs and Designed in July 1945, the Bendix and flap assembly and leading edge for were starting tests on several pro­ Model 52 prototypes were engineered a total of 19 parts per wing , not including totypes supplied by competing aircraft by Mr. Biasell and built in 1945-46 at the skin or landing gear/retracting companies; Stinson's entry was the 0­ the Bendix Experimental Engineering mechanism. The wings used a modified 49, later known as the L-1 . However, Department at 261 McDougal Street in Goettingen section, up-swept at the some engineers at Stinson believed the DetrOit, Michigan. The Model 52 was a trailing edge to flatten the stall curve. Army was asking for an airplane that low-wing, all-metal airplane with side­ According to Mr. Biasell, the airplane was too large and expensive for its in­ by-side seating and retractable tricycle was virtually spin proof. Moreover, it tended purpose. As a result, a request landing gear. Wing span measured 33' had very gentle stall characterisitcs and was made to top management for ex­ 3"; length 22', with an empty weight of maintained aileron control throughout penditure of company funds to demon­ just 1043 pounds. Target price was the stall. The Model 52 could be flown

18 AUGUST 1986 BENDIX BENDIX (j), @ ...® IDENTICAl. TOTAL 12 PAI

"' 19 PARTS

CONVENTIONAL CONVENTIONAL

0 , @-@ !!QI IDENTICAL. .

Figure One

Figure Three

If 3 BULKHEAD BLANKED OuT OF" THIS AREA , ETC.

H;2 BULKI-

"" ROl.LED .sKIN "" FORMS STRINGER

Figure Two Figure Four

VINTAGE AIRPLANE 19 at very high angles of attack without dropping a wing or surprising its pilot with an abrupt stall. An article on the Bendix Model 52 in the September 1971 issue of "The Great Lakes Flyer" notes that the 52 had "full length ailer­ ons (that) could be 'drooped' to serve as landing flaps which reduced the stall speed ... from 53 mph to 47 mph ., " a highly imaginative design feature for a general aviation production aircraft. Figure 4 illustrates the method of pro­ duction that had been proposed. The rear fuselage, wings, engine cover and cockpit areas were to be built as sepa­ rate units, then joined to the "keel" at the end of the assembly line. The cab was to be lowered onto the assembly just as automobile bodies were lowered onto frames in automobile assembly plants. The other picture shows the clean lines of the Model 52, long wing, and outward retracting gear. It was powered by a 100 horsepower Franklin, and , ac­ cording to Biasell, had a maximum speed of 154 mph . It cruised at 140 and climbed at 900 fpm . The original design called for a six-inch propeller hub exten­ sion shaft which gave the plane a more streamlined appearance. But later, to reduce manufacturing costs, the exten­ sion shaft was eliminated and the nose of the Model 52 took on a more conven­ tional appearance. The shorter nose also reduced the maximum airspeed to 148 mph, which was the maximum speed indicated by the "Great Lakes Flyer" article. The first Model 52 , NX-34110, was flown by Bendix Chief Test Pilot AI Schram in December, 1945, just five months after the first design sketches were laid down. The prototype had

BENDIX EXPERIMENTAL AIRCRAFT DEPARTMENT (Left to right): Bob Horstman (Engineer), AI Schramm (Chief Test Pilot), Unidentified (Comptroller), Fred Ross (Chief Aerodynamicist), Carroll Caldwell (Weights Engineer), Bob Fredricks (Engineer), Bill Fredricks (Head Stress Analyst), O.G. Blocher (Engineer), A.P. "Jack" Fontaine (President & General Manager), Vern Biasell (Chief Engineer-Model 52), Charley Limouze (Engineer), Maurice Mills (Chief Engineer-Model 51), Earl Lowe (Head Tool Design), O.J. Lutz (Tool Designer), Charley Loomis (Shop Manager), Bill Lothrop (Engineer), Bill Mara (Vice President & Public Relations), Unidentified (Salesman). Photo taken on the morning the department was notified of its closing.

20 AUGUST 1986 The aviation community obviously the major assemblies for the two aircraft lost out on an innovative and interesting were identical. airplane when Bendix's top manage­ Only one of each type was built. The ment decided to abandon the Model 52 ; landplane was flown for approximately it was an attractive machine and offered 25 to 30 hours (Biasell's estimate) at a high level of performance for its time. the Willow Run Airport at Ypsilanti, However, in light of the post-war gen­ Michigan. The amphibian was never eral aviation fizzle, abandoning light air­ flown ; only preliminary taxi tests were craft manufacturing was probably a conducted. The hull was developed, wise business decision. But just lookng and hydrodynamic characteristic tests at these pictures and talking with Mr. conducted, with models at the Experi­ Biasell about the design features and mental Towing Tank, Stevens Institute production techniques of the Bendix of Technology, in Michigan. Model 52 made me wonder if these Both the landplane and amphibian ideas aren't worth a second look. It were powered by a 6 cylinder Franklin would be a shame to forget this interest­ engine which developed 220 hp at ing machine .. . and the innovative and 2,600 rpm. The design statistics are as futuristic production techniques inher­ follows: Vern Biasell today. ent in the design. Landplane (Model 51) been trucked across the Detroit River During the time the two Bendix Model Design Max Speed ...... 168 to Windsor Airport in Canada for the 52's were undergoing flight tests, two­ Design Cruise Speed ...... 157 flight. Biasell noted that the Windsor Air­ four place aircraft were being designed Design Stall Speed ...... 53 port was chosen because it was close and built. Known as the Model 51 and Wing Span ...... 40 ft. by and offered a degree of security 51A, they were all-metal, twin boom Wing Area ...... 218 sq. ft. against the press and competitors. By pushers with retractable tricycle landing Length ...... 28' 2" September, 1946, two other prototypes gear. Empty weight ...... 1,550 Ibs. were built and the Model 52 had com­ Maurice Mills 12th from the left in the Gross weight ...... 2,550 Ibs. pleted all but the final flight tests for an photo of the Bendix Aviation Depart­ Seaplane (Model 51a) Approved Type Certificate. Several ment, was Chief Engineer for these hundred tool makers were working on planes. Mr. Mills had worked with Stout, Design Max Speed ...... 149 production tooling when a change of the designer of the Ford Tri-Motor. Later Design Cruise Speed ...... 138 Bendix's top management abandoned he worked at Stinson and after the war, Design Stall Speed ...... 54.5 the personal aircraft field . of course went to Bendix. Wing Span ...... 40 ft. The new management worried that a Construction of the pushers was simi­ Wing Area ...... 218 sq . ft. successful Model 52 would make Ben­ lar to the Model 52 : the wings were of Length ...... 28' 2" dix Corporation a competitor of other diagonal rib design and employed the Empty weight ...... 1,700 Ibs. airframe manufacturers who were cus­ same modified Goettingen airfoil (Ben­ Gross weight ...... 2,700 Ibs. tomers of Bendix's other divisions. Ac­ dix 416 airfoil) section. And like the As Mr. Biasell put it in his note to me cordingly, management decided that Model 52, automobile-type assembly "(this) is a little of the very meager infor­ situation might hurt sales in those other line techniques were to be used to build mation available. Basic tests were so departments, and so in September the the planes. This would make it possible preliminary (when the decision was board of directors announced that the to economically build either a landplane made to cancel the aircraft program) Aviation Department had to be dis­ or amphibian from the same basic air­ that no decisions on the future of these banded. The prototypes were stored for frame: the upper fuselage could be designs had ever been formulated ." six years and then donated to the Uni­ joined to either type of lower fuselage Like the three Model 52's, after pro­ versity of Michigan, Wayne State Uni­ during assembly because except for the longed storage (6 years), both airplanes versity, and the Detroit Aero Mechanics lower fuselage, wingtip floats and were given to universities for student in­ High School. longer landing gear of the amphibian, struction purposes .•

The Model 52 with the extension removed.

VINTAGE AIRPLANE 21 The newly restored 1929 sailing glider. The machine was invented by a WW I French pilot.

The sailing glider as it appeared when found at Old Orchard Beach, Maine. 22 AUGUST 1986 By Steve Cartwright Assistant Director Owls head Transportation Museum Owlshead, ME 04854

For every invention that works, there must be many that have failed . Of course, the inventor doesn't brag about the flops, even if they did get off the ground. But one such magnificent mis­ take has been preserved. A zany, one­ of-a-kind flying machine with a Maine heritage is on exhibit at The Owls Head Transportation Museum. Restored to flying condition at a cost of $20 ,000 is a 1929 motor-less sailing glider. It was actually flown a number of times at Old Orchard Beach in 1930, but apparently with less than unqual­ ified success. The glider was disman­ tled and stored in a large box until a few years ago, when it was found and do­ nated to the Museum. The designer-pilot of the strange craft, apparently a John Domenjos, dropped from the public eye shortly after the trials at Old Orchard . The sailing glider in flight in 1930 at Old Orchard Beach, Maine. Photo is a film clip from Oddly, the sail ing glider - sort of a an early movie called, "Oddities of Flight." marriage of a sloop and a plane ­ achieved a certain fame when it ap­ peared as the cover illustration on the the glider and its builder. sails, for example. August 1930 issue of Popular Meanwhile, the Smithsonian Institu­ For a photo session, the glider was Mechanics. But the magazine failed to tion in Washington, D.C., has recog­ allowed to roll outside the Museum, say who built the plane. A brief film clip, nized the historical significance of the pushed playfully along by the breeze, although blurry, shows the sailing glider aircraft, and Museum staff and volun­ but volunteers seized the craft before it taking off from the sands at Old Or­ teers celebrated the completion of could travel very far along the aban­ chard , and for a few minutes it is air­ many hours' work on the project. doned airport runway ; too much was at borne, sails flapping. The 42-foot wingspan glider was stake. The glider pilot had to be a combina­ badly deteriorated when discovered in The Museum, located two miles tion sailor-aviator, with a dash of the its southern Maine storage box. While south of Rockland on Route 73, invites daredevil thrown in. The Museum is the glider is authentic in dimensions and the public to come view the glider hopeful that someone may come for­ detail, many new parts were fabricated . exhibit any weekday, 10-5. For informa­ ward with more information concerning A local sail loft provided new canvas tion call 207/594-9219 .•

The sailing glider has a Bleriot-type fuselage and the cockpit is a maze of Front cover of the August, 1930 issue of Popular drums, wheels, cogs, chains and pulleys to hoist the sail, control the boom Mechanics magazine featured the sailing glider. and operate the conventional controls. VINTAGE AIRPLANE 23 LEGACY OF'~T nINGS

Another new addition to the EAA Video Aviation Series is "Legacy of Wings", the story of Harold Frederick Pitcairn, an American aviation pioneer, whose efforts and accomplishments are reflected in many facets of aviation prove both the scope and safety of avi­ Among Harold Pitcairn's many firsts today. As a young boy he was fasci­ ation. His series of Pitcairn Mailwings was the successful flight of a wingless nated with manned flight and in his were great improvements over the autogiro. His ingenuity and inventive­ teens was designing, building and flying machines being flown by airmail pilots. ness enabled the success of the mod­ model airplanes, including a delta wing. Pitcairn started his own airline which ern helicopter. He took flight training at one of Glenn became one of today's major carriers, "Legacy of Wings" should be in the Curtiss's flying schools and later with Eastern Airlines He was intrigued with video collection of every aviation histo­ the Signal Corps during World War I. rotary-wing craft and traveled to Europe rian and all who are even remotely in­ His first airplane was a Farman Sport to meet Juan de la Cierva who had terested in rotary-wing flight. It can be biplane which he flew from the family made rotary-wing flight a reality. ordered in VHS or Beta from the EAA farm. The farm, near Bryn Athyn, In time, Harold Pitcairn developed his Aviation Foundation for $39.95. Please Pennsylvania, became the original Pit­ own rotary-wing craft and his patents, specify VHS or Beta format and include cairn Field in 1924, and when it was which date back to 1926, were pur­ your name, address, phone number dedicated, some 20,000 spectators chased by Igor Sikorsky and incorpo­ and EAA number and mail your check showed up to witness the festivities. rated in the XR-4, the world's first to: EAA Video, Wittman Airfield, Osh­ That same year, Harold Pitcairn in­ helicopter. kosh, WI 54903-3065. Or, phone 1-800­ formed his wife that he had made the This video includes rare, historic foot­ 843-3612 between 8:00 a.m. and 5:00 decision to make aviation his career. age from amateur home movies show­ p.m. (Wisconsin reSidents, phone 4141 A quiet man, Pitcairn shunned the ing flights of many Pitcairn aircraft in­ 426-4800), and use your VISA or Mas­ spotlight but he worked tirelessly to im­ cluding autogiros landing and taking off. terCard . ... Gene R. Chase.

I have talked with several fellows who remember rushing 'home from school to listen to the Jimmie Allen radio pro­ Letters To Editor gram. In checking with local radio sta­ tion KVOO, the public library, and Texaco, (now owner of Skelly), I have been unsuccessful in getting additional Dear Gene, Company. "Doc" flew the Jimmie Allen information. Aircraft. I would be pleased to hear from read­ Enclosed are two photos, one of the Also enclosed is a copy of a letter ers who have information on this long Spartan C-3-225 biplane and the other, from James A. Williams of Lee's Sum­ ago, favorite radio program. the Spartan C-4-301 which were used mit, Missouri written to the Spartan by Skelly Oil Company in Tulsa, Ok­ School of Aeronautics in Tulsa on April Sincerely, lahoma circa 1934 to promote a na­ 5, 1979. Williams also sent a copy of tional radio program called "The Adven­ his Jimmie Allen Flying Club member­ George E. Goodhead, Jr. tures of Jimmie Allen." ship card. I have been unsuccessful in (EAA 3603, AlC 5176) The man in the photo is the late How­ attempting to locate Mr. Williams. Ac­ Spartan Alumni Club ard J. "Doc" DeCelles who was a pilot cording to his letter, he was called 6326 E. 4th Street for Mr. W. G. Skelly of the Skelly Oil Alfred (his middle name) as a boy. Tulsa, OK 74112

Spartan Aircraft Photo Photo by George E. Goodhead, Jr. Spartan C5-301, NC11 006, SIN H-2, powered with a 300 hp Wasp Spartan C3-225, NC3070 with a Wright J6, 225 hp. Owned by Jr. R-985, owned by Skelly Oil Co. Man is "Doc" Decelles, Mr. Skelly Oil Co. Skelly's pilot. 24 AUGUST 1986 VINTAGE SEAPIANES

Editor's Note: The photos and informa­ muda, Gander, Shannon and Calshot. The accompanying photos are of the tion for this month's Vintage Seaplane Recently, "Juliet" has acquired British last two flyable Sunderlands. VP-L VE column was furnished by Jorge J. registry, G-BJHS. is in a Museum and N158J (now G­ Suarez (EAA 218712, AlC 8206), British Short Sunderlands were origi­ BJHS) is flying in England. Cauce M-4, Alturas del Remanso, Rio nally passenger-carrying flying boats, Short Sunderland specifications: Pierdras, P.R. 00926. converted during WW II to reconnais­ wing span 112' 9", length 86' 3", height Short Sunderland S.25, N158J flying sance service including maritime con­ 32' 10-1 /2" , max. take off weight 59 ,000 boat was completed at Short & Harland, voy escort and anti-submarine warfare. Ibs. , cruising speed 140 knots, max. Ltd., Belfast, Northern Ireland in March Sunderland production continued until passenger seating 42 and crew 5 . • 1944 as a Mk. III, SIN ML-814. It was 1945 reaching a total of 741 . fitted with four Bristol Pegasus X.C. en­ gines and saw service with RAF. 201 and 422 Squadrons during that year. In February, 1945 it was returned to Short for conversion to a Sunderland Mk. V fitted with P&W Twin Wasp R­ 1830-900 engines. From April 1945 to February 1946, it served with 330 Squadron. In November 1946 it was placed in long term storage, ending in May 1952 when it was again returned to Short for mod­ ification to New Zealand standards. In May 1953 it was delivered to the Royal New Zealand Air Force as SIN NZ -4108 and flew with NO. 5 Squadron (M .R.). In 1963 it was acquired by Ansett Fly­ ing Boat Services in Australia and con­ verted to passenger configuration. The front gun turret was removed and the resulting "nose job" left a more promi­ nent bulge than a Belfast-built Sandrin­ gham resulting in the converted aircraft being referred to as a Sunderingham! Photo by J. Suarez Up to this time the aircraft had only Sandringham IV, VP-LVE "Southern Cross" operated by Antilles Air Boats at Christian­ flown a total of 1085 hours. From De­ sted, St. Croix, Virgin Islands on May 10, 1975. cember 1964 until the termination of An­ sett's flying boat services in September, 1974, it operated on the company's route from Rose Bay, Sydney to Lord Howe Island, a distance of about 400 miles, registered VH-BRF in Australia under the name of "Islander". Bought in September 1974 for Antil­ les Air Boats in the Virgin Islands by Capt. Charles Blair and re-named "Ex­ calibur VIII," it was flown to Puerto Rico via Pago Pago, Honolulu, Long Beach, Eagle Mountain Lake, Washington, New York, Boston and St. Croix (a total of about 9,900 miles). After its arrival in Puerto Rico the air­ craft was stored at Isla Grande Airport, San Juan until May 1979. After the death of Charles Blair the flying boat was saved from certain destruction by the millionaire, Edward Hulton. Hulton spent more than $1,000,000 in making the boat airworthy, and on November 12, 1980, Blair's widow, actress Mau­ reen O'Hara christened the aircraft "Juliet" and it was registered N158J. The Sunderland is now in England, Photo by J. Suarez arriving there on May 19, 1981 flying Short Sunderland Mk.V, N158J (now G-BJHS) moored at Isla Grande, San Juan, P.R. on from Puerto Rico via St. Croix, Ber­ November 15, 1980. VINTAGE AIRPLANE 25 Cavalcade ofWiV\9I--s_

The size of the unidentified aircraft can be judged by the men in the photo. by Gene Chase feels that if the statement is true and craft, people or location they are asked (Photos courtesy Museum of New this is the machine, it could be the first to contact Mr. Harry M. Davidson, Mexico) aircraft built by a black man. Cavalcade of Wings, 1408 Jefferson, If any members can identify the air- N.E. Albuquerque, NM 87110. The Cavalcade of Wings is a collec­ tion of scale models of the aircraft which have been of significance to the aviation history of Albuquerque, New Mexico. Over 500 models are currently on per­ manent display while the master list contains 790 names. This collection is in effect a miniature museum. Each model has the livery, numbers, etc. of an actual aircraft used in Albuquerque. The accompanying photos are three of seven donated to the Museum of New Mexico circa 1950 by someone in Albuquerque. The folks at the Caval­ cade of Wings are attempting to deter­ mine if the aircraft was actually built in that city. Inscribed on the back of two of the prints is "Albuquerque 1910­ 1912". To date no one has been able to identify the people or the buildings. A long time resident and historian once said that he remembered a strange aircraft being built by two black draymen. The people in the photo do Three-quarter front view shows the forward elevator apparently positioned downward not appear to be black. Mr. Harry M. by moving the pilot's control wheel upward. The five cylinder radial (rotary?) engine is Davidson of the Cavalcade of Wings behind the pilot's seat. The aft rudder was possibly controlled by rotating the control wheel. 26 AUGUST 1986 This rear view gives an idea of the planform of the machine.

CALENDAR OF EVENTS

AUGUST 8-15- BLAKESBURG, IOWA - Annual AUGUST 29-SEPTEMBER 1 - STANLEY AIR­ SEPTEMBER 26-28 - BANDERA, TEXAS - 2nd AAA National Fly-In for members only. Antique PORT, NOVA SCOTIA - 16th Annual Fly-In Annual Continental Luscombe Association, Airfield. Contact: AAA, Rt. 2, Box 172, Ot­ sponsored by EAA Chapter 305 and the Stan­ Texas Chapter Fly-In at Flying "L" Ranch. Con­ tumwa, IA 52501, phone 515/938-2n3. ley Sport Aviation group. Special invitation to tests, awards, family style meals. Contact: Ron Cessna 18011 85 members. Breakfast, chicken Carson, 5121493-1031 . AUGUST 11-15 - FOND DU LAC, WISCONSIN barbeque, contests, etc. Contact: Brian Chap­ SEPTEMBER 27-28 - BINGHAM, MAINE - 17th - International Aerobatic Club Competition at pell, Site 30, Box 23, R.R. 2, Windsor Jct., Nova Annual Gadabout Gaddis Fly-In at Gadabout Fond du Lac Skyport. Contact: Clisten Murray, Scotia, Canada BON 2VO. Gaddis Airport. Contact: 207/672-4100 or 2071 302 S. Railway, Mascoutah, IL 62258, phone 672-5511 . AUGUST 29-SEPT. 1 - ELMIRA, NEW YORK! 618/566-8601. OCTOBER 2-5 - PITTSBURGH, PENNSYL­ TEHACHAPI, CALIFORNIA - Sailplane VANIA - 11th Annual International Cessna AUGUST 17 - CLARENCE, NEW YORK - EAA Homebuilders Assn., Soaring Society of 120/140 Association Convention at Butler Farm Chapter 656 "Generic" Taildragger Fly-In at America Annual Homebuilders workshops, de­ Show Airport - Roe, 4 miles west of city on Clarence Aerodrome, located six miles south sign competition. Contact: Lew Johnson, DetrOit sectional. Contact: Mike Quinlan, Con­ of Lockport, NY. Contact: Miss Sterling Das. 10312 Rockville Pike, #402, Rockville, MD vention Chairman, 224 Lehr Avenue, chler, 142 Curtis Parkway, Buffalo, NY 14223. 20852 or Howie Burr, 1426 Hillcrest Ave., Glen­ Pittsburgh, PA 15223, phone 4121781 -4435. dale, CA 91202. AUGUST 22-24 - SUSSEX, NEW JERSEY ­ OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA ­ 14th Annual Air Show at Sussex Airport, Inc. AUGUST 29-SEPT. 2 - ROME, GEORGIA - 5th 29th Annual Tulsa Fly-In sponsored by AlC Contact: 201 /875-7337 or 201 /875-9919. Annual Ole South Fly-In sponsored by Tennes­ Chapter 10, lAC Chapter 10, AAA Chapter 2 see Valley Sport Aviation ASSOCiation, Inc. and Green Country Ultralight Flyers, Inc. Con­ AUGUST 23-24 - SCHENECTADY, NEW YORK Camping available. Nearby motels. Parade of tact: Charles W. Harris, 119 East Fourth Street, - Flight '86 Airshow sponsored by the Amer­ flight featuring antiques, classics, warbirds, Tulsa, OK 74103, phone 918/585-1591. ican Red Cross and Empire State Aero Sci­ homebuilts, ultralights and rotorcraft. Contact: OCTOBER 3-5 - TAHLEQUAH, OKLAHOMA ­ ences Museum at Schenectady County Airport, Jimmy Snyder, 5315 Ringgold Road, Chat­ National Bucker Club 6th Annual Fly-In, in con­ featuring Blue Angels. Contact Steve Israel, Di­ tanooga, TN 37412, phone 615/894-7957. junction with the 29th Annual Tulsa Fly-In. Con­ rector, 19 Airport Road, Scotia, New York tact: Frank G. Price, Rt. 1, Box 419, Moody, TX SEPTEMBER 6-7 - MARION, OHIO - 21st An­ 12302, phone 518/399-5217. 76557, phone 817/853-2008. nual "MERFI" EAA Fly-In. Camping on airport OCTOBER 11 -12 - SUSSEX, NEW JERSEY­ AUGUST 24 - BROOKFIELD, WISCONSIN ­ grounds. Contact: Lou Lindeman, 3840 Clover­ EAA Tri-Chapter Liberty Year Fly-in sponsored 3rd Annual Ice Cream Social and Fly-In at dale Road, Medway, OH, phone 513/849-9455 by Chapters 73 and 238 and AlC Chapter 7 at Capitol Airport. Sponsored by AlC CHapter 11 . after 6:00 p.m. Contact: George Meade, 414/962-2428. Sussex Airport. Static display only (this is not SEPTEMBER 20-21 - KERRVILLE, TEXAS ­ the annual air show). Awards for outstanding AUGUST 24 - MICHIGAN CITY, INDIANA ­ 22nd Annual Kerrville Fly-In. StatiC displays, aircraft. Everyone welcome. Contact: Vearl Michigan City Aviators Club annual fly-in/drive­ daily aerobatic shows, forums, judging and Lack, 20 Gervic, Flanders, NJ 07836, phone in pancake breakfast, serving 7 a.m. to noon, awards. All aircraft types welcome. Contact: 201/584-9553 (after 6 p.m.) at Michigan City Municipal Airport. Contact: Kerrville Area Chamber of Commerce, Con­ MARCH 15-21 - LAKELAND, FLORIDA­ Tom Robbins, 219/924-0207 (days) or 2191 vention and Visitor's Bureau, P. O. Box 790, 13th Annual Sun 'n Fun EAA Fly-In. Contact: 926-1921 (evenings). Kerrville, TX 78028, phone 5121896-1 155. Bor.mie Higbie, P. O. Box 6750, Lakeland, FL

VINTAGE AIRPLANE 27 MEMBER'S PROJECTS ...

by Gene R. Chase

This Laird LCR-W450, SIN 162 (shown at right) is being restored to original configuration by a father and son team in Zanesville, Ohio. In the rear cockpit is the father, John Morozowsky (EAA 79439, AlC 2221). Son Anthony (EAA 246668) is in the front 'pit. Anthony says that E. M. "Matty" Laird made only two of this model. It is pow­ ered with a 450 hp P&W Wasp and was issued a Group 2 approval number 346 on 5-19-31 (see Joseph Juptner's U.S. Civil Aircraft, Volume 9, page 161). Matty claimed the plane could attain 200 mph with the front cockpit covered. The Morozowsky's are also restoring a 1928 Laird LC-1B-200, SIN 161 pow­ ered with a 9-cylinder Wright J-5.

The only full-size example of a Bristol Scout in the world is this replica built by Leonard E. Opdycke (EAA 1076, AlC some damage but fortunately the pilot Leonard built the Scout from draw­ 6933), 15 Crescent Road, Poughkeep­ was not injured. ings he obtained from the Bristol Aero­ sie, NY 12601-4490. The accompany­ This past April Leonard received what plane Company and powered it with a ing photo shows the plane at Cole probably is the highest amount of praise nine-cylinder LeRhone rotary engine of Palen's Old Rhinebeck Aerodrome near an airplane builder and enthusiast can 80 hp. Because the museum in London Rhinebeck, New York. receive. Representatives from Britain's has several examples of the engine, Leonard began cutting pieces of the Royal Air Force Museum took his disas­ they took only the airframe. Scout about 20 years ago, but the ac­ sembled Scout to London. It has a place Although Leonard Opdycke no longer tual construction took about five years. in their history because it was one of has his Bristol· Scout, he is still deeply The first flight of the 1914 Bristol Scout the first British armed airplanes. involved in aviation as publisher and o took place in July 1984 and lasted About 374 Bristol Scouts were built editor of World War I Aero, a magazine about 25 minutes until the magneto between 1914 and 1916. Many were for early airplane enthusiasts. This ex­ failed. Leonard was unable to glide used as sport planes, but the British cellent publication has a world-wide cir­ back to Old Rhinebeck and was forced Royal Flying Corps mounted guns and culation and each issue is truly a collec­ to land in the trees. The Scout suffered used them in combat during WW I. tor's item .•

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

"GRAND CANYON", 2-hour spectacular helicopter 25c per word, 20 word minimum. Send your ad to ACRO SPORT - Single place biplane capable of The Vintage Trader, Wittman Airfield unlimited aerobatics. 23 sheets of clear, easy to exploration VIDEO. Breathtaking music. Critically Oshkosh, WI 54903-2591. follOW plans includes nearly 100 isometrical draw­ acclaimed. Details FREE. Beerger Productions, ings, photos and exploded views. Complete parts 327-V12, Arville, Las Vegas, NV 89102, 70 21876­ and materials list. Full size wing drawings. Plans 2328. (C-10/86) AIRCRAFT: plus 139 page Builder's Manual - $60.00. Info A Rare Opportunity to own a 1946 V-77 Gullwing Pack - $5.00 . Super Acro Sport Wing Drawing ­ FUEL CELLS - TOP QUALITY - Custom made Stinson. Truly an award-winning aircraft. Only 14 $15.00. The Technique of Aircraft BUilding ­ bladder-type fuel tanks and auxiliary cells, any hours S.M.O.H. For further information call 519/ $10.00 plus $2.00 postage. Send check or money shape or capacity for Warbirds, Experimental, Vin­ 633-4175, evenings (92) order to: ACRO SPORT, INC., Box 462, Hales tage, Sport and Acrobatic aircraft. Lightweight, Corners, WI 53130. 414/529-2609. crashworthy, baffled and collapsible for installation. 1950 Bellanca Cruismaster 14-19- 1750 n , Typical delivery 2-3 weeks. Call or write for details: 690 SMOHE, NavCom, XPNDR, full panel, aux. ACRO II - The new 2-place aerobatic trainer and 1-800-526-5330, Aero Tec Labs, Inc. (ATL), Spear tank, hangared, mostly original. Dick, 8121376­ sport biplane. 20 pages of easy to follow, detailed Road Industrial Park, Ramsey, NJ 07446. (C5/87) 3238 or 8121377-7022. (71) plans. Complete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac ­ For Sale - Aeronca C-3 tailfeathers - also J-3 Piper Cub Fuselage - Bare, repaired , re­ $5.00. Send check or money order to: ACRO Aeronca E-113 engine, less crankshaft, carb and stored ready for sandblasting, paint. Included ­ SPORT, INC., P.O. Box 462, Hales Corners, WI mag. 608/222-8489. (71) uncovered A-1 tail feathers, landing gear vees, 53130. 414/529-2609. cabane, shock struts, wheels, floor boards, control NEW MEMBERS! Complete set of THE VINTAG E torque, sticks, rudder pedals, etc. Some new mate­ AIRPLANE magazines for sale. $225.00 608/222­ rial for Birdcage Standoff Channels, Yoke, F.O.B. 8489 - no collect calls. (71) Pennsylvania. Best offer over $1,650.00. Bargain for someone who wants to build a J-3. 215/326­ 9592. (71) MISCELLANEOUS: WANTED: BACK ISSUES ... Back issues of THE VINTAGE PLANS: AIRPLANE (and other EM Division publications) Wanted: Any parts regardless of condition for Con­ are available at $1.25 per issue. Send your list of solidated PR-3/NY-2 Aircraft. Also any detail POBER PIXIE - VW powered parasol- unlimited issues desired along with payment to : Back Issues, photos, drawings, etc. Bill Hodson, 1042 Hacienda in low-cost pleasure flying. Big, roomy cockpit for EM-Wittman Airfield, Oshkosh, WI 54903-2591. Drive, Simi Valley, CA 93065, phone 805/522­ the over six foot pilot. VW power insures hard to 5239. (92) beat 3'12 gph at cruise setting. 15 large instruction LITERATURE FOR RESTORERS/BUILDERS ­ sheets. Plans - $60.00. Info Pack - $5.00. Send Out-of-print, current. State specific needs. 700 + Wanted: Heads-up display panel and CRT. Used check or money order to: ACRO SPORT, INC., title list, $2.00. JOHN ROBY, 3703Y Nassau, San & obsolete okay. Call with specs and prices. John Box 462, Hales Corners, WI 53130. 414/529-2609. Diego, California 92115. (8/10) McCoy, 6041732-0909. (71)

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

Total Words ____ Number of Issues to Run ______

Total $,____ Signature ______--______

Address THE JOURNAL OF MEMBERSHIP THE EARLY AEROPLANE INFORMATION The most authoritative journal on Those \\bnderful 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 nualfy. 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 ATTENTION one year membership in EAA An­ tique-Classic Division, 12 monthly AIRCRAFT OWNERS issues of The Vintage Airplane and SAVE MONEY ... FLY AUTOGAS membership card. Applicant must be Gurrent EAA member and must a If you use 80 octane avgas now, you could be using less give EAA membership number. expensive autogas with an EAA-STC. Non·EAA Member - $28.00. In­ Get your STC from EAA - the organization that pioneered cludes one year membership in the the first FAA approval for an alternative to expensive avgas. EAA Antique-Classic Divison, 12 monthly issues of The Vintage Air­ CALL TODAY FOR MORE INFORMATION­ plane, one year membership in the IT'S TOLL-FREE 1-S00-322-42n EAA and separate memberShip (in Wisconsin call 414-426-4S00) cards. Sport Aviation not included. Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065 lAC For faster service, have your airplane's "N" number and serial number; your en­ Membership in the International gine's make , model and serial number; and your credit card number ready. Aerobatic Club, Inc. is $25.00 an­ nually which includes 12 issues of Sport Aerobatics_ All lAC members are required to be members of EAA.

WAR BIRDS 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.

LIGHT PLANE WORLD EAA membership and LIGHT PLANE WORLD magazine is available for $25.00 per year (SPORT AVIA TlON not included). Current EAA members may receive LIGHT PLANE WORLD for $15.00 per year.

FOREIGN MEMBERSHIPS Please submit your remittance with It's Exciting! It's for Everyone! a check or draft drawn on a United See this priceless coillection of rare, historically States bank payable in United significant aircraft. all imaginatively displayed in the 8:30 to 5:00 p.m. States dol/ars or an international Monday thru Saturday postal money order similarly drawn. world's largest, most modern sport aviation HOURS 11:00 a.m. to 5:00 p.m. museum. Enjoy the many educational displays and Sundays audio-visual presentations. Stop by-here's Closed Eastec Thanksgiving. Christmas Make checks payable to EAA or the and New Years Day (Guided group tour something the entire family will enjoy. Just arrangements must be made two weeks division in which membership is in advance). desired. Address aI/ letters to EAA minutes away! or the particular division at the fol­ CONVENIENT lowing address: IDeATION WITTMAN AIRFIELD The fAA Aviation Center is located on OSHKOSH, WI 54903-3086 EA~ Wittman Field, Oshkosh, Wis. -just off Highway 41. Going North Exit Hwy. 26 or PHONE (414) 426-4800 -::::JIiJIl.!?' FOUNDATION 44. Going South Exit Hwy. 44 and follow OFFICE HOURS: I""~N Wittman Airfield signs. R:lr fly·ins-free bus from Basler 8:30-5:00 MON.-FRI. 414-426-4800 Oshkosh. WI 54903-3065 Flight Service.

30 AUGUST 1986 Classic owners! Intarlor looking shabby? STITS POLY-FIBER ., ,CJ COVERING MATERIALS FOR OVER 20 YEARS THE CHOICE OF THE GRAND CHAMPION WINNERS

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\ The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 6OO·page two·volume series. Printed on high grade paper with sharp, clear photo reproduction. Offical race results 1927 through 1939 - more than 1,000 photos- 3·view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Volume 1 and 2 @ $14.95 each - add \ $1.50 for postage and handling. Special ­ both volumes $28.50 postage free. Sendcheck or money order to: EAA Aviation Foundat ion, Wittman Airfield, Oshkosh, WI 54903-3065.

VINTAGE AIRPLANE 31