STRAIGHT AND LEVEL

by Espie "Butch" Joyce

We have a local airport in North ance of the day taking tums flying the Cub. I would like to encourage everyone Carolina with a 3,000- by 200-foot Over the years, this airplane has "be­ to attend the EAA Sun 'n Fun Fly-in grass runway. The airport has a restau­ longed" to approximately 30 people ­ at Lakeland. The dates are April 9 to rant known as the Airport Drive-Inn. only a few of the original partners re­ April 15. This is a great event, very On any given Saturday with good main involved. I am proud to be one well managed with a lot of sunshine weather, there will be as many as 50 of them. The Cub has been responsible and warm temperatures. aircraft landing at lunchtime. Everyone for many people being able to solo and Billy Henderson, the ramrod of Sun will be wandering around visiting with go on to further their aviation careers. 'n Fun has written me with the follow­ each other, taking buddy rides and hav­ One of these people is now flying a ing information: This year, for the first ing a good time. King Air 200. time, there will be three evening air­ Amazing to me is how all of this During this time period, we had to shows in addition to the daily shows . activity takes place without a control rebuild the red Cub. This project lasted The evening shows will be Wednes­ tower. Airplanes land and take off in about a year with everyone pulling his day, Thursday and Friday. The An­ an orderly and safe fashion. weight and having a good time. The tique/Classic Headquarters -will be It is at this same restaurant that the project provided a good amount of fel­ moved to a more prominent area facing hard core meets at night, drinks coffee, lowship and the result of our labor was the flight line. The A/C parking area reads Trade-A-Plane and talks lasting friendship and a trophy-win­ has been reworked for better drainage. airplanes . One night everyone agreed ning Cub. There will be an additional parking lot that what we needed was a Cub. Ace , As far as I am concerned, the red and also a new building will be in my partner in several aircraft, took the Cub will be around for a long time . place. The Sun 'n Fun Aviation Foun­ lead. We found a Cub in Minnesota My daughter, Sarah keeps measuring dation will have permanent displays set that we could buy for $5,000 (you can her legs each week to see if she can up. There's a lot happening in Lake­ tell this was a few years ago). reach the rudder pedals yet. I have a land. You will really enjoy this kick­ Everyone agreed, for the sum of $500 feeling that it will not be long before off to the summer fly-ins. each, it could be ours. That's right, ten I'm in trouble. At the February board meeting of partners. On the phone, the owner ag­ I wonder if William Piper had any the Antique/Classic directors, we reed to deliver his prize the following idea that his airplanes built in the I 940s began laying the groundwork for EAA week-end. On Sunday afternoon, we would still be flying today, giving so Oshkosh '89 activities. Any input from saw a red-and-cream J-3 arrive from much joy to so many . Our little "Cub the membership is welcome so send the northwest. The airplane was no Club" is a perfect example. Two of me any ideas that you may have . We'll trophy winner, but it was a good fly­ our group are discussing taking the be finalizing our activities at the May able Cub. Cub to the EAA Sun 'n Fun Fly-W at meeting. With the business taken care of, the Lakeland, Florida. Thoughts of ~ ub Let's all pull together in the same man from Minnesota bought himself a flying bring me around to spring and direction for the good of aviation . Join $300 car, threw in his sleeping bag and the beginning of many good flying us and have it all. • headed home. The locals spent the bal­ days.

2 MARCH 1989 PUBLICATION STAFF PUBLISHER Tom Poberezny Tti~ VICE-PRESIDENT MARKETING & COMMUNICATIONS Dick Malt EDITOR Mark Phelps MARCH 1989 • Vol. 17. No.3 ART DIRECTOR Mike Drucks Copyright '" 1989 by the EM AntiquelClassic Division, Inc. All rights reserved. ADVERTISING Mary Jones ASSOCIATE EDITORS Norman Petersen Contents Dick Cavin FEATURE WRITERS George A Hardie, Jr. 2 Straight and Levellby Espie "Butch" Joyce Dennis Parks EDITORIAL ASSISTANT 4 A/C News/compiled by Mark Phelps Carol Krone STAFF PHOTOGRAPHERS Jim Koepnlck 5 Vintage Literaturelby Dennis Parks Cart Schuppel Jeff lsom 7 Letters to the Editor EM ANTIQUE/CLASSIC DMSION, INC. 10 Time Capsulelby Mark Phelps OFFICERS President VIce President Esple "Butch" Joyce M.C. "Kelly" VIets 12 C-2 Restoration: A Journal- Part 2 604 - Hwy. Street RI. 2, Box 128 Iby George Quast Madison, NC 27025 Lyndon, KS 66451 919/427-0216 913/828-3518 Secretary Treasurer 18 Special Deliverylby Andrew Ki ng George S. York E.E. "Buck" Hilbert 181 Sloboda Ave. P.O. Box 424 Manstleld, OH 44906 Union, IL 60180 25 Pass It To Buck/by E. E. "Buck" Hilbert Page 18 419/529-4378 815/923-4591 DIRECTORS 28 Planes and People/Publicity Committee Robert C. "Bob" Brauer John S. Copeland 9345 S. Hoyne 9 Joanne Drive Chicago, IL 60620 Westborough, MA 01581 29 Welcome New Members 31 21779-2105 508/366-7245 Philip Coulson William A Eickhoff 30 Members' Projectslby Norm Petersen 28415 Springbrook Dr. 41515th Ave, N.E. Lawton, MI 49065 St. Petersburg, FL 33704 616/624-6490 813/823-2339 31 Vintage Trader Chartes Harris Stan Gomoll Page 25 3933 SOuth Peoria 1042 90th Lane, NE P.O. Box 904038 Minneapolis, MN 55434 35 Mystery Planelby George Hardie Jr. Tulsa, OK 74105 6121784-1172 9181742-7311 Robert D. "Bob" Lumley Dale A Gustafson N104W20387 7724 Shady Hill Drive Willow Creek Rd Indianapolis, IN 46278 Colgate, WI 53107 FRONT COVER ... "WHIZ BANG" is the given name ot Paul Neuman's 317/293-4430 4141255-6832 mint J-3 Cub based at Belz Airport in Blisstield, Michigan. Paul D. Arthur R. Morgan Gene Morrts Neuman, Paul's son, is the tront·seat pilot giving some dual to 15-year­ 3744 North 51st Blvd 115C Steve Court, RR 2 old student pilot, Ke~h Stanbery ot Toledo, Ohio. Milwaukee, WI 53216 Roanoke, TX 76262 (Photo by Paul Neuman) 4141442-3631 817/491-9110 Daniel Neuman S.H. 'Wes" Schmid BACK COVER ... No explanation is necessary tor this 1930s photo trom 1521 Beme Circle W. 2359 LeteberAvenue the EM Archives. Minneapolis, MN 55421 Wauwatosa, WI 53213 6121571 -0893 4141771 -1545 DIRECTOR EMERITUS SJ. Wittman 7200 5.E. 85th Lane Ocala, FL 32672 The words EAA, ULTRAliGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION, and !he logos of EXPERIMENTAl AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAl 9041245-7768 CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAl AEROBATICCLUB INC., WARBIRDS OF AMERICA INC., are registered trademar1

VINTAGE AIRPLANE 3 EAA MONOCOUPE COVERED CALENDAR OF EVENTS EAA staff member Tracy Johnson has the EAA Air Adventure Museum's Monocoupe looking good. She re­ cently finished covering and painting MAY 6-7 - Winchester, Virginia. the fuselage and the wings are almost EAA Chapter 186 Spring Fly-in at air­ ready for silver. EAA staff member port. Trophies for winning show plan­ Bruce Jovaag disassembled the engine es. Pancake breakfast Sunday. Conces­ and preserved its entire insides before sions. Apple Blossom Festival down­ Compiled by Mark Phelps reassembling it and painting the ex­ town. All welcome. Contact George terior. It's ready to go back on the Lutz at 7031256-7873. airplane. The cream and red MAY 21 - Benton Harbor, Michi­ CHAPTER #1 HOSTS AT SUN 'N Monocoupe is really beginning to FUN shape up and EAA Director of Aircraft gan. Third annual Fly-in breakfast, The EAA Antique/Classic Division Maintenance, Daryl Lenz says that , warbirds, boat show, classic car show Headquarters at the Sun ' n Fun EAA "Tracy deserves a lot of the credit for and trophies for aircraft. Sponsored by Fly-in will be located, as usual , in the it. " EAA Chapter 585, A VSA T Aviation little wood house in the Antique/ and Twin Cities Airport. Contact Al Classic aircraft parking area . Your Todd, PO Box 61, Stevensville, hosts will be the Antique/Classic Michigan, 49127 Telephone 616/429­ Chapter #1 , also known as the Florida PISTON FLEET AGING 2929. Sport Aviation Antique and Classic In its annual review of the state of Association, which is based at Lake­ the industry, the General Aviation MAY 26 - 28 - Afton, Oklahoma. land . We would like to invite all of Manufacturers Association reported The Third annual Twin Bonanza As­ you to come by and visit awhile. We that the average age of a single-engine sociation convention at the Shangri La are planning some interesting ac­ piston airplane is 22 years. The spread Resort. Contact Richard Ward, Twin tivities. So check with us upon arrival of numbers indicates that more older Bonanza Association , 19684 for the activities schedule. We'll save airplanes are being restored and stay­ Lakeshore Drive, Three Rivers , Michi­ you a seat on the porch swing where ing on the books longer while fewer gan 49093 Telephone 616/279-2540. you can enjoy that wonderful Florida new ones are being built - a surprise sunshine. - Sandy McKenzie, Presi­ to no one. That means that antique and JUNE 23 - 25 - Pauls Valley , Ok­ dent. classic aircraft are making up an in­ lahoma. Greater OKC Chapter of AAA creasingly larger percentage of the Fly-in. Great facility for Fly-in and general aviation fleet. More and more camping. Close to motels. Contact 1989 EAA SCHOLARSHIP PRO­ potential aircraft owners are discover­ Harry Hanna at 405/946-4026 , or Bud GRAM ing that a classic airplane is a relatively Sutton at 405/392-5608. Scholarships and awards ranging inexpensive route to aircraft ownership from $200 to full degree programs are with the added benefit of the satisfac­ JUNE 22 - 25 - Mount Vernon, offered through the EAA Aviation tion in owning such a piece of aviation Ohio. 30th Annual Waco Reunion. Foundation. The goal of the EAA Avi­ history . Wynkoop Airport. Make your reserva­ ation Scholarship Program is to en­ tions at the Curtis Motor Hotel, just courage, recognize and support excel­ one mile from the airport, 1-800-828­ lence in students pursuing knowledge 7847, or (in Ohio) 1-800-634-6835. of the technologies and skills of avia­ CLARENCE CLARK, 1904 - 1988 There will be no Waco fly-in at Hamil­ tion. Annual scholarships provide out­ Clarence Clark, Travel Air test pilot ton this year. For more information, standing individuals demonstrating fi­ of the late 1920s, died in Bartlesville, contact National Waco Club, 700 Hill nancial need with assistance to ac­ Oklahoma on December 31, 1988. He Avenue, Hamilton, Ohio 45015 . complish their aviation goals. Appli­ was 84. As production test pilot, he cants should be well-rounded individu­ flew virtually every Travel Air that left JUNE 24 - 25 - Orange Mas­ als involved in school and community Walter Beech's factory from 1925 until sachusetts. EAA Chapter 726 New En­ activities as well as aviation. The 1930. These included the Mystery Ship gland Fly-in and antique engine show. academic records of applicants should racers, Dole Race-winner, Woo/aroc Two runways, 5,000- by 150-feet, verify their ability to successfully com­ and the prototype Staggerwing. After trophies, flea market and food . War­ plete the educational activity for which leaving Travel Air, Clark became a birds welcome. Contact Joe Smolen, the scholarship is requested . Applica­ corporate pilot for Phillips Petroleum, 413/498-2266. tions for the 1989 EAA Scholarship flying company airplanes from Ford program must be completed and sub­ Trimotors to Falcon jets. Although he OCTOBER 5-8 - Pauls Valley, Ok­ mitted by May I. All application mate­ suffered a stroke some time before his lahoma. International Cessna 120-140 rials mu st also be received at EAA by death, Clarence still attended QB Association Fly-in Convention. Fifty May I. For application materials and meetings in Tulsa on a regular basis miles south of Oklahoma City on J-35. further information , please contact and former editor of VINTAGE Fly-outs, games and fun for all . Close EAA Education Director, Chuck Lar­ AIRPLANE Gene Chase reports that he to motels and shopping mall. Excellent sen at EAA Headquarters, 414/426- spoke with Clarence at such a meeting camping facilities on field. Contact 4800. on December 2 . • Bud Sutton at 405/392-5608 . •

4 MARCH 1989 Sixty Years Ago the most far reaching was the work re­ study during the year were: cantilever The Technical Literature of 1929 ported in Report #313 and Report wings; metal construction; seaplane #314 - "Drag and cooling with various floats; and the use of wheel brakes. forms of cowling for a Whirlwind ra­ ()uring 1929 the American aviation dial air-cooled engine." SAE TRANSACTIONS industry experienced the most stupen­ This was the research authored by dous period of growth in its history . Fred Weick that developed the NACA Another source of technical studies More than 180 new aircraft received cowl. The tests examined many engine was the Aeronautical Section of the So­ type certificates during the year. Pro­ cowl designs, the best of which en­ ciety of Automotive Engineers whose duction in American aircraft plants closed the entire engine. This arrange­ reports where printed in the annual reached the highest peak in its history ment showed a drag reduction of 60 Transactions volume. Many well with over 6,000 aircraft produced. percent over that of an uncowled en­ known aeronautical engineers be­ This represented a production increase gine. This was quite an improvement longed to the society. In 1929 William of 51 percent more than the previous when research showed that an un­ B. Stout was Vice President for Avia­ year. All together over half a billion cowled J-5 Whirlwind tripled the drag tion Engineering. Other members at dollars was invested in an industry that of an average sized cabin fuselage with this time included Virginius Clark and employed more than 100,000 people. a rounded nose. James H. (Dutch) Kindelberger. On the technical side, the year also Another report covered speed and One of the reports from the SAE was saw the introduction of the then so deceleration trials of the USS Los "Spinning Characteristics of called "Super-Transports." The size of Angeles. It seems the airship did not Airplanes" by Dr. Michael Watter a airliners doubled, tripled and even perform as reported during the original quadrupled from those in general use Zeppelin trials in Germany so tests on the airlines . Four such aircraft were were carried out to establish accurate type certificated in 1929; the Boeing figures. 80-A (18 passengers); Keystone Patri­ A water recovery system had been cian (18 passengers); the Fokker F-32 added to the engine nacelles by the (30 passengers); and the Consolidated U.S . Navy and that appeared to ac­ Commodore (22 passengers). count for most of the discrepancy. Top Consolidated was also in the fore­ speed during the tests was recorded at front of another design trend with the 68 knots and the coefficiency of drag development in 1929 of the Fleetster at .0245 which seems quite amazing which had an all-metal monocoque for something of its size. In compari­ fusleage and a Hornet engine equipped son the Sikorsky XP-41 of 1938 was with a NACA low-drag cowling. The listed as having a coefficiency of drag Guggenheim Safe Aircraft Competi­ of .027. tion for foolproof aircraft stimulated Other reports on the Los Angeles in­ attention to the use of slots, spoilers cluded pressure distribution tests and and flaps. And on the other end of the stress & strength tests. Also appearing performance spectrum the Travel Air during the year was part VI of the fa ­ Mystery Ship flew at over 240 mph at mous series "Aerodynamic Charac­ the National Air Races. teristics of Airfoils." Technical Notes during the year in­ NACA REPORTS cluded studies dealing with boundary layer control. Some reports were: The National Advisory Committee "Wind-tunnel tests on airfoil boundary on Aeronautics (the predecessor to layer control using a backward opening NASA) turned out more than 100 Re­ slot" and "Experiments with a wing ports, Technical notes, and Technical model from which the boundary is re­ Memorandum during 1929. It was an moved by suction. era of important research and one of Other new developments under Airplane in a Normal and a Flat Spin

VINTAGE AIRPLANE 5 design engineer with Chance Vought. represented by the four papers about reported by the SAE. This was a report In the report the author discussed the the development of variable pitch pro­ by the Airplane Branch called "Re­ causes and nature of spinning airplanes pellers. The authors stated that the use sume of Investigations made on Hand­ and measures of prevention. of variable pitch was becoming a ley Page slots and flaps." In his conclusion he stated "I believe necessity with the higher horsepower The report presented the summary that we do not possess definite data engines being developed. They also of the very favorable results of the tests which would enable us to design felt that extensive use of the controlla­ in a way that would allow the applica­ airplanes incapable of dangerous spins; ble-pitch propeller was inevitable in tion of the technology to the practical nor do we know of any means which the next few years . They also predicted design of slotted wings. would assure a certain recovery." the use of a power control lever com­ Testing was conducted in the air and In another report Lt. Carl B. Harper bining the throttle and pitch controls. in wind tunnels. In one series of wind of the US Navy reported on spin recov­ These and thousands of other reports tunnel tests the coefficient of lift on an ery tests on naval aircraft equipped are part of the technical heritage pre­ airfoil went from .00282 with the slots with Handley Page automatic slots. He served in the EAA Aviation Founda­ closed to .00602 with the slots open. emphasized the importance of such tion Library. Another study on wing flutter was studies as spins were responsible for carried out at MIT's four-foot wind 45 percent of fatal airplane accidents tunnel. The goal was to determine what in the Navy during the preceeding five AIR CORPS conditions caused destructive oscilla­ years. INFORMA TION CIRCULARS tions in internally braced wings. This In a test with a Vought Corsair, was important because of the increas­ when the slots were unlocked in a spin, The Army Air Corps was also doing ing use of cantilever monoplanes. No the one on the low wing opened with aviation research and during 1929 pro­ solution, either analytical or experi­ a bang and brought the plane out of the duced 15 technical reports . One of the mental, existed. spin in half a tum . reports was related to the spin testing The results of the tests were not Another design trend in 1929 was carried out by the Navy lIsing slots and promising. "Practical design methods to preclude wing flutter requires a knowledge of at least the trends of the principal components of this law. At­ tempts have been made to express the law mathematically, but the results of these attempts promise little in practi­ cal solution of the design problem." Another report available during 1929 was an analysis of aircraft acci­ dents in the Air Corps. Some of the conclusions were that mechanical fail­ ures were among the least important h causes of accidents. Pilot errors consti­ tuted the major cause of fatal accidents Scale in Inches and the introduction of the parachute had considerable effect in reduction of b fatalities ...... ---- a ------t~ There was also a marked relation­ ship between number of hours flown and the accident rate of pilots. The ac­ cident rate was half as great for pilots who fly more than 50 to 100 hours an­ nually as for those who fly less than 50 hours. Since 1920 fatal spins due to pilot error were shown to be much more prevalent than any other kind of Handley-Page Slot fatal accident. •

6 MARCH 1989 Dear Joe, THE HEAT IS ON Thanks very much for your letter and Dear Mark Phelps, photos . As a young man, I also envied VINTAGE AIRPLANE just seems to those who raced all those fine be getting better and better all the time airplanes and it certainly added to my with tales of fixing and flying our old enthusiasm and gave me so much sup­ airplanes, and going back in time with port for the little that we've been able pictures and stories of the men and to accomplish today. machines of yesteryear. Keep it up and Again, thank you. maybe one day we can join the An­ tique/Classic Division and take Sport Sincerely, Aviation as an option? Paul Reading Norm Petersen's "A Mid­ winter Fly-in Festival" (January, 1989) HOLD THAT TIGER put me in mind of the winter of 1977/ Dear Editors , 78 in Iowa, my first in very cold Leon WeIchel's Moth on the back weather with an old T-Craft. After cover of the January, 1989 issue is a many starting problems, I was told by DH 82a Tiger Moth, not a Gipsy Moth . an old-timer how to make a pre-heater The engine is a Gipsy Major. The unit using car exhaust. I did and it worked markings on Leon's plane reflect this great. The picture shows the same pre­ aircraft's history in the RAAF. It does heater, airplane and car in 1989. I present an interesting contrast with don't use the heater as much now in Concorde. Kansas as I did that cold winter in Iowa , but it seems to have held up well Sincerely, and was easy and inexpensive to make James Fowler (EAA 70114, A/C 2293) so I thought I would pass it along to Houston, Texas readers of VINTAGE AIRPLANE.

MEMORIAL Dear Paul Poberezny, This is the location of the final rest­ ing place of one of the pilots of the Gee Bee racers who was killed in a crash of the plane on a timed speed trial in 1931. The mausoleum is lo­ cated in Newton, Illinois' cemetery and the marble plate seals the vault of Lowell R. Bayles. I was a sophomore in high school in Oblong, Illinois, 15 miles away, at the time of Lowell's death. Four friends and I played hookey to attend the funeral. We could not even find room in the church and we all stood in the vestibule to be able to hear the memorial service. A re­ markably large group of friends and relatives attended the funeral service. The father of one of our group attended and also arrived late - we admitted we skipped school (as he well knew) . I hope this will help preserve a bit of aviation history of the Gee Bee racers and the Granville brothers.

Sincerely, Joe Wood (EAA 27075) Robinson , Illinois this Is a Tiger Moth ... This Is a Tiger Moth . . . This a Tiger Moth . . . This Is ...

VINTAGE AIRPLANE 7 citing days when I flew a Davis 0 -1 and also an E-2 Cub. In 1938 I was a hot pilot with three hours' solo in an E-2 Taylor Cub owned by H. Weir Cook, whom the Indianapolis airport was named after. Cook was in the 94th Pursuit Squadron with Rickenbacker in World War I. After three hours' solo I bought a 1935 Rearwin Sportster with a 70-hp LeBlond, a tailskid and no brakes. Cook taught us to spin and to enjoy it , so we really got the feel of the airplanes. Spinning was just a part of our daily fun. A hangar friend, Bus Wilbert, said I could fly hi s Davis D-J any time I wanted because it had a similar powerplant (the Davis had a 65­ hp LeBlond) . The airplane had a bad reputation locally with such comments as "the last six fellows who flew it had slightly damaged it in one way or Red hot. Heating up a red Taylorcraft with a red VW Karmann Ghia. another." We were flying out of a grass field - Hoosier Airport on the west side of The flex tubing is two lengths of restored in their original red and black Indianapolis. It was my intent to taxi home dryer exhaust-vent tubing avail­ colors and were not painted to match the airplane at higher and higher speeds able in the home section of most dis­ each other. to see if I felt good about handling it. count stores and the hook-up to the However, after a few attempts, I hit a car's exhaust pipes is nothing more Thank you, bump and was unsuccessful in getting than a slip-on made from heating-stove John McDonald (EAA 122351, AIC the airplane down again. I finally ran vent pipe and sheet metal and a bit of 3674) out of field and had to keep going. Be­ duct tape here and there. The VW has Windom, Kansas fore I knew it, I was up and flying . dual exhausts so I had to put in a Y Since I did not know its landing that normally wouldn't be needed. DAVIS DELIGHTS characteristics, I flew the airplane My Taylorcraft, NC44493 is a J946 Dear Mr. Phelps, across town to Stout Field, a very large BCI2D-1 (outstanding in type , EAA I have just read your article, "An grass field, and made a high-speed ap­ Oshkosh '88 - Ed .) and my Karmann Airplane Named Davis" (December proach and let it slow down a few in­ Ghia is a 1971 convertible. Both are 1988) and it brought to mind many ex­ ches off the ground until I could land

Walter Best aloft In Davis NC 532K.

8 MARCH 1989 it. Then, by recognizing the feel of the got it back to the field, I was calm airplane just slowed down in the tum airplane after a few practice landings, enough to receive the congratulations and would dive out but with no notice­ I flew it back home and was a hero of my peers who thought that I was a able break in or out. among my peers. This airplane had no hot pilot. That day, though, I almost Outside of those experiences, I airspeed indicator. bought the farm. thoroughly enjoyed flying the wonder­ One day I was challenged to fly the The problem with the Davis was that ful little airplane. The landings were airplane and loop it. I borrowed a the engine was so light the plane was docile; but without an airspeed indi­ parachute and went to 3,000 feet and very tailheavy. We had to use the trim cator, you were flying it by the seat of started. The airplane tucked up so tab in the full forward position and I your pants. While sitting behind the quickly I thought why not spin it going believe the horizontal stabilizer actu­ wing in an open cockpit, you had the up, for I figured it would eventually ally was in a lift condition. If I would feeling that you were king of the moun­ fall into a regular spin. When I snapped chop the power while flying slowly, tain. You had very good visibility and it going straight up, things happened the nose would slowly rise until it fell it felt like you were observing the so quickly that I don't know which way off toward a spin. If I was going quite airplane . As you can see from the it went. I immediately found myself in fast and let go of the controls, it would photographs of the old Davis, the a slow-turning flat spin. To retrieve it, try to tuck under toward an outside wheels had small, high pressure tires I pushed the stick forward and opposite loop. with large diameter. rudder - nothing happened. I tried ev­ Previous to this when I would spin erything possible that I could think of the plane, it would slow up, lose aile­ Sincerely, with the stick and ailerons. I was too ron control, then I would kick rudder Walter E. Best (EAA 2499) green to know that I should bailout. and move into a spin, but without a Indianapolis, Indiana As a last resort, I opened the throttle noticeable break - just a gradual wide with the stick straight forward. transition into a spin. Then the nose The airplane in Walter's pictures, NC Since the airplane turned so slowly, the would slowly come up (while in the 532K is now owned by Cole Palen and prop blast caught the rudder and spin) and I could move the controls is one of the few Davises currently fly­ elevator, the nose went down slowly forward and back; I could control the ing. It can be seen in action at Cole's and I made a recovery at 800 feet. It nose-down angle of the spin and still "Old Rhinebeck Aerodrome" in shook me up some, but by the time I be spinning . On the recovery, the Rhinebeck, New York . - MP

Walter's company donated all the locks in EM's Oshkosh Museum and Headquarters buildings, including the new Eagle Hangar.

VINTAGE AIRPLANE 9 The Tilne Capsule by Mark Phelps

CUR TISS- WRIGH T CONDOR, YC-30

The Condor was the last ofthe large biplanes used on airline service in the United States. Transamerican Airlines ordered the first ofch e 15-passenger ships for its "Valley Route" ­ Chicago to New York in fi ve hours, 50 minuccs for $47.50. Eastern Air Transport also ordered fi ve of the GR-1820-powered biplanes for its New York to Miami run (/2 hours). "Sleep­ ers" became popular when E.A. T. onicial Eddie Ricken backer earned distinction as the first passenger to undress and go to bed in an American airplane. The Army watched closely when the Condor underwent certifica tion tes t­ ing resulting in the delivery of two military (YC-30) Condors to the Army Air Corps in May 1933. This is apparently one of them . Can anyone explain che Capitol building logo on the fuselage?

deHA VILLAND MOTH

The de Havilland is unques tionably the airplane chac taught the British Empire to fl y. Designed and developed in 1925, the M oth was th e first widely produced trainer/ sportplane to combine safety ofoperation and alTordability in a delightfully responsive and fun-to-fly package. Tn 1928, the Moth Aircraft Corp. was es tablished and bega n building airplanes in Lowell, Massachusetts under license from de Ha villand in England. The first 85-hp Gipsy-powered Moth rolled out in ea rly summer of 1929 and by year's end, more than 120 had been built - a remarkable achievement. Fly-away-factory price was $4,500. NC 566K was ordered without che "a utomatic slots," a $240 option. The com­ pany wa s later absorbed by the sprawling Curtiss-Wright empire and the airplane was produced through 193 1.

A 12 page illustrated catalog of the over 1, 000 negatives in the Radtke Collection is now available from the EAA Foundation Archives for $3.00 postpaid. Write: EM Aviation Foundation Library, Wittman Airfield, Oshkosh, WI 54903-3065 or call 1-800-843-3612.

10 MARCH 1989 Radtke Collection #1015

WACO YKC

When J acobs introduced its 225-hp, seven-cylinder L-4 engine in 1934, Waco bolted one to the front ofa UKC to create the YKG. For th e next three yea rs, th e airplane continued co shed such unnecessary fea tures as wheel pants, bumped cowls and rear cabin windows, lowering its asking price and boosting its utility as a working a;'plane. Waco 's "Custom Cabill "jobs got the attrntion but the "Standard Cabin" YKC and YKC-S were getting the job done - on EDO 38-3430 floats as weJl as unpanted wheels. Several of th e marc spartan ca bin biplanes foulld their way to the Canadian bush, American seacoast and oll e as far away as Johannes burg, South Africa.

Radtke Collection # 398

Jimmy Doolittle, traveling man.

Radtke Coll ection # 579

HANSEN SPECIAL Race #14, NR 84Y was the third racing airplane built by Perry Hansen, a machinist from --~I--- Lansing, Michigan. He built and fl ew hi s first racing ship, " Baby Bullet" (a modified Heath ) in 1931, before he had his pilot li cense. With Art Davis a nd Walter Bagni ck at the controls , Baby Bullet II raced with great success behind a 39-hp Continental A-40 in 1932. Ba by Bullet I II, Race #14 hit the circui t in 1934. With Art Davis again at the controls, Race #14 placed second and third at the National Air Races behind Steve Wittman who won both races. Bill Kysor lOok second in the other race in the Rasmussen Special. In this photo, Hansen's racer is parked beside a fire truck and three ambulances - note the sign " INVALID COACH" in one car's rear window.

VINTAGE AIRPLANE 11 Augie Wegner and gave me the address of the Antique Airfield in Ottumwa, Iowa. Clifford said there was a C-2 there and he would send a few photos of C-2s that he had.

C-2 RESTORATION: January 31, 1983 My father died on this date. I be­ came the owner of NC 10303 . He left A JOURNAL me knowing that the plane was in good hands and that I was discovering friendships with quality people, a group he too had discovered during his lifetime.

February 16, 1983 I had sent a letter to the Antique Part 2 Airplane Association and received a by George Quast (EAA 123836, Ale 8885) reply on this date. I am not a member of the AAA and was told they didn't have the manpower to handle all the outside inquiries for help. An invita­ tion to join the AAA was extended to me. Also on this date, I ordered January 19, 1983 order Jay P. Spenser's book, THE Spenser's book from Historic Avia­ I sent off a check for membership AERONCA C-2 which contained de­ tion. This book became our reference dues to the Aeronca Club, which tails on the restoration and history of and technical manual. More than 60 brought a letter and material from the National Air and Space Museum's pictures of C-2s and C-3s could be Augie Wegner on January 23. Augie C-2 and is published by the Smithso­ found in it with the book divided into remembered seeing NC 10303 at Dawn nian Institution Press. Augie men­ three main sections: I. Origins of the Patrols (flight breakfasts) in Michigan tioned John Houser's name and his ad­ C-2; 2. Development of the C-2 and during the early 1960s. He took a pic­ dress was on the Aeronca membership the C-3; and 3 . Restoration of the first ture of it on July 8, 1962 at Chesaning, roster. The roster was sent along with production Aeronca. The book was Michigan and met Les Steen who pi­ the Aeronca Newsletter from June personally signed by Jay Spenser. It loted the C-2. Augie had heard that it 1982, January 1983 and Aeronca Club begins with the following words from was later located in Hutchinson, Min­ Publications sheet. an early Aeronca advertisement; nesota and wrote to Noel Allard and Forrest Lovley to see if they had any " 'Last year was epochal in the air­ news of the C-2. Augie gave me the January 28, 1983 craft industry,' the Aeronca advertise­ address of Historical Aviation, Eagan, Clifford Hatz sent a letter and told ment of 1930 went. 'lt saw the opening Minnesota. From that address I could me about Spenser's book, mentioned of the great private owner market through the introduction of the first practical light airplane ... the now fa­ mous Aeronca C-2.' "The diminutive C-2 did indeed open an enormous, previously untap­ ped market, winning enthusiastic ac­ ceptance during the latter half of 1930 despite the spreading depression . It was the first American airplane to be affordable, economical, and produced in quantity. In addition, it was easy to fly, required little maintenance for its simple structure or reliable engine, and was devoid of nasty habits to spring on the inexperienced pilot. "The advertisement quoted above is wrong only in that the Aeronca C-2 is not famous, for today it is aLL but for­ gotten. Neither sleek nor fast , it was not a plane to capture the imagination . It won no air races although it set a number of records, and was so small This photo was taken In 1961 by former pilot of the C-2, Les Steen. The airplane was owned as to look like an overgrown model by Doug McClure at the time. airplane. 12 MARCH 1989 "The significance ofthe C-2 lies not with zinc chromate primer and epoxy Upon inspection of the tubular steel in what it did but in what it was; this paint. Colors used were gray from the frame, small dings and dents were aircraft marks the emergence of gen­ tail to the cockpit and black from there found. A small plate on the lower right eral aviation in the United States." to the firewall . side of the cockpit had the characters "An interesting part ofthe treatment A-69 stamped into it. This was the se­ This book was our how-to manual of the fuselage framework called for rial number plate. Each of the dents, and as I read through the pages, I dis­ the drilling of a drain hole at a low I'm sure, had a story in the history of covered how special NC 10303 really point in the steel tubing. This hole was the C-2. was. capped before hot linseed oil was I received the Aeronca book and poured into another hole at the highest June 13, 1983 showed it to a high school friend who point of the forward end of the struc­ I registered the C-2 with the Min­ happened to stop out at the municipal ture . The course of the oil could be nesota Commissioner of Transporta­ airport. His name is Ed Connelly and followed by feeling the heat with the tion as a Pioneer Aircraft and then put Eddie is a Gulfstream G-III pilot em­ fingertips and when the entire struc­ the project aside because of summer ployed by Cargill Inc. , a company that ture was filled, it was allowed to sit work. Jim and the airport vigilantes deals in ag products. It just so hap­ for five minutes before the cap was re­ kept reminding me through the sum­ pened that Ed's next flight was to moved. When the oil drained away, mer that there was work to be done on Washington D.C. and he planned on the holes were sealed and the restorers the C-2. With the growing season stopping at the Smithsonian. He took were left with a frame which could not slowing down in September, I began the book and I asked him to take a erode internally." writing to C-2 and C-3 Aeronca own­ picture of the Smithsonian's C-2 for me. I waited to see the photos, only to be told that the C-2 was not at the main museum but was at the storage facility at Silver Hill, Maryland. Ed was going back to the D .C. area in a few weeks with his wife, Betsy and he has already made arrangements to go this time to Silver Hill. One spring-like day in March, the hangar bums stripped all the fabric off the fuselage and wings. I didn't know ~ ' T'-rv ot they had done it and when I first saw what was left of the plane it looked thlub like the buzzards had picked the car­ cass clean. The project made the Mailbag news in the April issue of the Aeronca Club Newsletter.

May 13, 1983

I wrote to Jay Spenser at the Smith­ sonian Institution and six days later I had a letter back from him. I was told to contact John Houser, Aeronca Inc . and George Hardie Jr. of EAA. Jay said he would provide whatever help he could to assist in the process.

May 24, 1983

After a long wait, Fred Heidecker, local auto body man, sandblasted the steel frame . It was inspected and five feet of the rear longeron was replaced because of accumulating moisture to­ ward the tail over the years of sitting idle. We followed the restorer's treat­ ment of the fuselage written in Spenser's book:

"The tubular steel frame was then inspected for cracks, rusted areas and other damage before being covered We used this book by Jay Spenser as our guide for the project. VINTAGE AIRPLANE 13 spruce stringers, copied from an old pair taken off the fuselage on either side of the cockpit. One of the old stringers had been broken and Louie made an exact copy. Payment was made to Louie by horse-trading a few railroad ties that I had. The rest of the woodwork in the plane was in excellent condition and I cleaned it with good old soap, water and a new coat of spar varnish . The pace of the project started to pick up .

October 3, 1983 I wrote letters to the following: Bill Stratton - San Antonio, Texas Mallory Harwell - Memphis, Indiana Harry Marsh - San Mateo, California

I received letters from Erwin Eshel­ Fred Heidecker sandblasting the fuselage. man, Buck Hilbert and John Houser. Erwin sent an early Aeronca decal ers, their names and addresses taken Joe Qualls of Phoenix, Arizona; and that he sells and asked if I was restor­ from the Aeronca Club roster. [ asked John Houser. ing NC-567V, serial number 18, a C-2 about ailerons and any other informa­ Jim covered and painted the tail he once owned. The color scheme was tion that might shed light on the pro­ feathers. Colors were chosen from different on his decal than that of the ject. Spenser's Aeronca C-2 book cover and decal pictured on the cover of pictures taken of the Smithsonian's C­ Spenser's book. Spenser wrote: 2 by Ed Connelly. Stits fabric and September 21, 1983 Ditzler paint products were used, the "Care of the most exacting and [ wrote ot Owen Elliot in Corpus paint bought locally from Forbes's painstaking nature was taken by the Christi, Texas. He's restoring a C-2. Auto Store . I relied on Jim's experi­ National Air and Space Museum ence working with these products and curators to ascertain the exact colors September 22, 1983 I think he himself was anxious to get and markings the restored aircraft I wrote to the following people: started because I certainly didn't know should bear. Aeronca employees, avia­ Richard Frye - Elderton, Pennsylvania what, where or how to do it. tion enthusiasts and historians - even Ted Giltner - Shillington, Pennsyl­ I enlisted master woodworker, designer Jean Roche himself - contri­ vania Louie Zumach to make me a pair of buted to this effort. One example ofthe Clifford Hatz - Gleason, Wisconsin Chris Murray - Tempe, Arizona Erwin C. Eshelman - Kettering, Ohio E.E. "Buck" Hilbert - Union, Illinois Les Steen - Lansing, Michigan

September 29, 1983 Les Steen, former pilot of NC 10303 sent a reply along with a black-and­ white photo of the C-2 taken in the warm weather months of 1961 when it was owned by Dave McClure. I was told by Augie Wegner that Les might have owned the airplane, but it was actually owned by Roy Oberg, a friend of Les. The plane having been rebuilt by Doug McClure first, sold to Roy Oberg and then to Vince Burke. The papers found in the aircraft storage compartment would verify all of this. Chris Murray sent a letter along with a list of registered C-2 and C-3 owners as of 1982 . He used this list to locate parts for a pre-war Chief and he gave me additional names of people to write: The C-2 stripped of wings, tail, engine and fabric. Wings are hanging on the north wall Hugh Chester of Hastings, Minnesota; of the hangar. 14 MARCH 1989 difficulties this task entailed was accu­ rately reproducing the colorful Aeronca 'wing' emblem on the tail of the C-2. Several versions of various colors and sizes were used in the early years ofthe company's history, and determining the authentic configuration required a considerable effort by the museum curators and John Houser, service engineer of Aeronca Inc ."

When I first received Erwin's decal , and after reading what effort was taken by the Smithsonian, I thought that this part of the project was taken care of. Erwin had done all the work! Wrong again, George. There was some confu­ sion somewhere because the tail decal and the picture of the company's "wing" emblem didn't match. Buck Hilbert sent a photocopy of an early Aeronca C-2, along with the names of Augie Wegner, Erwin Eshel­ man and John Houser. Buck was very curious about the C-2, where it had been, what engine (26-hp E-I 07 or 36­ hp E-113) was used and he told me of his C-3, NC 13556. John Houser's letter directed me to write Russ Borton of Jackson , Michi­ gan, for a source of new ailerons and that I could buy miscellaneous draw­ Using an iron to smooth out any wrinkles in the fabric. ings from Aeronca Inc. John sent the drawings to me which were made up Aeronca Inc. and brought home two gifts. I never knew what to expect. In of blueprints; copies of seat and back more letters from the post office that each day's mail there might be some­ 5372; floorboard 5376; crash pad for morning. Mallory Harwell sent me a thing new, a photo, information or eight-gallon tank 5264; covered assem. photo of his C-3 with 65-hp Continen­ someone new to write to about the C-2. baggage compartment 5377; and picto­ tal engine and Bill Stratton told me to More and more people were now get­ rial of dash and carburetor. contact his mechanic/partner, Hardy ting involved, people from all over the Cannon. Going to the post office mail United States. Most were very happy October 13, 1983 box each day was like Christmas morn­ to help me in any way they could. I I paid for the blueprint copies from ing with all the excitement of unopened knew now, I wasn't doing this project alone.

October 17, 1983 Dan Yeager of Rapid City, South Dakota wrote and told me of his C-3 in Brookings, South Dakota - a plane his daughter, Pat Cidsness fl ies. He also mentioned Augie Wegner.

October 18, 1983 Perry Roberts of Billings, Montana, sent a photo of his C-2 which was later donated to the Air Power Museum in Blakesburg, Iowa.

October 21, 1983 Russ Borton wrote saying that he did make new aileron skins for the EAA's C-3, but just doesn't have the time to make any more. Maybe later.

October 22, 1983 Jim Wechman sewing the Stits fabric to the tail's steel frame. Special day. Erwin Eshelman called VINTAGE AIRPLANE 15 Chicago's O'Hare Field, and offered his help if I'd tell him exactly what I needed.

October 26, 1983 Les Steen sent a photo of his award­ winning C-3 and talked about C-2 in­ struments and tail decals. For some time now, I had asked people about old altimeters that would have belonged in the C-2. The panel of my C-2 was complete with the ex­ ception of a modern sensitive altimeter being carved into place where an old altimeter once was. Back in Sep­ tember, when metal parts of the plane were being cleaned, I thought about how I'd like to find an old altimeter that belonged in the metal dash . Joe Qualls, of Qualls Aviation in Phoenix, Arizona, sent a letter and told me about some problems with the E­ 113 engine. Engines with open rockers or Warner heads were suspect. He was working on a method of repairing E­ l13A, Band C crankshafts. Joe sold Fuselage and wing ot a C-2 once owned by Perry Roberts ot Billings, Montana. This C-2 was donated to the Air Power Museum in Blakesburg, Iowa. his aileron jigs and C-3s to Bill Strat­ ton. me from his son's home in the Twin trying to help people only to find they Finally the busy month ended with Cities asking if he could come and see have nothing on their minds except a local Hutchinson pilot Jerry Hintz giv­ the C-2. At 3:35 in the afternoon, he pen pal relationship." ing me a copy of the AOPA Pilot arrived with his wife , son and daugh­ magazine, October 1983 issue with its ter-in-Iaw. All five of us went to the cover story all about Aeroncas. The airport and eyeballed the project. Buck asked more questions, sent story by J. Jefferson Miller was titled, Erwin helped me identify the wooden photos of his C-3, one photo of the C-3 "THE ONCE AND FUTURE F1ottorp propeller and told me some under the wing of a DC-IO taken at AERONCA, They called it the Champ early stories of his C-2 and C-3 . For a little guy, he sure had a lot of stories in him. They headed back to the Cities much too soon. Hardy Cannon from San Antonio, mechanic/partner of Bill Stratton and a retired school teacher sent at letter tel­ ling me that he was spending his time rebuilding a small fleet of Aeroncas. He had two 1935 Aeronca C-3 Mas­ ters, one 1934 Collegian and one 1930 C-2, serial number 30. He had parts for seven E-113 engines and three props. I also learned from the pictures that he sent along that he was the bald­ headed guy. I had written back to Buck Hilbert thanking him for the information he sent me and I received another letter from him on this date. He started his letter with the following:

"Dear George, Nice to know /'m not corresponding with a 'kook!' At least I know now that you are for-real and have a decided interest in actually restoring your C-2 . I spend so much time spinning my wheels, or maybe flapping my wings Mallory Harwell trom Memphis, Tennessee and his 65-hp-Continental-powered C-3. 16 MARCH 1989 and they were right." Miller relates some early Aeronca history:

"The history of that success and eventual failure began in the spring of 1929 with the formation of the Aero­ nautical Corporation of America, Aeronca for short. The name signified nothing more than the willingness of four Cincinnati investors (including Senator Robert A. Taft, son of the the former President William Howard Taft) to put money behind an airplane design , for the corporation as yet had no airplane to sell. "Enter Jean Roche, a man with a simple dream and an airplane with which to pursue it. He had a vision of Americans by the thousands flying in a light-weight, low-powered, inexpen­ sive, easy to fly airplane. A not too startling concept today, but in an era Ed Connelly took this photo of the Smithsonian's C-2 at the National Air and Space when flying was almost the exclusive Museum's Silver Hill storage facility. preserve of the military, the air-mail fuselage instead of four, giving the name of a decal company, National pilots and the extremely well to do, it airplane its 'razorback' appearance. Decal Corporation in Philadelphia. was revolutionary thinking. Many subsequent Aeronca designs, in­ They did the decal work and might still "Roche's airplane was a squat, little cluding the Champ, retained the dis­ have the pattern. 398-pound machine called the C -2. It tinctive three-longeron aft construc­ The fuselage had been covered, with seated one and was powered by a 30­ tion, using wooden stringers to square new stringers in place, using Stits fab­ hp, two-cylinder, single-ignition up the fuselage. ric, sprayed with butyrate dope and Morehouse-designed engine that was "Roche sold the design to Aeronca then Ditzler 1980 sealer. produced by Aeronca. The C-2 design for 220 shares ofstock in the company. employed a Clark Y airfoil that had A total of 164 C-2s were produced." been developed the year before at the November 7, 1983 Massachusetts Institute ofTechnology. It wouldn't be fair to Buck Hilbert The wings were made of wooden ribs November 3, 1983 to say that he sent a "letter" on this and spars covered in cottonfabric. The Jay Spenser wrote and told me that date. It was more of a novel, describ­ wing leading edge was formed by a he ordered a C-2 decal photographed ing aileron gap-seals, characteristics of thin sheet of shaped aluminum. Flying in color, taken from the Smithsonian's the E-113 engine, engine starting pro­ wires ran to the wing from a kingpost aircraft, and this decal was considered cedure, source of propellers and that on the C-2 with three longerons in the quite accurate. He also gave me the he was looking for aileron drawings and an engine manual to send me. En­ gine starting and running as told by Buck:

"My starting procedure is no differ­ ent than with any other engine. The NAS-2 carb has no accelerator pump so I close the throttle, pull the prop through until she sounds good and squishy and dribbles out the drain, turn switch on and it goes. It idles at about 450 rpm and has the usual flat spot accelerating through 900 to 1,000 rpm. Nothin' to it. Cruise is about 2,250 to 2,350. You can cruise at less if you so desire, but mine is smoothest at or above 2,250."

The best part of his letter was the P.S., "You just keep working on this project - gotta fly it again. Over to you, Buck." • The bald-headed man is Hardy Cannon of San Antonio, Texas. He and Bill Stratton own several Aeroncas including (I. to r.) C-2, C-3 and L-3 fuselages. To be continued... VINTAGE AIRPLANE 17 ners of the "Spirit of St. Louis." B.C. told me that Lindbergh, who had been given his first airplane ride by Otto Timm, had flown this very airplane when it was new in 1928. I decided to fly it once before it got dark and that first take-off provided the most anxious moments of the whole trip. I was blinded by the setting SUII SPECIAL just as the tail came up and for a few seconds I wasn't sure which direction I was headed. It was a harrowing ex­ perience but I made it into the air after DELIVERY

A Ferry Trip Across The USA In The Prototype Timm Collegiate

by Andrew King (EAA 275985, Ale 10739)

I was in California to pick up a 1928 B-17s during the war and a wide vari­ Timm Collegiate, the prototype of six ety of other airplanes then and since. built and one of two remaining. Al Stix It's always fascinating to meet some­ and John Halterman had bought it from body who combines enthusiasm for B.C. Reed and they asked me if I aviation history with some first-hand wanted to bring it back to Creve Coeur knowledge of it, and enthusiastic is a Airport near St. Louis for them. They good word for him in general. didn't have to ask twice. I'd never been He took me to Brownsville, in the to California before, or Arizona or hills on the east side of the valley, New Mexico for that matter, and where he and his wife live next to a jumped at the chance to see it all from private airstrip. There I was introduced an open cockpit. to the Timm, and its parasol configura­ B. C. picked me up from the airport tion and silver color reminded me of limo and I discovered what an interest­ the Ryan M-I s that Pacific Air Trans­ ing person he is . He learned to fly in port flew up and down the west coast the Los Angeles area in the 1930s, flew in the 1920s. They were the forerun­ 18 MARCH 1989 a few swerves and flew around until the broad valley of central California airplane I've ever flown, heavy on the the sun was definitely down before that seemed to be full of green controls and it sinks with the power off landing. emergency landing fields until I as bad or worse than anything else I've The next day dawned cold and clear noticed the sun glinting off of them flown. The 220 Continental pulls it and I strapped my bags into the front and realized that they were mostly along at about 85 mph at 1,850 rpm seat and took off into the crisp morning flooded. My route took me west of and my first calculations showed it to air. I wasn't about to take a northern Sacramento and south of San Jose be burning 16 gph, too much, which route at that time of year but instead along the Pacific coast with the ocean forced me to plan my legs at less than intended to fly south to Santa Paula the stretching forever to my right and vari­ two hours. first day, and then east from there. A ous mountain ranges rising around me. The airplane has one characteristic quick flight brought me to Marysville I stopped at Byron, King City , and San that was alarming at first-any little where I filled the fuel tank, and then Luis Obispo. ripple in the air causes it to shake its continued south and a little west across The Timm is not the nicest flying tail from side to side, a little like a dog

.. -...

VINTAGE AIRPLANE 19 drying itself off. The oscillations are small but rapid and noticeable. At first when it happened I would look back, expecting to see something shaking, or maybe gremlins standing on the stabilizer and banging on the rudder, but if they were there they ducked out of sight before I could tum around. Each time I landed I looked for loose struts or attachments but couldn't find anything wrong so kept going. Late in the afternoon I landed at Santa Paula where a small and know­ ledgeable crowd was attracted to this unique airplane and after I showed them how stiff the rudder was it wasn't long before we were pulling off inspec­ tion plates and lubricating the whole system right up to the front rudder bar. What a helpful group, and sure enough the ground handling was noticeably improved. We put the Timm into Chub Sunny Santa Paula, an aviation Shangri La. and Betty Trainor's hangar next to their Howard DGA-II, hoping some speed might rub off, and I spent a very enjoy­ able night at their house . I would've liked to spend a week or more at Santa Paula but once I get going on a trip I like to keep moving so the next morning I took off again, followed for a few miles by Chub and Betty and Steve Pfister in Steve's Cessna 170. The people in St. Louis had horror stories about the infamous Banning Pass and its winds but the pilots at Santa Paula told me to forget about flying through the L.A. basin to Banning and instead to fly through the Soledad Pass which opens out into the desert south of Lancaster. The Mojave was a spectacular sight as were the San Gabriel Mountains which towered majestically to my right. It was colder than one usually imagines a desert to Stiff rudder cables are lubricated stern-to-stem in Betty and Chub Trainor's hangar. be and I was glad that I was wearing longjohns. [ landed at Hesperia but there was no fuel available so I jumped back into the airplane and flew a few miles north to Apple Valley where I not only got fueled but also warnings of very strong turbulence in the direction I was going. I took off anyway, figuring that I could tum around if it got too bad, but it turned out to be only moderate turbu­ lence that was more tiring than worri­ some. Twenty-nine Palms was my next stop and between there and Blythe was th? most desolate scenery of the whole trip, with no roads or power lines or anything else to follow for a long time. I watched my shadow skating along the sagebrush, wondered if it was waking up any rattlesnakes and thought about how long a walk it would be if I had (I. to r.) Steve Pfister, Betty and Chub Trainor. 20 MARCH 1989 to land down there. I had a small sur­ vival kit but didn't relish the thought of having to use it, however before an hour had gone by 1- IO came into view and led me to Blythe. I didn't know it at the time but later found out that NC 337 had been a cropduster at that air­ port in the 1940s. My plan was to fly from Blythe to Phoenix-Goodyear Airport just west of Phoenix because that is where the only other surviving Collegiate is hangared. I called the tower at Goodyear to let them know I was coming. I talked to a very courteous controller who asked me to land at Buckeye, which is about 15 miles from Goodyear and to call them again so they'd have a better idea of my arrival time. I agreed but was a little worried since there was a head­ wind and I wasn't sure that I'd be able to make it before sunset. Many phone calls had been made to try to locate Keith Skeers, the owner of the other Timm, and with the help of the An­ tique Airplane Association we had fi­ nally found Floyd Newton, who had helped restore the other airplane and Otto Timm had kept the prototype after had done most of the flying . Floyd was selling the others and had modified it waiting for me that evening so I really from its original configuration, most wanted to get to Goodyear by dark. noticeably in landing gear and tail A couple of miles from Blythe was shape, so that it now exists in its final the Colorado River and then Arizona evolution, perhaps circa 1931. We can with more beautiful mountains. I only theorize that Timm stretched the stayed fairly close to the interstate and fin and rudder in an unsuccessful at­ an hour and a half later was circling tempt to cure the occasional and un­ the runway at Buckeye which was per­ explainable tail-shaking. fectly perpendicular to the wind. I didn't have much time or choice so I lined up and landed with the wind from my right. I experienced severe tail­ wheel shimmy on touchdown until the tailwheel kicked out of its steering de­ The Colorado River between struts. tent and only coarse use of rudder and brake prevented a groundloop. Upon shutdown the usual crowd started to gather but I only had time to run to the phone for a quick call to the tower at Goodyear again before hurry­ ing back into the air and quickly traversing the few miles to my destina­ tion, landing just as the sun touched the horizon. The Timm spent the night in a big hangar while I spent the night in a big hotel and the next morning with the help of Floyd and Keith and some of their friends we effected the reunion of two airplanes that hadn't been on the same airport in 60 years . We also uncovered some more clues but no answers to the tail-shaking phenomenon. Floyd told me that their airplane did the same thing and the first thing we noticed when we put the two airplanes together was that '337 has a much taller fin and rudder than '279V. At Goodyear Airport Just before sunset. VINTAGE AIRPLANE 21 We took a bunch of pictures with the airplanes posed in several different ways and even had a visit by an F-16 from nearby Luke AFB whose pilot shot several approaches and no doubt wondered what those two odd-looking airplanes were. Finally it was time to leave and I called the tower again, this time to be met by a controller who was much less friendly than the one on the day before-in fact downright un­ friendly. I arranged for light signals, then said good-bye to Floyd and Keith and took off into the the blue Arizona sky on the only leg of the flight for which I didn't need long underwear. The two new owners of the Timm were flying out to Tucson to meet me that day and I landed at A vra Valley Airport northwest of the city, where a variety of sport aviation activities take place and where AI Stix' son Albert Two Timms with an F-16 flying top cover. works. That was the end of the first part of the long journey. A few minutes after I landed at A vra Valley AI and John and their wives drove up, eagerly inspected their new acquisition and taxied it around a little. About that time a familiar looking Piper Pacer appeared overhead and we knew that AI Lowe had arrived. AI is a retired Learjet pilot who had flown down from St. Louis in his Pacer just for the adventure of accompanying me the rest of the way back. We spent the weekend in the Tucson area, visiting the tourist spots and learning the true meaning of "purple mountain's majesty" at sundown. I polished off a I 32-ounce steak at Lil Abners and had ice cream for dessert. I even learned the pronunciation of "saguaro" (sa­ f W AH-roh), the type of cactus found in Birds of a feather. the area. I! was a great weekend but a lot of flying was still ahead so early on Mon­ day morning AI helped me get going and a few minutes later climbed into the Pacer to give chase. This was the beginning of a leap-frogging process where I would take off and start to­ wards the next destination while AI would wait a few minutes, take off, pass me in the faster Pacer, and arrive well ahead of me at the next airport. He got to do a lot more hangar flying and looking than I did as generally I just took enough time to gas up and get going again. Most of the time I never saw him en route since he flew at a higher altitude although one time he pulled alongside and took some great pictures of the Timm with the moun­ tains of eastern Arizona in the back­ ground. otto Tlmm's efforts to smooth out the tall-shake apparently included extending the vertical First stop out of A vra Valley was fin and rudder on the prototype (Ieff) which he kept. 22 MARCH 1989 Willcox and then we went on to Dem­ ing, New Mexico which a sign on the outside of the office proclaimed to be 'The home of pure water and fast ducks." Deming was the highest eleva­ tion I landed at, 4,309 feet and perfor­ mance decreased noticably. North of EI Paso I flew over a breathtaking mountain range on the way to Fabens, Texas where there was a Lockheed 12 in the hangar and an Avro Anson sit­ Small airplane, big rocks. ting outside with all of its fabric gone. After leaving Fabens I flew along the Rio Grande for a few minutes look­ ing across into Mexico, and then fol­ lowed the highway to Van Hom. The mountains of west Texas were gradu­ ally replaced by flatlands dotted with ranches and oil wells, and at Monahans we decided that we'd be able to fly one more leg before darkness set in. At the end of a long day of flying we landed at the old Air Force Base at Big Spring where a Citation pilot gave us a ride to a motel and offered to pick us up in the morning. At dawn the next day we awoke to find the countryside blanketed with fog but once we were at the airport a call to Flight Service gave us a prediction that the fog would bum off by 10 o'clock, and the Citation pilot took off. At \0:00 another call found the predic­ tion moved back to noon and the fog lifted just enough thereafter for a twin to land carrying Senator Phil Grahm on a campaign trip. The senator's arri­ val broke the monotony for a few min­ utes and he shook our hands as he passed through the office, unaware that we were both from out of state. At noon the weather briefer said that the fog was sure to be gone by two o'clock A view of the Timm, from the Timm. and around three it finally disappeared. We knew that we couldn't get far that day but after sitting around the air­ port for so long we had to get some­ where and decided that Sweetwater was next. I left first and 20 miles from Sweetwater flew under an overcast that got lower and lower until finally, only seven miles out, I had to tum around and find an alternate. I'd been follow­ ing the interstate and just after I turned back Al went past and turned to follow me. We landed at Colorado City where the airport was deserted, and decided that since we had a south wind we'd go north, to Snyder, which was one of the friendliest stops we made. Both airplanes were put into a big old hangar and that night over dinner Al and I de­ bated whether we were engaged in a saga or an epic. The next day we stopped in Breck­ Deming, New Mexico. The sign reads, "Elevation, 4,309 feet. Home of pure water and fast enridge with its abundant warbirds ducks." VINTAGE AIRPLANE 23 into Oklahoma, landing at Durant. McAlister (where the state police were driving by the airport when I landed and came over to see the strange-look­ ing airplane), and Muskogee, ending the day in the southwest comer of Mis­ souri at Neosho. It was a little colder the next day but home was just across the state and off we went. We made a special stop at Marshfield to visit Ernie Seiler and his wife-they'd run the airport at Springfield years before when Al was a kid and ran away from home. He'd ended up at their house and they took him for a couple of weeks before send­ ing him home. That started a lifetime friendship . As we expected, they got a kick out of our visit. Lebanon was our final stop for gas and a call to Creve Coeur to let them Bill Hill's hangar/house at Justin Time Airport, Justin, Texas. know that we were almost there . The last hour of the trip was really cold but I circled over our home base a few times before landing, finding it hard to and then continued eastward towards only put both airplanes in his hangar believe that the odyssey was finally Justin-Time Airfield north of Fort but also loaned us his pickup truck for over. It had been 10 days, 2,400 miles, Worth, only to run into clouds again transportation. The airport is near the 28 flying hours, 29 stops, and a lot of on the way. I dropped lower and lower, town of Justin and was "just in time" sights seen and people met. The Timm eventually flying at only a few hundred for us as the weather worsened after burned over 400 gallons of fuel (and a feet above the ground, searching care­ our arrival and the next day was the few of oil) on the trip, never skipped fully ahead, and finally spotting AI's only one we spent without flying. It a beat, and baffled almost everybody Pacer on the ground before seeing the was snowing and blowing. Instead we who saw it. The cockpit of an open airport. With some relief, I set the drove around visiting all the interesting parasol must surely be one of the best Timm down on the wide, grass run­ little airports we could find, and there places from which to see America (or way. are a lot of them around Fort Worth. any country), providing a panoramic Justin-Time is a private airport with On Friday it was still around freez­ view of what passes below, especially houses and hangars along one side , and ing but the wind had calmed down and at 85 mph and 1,000 or 2,000 feet AI's friend Bill Hill lives there, he not the sky was clear so we made our way above the ground .•

Lebanon, Missouri. Almost home. 24 MARCH 1989 PASS II 10 --~

An information exchange column with input from readers.

We are beginning to get those cards and letters, gang. I am most apprecia­ tive of them and the fact that you are deriving some benefit and maybe a lit­ tle pleasure from the column. We need that input and we'll help any way we can with your problem, if you have one. I've had a couple of calls this week from people who just wanted to talk , and also a couple more from people with questions about something that was bugging them. I was real happy to by Buck Hilbert have been able to suggest a solution to (EM 21, Ale 5) their problems. I ain't much of an in­ P.O. Box 424 novator but I sure do like talking with Union, IL 60180 each and every one of you. I'm also more than a little overwhelmed at all Dear Buck, stabilizer. I could go on but I think you the Christmas and Yuletide greetings I read your column each month as a get the idea. that I received from you as well. member of the association. You do a We beginners need someone to tell I have forsaken the air for a driving fine job. I have recently purchased a us how to do all the little things in trip down the West Coast from Seattle Slingsby T -61 A motorglider that needs restoring, not just pictures of the to San Diego. Dorothy and I took a re-cover after spending 14 years in Sin­ finished aircraft. holiday break , though , and went home gapore. It is a wood wing and tail air­ I enjoy your type of YFR flying, but to the Funny Farm for Christmas. craft and has some glue joints letting not necessarily for long trips. My 182 We 've returned to SFO which was as go although there is no rotting of the with autopilot and coupled loran is still far as we had gotten in two weeks be­ wood . the best for that, but for after supper fore coming back. This all started as I guess what I need from you and enjoyment, I still like my T-Craft best. an off-shoot of an invitation from the would like to see in your column is one Museum of Flight at Boeing Field in of the old-time restorers telling us be­ Happy Holidays, Seattle, to lecture on the Swallow. ginners how to go about re-gluing James List (EAA 1609) There are some of you, I know , who plywood-covered surfaces that have RFD 2, Box 83 Granville, Iowa 51022 haven't heard of the Swallow. Well, small areas that need to be re-attached Tel. 7121727-3379 there are times when I wish I'd never but don't need to be tom down com­ heard of it either. But it is an airplane pletely. Dear Jim, that Dario Toffenetti and I found in a Are there any good books on the Right on Jim! Maybe some of our commercial trucking garage in subject of restoring wood aircraft (not members can help you with this one ­ Chicago and learned later it was indeed building it the first time)? How do you especially those wood-willies out significant. We restored it and used it restore the protecting finish on areas there. to commemorate United Airlines ' fif­ not covered with fabric, such as the tieth anniversary by re-enacting the area where the hinge penetrates to at­ Over to you, first flight of Varney Airlines. Fifty tach the elevator to the horizontal Buck years later, to the minute, we carried : VINTAGE AIRPLANE 25 the same amount of mail over the same where people who love and enjoy the route on April 6, 1976. The Swallow history of flight can see and appreciate and I then went off on a nationwide it. It's there with Dick McWhorter's tour - a once-in-a-lifetime experi­ Stearman mail plane and among its ence. The old mail plane that started own. Those are the early machines that the first permanently scheduled airmail proved it could be done - that paved service with Varney (it later merged the way . It's an eternal tribute to those with National, Boeing and Pacific to people who made it happen, who become United Airlines), flew as a liv­ started with little more than an idea ing tribute to the pioneers who built and, amid skepticism and ridicule, the wonderful transportation system made it happen. And that's what I told we enjoy today . I flew it more than them in my lecture. 700 hours and carried more than 3,000 I was a bit reluctant to see Swallow. people in the front seat to experience I must admit there were a few minutes the thrill of an open cockpit. Swallow when I first walked up to her in her and I were more or less married for place of honor, that I was afraid. Af­ Swallow's place of honor. eight years, and then we both retired. raid she'd tum her nose up at me, af­ Me to the Funny Farm and Swallow to raid I would cry. Really, I was afraid the Boeing Museum. I would fall apart . I almost did, but It took me a while to rationalize it, then, as I looked at the scratch there, but that's where Swallow belongs ­ and the dent in her leading edge out in the great Northwest where it all near the right tip, and the marks the started. Right there in the Museum of barbed wire left in the prop blade, the Flight next to the Boeing 80A at the memories came flooding back. We head of the Air Mail exhibit. It's there looked at one another and smiled, the

On tour in 1976. Over 700 hours and more than 3,000 passengers. 26 MARCH 1989 way only two who share so many sec­ have? Well, the preflight inspection in­ Hope this finds you and yours healthy rets and adventures can smile. There cludes a look down into the tank and happy. were many good times as well as trying through the filler hole. If you can see times. Like the reception we got in metal, you have less than a half a tank Sincerely, Japan, and the thoughts of all the and you call the fuel truck . If you see Cliff Tomas friends we had made and all the old­ fuel, you can safely assume you have Madison, Wisconsin time aviators we had smoked out of half tanks and using the mental arith­ the woods and given rides to. Oh, we metic necessary to figure how much Hi Bucko, had a lot to remember - and we did. time is in your tank, you have about How you doin? - Certainly enjoy I lectured that evening and I'm af­ an hour and 45 minutes . Better make your articles in VINTAGE AIRPLANE. raid I did it badly. I had SO much to it an hour and a half and then you're Are you and I the only ones who enjoy tell them. So many things to say about sure to have your legal VFR reserve. I the freedom of finger-on-the-sectional, the Swallow and how she brought old quote from the FAR 91:22, "No person look-out-the-window VFR anymore? men back into their teens again and may begin flight in an airplane under Sometimes it seems that way. Hope about how much all the United Airlines VFR unless (considering wind and you keep on talking about it. I think people loved her. It all ran together forecast weather conditions) there is all the young pilots today should have and I felt at times I wasn't making enough fuel to fly to the first point of a good dose of this kind of navigation. sense. I hope they'll invite me back, intended landing and, assuming nor­ They'd have a much better sense of and I can tell them again about Captain mal cruise speed ­ orientation over the face of the earth Leon Cuddeback, Frank Rose and (I) during the day, to fly after that for than they get from staring at gauges, some of those other people they call at least 30 minutes; or and who knows - they might find out air mail pioneers. I promise I'll do a why we old guys are so enamoured better job. with aviation! The article on propping Anyway, we bought an old Cadillac (December, 1988) was required read­ Eldorado in Seattle and started driving. ing for the last two youngsters in the We haven't seen too much other than house - great stuff. foggy coastline through Washington Hope to see you around the patch and Oregon, but we're in the San Fran­ "STANDARD somewhere next summer. cisco Bay area now and its going to be much sunnier and warmer as we head Best regards, toward San Diego. I plan to look up PROCEDURE IS Roy Redman some of our guys along the way and Fairbault, Minnesota spend more than one evening making airplane talk. I'll let you know how it TO IGNORE Dear Buck, goes. I am about to embark on the com­ Here's a subject that is the cause of plete restoration of a 1933 Fairchild much embarrassment and consterna­ THE FUEL 22C7B. The aircraft is complete but tion - fuel exhaustion. I have a news­ disassembled. I have the instrument paper clipping sent by a member from GAUGES." panel but no instruments . In my travels Indianapolis, Indiana. The picture I was able to locate an 1932 airspeed shows a Piper Archer standing on its indicator and a 1930s altimeter. Both nose in a grove of trees. The right wing instruments are in need of overhaul and is lying inverted on the ground in front white facing. I am trying to locate an of the camera and there are pieces scat­ instrument shop that will overhaul an­ tered about. The headline reads, "Fam­ tique instruments and design custom ily of four O.K. after rented plane (2) at night, to fly after that for at least white facing silk screens. I am getting crashes." The cause of the crash was 45 minutes." the cold shoulder from all the local fuel exhaustion. I'd suggest a review of the IFR por­ "spam-can" shops; if it didn't appear Outstanding in the text is the pilot's tion of the FAR as well. With the en­ in a Cessna, Beechcraft of Piper they statement, " ' .. . the gauges lied!' " With forcement activity and the newer big­ do not want to hear about it. Any infor­ more than a quarter tank showing on ger penalties for violation, it's down­ mation you might have for solving this the gauge, the aircraft ran out of fuel. right dumb to trifle with the embarrass­ dilemma would be greatly appreciated. Fuel gauges are reference only items ment and paperwork that could become and are so susceptible to error that I'd involved - if you're still here to face Thank you, much rather use my watch. The Varga it. Paul Redlich Kachina is a prime example. We oper­ Stars and Bars Aircraft ate seven Varga 2150s and 2180s here Over to you, 8 Tudor Place as part of our Illinois Wing Civil Air Buck Farmingdale, New York Patrol fleet. When we check out a new pilot, the first thing we tell him is that Here's some more incoming mail: there used to be eight, but one was Try John Wolf and Company, 4741 totalled when it ran out of gas and Hi, Sherwin Road, Willoughby , Ohio crashed. Standard procedure is to ig­ Just finished reading your article on 44094. Telephone 216/942-0083 ­ nore the fuel gauges, and they are hand-propping in the December issue Ed. placarded to that effect - now. of VINTAGE AIRPLANE. Super arti­ Over to you , How do we tell how much fuel we cle. You're doing an excellent job. Buck. VINTAGE AIRPLANE 27 by Deborah Schroeder

Ron Scott li ves on a grass strip called Planes & People Air Troy Estates near East Troy, Wis­ RON SCOTT consin and has been coming to the an­ nual EAA Convention since 1960. He By volunteers of the Antique/Classic has kept very busy there acting as com­ Press CommiHee munications chairman since 1970. He Larry O'AHilio and Pamela Foard, says about 40 volunteers work for com­ Co-Chairmen municati ons and about 90 percent are (EM 150262, AlC 8265) repeaters who help out every year. 1820 N. 166th St. After all these years and the sugges­ Brookfield, WI 53005 tion of friends, Ron finally entered an airplane for show for the first time, his 1953 PA 22 Tripacer. The Tripacer had belonged to a good friend whom Ron razzed about selling it since he (the friend) had a nice homebuilt. Since the homebuilt wouldn't carry his fami ly, he held onto the Tripacer. Eventuall y he did sell it to a third party and Ron later bought it from this interim owner. Ron's custom restoration includes an authentic color scheme, Sacramento green and Tucson cream. Although he did most of the restoration himself, Ron gives credit for the engine to Dave Hedgecock's A&P students at Black­ hawk Tech in Janesville, Wisconsin . Complete restoration of the Tripacer took a period of several years but the main restoration was completed in about six to seven months from November 1984 to June 1985. This was not Ron's first effort, he also built "01' Ironsides," a metal airplane. Ron was influenced by flying at a very early age. He had his first flight Ron Scott's Piper Pacer is a 1953 PA-22-135. Colors are Sacramento Green and Tucson before he was even born , and his sec­ Cream. ond at age seven in an Aeronca Defen­ der. His father was active in the Civil Air Patrol . Parents must be very cauti­ ous. What they do to their children at an early age can have an effect on the rest of their lives.

The Antique/Classic Press Commit­ tee owes its success to the participation ofthe committee's volunteer interview­ ers. The committee apologizes to these interviewers for the articles that ap­ peared in VINTAGE AIRPLANE without their bylines. EM members should thank interviewers Sharron Mitchell, Carl Pederson, Deb Schroeder and photographer George Rodenback for their interview articles which help to tell the EMfamity about its individual members. Members of the Antique/Classic Division wishing to do interviews at EM Oshkosh '89 are welcome to join the press team by contacting Larry D'Attilio at 414/784­ 03 18 . • (I. to r.) Daughter, Robin Dums, wife Lois Scott and daughter Tracey Scott. 26 MARCH 1969 WELCOME NEW MEMBERS

The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through September 18, 1988). 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.

Logsdon, Duane E. Praker, Robert M. Sowell, Patricia B. Alva, Oklahoma Scottsdale, AZ Statesboro, Georgia Lovenberg, Ronald G. Pross, Susan Sponseller, Robert D. Howell, New Jersey Merzalben. West Germa ny Shelby, Ohio Lucas, Forrest Riggs, Donald L. Stone, Charles A. Plentywood, Montana Asbury, New Jersey Danbury, Connecticut Masters, Bill E. Riley, George Swanson, Harold Rochester. New York Bartlett, Illinois North Branch, Minnesota Mather, Robert A. Ripley, Peter M. Switzer, David N. Ponce Inlet. Florida Sackville, New Brunswick , Canada Cocoa, Florida May, Thomas A. Roberts, David Sylvain, Gagniere San Diego, California Mentor, Ohio Mauguio, France McCabe, James Rossides, Jim Thibault, Bill Markle, Indiana Claverack, New York Newport Beach, California McDermott, H.C. Roth, Geoffrey Thrasher, John Boca Raton, Florida Sedona, Arizona Cumberl and, Maryland McKenzie, Sandy Rowe, Tom L. Tippit, Larry Obrien , Florida Rock Island, Illinois Cumby, Texas Merkle, Ralph E. Russell, Ed J. Traylor Jr., Thomas B. Orlando, Florida Tustin, California Birmingham , Alabama Miller, Devery S. Ryan, Arthur H. Tye Jr., Reuben D. Mt. Laurel , New Jersey Farmington, Michigan Arlington , Texas Miller, Jerry A. Sabata, Tom Wall, Randall J. Conyers, Georgia Scotia, New York Ava , Illinois Minor, George L. Sadler, William E. Watson, William F. SI. James, Missouri Atlanta, Georgia Tul sa. Oklahoma Motsinger, Xen Sentell, Michael Welch, David Cayce, South Carolina Maryville, Tennessee Venice, Florida Noack, Mary Serviss, Cheryl Wolter, Charles E. Camarillo, California Arroyo Grande, California Niles, Michigan Nugent, Stephen Shaeffer Jr., Bruce Wrench, David F. Durham, New Hampshire Lititz, Pennsylvania Mountain View, California O'Brien, John D. Short Wing Piper Club Wright, George F. West Newton, Pennsylvania Halstead, Kansas Coldfield, England Ormosen, Sharon Lee Sitta, C. Donald WunderUn, James Yuba City, California Farmington. New Mexico Milwaukee, Wisconsin Othnin-Girard, Roland Smith, Brian Wustrack, Frank Sevres, France Ripon, California Oostburg, Wisconsin Patterson, Donald E. Smith, Leonard C. Wutzen, James Plymouth, Minnesota EI Toro, California Kirkland, Washington Penrod, Byron Smith, Michael Yearout, Michael Brazil, Indiana Sioux Falls, South Dakota Breckenridge, Colorado Pesch, Norm J. Smith, Richard C. Zimmer, William J. Miami , Florida Wichita, Kansas Venice, Florida • Phillpotts, Andrew D. Southard, Ronnie L. Auckland, New Zealand Milford, Delaware

VINTAGE AIRPLANE 29 MEMBERS' PROJECTS ...

by Norm Petersen

This modified Piper J-3 Cub, N3556K, SIN 22247, is the pride & joy of Ron Swanson (EM 187331, AlC 7090) of Juneau, Alaska. Mounted on Edo 1400 floats with dual rud­ ders, the Cub sports an 0 -200 Continental engine, 24 gal. wing tanks, digital voltage indicator, NavComm, ADF, intercom, Loran and a King depth sounder. With no electri­ cal system, a battery under the seat runs the equipment and is charged by a solar charger in the skylight. Due to salt water use, every possible use of stainless steel is employed. Ron replaced the lower longe­ rons and then gave the entire fuselage five coats of epoxy primer followed by a coat of Aerothane. Ron has flown the Cub over Canada, Alaska and the U.S. and re­ ports, '1he Cub is for fun, keeps me out of trouble and I couldn't imagine life without it'"

This very pretty Stinson 108-2, N9754K, SIN 108-2754, belongs to Walter Hankinson (EM 279854, AlC 11908) of Shiloh, N.J. Neat paint job is set off by polished spiMer and original factory wheel pants.

30 MARCH 1989

Where The Sellers and Buyers Meet. ..

25e per word, 20 word minimum. Send your ad to spinner to the tail wheel. Air Salvage of Arkansas, same as model 2000. Completely rebuilt to new The Vintage Trader, Wittman Airfield Rt. I, Box 8020, Mena, AR 71953, phone 5011394­ condition. Tire is good condition, $160.00. No Per­ Oshkosh, WI 54903-2591 . 1022 or 50 11394-2342. (3-2/579111) sonal Checks. UPS paid on all items. Bokodi, 820 N. Cline, Griffith, IN 46319. (3-1)

CUSTOM EMBROIDERED PATCHES. Made to AIRCRAFT: suit your design, any size, shape, colors. Five Marvel Schebler Carb - MA3 for A65-75 Conti­ patch minimum . Free random sample and nental - $300.00. Bendix mags SF4R-8, SF4L-8 for (2) C-3 Aeronca Razorbacks, 1931 and 1934. Pack­ brochure. Hein Specialties, 4202P North Drake, 65 hp., Eiseman LA4 for 85 hp. $75.00 for each. age includes extra engine and spares. Fuselage, Chicago, IL 60618-1113. (c -2/89) Cessna 140 stainless exhaust and heat muffs . wing spars and ex1ra props. Museum quality! $30,000 $200.00. Taylorcraft tail surfaces. Complete set 5 firm' Hisso 180-hp Model "E". 0 SMOH with prop - $375.00. 315/363-4915. (3-t) and hub and stacks. Best offer over $10,000.1936 Warner 145 Oil Cooler Radiator, used but no dam· Porterfield 35-70, the lowest time Antique ever! age, $75.00. WW II Curtiss P-40 radio, needs Less than 200 hrs. TTA & E. 20 hours on engine. cleaning, not operating, $75.00. WW II "Gibson Save your magazines? - A clip allows you to file $12,500. No tire kickers, collect calls or pen pals, Girl" emergency radio. One broken gear. Corro­ your magazines in common three-ring binders with­ please! E.E. "Buck" Hilbert, P.O. Box 424, Union, sion. $50.00. Mechanical brakes for Bendix out punching holes. For more information and a Illinois 60180-0424. wheels. Used. $50.00/pair. Jack & Henitz energizer FREE sample, send 50 cents in stamps to: Lee for winding up hand inertia starters on radial en­ Sherry, Dept. VA, 711 Ninth Avenue, SW., Puyal­ gines. Operates on 110 V. AC or DC. Portable. lup, WA 98371 , 206/845-4209. (3-1) Used. Still works. A rare item. $500 Wind generator, new wood propeller 15 inch. Used very PLANS: little. Good armature. 13 volts, 33 amp. ready to Fifty yards 60" Grade "An fabric - $250.00. use. $500.00 Combination electric, hand inertia Three rolls 2 inch and one roll 3 inch pinked tape. POBER PIXIE - VW powered parasol - unlimited starters for radial engines. Two are hand inertia $100.00. Evenings, 205/347-2887. (3-1) in low-cost pleasure flying . Big, roomy cockpit for only. $50.00 each. Bendix Stromberg carburetors the over six foot pilot. VW power insures hard to for radial engines. Three R-7A, one R-7. Used, not broken. $75.00 each. Two ski pedestals of cast beat 3'/2 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send aluminum. 725 Ibs. per ski. Mfg'd. by Heath, years check or money order to : ACRO SPORT, INC., ago in Michigan. $75.00/pair. One brand new wood WANTED: Box 462, Hales Corners, WI 53130. 414/529-2609. propeller. 90 hp FloUorp design 7845-47. 19425. Length 78- 114. $500.00. Paragon propeller for ro­ Wanted: Eclipse Aviation Generator, Div. Bendix, tary engine. Wood, white oak. Six bolt, length 8 ft. for Warner 165 hp engine. Generator type: 300, ACRO SPORT - Single place biplane capable of 1 inch. Pre-WW I. Used, tips nicked. Being re­ model I , 15 volt, 15 amp. (or greater), style A, with unlimited aerobatics. 23 sheets of clear, easy to paired. Original $800.00. Picture of any item on flexible drive. Call Gerry, 508/238-1111. (4-3) follow plans includes nearly 100 isometrical draw· request. All prices F.O.B. Can ship UPS, parcel ings, photos and exploded views. Complete parts post. Write: Oldtimer, P. O. Box 1237, Yelm, WA and materials list. Full size wing drawings. Plans 98597. (3-1) In search of - engine repair parts for Aeronca plus 139 page Builders Manual - $60.00. Info E-113. Jones, 131 S. West Street, Doylestown, PA Pack - $5.00. Super Acro Sport Wing Drawing ­ 18901,215/340-9760 or 215/340-9133. (3-1) $15.00. The Technique of Aircraft Building ­ For Sale - Cessna baffles, Continental engine $12.00 plus $2.50 postage. Send check or money No. 0555174-7-9-8 new. Stromberg NA-S3-Al ex­ order to: ACRO SPORT, INC., Box 462, Hales cellent. New Continental 0300D oil sump in box Wanted - Air Associates 12 volt wind generator Corners, WI 53130. 414/529-2609. No. 530763A 1. New Continental ring sent 5 over for the 1940 Stinson Modell 0 which I am restoring. No. 638111000. Goodyear brake linings, send part Tom Julian, 118 Wilder St. , Niceville, FL 32578, no. 1940 J-3 excellent. In box 6948 McCauley C­ 904/678-3357 after 5 p.m. (3-1) 150. Paul Lambarth, 2624 Hartman Road, Saline, M148176. Wanted -for SIN 30002,1953 C180 - (I)-glove ENGINES box door 0713003-1 ; (3)-radio covers 0713003-24. Ink renderings - of your restored classic, warbird Red Hamilton, 5713 Gibbons Drive, Carmichael, CA 95608, 916/481-2407. (3-1) 108-hp Lycoming 0-235-C2C engine. 1,985 or homebuilt. First quality precision work. Concep­ hours TT on 2,400-hour TBO. Logs available. Cur­ tual rendering, drafting also available. Wizard De­ rently flying on a 1973 Grumman AA1-B. Mags and sign & Engineering Co., Route I , Box 738, lin­ Wanted: Front and rear wind screens to complete harness not included. $2,500. Contact Mark wood, NC 27299, 704/956-2800. (3-1) Tiger Moth rebuild. Complete, or parts okay. Call Phelps, 414/426-4825. 406/587-0614 or write P.O. Box 1147, Bozeman, FOR SALE - Yellow-tagged rear accessory case MT 59771. (3-1) 160 hp Gnome - extra cylinders and prop hub; for 0-320A or B model, with oil pump. $250.00. remarkable inside (run once). Missing push rods. Trim crank handles for J-3 - J-5 and others. Brand Rusty casing, in original crate. 215/340-9760 or new, painted Olive Drab, $6.00 each. 3 for $14.00. 215/340-9133. Two Bendix mags. SF4LN8, one with gear drive. TOOLS: $125.00 for both. One Bendix mag SF4R-8 with drive, $65.00. All mags need overhaul. Marvel­ Tools, hand & power for all aircraft work. Rivet­ Schebler MA-3-SPA carburetor needs throttle ers - Drills - Fasteners - Accessories - Tool Kits. lever, complete, probably needs overhaul. No data Everything for the kit builder - 96-page catalog MISCELLANEOUS: plate, $225.00. Parts for Marvel MA-3-SPA car­ available. $2.00 (refundable with first order). U. S. buretor. New idle needle, Part No. 43-564 - $15.00. Industrial Tool & Supply Company, 15159 Cleat Have We Got A Part for You! 20 years accumula­ New throttle shaft with bushings, Part No. 13-949 Street, Plymouth, MI 48170. Call toll-free 1-800­ tion of parts for all types of aircraft - antiques, - $20.00. New needle and seats, Part No. 233-615 521-4800. (4/89-6) classics, homebuilts, warbirds. Everything from the - $30.00. Scott 6-inch tail wheel model 3000 ­ 32 MARCH 1989 ""'II'III""""""'~ ~ STITS POLY-FIBER ~ ~ THE MOST POPULAR ~ ~ AIRCRAFT COVERING MATERIALS ~ ~ IN AVIATION HISTORY ~ l1li;': HERE'S WHYI * Proven Durability on Thousands of Aircraft ~ ~ * FAA-STC for Over 660 Aircraft Models. * Over 23 Years Service l1li;': Fly high with a ~ History. * Superior Quality Coatings Developed and Manufactured ~ ~ Under the Quality Control of an FAA-PMA especially for Polyester ~ quality Classic interior ~ Fabric on Aircraft, Not Brittle Automotive Finishes, Modified Short Life ~ ~ Water Borne Housa Paint, or Tinted and Relabeled Cellulose Dope. ~~ Complete interior assemblies for do-it-yourself installation. ~ * Will Not Support Combustion. * Lightest Covering Approved ~ Under FAA-STC and PMA. * Most Economical Covering Materials ~ Custom quality at economical prices. ~ Considering Years of Troubl. 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The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official 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. Vol. I (no. 21-14452) and Vol. II (no. 21-14451) are sold for $14.95 each, with postage charges of d:,,"'-'~-,,;,~ $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EM Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612.

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This month's Mystery Plane bears a marked resemblance to the Lockheed "Sirius" floatplane used by the Lindberghs on their survey fli ghts in the 1930's. The photo was submitted by Peter M. Bowers of Seattle, Wash­ ington, date and location not given. Answers will be published in the June, 1989 issue of THE VINTAGE AIRPLANE. Deadline for that issue is April 10, 1989. The Mystery Plane for December, 1988 brought a record number of an­ swers. According to information re­ ceived from the operator of Jane's Field, Anoka, Minnesota where the photo was taken, the airplane is a Hunting Percival Pembroke C Mark I. Gerry Norberg of Winnipeg, Man­ itoba , Canada gave a detailed reply: "The aircraft depicted is a Hunting Percival P66 Pembroke. This aircraft was designed in Great Britain in the AIRPLANE is a Hunting Pembroke. I Stonington, CT; J.B. Hyde, Alameda, mid 1950s. It was originally designed am 14 years old and live on an airport CA; Jim Hansen, Aromas, CA; Dave to be used as a light military transport my parents own and operate called Lindauer, Dallas, TX; Wayne Van and communications aircraft holding Skyhaven Airport in Tunkhannock, Valkenburgh , Jasper, GA; Norman F. eight people. Several subsequent mod­ Pennsylvania. Fourteen Pembrokes McGowin, Jr., Chapman, AL; Francis els were built with Plexiglas nose and were stored fifteen miles from our air­ W . Taylor, Woodward, IA ; James B. provisions for photo survey work . .. port . The airplanes arrived after flying Zazas, Carthage, NC; John Carter, "Since the aircraft shown does not over Belgium to northeastern Pennsyl­ Bradenton , FL. • have the transparent nose and is not in vania. I have been attending and enjoy­ military markings, it can be argued it ing Oshkosh Conventions since 1978." is actually a Hunting Percival Presi­ Unfortunately we do not have space References: British Civil Aircraft, dent, which was a development of the for details from the many other an­ 1919-1959, Vol. 2 Pembroke for the civilian market. The swers received. Others replying were: Mac Donald Aircraft Handbook, President was displayed for the first Peter M. Bowers, Seattle, W A; Brooks 1966 time in 1956. The Pembroke and Pres­ W. Lovelace, Jr., Albany , GA; Char­ Aircraft Of the World, 1955 ident both used the Alvis Leonides Mk. ley Hayes, Park Forest, IL; Ian A. Cal­ Janes All the World's Aircraft, 12701 9-cylinder radial engine of 540/ vert, Alexandria, V A; D. Kenney, 1949-1953 560 hp. " David Simmons of Denver, Col­ orado added this: "The aircraft shown may be an ex­ Belgian aircraft. It appears to have a similar paint scheme as an ex-Belgian Air Force aircraft which was based in the Denver area a few years ago. Be­ sides the RAF and Belgium, the air­ craft was built for Finland, the Sudan , Sweden and West Germany. I don 't know the total production, but RAF production was only 52 aircraft." And from Charley Gay, Tunkhan­ nock, Pennsylvania: "The answer to the Mystery Plane in the December issue ofTHE VINTAGE Hunting Percival Pembroke VINTAGE AIRPLANE 35