UA Antiq ue/Classic ()IVI§I()~ PREVIEW

Bob Lickteig President UPDATE - ANTIQUE/CLASSIC Antique/Classic Division ACTIVITIES - Oshkosh '84 Listed below are additional details of the many new ANTIQUE/CLASSIC ANNUAL PICNIC programs and events scheduled for your convention. Please contact any of the chairman for additional help or The annual AlC picnic is back and will be held in the information you may need. See you at Oshkosh! Convention Tent at the Nature Center, Wednesday, Au­ gust 1 at 7 p.m. Chairman Bo Kelly, phone 507.'373-3911, has arranged for . food and beverage. Check ANTIQUE/CLASSIC DIVISION FL YOUT AlC Hea nd details. Don't miss it!

M:'*.:::a.tt::::-u Y P E FO RUMS an Frit , p i e the edu e for the Antique/Classic forums. We know the interest and benefit we get from these infor­ mative sessions. Check page 11 of this issue, the Conven­ tion program and AlC Headquarters for details. See you at the forums.

ANTIQUE/CLASSIC TYPE AWARD ANTIQUE/CLASSIC TYPE PARKING Dale Gustafson, phone 317/293-4430, Chairman of Chairman Art Morgan, phone 414/442-3631, has com­ antique judging, is working with his judges to be ready pleted the program for Type Parking. Type Club officers, for the new type awards. The new category of World War please contact Art for information, packet and maps of the II Trainer and Liaison plus the Outstanding-In-Type will parking area. Park with your friends - a beautiful sight. make this an exciting awards program. ANTIQUE/CLASSIC INTERVIEW CIRCLE ANTIQUE/CLASSIC HALL OF FAME Chairman Dan Neuman, phone 612/571-0893, is busy Chairman Al Kelch, phone 414/377-5886, is busy con­ lining up interesting aircraft for our Interview Circle. If tacting the previous Grand and Reserve Champ winners you would like to be a part of this scheduled program, to return to Oshkosh '84. The special parking area as­ please contact Dan or A/C Headquarters when you arrive. signed will give everyone another chance to see and photo­ Please .. . let us share your pretty bird. graph these prestigious aircraft. Al promises us some sur­ prises. ANTIQUE/CLASSIC CHAPTER ANTIQUE/CLASSIC TYPE CLUB TENT INFORMATION BOOTH Butch Joyce, phone 919/427-0216, Chairman, will be Chairman Roy Redman, phone 507/334-5922, will have on hand to welcome all Type Clubs at the special head­ his volunteers ready to assist you on the latest chapter quarters tent set up in the Antique/Classic area. A full information, programs and projects. Stop in and bring a week of activities is planned, and our Convention Chair­ friend who is interested in Antique/Classic membership man, Tom Poberezny, will address Type Club officers and details. We have something for everyone. members on Tuesday, July 31, at 2 p.m. Check AlC Head­ quarters for details. Meet your friends here. ANTIQUE/CLASSIC PARADE OF FLIGHT Chairman Phil Coulson, phone 616/624-6490, has all ANTIQUE/CLASSIC PHOTO CONTEST the details firmed up for our Antique/Classic Parade of Chairman Jack McCarthy, phone 312/371-1290, has Flight. This year it will be staged when the field is polished up the contest rules for our first amateur photo CLOSED. Phil has planned a 100 aircraft parade this contest. Please check AlC Headquarters for details and year. Briefing a A/C Headquarters, 1 p.m. Wednesday, any help from Jack. Let's get those shutters clicking. August 1. Be a part of this historic event. • IT'S GOING TO BE A GREAT YEAR AND A GREAT CONVENTION! MAKE THE ANTIQUE/CLASSIC AREA YOUR HEADQUARTERS FOR OSHKOSH '84.

2 JULY 1984 PUBLICATION STAFF

PUBLISHER Paul H. Poberezny DIRECTOR, MARKETING & COMMUNICATIONS Dick Matt EDITOR Gene R. Chase JULY 1984. VOL. 12, NO.7 MANAGING EDITOR Mary Jones EDITORIAL ASSISTANT Norman Petersen FEATURE WRITERS Contents George A. Hardie, Jr. Roy Redman 2 Straight and Level by Bob Lickteig EAA ANTIQUE/CLASSIC 4 AlCNews DIVISION, INC. by Gene Chase OFFICERS 5 Vintage Literature by Dennis Parks President Vice President 6 12th Annual National Stearman Fly-In R. J. Lickteig Roy Redman by John M. Crider, Jr. See Page 6 1620 Bay Oaks Drive Rt. 3, Box 208 Albert Lea, MN 56007 Faribault, MN 55021 10 Some Unresolved Questions in 507/373-2351 507/334-5922 Aviation History Secretary Treasurer by George Hardie, Jr. Ronald Fritz E. E. " Buck" Hilbert 11 Antique/Classic Forums 15401 Sparta Avenue P.O. Box 145 by Ron Fritz Kent City, MI 49330 Union, IL 60180 11 Letters to the Editor 616/678-5012 815/923-4591 14 George Weidmann's Flying Tank by Donald E. Duerr DIRECTORS 15 Mystery Plane by George Hardie, Jr. See Page 14 John S. Copeland Stan Gomoll 16 Short Wing Pipers in the Real World 9 Joanne Drive 1042 90th Lane, NE Westborough, MA 01581 Minneapolis, MN 55434. by Guy C. Lockwood, DVM 617/366-7245 6121784-1172 18 A Well-Preserved Cessna 170 by Dean A. Richardson Claude L. Gray, Jr. Dale A. Gustafson 19 Calendar of Events 9635 Sylvia Avenue 7724 Shady Hill Drive 20 Does Anyone Know What a Northridge, CA 91324 Indianapolis, IN 46274 213/349·1338 317/293-4430 Biplane Is? by Doug Dahlke Robert G. Herman Arthur R. Morgan 3809 Straw Harvest Drive 3744 North 51st Blvd. Plano, TX 75075 Milwaukee, WI 53216 414/442-3631 . See Page 18 FRONT COVER . .. A model C-3R, BUSiness Speedster, sin 5001 , NC8828, owned by Mr. Doyle Cotton, Tulsa, OK. This airplane was Morton W. Lester AI Kelch originally built as the last Stearman model C-3B, sin 249, and was P.O. Box 3747 7018 W. Bonniwell Rd . changed over to serve as the prototype Stearman model C-3R in which Martinsville, VA 24112 Mequon, WI 53092 Mr. Deed Levy, Stearman Aircraft Co. Chief Experimental Test Pilot, 703/632·4839 414/377-51186 flew all the C-3R certification tests in 1929. See story on page 6. (Photo by Ken Wilson) Gene Morris John R. Turgyan BACK COVER . . . The back cover is a reproduction of the "25th 24 Chandelle Drive Box 229, R.F.D. 2 Anniversary of Motored Flight" issue of Popular Aviation of December Hampshire, IL 60140 Wrightstown, NJ 08562 1928. This has to be one of the most spectacular covers ever to grace 3121683-3199 6091758-2910 an aviation journal. Popular Aviation has since become Flying who is the sponsor of the EAA Museum exhibit "A Tribute to Aviation Publish­ S. J. Wittman George S. York ing." Box 2672 181 Sloboda Ave. Oshkosh, WI 54901 Mansfield, OH 44906 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL 414/235-1265 419/529-4378 AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks, THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION ADVISORS are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Espie M. Joyce, Jr. Daniel Neuman Box 468 1521 Berne Circle W. Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles Madison, NC 27025 Minneapolis, MN 55421 are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material 919/427-0216 6121571-0893 should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591 .

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Ray Olcott Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield, Oshkosh, WI 54903­ 1500 Kings Way 2591 . Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for Nokomis, FL 33555 EAA AntiquelClassic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is 813/485-8139 for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

S. H. "Wes" Schmid Gar Williams ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­ 2359 Lefeber Road Nine South 135 Aero Drive ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising Wauwatosa, WI 53213 Naperville, IL 60540 so that corrective measures can be taken. 4141771-1 545 3121355-9416 Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airtield, Oshkosh, WI 54903-2591 . VINTAGE AIRPLANE 3 EAA AIR ACADEMY '84 EAA Air Academy '84 will produce a fine example of the homebuilders craft ... a single place MONI Sportplane designed and provided in kit form by Monnett Experimen­ tal Aircraft. This aircraft is offered, at fair market value, to an individual who will come to the EAA Aviation Center from July 15th through August 4th to participate in its INSURANCE COVERAGE FOR construction as a member of the Academy staff. This is an extraordinary opportunity for someone to teach and learn EAA'S FAA APPROVED STCs the lore of aviation while constructing their homebuilt in FOR USE OF AUTO GAS the restoration facility of the EAA Aviation Center. For further details contact: Chuck Larsen, Director of Robert Urbine, the president of Aviation Underwriting Education, EAA Aviation Foundation, Wittman Airfield, Agency, Inc., the company which services EAA's special Oshkosh, WI 54903-3065. Telephone 414/426-4800. hull and liability insurance program, has officially in­ formed us that their coverage encompasses complete hull and liability protection for all aircraft operating under the proper installation of EAA's FAA approved STC for the AMERICAN BONANZA SOCIETY use of auto gas. No additional premium is charged above SUPPORTS EAA'S AUTO FUEL the special reduced rate available for all EAA members. If you are already flying an aircraft covered by the RESEARCH approved EAA insurance program, all that is necessary to The American Bonanza Society Air Safety Foundation assure complete coverage is that you notify Aviation Un­ has donated $1,000 to the EAA Aviation Foundation in derwriting Agency, Inc. , P. O. Box 19267, Greensboro, NC support of their program to obtain approval for the use of 27419-9267, that the aircraft is now being flown on auto auto gas in early Bonanzas and Debonairs. gas. Both non-EAA members and EAA members are eli­ In announcing the donation, ABS President Don Mon­ gible for the insurance. However, only EAA members with day stated "Many ABS members have indicated to the current membership are eligible for the reduced rate. The Society their interest in the safe use of auto gas in their reduced insurance rate for EAA members far outweighs Bonanzas. The ABS Board of Directors feel that this dona­ the annual EAA membership dues. tion is a tangible means of assisting a large portion of our Current holders of auto fuels STCs are advised to check membership and indicating our strong support of EAA's with their aircraft insurance companies to determine if auto gas research and their activities in behalf of general they are covered when using auto fuel. If not, contact aviation." Aviation Underwriting Agency immediately. The toll-free In addition to this donation, the ABS staffis providing telephone numbers for Aviation Underwriting Agency on-going technical support to EAA in their research pro­ are: East coast 1-800/334-0061, West coast 1-800/821­ gram. 8865, and North Carolina residents may phone 919/668­ (Photo by Marian Cavadias) 7751 collect. Gus Limbach proudly displays the quilt he won at Oshkosh '83. AIRCRAFT COVERING MATERIAL AT DISCOUNT QUILTS Ernest J. Heald (EAA 59295, A /C 5137), president of TO BE DONATED A&E Aircraft Services, has announced a program ofshar­ ing the profits from sales of Stits paint and fabric with AT EAA members and chapters. They have coordinated this OSHKOSH '84 with Ray Stits and have his concurrence. When an EAA member orders paint and fabric from A&E Aircraft Services, the member receives a 10% dis­ In previous years, Antique/Classic members Stan and count and A&E matches the 10% discount sending it Irene Gomoll, Minneapolis, Minnesota have brought either to the chapter designated by the customer or to the hand-made quilts (or comforters) to the Convention which EAA Aviation Foundation at EAA Headquarters. This is they donated as sweepstakes prizes. The Gomolls will one means of building up chapter treasuries. again be donating two hand-made quilts for this purpose Contact A&E Aircraft Services, 2803 126th Avenue, at Oshkosh '84. Ask about sweepstakes tickets at the Red S.E., Bellevue, WA 98005. Phone 206/746-3920. Barn. The lucky winners of the quilts last year were Sarah Gray, Northridge, California and Gus Limbach, White MAIL DELIVERY AT OSHKOSH '84 Bear Lake, Minnesota. The following address should be used for the receipt of mail by attendees at Oshkosh '84: Box 3151 , EAA Conven­ tion Site, Oshkosh, WI 54903-3151. Destination of this NEW CATALOG AVAILABLE mail is the on-site U. S. Post Office trailer, located just Historic Aviation's new 36-page aviation book catalog west of the FAA Tower. This full-service trailer is open is now available free of charge. Over 1,000 titles on all from 9:00 a.m. to 4:00 p.m. daily throughout the conven­ phases of aviation - military, antiques, ultralights, rac­ tion and offers special convention cancelling of your mail. ing, airlines, pilot, technical and modeling. Just the best Please let your family, as well as your friends know ofthis place to start to look for those reference and documenta­ speedier mail service. A return address on the envelope tion sources. Write to HISTORIC Aviation, 3850 Corona­ should also be included. tion Rd., Eagan, MN 55122 or call toll free 800/225-5575 . •

4 JULY 1984 VINTAGE LITERATURE ofvery interesting aircraft which make the plans ofspecial value even today. Among these were Art Chester's "Jeep", By Dennis Parks the "Mew Gull", and Stinson SR-6. Most of the plans were This is the first ofa series ofarticles to describe period­ done in the %" to a foot scale. icals from the vintage years ofaviation. The titles covered Popular A viation was a pioneer in the use of full color will be from the EAA Library now being developed. The art work on its front cover and in the 30s it added full library is also providing materials for a permanent color art work on the back cover. One of the most eye­ museum display sponsored by FL YING magazine called catching covers is the "25th Anniversary of Motored "A Tribute to Aviation Publishing", which is scheduled to Flight" cover of December 1928. This is reproduced as the open in time for Oshkosh '84. In honor ofFLYING's spon­ back cover of this issue of Vintage. The magazine was also sorship of the exhibit, the first of the series will cover a a pioneer in using full color photography, beginning with predecessor ofFLYING - POPULAR AVIATION. the December 1937 issue cover of a Boeing B-17. This Popular A viation, which is practically synonymous became a regular feature in the fall of 1938. with the Golden Age of aviation, began in the after throes This periodical, along with many others, went through of Lindbergh's achievement, with the first issue dated a variety of title changes in its history. The following is a August 1927. The editorial in the first issue, "Popularizing listing of the variations and the date of first issue under Aviation", stated that the magazine "means to place in each title: the hands . .. of the nation the facts of this great new 1) Popular Aviation, August 1927 human adventure." 2) Popular Aviation & Aeronautics, January 1929 It considered any subject in the field of aviation which 3) Aeronautics, June 1929 was of interest to the enthusiast. Covered were air com­ 4) Popular Aviation, August 1930. merce, military aviation, the manufacturers, interna­ In August, 1940 the title changed to Flying and Popu­ tional events, record flights, and new aircraft of all types. lar Aviation, which later became Flying. Sample articles from the September 1935 issue include: Ziff-Davis, who has been the publisher since 1936, Licking Airline Accidents tried a revival of Popular Aviation in 1967, but it did not Brown's Duplex Prop survive. Popular Aviation, because of its broad interest in Airline Operation in Sweden aviation, is a classic aviation journal. The EAA Library History of Pan American is fortunate in having a fairly complete collection ofissues. Unshackling Flying Aptitude Developing Ideas at Wright Field What Our Readers Are Building P. A.'s Aviation Directory Activities of Our Aero Clubs A New English Avro Sportplane Caproni Celebrates Birthday The light plane was of constant interest. Starting in the late '20s there was a feature called the "Index of American Aircraft". This was a series of full page descrip­ tions of new light aircraft, including a photo of the subject aircraft and a table of specifications. A set of these would constitute an encyclopedia of U. S. light planes for that period. For example, the March 1928 issue had pages on the American Eagle and the Cessna Cantilever-Mono­ plane. Homebuilding activity was also covered in a column entitled "What our Readers are Building." Sound famil­ iar? A page of homebuilding activity from the October 1935 issue is illustrated here. Popular Aviation was also a promoter of homebuilding. An example of this is the six article series in 1935 by O. G. Corben on the construction of the Corben Super Ace. The series included instructions, tips and plans. Another series in 1934 was on building the Epps light plane. Model aircraft were also well covered with good three view drawings of new aircraft and the excellent series of scale model plans done by Paul W. Lindberg. These were VINTAGE AIRPLANE 5 THE TWELFTH ANNUAL NATIONAL STEARMAN FL.Y-IN SEPTEMBER 7-11, 1983

Stearman pilots and guests pose with Willard Duke's Stearman during the National Stearman Fly-In.

By John M. Crider, Jr. (EAA 161764. AIC 5824) north-south runway. Before the afternoon was half gone, 606G Tejas Trail there were ten Stearmans in the grass parking area while Richardson, TX 75081 from the asphalt ramp, a Bucker, T-6 and a P-51 peaked enviously over the fence. It is Sunday morning, September 11 , 1983. A summer of relentless heat has finally come to an end with the passing of a cold front. This is the closing day of the Twelfth National Stearman Fly-In; already the spaces in Stearman N2S-4, N73449, was flown from Erie, PA by Joe & Fran the grass tiedown area outnumber the remaining bi­ Szymanowicz. planes. Out on the runway four Stearmans face into the cool north wind, waiting to take off. In quick succession their radial engines drone to life, and in a few seconds the four planes bank left, shrinking into black dots set against the grey sky. Wrapped in a cocoon of wind and noise, each pilot settles into his seat for the leg ahead. At least one glances back at the receding airport and thinks of the preceding four days. How different those days were! Stearmans arriving Wednesday converged on Galesburg under cloudless, blue skies, and the airport was visible 25 miles out. The wind, though not strong angled across the airport, almost - but not quite -lined up with runway 27. Most arriving pilots were not aware that the grass lane on the south side of runway 27 was usable for take-offs and landings. So as the afternoon wore on, pilot after pilot struggled to rein his biplane in the crosswind as he landed along side the 6 JULY 1984 The Fly-In got a big boost in numbers when at four o'clock six Stearmans arrived from the west: Bill Smith and Bill Dekker from California; Kurt Kimball, Jim Hughbanks and Tom Newell from Colorado and John Grace from Kansas. But only five taxied in; one stayed out in the grass with a broken wheel and a scarred wingtip. The wind had taken its toll. Later that same afternoon one of the arriving Michigan Stearmans suffered the same fate. Two groundloops in one day! Wednesday evening Ted and Betty McCullough spon­ sored a hospitality room at the Holiday Inn. There, as Fly-In participants munched and sipped, Deed Levy, Chief Experimental Test Pilot for the Stearman Aircraft Com­ pany, showed slides and told about each airplane that Stearman ever built. Deed's quick repartee and total recall made for a fascinating evening. Besides Stearman history there were vignettes on Guiseppe Bellanca, Al Mooney, Clyde Cessna and other figures Deed has known. It was our pleasure that same evening to meet a "new­ comer" to the Fly-In, Lt. Gen. Laurence C. Craigie, U.S.A.F. (Ret.). Bill Craigie graduated from West Point in 1919 and received his wings in 1924. He wound up a distinguished military career as the commander of allied air forces in Europe for NATO. It was as a captain stationed at Wright Field in Dayton, Ohio during 1935 that Bill Craigie served as project officer· for the new primary trainer that the Air Corps was evaluating; the Stearman Model 75. History was not only recounted Wednesday night, a little was made, as well. The airport came to life slowly Thursday morning as final preparations for the Fly-In were completed. The chalkboard was set up still bearing the information from the year before. Since few details had changed, it was simply left untouched. Some claimed this was the ultimate in laziness, but Jim Leahy and Tom Lowe described it as an economy of effort and frugally went on to other details that needed tending. Fly-In participants socialized or wan­ dered about looking for old friends as occasional three­ and four-ship formations droned overhead. The sound of laughter drifted across the grass as people traded stories; the gas truck tended Stearmans with 80 octane. While activities were light, Tom Lowe decided to load up sacks for Saturday's flour bombing contest. John Vernon Main of New Orleans peels off in his Stearman PT-17, McCormick and Ken Wilson, ever ready to be of service, N66607, to head back to Galesburg. agreed to test several different loads to see which produced the most spectacular effect. Laden with triple-X ordinance the pair taxied out on their mission. Since flour bombs rarely hit what they're aimed at and since there seemed Guess what happened! to be no other equally tempting target available, the ILS Wind and hot weather held down the amount of flying, shack at the end ofrunway 20 was selected to mark ground but the afternoon's arrivals swelled the number of attend­ zero. ing biplanes. Thursday evening, the sun set on a pride of

Stearman N2S-4, owned by Steve Campbell of Tulsa, OK re­ 300 hp Lycoming custom Stearman is owned by Harry Thomas ceived SRA Best N2S Award. of New Orleans, LA.

VINTAGE AIRPLANE 7 L-R: Tom Lowe, SRA President, Lt. Gen. Laurance Craigie, USAF (Ret.), (Primary Trainer Project Officer) and Deed Levy (Stearman Co. Test Pilot) pose with a Stearman PT-13.

Stearmans 49 airplanes strong. That night Dusters and their rivals, the bunch from Michigan. The combined gag­ Sprayers Supply provided a hospitality room at the motel gles made an impressive sight as they crossed over Gales­ where Dale Martin showed video tapes he's made ofprevi­ burg Municipal Airport. ous Fly-Ins as well as formation flying done that after­ Due to the heat, many participants left the airport noon. It was hard to finally call it an evening. early Friday afternoon. Not as much flying could be done, Friday was another clear, cloudless day, typical of the and there was a full evening of events scheduled. last part ofsummer in western Illinois. The wind and heat Frank Price, founder of the American Tiger Club, led continued to increase, and there was even less flying than off the night's activities with a seminar on spins. Frank the day before. Most people were content to watch the was the first American to fly in international aerobatic take-offs and landings from the shade ofa wing. Stearman competition and is a long-time aerobatic instructor. He pilots had the run of the airport. For the first time since was eminently qualified to lead the discussion on spins. the 1974 Fly-In there was no control tower operating on Deed Levy discussed the spin history of the Company's the field. airplanes during development and production. He also Led, as usual, by a Beech King Air the Tulsa crew recounted the events surrounding the addition of leading made their formation arrival at three-thirty. The group edge strips to the Model 75. was intercepted and escorted to the field, however, by Because the hour was already late, the formation fly­

SRA Civilian Stock Stearman Award was presented to Stearman 1943 Stearman PT-17 owned by Jack Betz of Perryopolis, PA PT-13D, N99628 owned by Gene Fuch, Morgan, MN. received the SRA Best PT Award.

, \

8 JULY 1984 MaDonna and Merrill McMahan of Wausau, WI pose with their Stearman PT-13D.

ing seminar was put off until next year. For those who To help pass the time, Tom made note of the best wanted to stay up longer, however, there were Stearman landing, worst landing and best go around. The lucky and films. not-so-Iucky recipients received their awards at the ban­ The stars were brilliant early Saturday morning. High quet Saturday night. Tom claimed that he had trouble in the southern sky, the constellation Orion served as a finding a bad landing. The best one, he said, was Roy reminder that winter was closer than it seemed. By ten Redman's, but Saturday morning, a 727 captain flying a til six there was a growing pink glow on the eastern Stinson didn't qualify for the competition. horizon. Though most people had been awake for only a The most confusing landing was that of Doyle Cotton's short time it seemed like hours ago that the quiet of the beautiful C-3R Business Speedster. No one had seen it dark motel room was shattered by a wakeup call. leave Galesburg. It turned out that Emil Bryant, who flew Pilots had been requested to remain on the ground the big red biplane up from Tulsa, had made an overnight until official sunrise, but nothing like that occurred. This, stop enroute and then flown directly to Monmouth Satur­ at least, had the positive effect of separating arrivals at day morning. Once again this airplane was the only civil­ Monmouth. There, Tom Lowe waited at the end of the ian model Stearman at the Fly-In. After landing, pilots runway clad in his Stearman factory coveralls, his red and and their passengers enjoyed a breakfast sponsored by the green signal flags at the ready. SRA. Monmouth activities concluded with the traditional

Bill & Pat Smith's Stearman was resplendant in its bright orange 76-year-old Willis Buck was the oldest pilot to fly a Stearman & white "Gulfhawk" style paint scheme. Flown from Belvedere, to the Fly-In. Stearman is owned by Dale Blevins of Carthage, CA to win the greatest distance award. MO.

VINTAGE AIRPLANE 9 knot wind 45 degrees to the runway. With the sun and heat, it was like holding a fly-in inside a blowdryer. The judges kept moving back the formation flying contest in hopes that the wind would calm down. But a gunmetal blue thunderstorm from the northwest dashed those hopes. The well-attended banquet Saturday night contained all the hoopla necessary to bring an event like the Stear­ man Fly-In to a close. Widely mentioned were the three ground loops that had occurred. These were a reminder of our favorite airplane's sometimes obstreperous nature. Harold Canada, chairman of the board of the National Stearman Fly-In, told of ground looping twice in one day, and Tom Lowe read an Army critique of an experimental spring steel landing gear that was tried on the Model 75 late in the war that emphasized the ground looping ten­ dencies. Stearman PT-27, N59448, owned by Dick Hansen, received the The SRA's highest award, the Lloyd Stearman Memo­ SRA Blood, Sweat and Tears award as it recently had been rial Award, was presented to Lt. Gen. Laurence C. Craigie, converted from a stock 220 into a 450 powered Stearman. It U.S.A.F. (Ret.). In his acceptance remarks, Gen. Craigie previously had won several SRA awards as the Best PT Stear­ man. sketched out the growth of the Army Air Corps in a series of anecdotes. His closing remarks noted how people from so many different walks of life have found a common ground in their affection for an old airplane. As Gen. informal aerobatic contest. Twelve pilots participated this Craigie put it, "the Stearman airplane is the common year. denominator". As the aerobatic contest was getting under way, the Sunday morning was the usual series offrantic events; Stearmans began heading back to Galesburg, where the packing and checking out of the motel, paying fuel bills breeze had been freshening all morning. By eleven-thirty, and loading up for the trip home. In the rush there wasn't it was cocked about forty-five degrees to the right ofGales­ even time for the traditional SRA business meeting. The burg's runway 20 and blowing at a good clip. After fifty­ sky was grey and the air cold. Another Fly-In had come five near perfect landings on Monmouth's narrow runway, to an end. another ground loop occurred. More yellow paint on the The four biplanes floated along side one another in runway! formation. Viewed from the cockpit, section lines below After lunch the wind was still strong and out of the slice in and out the leading edge of the lower wing. Along southwest. This and the turbulence caused the cancella­ with people and baggage, fuel and oil each plane carries tion of the take-off, landing and flour bombing contest. home a little history. Four Stearmans, four pilots headed (The Tulsa crew did make a formation bomb run in the home in formation. A banker, a truck driver, a contractor, afternoon.) While most pilots were staking their airplanes, an accountant. The Stearman airplane is the common women and children to the ground, Griff Griffin in his 300 denominator. hp Stearman and Emil Bryant in the C-3R kept hopping (The 13th National Stearman Fly-In will be held at passengers as if there was nothing unusual about a 20 Galesburg, Illinois on September 5-9, 1984.) Some Unresolved Questions In Aviation History front struts. The Chanute-Herring glider had straight By George A. Hardie, Jr. wings. 3. Who made the decision to order the two Witteman­ 1. Did the Wright Brothers use any stock automobile Lewis XNBL-1 aircraft (the Barling bomber) in 1920? engine parts in building their 1903 engine? This airplane became known as "Mitchell's Folly" The question arises from the record in their writing because of its inferior performance. Did Gen. Mitchell and correspondence in which they record they started initiate the order as a part of a plan to advance the building the engine about Christmas time in 1902 and strategic capabilities of the U. S. Air Service, or was had it on the bench for test on February 12, 1903. Steve this a part of a plan inaugurated by the General Staff Hay and his sons, Steve Jr. and Jim, who built the after World War I? EAA replica 1903 engine, doubt that this was possible. 4. The Propeller spinner on the Spirit ofSt. Louis now dis­ Rick Young who researched the Wright papers in the played in the National Air & Space Museum is actually Library of Congress states he found evidence that the a stock item as supplied by the Curtiss Company. The Wrights had a franchise to sell automobiles, but he original spinner collar developed a crack during the doesn't identify the make. flight from St. Louis to New York and was replaced 2. Was Glenn Curtiss influenced by Augustus Herring in before the transatlantic flight. The collar was donated the design of his first aircraft for sale in 1909, the to NASM by Stanley Vaughn, who had obtained it from "Golden Flyer"? Lindbergh. How was the nose piece kept by Lindbergh The "June Bug", the AEA biplane designed and and later presented to Hawley Bowlus after the flight? flown by Glenn Curtiss in 1908, featured tapered wings Did it accompany Lindbergh on the flight across the with wing tip ailerons. The "Goldon Flyer" had straight Atlantic, or was it kept by someone and later given to wings with ailerons mounted between the planes on the him?

10 JULY 1984 LETTERS TO THE EDITOR

(EAA Archives Photo - George Dunlap Collection) This 1936 Ford was an "official air show" car at a September 11 , 1938 air show at LanSing (Illinois) airport on Chicago's south side. The poster on the car door promotes the "Interna­ tional Air Thrill Circus and Air Races" with extra added attrac­ tions including the Chicago Girls Flying Club. Also featured were Parachute Jumpers Changing Chutes in Mid-Air, the Sen­ sational Airplane " Kiss of Death", World's Greatest Test Pilots in Action, Aerobatics with Smoke, and Major DeBreze Thrown from Plane at 1,000 Feet and Lands Without Parachute! Admis­ (EAA Archives Photo - George Dunlap Collection) sion was 50~ and auto parking was free. Some of the members of the Chicago Girls Flying Club. The plane is a Jacobs-powered Howard DGA-9. Here is the list of club officers during the mid-thirties: Mary McCormick, President; Betty Dalling, Vice Presi­ Dear Gene, dent; Alice Ademec, Treasurer; Udela Ademec, Secretary; In response to the photo you sent me regarding the Mary Dickman, Publicity Manager; and Alice Walker, Chicago Girls Flying Club, I did know most of them. They Business Secretary. were a group of gals who were learning to fly or had The airplane in the background was an "el cheapo" already soloed. Jake-powered Howard which belonged to Doc Walker, They did not own an airplane but most were taught by Alice's husband. a Major Wothgen in an Axelson-powered Command-Aire. That's the story on the Chicago Girls Flying Club. I They flew out ofChicago Municipal Airport, now Midway. don't think any of them are still active. They all would be Let me tell you, they were some real shapely janes! in their seventies by now. Today we refer to them as "sexy". They used to shoot Regards, landings at Harlem Airport and I remember when the Mike Rezich Major would park the Command-Aire at the far end of the (EAA 510, AlC 2239) field and give his students a little ground instruction 6424 S. La Porte Avenue under the lower wing. Chicago, IL 60638 •

ANTIQUE/CLASSIC FORUM SCHEDULE "

8:45a.m. 10:15a.m. 11 :45 a.m. 1:15p.m. 2:45p.m. 7:00p.m.

Saturday, Ercoupes- Stinson 1085 - Cessna 120/1405 - Navion Structural Aeroncas ­ July 28, 1984 Kelly Viets Gregg Dickerson International Cessna Repairs and Buzz Wagner 120/140 Association Maintenance ­ R. G. Rogien

Sunday, Cessna 120/1405­ Cessna 120/1405 . Swifts- Bonanzas - Care and AFTERNOON July 29, 1984 West Coast Cessna Continued Charlie Nelson Maintenance ­ AIRSHOW­ 120/140 Club American Bonanza NO FORUM Society SCHEDULED

Monday, Heath Airplanes - Stinson Reliants- National Ryan Club Fairchild 245 - Fairchild PTs· July 30, 1984 William Schlapman, Roy Redman and Military Markings- Ed Wegner John Berendt Roger Lorenzen, Bill Hodges Ed Garber

Tuesday, Restoration of Pipers · Waco Airplanes- Aeronca Airplanes - Bucker Airplanes ­ Bonanza Forums· July 31 , 1984 Fabric Pipers ­ Continued Ray Brandly Augie Wegner John Bergeson John Frank Clyde Smith, Jr.

Wednesday, Piper Vagabonds - Beechcraft Luscombes- Luscombes - Taylorcrafts ­ August 1, 1984 Terry Railing Staggerwings ­ John Bergeson and Continued Forrest Barber Jim Gorman and John Bright George York

Thursday, DeHavilland Moths· Cessna 1705 . Cessna 17 0s ­ Cessna 190/1955 ­ Cessna 190/1955­ August 2, 1984 Gerry Schwam George Mock Continued Cliff Crabs and Continued Bill Terrell "­ VINTAGE AIRPLAN E 11

f~ Flying Tank

George Weidmann's all-metal Flying Tank. From the photos it appears the plane would not be capable of flight, however it re­ portedly flew twice.

By Donald E. Duerr (EAA 12157) 602 Woodbury Drive North Tonawanda, New York 14120

This story and the photos were recently sent with a letter to Paul Poberezny, President of the Experimental Aircraft Association. We would appreciate hearing from anyone with additional information on this unique air­ craft . .. G. R. Chase A long-time friend gave me these pictures just before he died about ten years ago. His name was George Weid­ mann and he had many inventions to his credit. Many years ago he owned the Weidemann Body and Trailer Plane Company in North Tonawanda, New York. His plane was unique. He told me he built it in 1910. The plane had a converted auto engine and a hand carved prop. The entire plane was made of steel, including the very thin covering which he had rolled at the old Buffalo Bolt Co . in North Tonawanda. He called the plane The Flying Tank because it was all steel. Notice the springs at the rear ofthe gear structure and The Flying Tank had folding wings and if it had lateral control the spring mounted steerable tail wheel. The tail swiveled ability, it must have been with swiveling wings. on a ball joint which was covered with a leather boot. 14 JULY 1984 The shock absorbing spring on the aft landing gear strut is visible here. Note the extremely small size of the tail sur­ faces.

The "flying tail" swiveled on a ball joint which was covered with a leather boot.

The plane reportedly was flown by George at least two shares in the airplane. One of the shareholders took the times in the open fields which now are part ofthe Niagara carburetor and gradually the rest of the plane disap­ Falls International Airport. peared. Just about everyone in town had invested in 50 cent •

MYSTERY PLANE

By George A. Hardie, Jr.

Not all designs by famous airplane engineers are successful. This month's Mystery Plane was an at­ tempt by a well-known designer to provide a simple amphibious vehicle for personal flying. Its corrugated The Mystery Plane in the April metal covering gives a clue to its ori­ 1984 issue of THE VINTAGE gin. The photo is from the Wally Nor­ AIRPLANE remains a mystery to us man collection recently donated to the as we can't identify the machine and EAA Aviation Museum. Answers will there was no reader response. The be published in the October 1984 landing gear appears to be from a issue of THE VINTAGE AIRPLANE. Fleet. VINTAGE AIRPLANE 15 INTBE WORLD

By Guy C. Lockwood, DVM

When I decided to sell my Luscombe and pick out a but have a much larger chord than the Luscombe. A PA-22 new plane, I wanted to separate the "real numbers" from or P A-20 at light weight weighs about the same as my the hangar tales. My research turned up some very in­ Luscombe at gross. When you fly a Luscombe, you're usu­ teresting numbers, indeed, so I thought I would try to ally pretty close to gross! Then I compared the Luscombe share them. I would like to hear any comments or addi­ and PA-22 wing and power loading at gross weight and at tions to my research and conclusions. light weight. At gross, the Luscombe wing loading is To pick a new plane, the factors I considered were lighter and power loading is about the same, so the Lus­ price, performance and number ofpassengers. I wanted an combe should take off shorter than a PA-22 at full gross affordable 3 or 4 seat airplane. I also wanted decent high weight similar but the P A-22 has a much better power density altitude performance, but not necessarily at full loading, so the P A-22 should get off shorter, which I think gross weight, since I often fly alone or with just one other is true from what I've heard. The PA-20-125 should also person, and I wanted good cross-country speed. The num­ do better than the Luscombe at light weight. The PA-22 bers I used came from AOPA Pilot Magazine articles pub­ and P A-20 certainly do better than the Luscombe at lished in the last three years. They publish comprehensive airspeed! review articles on aircraft types, with all the vital statis­ I also wanted to compare the PA-22-150 to the Cessna tics, not just a bunch of personal opinions. I chose some of 172, since an older 172 is within my budget. I chose the the more popular planes and some planes that typify the 172s with the 150 hp Lycoming power, manufactured 1968 performance extremes in order to compare numbers. I am through 1976. At gross weight, the wing loadings are the most familiar with my Luscombe's performance, and I same, but the P A-22 has better power loading. At lIght have some time in Maules and Cessnas, so I wanted to see weight, the PA-22 is much better at both wing and power if the numbers really "add up" to my own experiences and loading, which means better take-off performance and to some of the stories I've heard. Enclosed is a copy of my better airspeed. So much for the 172. comparison table. I have always admired the appearance of the Cessna From my studies of aerodynamics, I think that the Cardinal, so I compared it to the 172. I chose the 180 hp most important numbers for my comparison are wing area 177 A, 1969, fixed pitch model. Here, the wing loading is versus weight, which is called wing loading, and horse­ worse, especially at gross, but the power loading is a little power versus weight, which is called power loading. The bit better than the 172. Since those figures don't tell us other important numbers have to do with drag, including much, I decided to try the sum of the wing and power the airfoil and the aerodynamic "cleanliness" of the de­ loading figures both at gross and at light weights. Those sign, but the mathematics involved here are beyond my sums are the same, which may mean that the Cardinal ability, and these numbers are not readily available for has about the same performance as a 172 at both gross different aircraft designs for comparison. The results of and light weights. Other figures seem to agree with that these numbers, however, are seen mostly in the cruise conclusion. airspeeds of the different designs. Drag doesn't seem For the high-speed end of the spectrum I chose a to matter much in the slower-speed area of take-off per­ Mooney M20B or C, 180 hp. Here the wing loading is the formance. My numbers on wing loading and power load­ heaviest of any plane I plotted, and the power loading is ing, together with airspeeds, are really all I needed to also comparatively heavy, which means that it will have make my choice. poor take-off performance. Only its clean lines and airfoil Note in my chart that I included wing and power load­ account for its great speed. Compare the Mooney numbers ing at full gross weight, as well as at light weight with to the Navion's and see what a difference the aerodynamic only a 170 lb. pilot and 25 gallons of fuel. My first surprise cleanliness makes. Their loading numbers are all about came when I saw that my "floater" Luscombe has less the same, but the Mooney is significantly faster. wing area than a PA-20 or PA-22! P A-22 wings are shorter On the other end of the spectrum, I chose the Maule 16JULY 1984 LUSCOMBE PA-22 PA-20 C-l72 CARDINAL MOONEY NAVION MAULE TAYLORCRAFT PA-14 Engine C-90-8 Lye. 150 Lye. 125 Lye. 150 Lye. 180 Lye. 180 Cont. 185 Lye. 235 Lye. 115 Lye. 150 Wi ngspan 35' 29' 3" 29' 3" 36' 2" 35' 6" 35' 33' 4" 33' 2" 36' 35' 9" Wi ng Area in Sq.Ft. 140 147.5 147.5 174 172.4 167 184 174 183.7 191.8 Gross Weight Wing Loading g.o 13.2 12.2 13.2 14.5 15.4 14.9 13.2 8.2 10.9 Lb./Sq.Ft. Gross Weight Power Load ing 14.0 13.0 14.4 15.3 13.9 14.3 14.9 9.8 15.0 14.0 Lb./H.P. Light Weight Wing Loading 8.4 8.7 8.7 9.5 10.2 11.0 11.0 10.5 7.1 7.3 Lb,/Sq.Ft. Light Weight Power Loading 13.0 8.7 10.3 11.1 9.8 10.3 10.9 7.8 11.4 9.3 Lb./H.P. Gross Wt. 1260 1950 1800 2300 2500 2575 2750 2300 1500 2100 Empty Wt. 850 1060 970 1339 1440 1525 1700 1505 990 1080

Light~/t., Pilot & 1170 1380 1290 1659 1760 1845 2020 1825 1310 1400 25 Gal. Fuel Cruise Speed/ 95K 115K 114K 109K 115K 148K 128K 143K 104K 109K %Power 75% 75% 75% 75% 75% 75% 70% 75% 75% 62% Reported Takeoff Roll 600' 1120' N/A 865' 850' 890' 670' 150' 275' 361' at Gross Wt.

M-6 for STOL take-off performance. Here, the wing load­ SusplclOn that the sum of the wing and power loading ing is the same as the C-l72 and the PA-22-150 at gross gives us a way to compare the take-off performance of weight and just a little heavier at light weight, but the several planes. At full gross weight, the good short field huge powerplant, a 235 hp Lycoming, give it the lightest performers all have a sum of 23 .0 or less. At light weight, power loading of all. The power loading, together with a they all have a sum of 19.0 or less. At light weight, the high lift airfoil, allow it to literally leap off the ground in PA-22 has excellent numbers. the width of a runway. I will have to tell you, however, My conclusion from the wing and power loading fig­ that there is a great deal of pilot skill involved in those ures, plus reported airspeeds and take-off roll figures, is dramatic take-offs and landings. A new Ma'ule owner that that at full gross weight, most of the aircraft studied are I know hasn't quite gotten the hang of it yet, and he rather mediocre performers except at the extreme ends of doesn't get such remarkable performance. But I'm sure the scale, such as the Mooney's speed or the Maule's STOL the same can be said of almost any aircraft. My mechanic performance. I think that this condition is acceptable, is an old-time tube and fabric man. He used to instruct in however, because manufacturers usually want their Tri-Pacers, and he swears that he can pop it off, as well planes to be able to lift heavy loads under certain condi­ as land it, with only a 100-foot ground roll. Someday I plan tions. Thisjust emphasizes the concept that it is the pilot's to ask him for a demonstration! responsibility to analyze the existing conditions ofdensity Extreme power isn't the only way to get STOL perfor­ altitude, runway length and weather and decide how much mance. The other way is to have extremely light weight of a load his plane can transport at that time. At light wing loading, with reasonable amounts of power, such as loads, however, it appears to me that the PA-22 models with the new Taylorcraft. It has a huge wing area, 183.7 are by far the best buy available today. They can carry square feet, and a 115 hp Lycoming, which gives it a fair the load under the proper conditions, and they can perform amount of power. The power loading is still rather heavy, very well with lighter loads. There is a greater spread though, with lots of drag, so it gets a short ground roll but between the numbers at gross weight and at light weight poor cruise speed. with the PA-22-150 than with any of the other planes One other aicraft I was interested in was the PA-14 or studied. Considering my original factors of price, perfor­ the new version, Wag Aero's "Sportsman 2 + 2". Accord­ mance and passenger load, I think the PA-22 or PA-22/20 ing to my figures, the wing loading is very light but the models are the best planes on the market today. power loading is heavy. It has good short field capability Editor's Note: This article is reprinted by permission from like the Taylorcraft, but the cruise speed is less than a the January-February 1984 issue of the SHORT WING PA-22. PIPER NEWS, the excellent bi-monthly journal of the One other game I tried with the numbers was to add Tri-Pacer Owner's Club, Inc., 1412 10th Street, Aurora, the wing and power loading figures together for each NE 68818. It is edited by Edwin F. Wach (EAA 133392, plane, both at gross weight and at light weight. I have a AIC 7877) at the above address. • VINTAGE AIRPLANE 17 A WELL­ PRESERVED (IIINA lIt)

By Dean A. Richardson (EAA 114432) 7317 Whitacre Road Madison, WI 53717

(Photos courtesy of the author) This view shows the black paint applied to the bottom surface of the wing.

At this writing, my Cessna 170B, N2681D, is undergo­ ing final preparation for Oshkosh '84. Before describing the finishing touches, a history of this remarkable aircraft is in order. I am the third owner since it was purchased new in 1952 by Artie Cummings, a Chevrolet dealer in Whitewa­ ter, Wisconsin. The nearest airport, Palymra, Wisconsin, became the Cessna's hangared home for the nel.Ct 31 years. Mr. Cummings owned 2681D for five years, putting 550 hours on the aircraft. On January 8, 1958, he sold the 170B to Ed Joseph, ajeweler and friend from Whitewater. The airplane belonged to Ed for the next 25 years. Ed's love for this airplane was apparent. He kept it hangared right there at Palmyra and preserved every detail of the airplane as it came from the factory. Hejust simply main­ tained it in a very fussy fashion. My wife and I discovered 2681D at the J uly '83 Pal­ myra Pancake Fly-In Breakfast. We took off bright and early that Sunday morning in our restored Luscombe for Palmyra. I had no plans to purchase anything but break­ The moment the sale was culminated. Previous owner Ed fast. Joseph (l) and the author at Palmyra, Wisconsin, July 1983.

The original instrument panel is in beautiful condition. Note the Everything looks factory-new except the McCauley MET-l­ Omnigator radio at lower left. PROP decals. Can anyone suggest a source for Dean? 18 JULY 1984 Ed Joseph, the plane's owner, rolled 2681D out of its accessory price list, Stewart warm air gas heater and the hangar and put up a for sale sign just as we walked by. Omnigator radio. Ed, a young 72, had retired some years ago, and was The interior is just as it was when new and in impec­ moving to Florida. cable condition, with the leather trimmed seats, the op­ I couldn't believe it; the Cessna was in incredible con­ tional gyro panel and original headliner and carpet. dition and completely 1952 original, inside and out. I In preparation for Oshkosh '84, the red trim, which asked the purchase price and made a deal on the spot. had faded, was repainted by Russ Kundson at East Troy, Not being in the position to become a two-airplane Wisconsin. He recaptured every detail. family, the pressure was on (and I mean on) to sell the The remaining chore is metal polishing. Rusty Bilzing, beautiful Luscombe. The Luscombe was shown at Oshkosh a long-time pilot and aviation connoisseur, is building his '83 and sold. muscles, along with me, polishing. This will not be a The 170 is a 1952 model, serial no. 20833, with a C-145 "restoration"; instead, this Cessna may be one of the finest Continental, with just over 1200 hours T.T. since new. preserved examples of the 170B. The originality is a real story: Things like all logs and Hope to see you all at Oshkosh '84. Look us up in the maintenance records, the production flight test report, Antique/ Classic Division area. Owner's Manual, C-145 operation manual, airplane and •

CALENDAR OF EVENTS

We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591. Information must be received at least two months in advance of the issue in which it will appear.

JULY· 4-7 - BLAKESBURG, iOWA - Third Annual Aeronca Fly-In. Awards. SEPTEMBER 7-9 - MARIQN, OHIO - 19th Annual Mideastern Regional Contact Antique Airplane Association, Route 2, Box 172, Ottumwa, IA EAA Fly-In at Marion Municipal Airport. Ai r show Saturday and Sunday. 52501 , 515/938-2773, or The Aeronca Club, 1432 28th Ct, Kenosha, WI Contact Lou Lindeman, 3840 Cloverdale Rd., Medway, OH 54341 , 5131 53 140, 414/552-9014. 849-9455 after 5 p.m. JULY 6-8 - MINDEN, NEBRASKA - 8th Annual National Stinson Club SEPTEMBER 8 - PATIERSON, LOUISIANA - Work/play day at the Wedell­ Fly-In. Contact: George Leamy, 117 Lanford Road, Spartanburg, SC Williams Memorial Aviation Museum of Louisiana, Harry P. Williams 29301 , phone 803/576-9698. Memorial Airport. Contact Pappy Weaver, 504/395-7067 or David Laing, JULY 6-8 - ALLIANCE, OHIO - 12th Annual Taylorcraft Fly-In/Reunion at 504/888-0174. Barber airport, 3 miles north of Alliance. Factory tours, forums, and many SEPTEMBER 8-9 - GREELEY, COLORADO - 6th Annual Rocky Mountain other activities. Contact: Bruce Bixler, at 216/823-9748. EAA Regional Fly-In. Greeley-Weld County Airport. Forums, contests, JULY 19-22 - Daylon International Airshow and Trade Exposition. Contact awards. Camping on field. Transportation provided to downtown Greeley. Shawnee Lee Culbertson, 513/898-5901 . Contact Bill Marcy, 3041 So. Golden Way, Denver, CO 80227, 303/986­ JULY 22 - WAUKESHA, WISCONSIN - Annual Pancake Breakfast co­ 4398 or Bob Kelly, 213 Eighteenth St, Greeley, CO 303/353-5514. sponsored by the Waukesha Aviation Club and AG Aviation at Crites Field. SEPTEMBER 8-9 - SPEARFISH, SOUTH DAKOTA - 1st Annual Fly-In Antiques, classics, custom-builts, warbirds and moderns are all welcome. Event by EAA Chapter 806. Homebuilts, classics, ultralights. Competitive Contact Chuck Faber, 655 Poplar Creek Drive, Waukesha, WI 53186. events and awards. Contact Ted Miller 605/642-3375 after 5 p.m., or write JULY 27-28 - COFFEYVILLE, KANSAS - 7th Annual Funk Aircraft Owners Fly-In, Box 481 , Deadwood, So. Dakota 57732. Association Fly-In. For information contact: Ray Pahls, President, 454 S. SEPTEMBER 9 - WISCONSIN RAPIDS, WISCONSIN - Antique Transpor­ Summitlawn, Wichita, KS 67209. tation Show & Fly-In. Sponsored by EAA Chapter 706 and local Model T JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In club. Contact Joe Norris, 1951A County Highway D, Wisconsin Rapids, Convention. Start making your plans now to attend the World's Greatest WI 54494, 715/886-3261. Aviation Event Contact EAA, Wittman Airfield, Oshkosh, WI 54903-2591, SEPTEMBER 13-16 - RENO, NEVADA - 21 st Annual Reno National Cham­ 414/426-4800. pionship Air Races. Eight races daily for a total of 32 and more than AUGUST 5-11 - KANSAS CITY, MISSOURI - 16th Annual International $300,000 in prize money. Contact Gene Evans, P.O. Box 1429, Reno, NV Cessna 170 Association Convention. Contact Ovid Bonham, 8161781­ 89505, 7021826-7600. 2279. SEPTEMBER 14-16 - KERRVILLE, TEXAS - 20th Annual Kerrville Fly-In. AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annual Interna­ Sponsored by the 39 EAA Chapters in Texas. Contact Kerrville Convention tional Aerobatic Club Championships and Convention. Contact EAA Head­ and Visitor's Bureau, P. O. Box 790, Kerrville, TX 78028, 5121896-1 155. quarters for information. Wittman Airfield, Oshkosh, WI 54903-2591 , 4141 SEPTEMBER 15-16 - MASTIC, LONG ISLAND, NEW YORK - 22nd Annual 426-4800. Greater New York Fly-In for Antiques, homebuilts, classics and ex-military AUGUST 11-12 - GRAND HAVEN, MICHIGAN - EAA Chapter 21 1 Aviation aircraft at Brookhaven Airport. Dinner and dance Saturday night Contact History Day, in conjunction with 150th birthday celebration for city of Grand John Schlie 516/957-9145. Haven. Trophies for best antique or classic plane, best replica or 213 scale SEPTEMBER 21-23 - TAHLEQUAH, OKLAHOMA - 27th Annual Tulsa and the plane coming the farthest All events free to the public. Fly-In at Tahlequah Airport. Sponsored by EAA Chapters AlC 10, lAC 10, AUGUST 11-12 - WICHITA, KANSAS - "50th Year of the Airmaster" Fly-In and UL 10, and AAA Chapter 2. Contact Charles W. Harris, 119 E. 4th for Airmaster owners and enthusiasts. Contact Gar Williams, 9 So. 135 St, Tulsa, OK 74103,918/585-1591. Aero Drive, Naperville, IL 60565, 31 21355-9416. SEPTEMBER 22-23 - SALINAS, CALIFORNIA - 4th Annual California AUGUST 19 - WEEDSPORT, NEW YORK - Antique, classic, homebuilt International Airshow. Snowbirds, Eagles Aerobatic Team and others per­ .fly-in. Sponsored by EAA Chapter 486. Whitfords Airport. Pancake Break­ forming. Contact California International Airshow, P. O. Box 1448, Salinas, fast - Air Show. Field closed 2-5. Contact Herb LiVingston, 1257 Gallagher CA 93902, 4081754-1983. Road, Baldwinsville, NY 13027. OCTOBER 4-7 - ANDERSON , INDIANA - 9th Annual Fly-In of the Interna­ AUGUST 25-26 - SCHENECTADY, NEW YORK - 1st Annual New York tional Cessna 120/140 Association. Ace Airport. Contact Frank Hancock, State Sport Aviation Association Fly-In. Breakfast, fly market, forums. P. 3941 Cross Street, Anderson, IN 46011 or write International 120/140 Poberezny guest speaker. Judging. Contact Schenectady Chamber of Association, Box 92, Richardson, TX 75080. Commerce, 518/372-5656. OCTOBER 6-7 - PATIERSON, LOUISIANA - 3rd Annual Wedell-Williams AUGUST 30 - SEPTEMBER 3 - TULLAHOMA, TENNESSEE - 4th Annual Regional Fly-In. Poker run, banquet, awards, contests & air show. Harry Ole South Fly-In at Sosebe-Martin Field. Sponsored by Tennessee Valley P. Williams Memorial Airport. Contact Pappy Weaver, 504/395-7067 or Sport Aviation Association. Campground, nightly entertainment, air show David Laing, 504/888-0174. Sunday. Contact Jimmy Snyder, 5315 Ringgold Rd ., Chattanooga, TN OCTOBER 19-21 - CAMDEN, SOUTH CAROLINA - Fall Fly-In for antiques, 37412, 615/894-7957, or Les Seago, Box 1763, Memphis, TN 38101 , classics and experimental aircraft. Sponsored by EAA Antique/Classic 901 /372-0420. Chapter 3. Awards, banquet, major speaker, early bird events including SEPTEMBER 1-3 - BRODHEAD, WISCONSIN - Grass Roots Fly-In co­ vintage fi lms. Contact R. B. Bottom, Jr. 103 Powhatan Parkway, Hampton, sponsored by the Wisconsin and Hampshire, Illinois chapters of AAA. VA 23661 . Camping available on airport. Cookout on Sunday evening. Contact Walt Kessler, 20805 E. Anthony Road, Marengo, IL 60152, 815/568-6618 or Joe Simandl, 1035 S. 104 Street, West Allis, WI 53214, 4141774-2358.

VINTAGE AIRPLANE 19 (Photo by Dick Stouffer) Does the airfoil-shaped lifting surface between the wheels make The considerably smaller lower wing is clearly evident in this this replica WW I Fokker D-VIII a biplane? shot of a 1937 Waco ZGC-7.

()()~~ A~""()~~ I\~()W WtiAT A (j1()1A~~ 1~1

By Doug Dahlke 3) THE AERONAUTICAL DICTIONARY(by Thomas 1037 Eastman Street A. Dickinson, 1945) Oshkosh, WI 54901 "NACA airplane type: Biplane - an airplane with It all started as a simple research project on bipes, two supporting surfaces." which would result in some model design work. Hardly "Sequiplane - a form of biplane in which the area of what you'd call radical. It was about that time it dawned one wing is less than half the area of the other." on me that I didn't have a decent working definition of a Oh, yes, George Hardie was also kind enough to offer bipe! Not looking for decimal points mind you, just a fair his opinion that the Fokker D-VII lifting axle surface working definition. Seems hard to justify any design work should be described as "an additional surface to a biplane." if you can't even define what you are designing. With that More interesting viewpoints! Allow me, if you will, dear innocuous idea, my odyssey began. aerophile, to list the problems with the preceding defini­ Bill Winter, known to many of these readers, felt in tions: his opinion that a plane ought to have a second wing with 1) The Fokker D-VII's lifting surface was indeed just at least 40% of the area of the larger wing to justify being that. The intent was to generate lift. It did. True, it is a called a bipe. Frank Zaic, also known to many of these little wing, but is it not still a wing? Of course, if it is readers and an aeronautical engineer, opinioned that ANY called a wing, then the D-VII becomes a triplane and I'm second lifting surface would qualify as a bipe; however, he not really ready to call it that. Might it be a "bipe-qui­ specifically exempted the Fokker D-VII "wing" which en­ plane"? Gasp! The mind reels! closes the axle, despite the fact pilots should notice the 2) Next, if you had a parasol wing above a Burnelli difference in flight with it in place. lifting fuselage, wouldn't you have a biplane according to A friend of mine offered the view "A bipe is that type all of the three reference books? of airplane which is called a bipe". Interesting. A sub-vari­ 3) In somewhat more modern terms, consider the Waco ation of that theme is: "A bipe is that type of airplane ZGC-7, which has a rather smallish second wing. Most which is called a bipe by the designer." Also interesting. folks would consider it to be a bipe. Fine. But just how A call to Gene Chase, senior editor of EAA's publica­ much would the second wing have to shrink before it tions, suggested I contact George Hardie Jr. in Hales would no longer be considered a bipe? Corners, Wisconsin, the EAA historian. I did, and here's Those among us with a legal bump might take refuge what I got: in the view: "I can't define a bipe, but I know one when I 1) HOW TO FLY, (by Richard Ferris, 1910) see one." And finally, one wonders if Bumbledon, D.C. "Biplane - The type of aeroplane which has two were to become involved, would they say: "A bipe is what main supporting planes, placed one above the the people vote it to be!" (and promptly set a "quota" of other." bipes?) 2) AEROPLANE CONSTRUCTION & OPERATION Can anyone reading this offer a workable definition (by J . P. Rathbun, 1918) that takes into account the Burnelli lifting fuselage "Biplane - (fr. biplan) - An aeroplane with two monoplanes as well as the Fokker D-VII "lifting axle"? I superposed surfaces." mean, does anyone know what a biplane is? • 20 JULY 1984 CLASSIFIED ADS Classic owners! Regular type, 50¢ per word; Bold Face, 55¢ per word; ALL CAPS, Int.rior looking shabby? 60¢ per word. Rate covers one insertion, one issue; minimum charge, $8.00. Classified ads payable in advance, cash with order. CJ Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, P.O. Box 2591, Oshkosh, WI 54903. ACRO SPORT - Single place biplane capable of un­ limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual Finish it right with an - $60.00. Info Pack - $5.00. Super Acro Sport Wing airtex interior Drawing - $15.00. The Technique of Aircraft Building ­ $10.00. Send check or money order to: AeRO SPORT, Complete interior assemblies for do·it·yourself installation. INC., Box 462, Hales Corners, WI 53130.414/529-2609. Custom Quality at economical prices . ACRO II - The new 2-place aerobatic trainer and sport • Cushion upholstery sets biplane. 20 pages of easy to follow, detailed plans. Com­ • Wall panel sets plete with isometric drawings, photos, exploded views. • Headliners Plans - $85.00. Info Pac - $5.00. Send check or money • Carpet sets order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ • Baggage compartment sets ners, WI 53130. 414/529-2609. • Fi rewall covers • Seat Slings POSER PIXIE - VW powered parasol - unlimited in • Recover envelopes and dopes low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3% gph at Free Catalog of complete product line. Fabric Selection Guide cruise setting. 15 large instruction sheets. Plans - $47.00. showing actual sample colors and styles of materials: $3.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 ­ .::r 529-2609. Qlr· t ex products, inc. 259 Lower Morrisville Rd., Dept. VA 1933 FAIRCHILD 22, Menasco D-4 Super Pirate Engine, Fallsington, PA 19054 (215) 295-4115 280 hours. Spare engine, extra engine parts. Picture on cover of April '82 VINTAGE Make offer. 312/358-4035.

EAGLE PROPELLERS - Superior performance. 87 type­ certificated models; 60 custom models. Contemporary, homebuilts, classics, antiques, ancients. Free engineering design service for customers. EAGLE PROPELLERS, Saratoga Municipal Airport, Box 71, Saratoga, Wyoming 82331. 307/326-8020. THE JOURNAL OF 1947 PA-12 SUPER CRUISER. 150 hp Lycoming, 480 hrs. smoh, Narco Avionics (ADFNOR) 360 Transceiver, IFR THE EARLY A EROP LA NE panel, disc brakes, large tailwheel, ceconite cover, S,l\MPLE ISSUE $4 hangared. 9041787-2329. 15 CRESCENT RD. PO UGH KEEPSIE, N.Y. 12601 MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19 EAA years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually. • EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly ANTIQUE­issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. • Non·EAA Member -$28.00. Includes one year membership in the EAA Antique-Classic Division, 12 CLASSIC monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership ' cards. Sport Aviation not inclucjed. lAC • Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. • Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to WARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA. • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication ULTRALIGHT ($15.00 additiona/tor Sport Aviation magazine). FM current EAA members only, $15.00, which includes Ultralight publicatIOn . • FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn.

MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS: WITTMAN AIRFIELD - OSHKOSH, WI 54903-2591 - PHONE 414/426-4800 OFFICE HOURS: 8:30 - 5:00 MONDA Y-FRIDA Y

ViNTAGE AIRPLANE 21 STITS POLY-FIBER

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Jacket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classic logo patch on chest. Sizes - XS through XL ...... $28.95 ppd Cap - pale gold mesh with contrasting blue bill, trimmed with gold braid. Antique/Classic 7 logo patch on crown of cap. Sizes - M and L (adjustable rear band) ...... $ 6.25 ppd Antlque/CIa..lc Patches Large - 4W' across ...... $ 1.75 ppd Small - 3V4' across ...... $ 1.75 ppd AntIque/CI....c Decals ­ 4" across (shown left) ...... $ .75 ppd

Available Back Issues of The VINTAGE AIRPLANE 1973 - March through December 1974 - February through November 1975 - January through December 1976 - February through June, August through December 1977 - January through December 1978 - January through March, May, August, October through December 1979 - February through December Send check to: 1980 - January, March through July, September through December EAA Antlque/C/asslc Division, Inc. 1981 - January through December Wittman Airfield, Oshkosh, WI 54903-2591 1982 - January through March, May through December Allow 4-6 Weeks for Delivery 1983 - January, March through December Wisconsin Residents Include 5% Sales Tax 1984 - January through June

Per Issue $1.25 ppd

22 JULY 1984 ~EA~ ~...... ~ FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932 - 1933 Price: $2.85 es. ppd. SEND CHECK OR MONEY ORDER TO: EAA AVIATION FOUNDA TION, INC. WITTMAN AIRFIELD ­ OSHKOSH, WI 54903-3065 Allow 4-6 Weeks for Delivery Wisconsin Residents Include 5% Sales Tax

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AERONCA SlEC CESSNA LUSCOMBE 11AC Including Bellanca, 11BC 120/140 8, 8A, C, D, E, F, T-8F It's Exciting! Champion, Trylek, 11 CC 140A Wagner, B& B S1 1AC 150 It's for Everyone! Aviation, Inc. S11BC 150A through 150H 50-TC 150J through 150M S1 1CC J-3C-40 65-TC IL-3J) KCA A 150K through See this priceless collection of 65-TAC IArmy L-3E) A1 50M J3C-50 50-C J3C-50S rare, historically significant air­ YO-58 65-C 180 0-58B 180A J3C-651Army L-4) 65-CA J3C-65S craft, all imaginatively displayed 50-58B S-50-C 180B 0-58-A IArmy L-3A) 180C, D, E, F, G, H, J J4 in the world's largest. most mod­ S-65-C J4A l AC S-65-CA 182, 182A. B, C, D, l BCM IArmy L-16A) E, F. G, H, J, K, J4A-S em sport aviation museum. Enjoy lCCM IArmy L-16B) L, M , N, P J4E IArmy L-4E ) l DC J5A IArmy L-4F ) the many educational displays lEC J5A-80 and audio-visual presentat ions, l FC INTERSTATE L-4A lJC L-4B INavy NE- 1) Stop by - here's something the lECA Iinciuding Artic Aircraft­ L-4 H SlAC Callair) L-4J INavy NE-2) entire fa mily will enjoy, Ju st SlDC S-1A PA- 11 minutes away! SlCCM PA-11 S HOURS These STC's which permit the use of less costly, readily available 8:30 to 5:00 p.m. unleaded auto gasoline, are now available from the EAA Aviation Foundation. Thousands of aircraft owners have already switched to Monday thru Saturday auto gas to fly more often and less expensively. The STC's cost only 11 :00 a.m, to 5:00 p,m, 50<1: per your engine horsepower - (e xample: 85 hp Cessna 140 = Sundays $42 .50). STC 's are not available for engines onl y. Non-EAA members Closed Easter, Thanksgiving, Christmas add $15 ,00 to total. For more information write or call , . and New Years Day (Guided group tour arrangements must be made two weeks in advance). CONVENIENT LOCATION The EM Aviation Center is located on Wittman Field, Oshkosh, Wis. - just off Highway 41. Going North Exit Hwy, 26 or 44. Going South Exit Hwy. 44 and follow signs, For fly-ins - free bus from Basler Flight Service.

Wittman Airfield Oshkosh , WI 54903-3065 Phone 414/ 426-4800 EA~ Another example of the EAA Aviation Foundation working for you! ~ FOUNDATION Join EAA - S25.00 annually - get your STC at the special member rate. Wittman Airfield Watch for more STC's including low wing approvals in near future Oshkosh, WI 54903-3065 414-426-4800

VINTAGE AIRPLANE 23