STRAIGHTAND LEVEL

Happy New Year! We truly hope each member of the

Antique/Classic Division had a successful and outstanding
year in 1981. At the completion of a calendar year we
always look back to see what we have accomplished;
and then we look forward to the new year with a set
ofresolutions to abide by.
Scanning 1981, we had been faced with enormous
increases in the costs of sport flying. Fuel costs were
still rising, student pilot starts were decreasing and
pleasure flights were curtailed or eliminated in order to
attend a choice of fly-ins.
There is always a driving element that rejects the
computer statistics thrust at us. That element is the
desire to accomplish a goal regardless of the obstacles.
This became evident in the spring of 1981 when EAA
Antique/ Classic Chapter 3 held its largest and most
successful spring fly-in at Burlington, North Carolina.
The annual EAA Sun ' N Fun Fly-In at Lakeland,
Florida, though hampered by persistent winds, was
another great success , and on through the year we
witnessed or were informed of successes elsewhere.
It is obvious that we will continue to fly and attend
the events of our choice. The desire for fellowship is
still the driving element of what EAA and its Divisions
are all about as evidenced by the great success of Oshkosh
'81.
The Antique/ Classic Division did accomplish many
of its desired goals throughout 1981. Our membership
steadily increased throughout the year, though not as
much as desired by our Board of Directors. During the
year we contacted those who had attended Oshkosh, but
were not Division members, and the results were ac-
ceptable. We also requested our own active membership
to recruit new members interested in antiques and
classics and the results were again positive. Personal
contacts are the backbone of our membership growth and
through your efforts we again realized increases. Keep
up the good work.
Division Director Al Kelch volunteered. to chair a
committee and pursue the theme of our Division Hall
of Fame. Through AI's efforts and the dedication of
other volunteers, we have a fine display area in the
Paul H. Poberezny Air Museum at EAA Headquarters in
Franklin, Wisconsin. These appropriate displays are
changed throughout the year to attract the interest
By Brad Thomas
President
Antique/ClassicDivision
of museum visitors. Also on display is our "Wall of Fame"
project that is under the direction of Division Advisor,
Ed Burns. Here recognition is given to our Division
members, their restoration projects and significant
historical subjects. Past antique and classic grand
champions are included in this display to bring to the
attention of the visitors.
E. E. "Buck" Hilbert, past Division President and
current Treasurer volunteered to chair the research
and historic committee of the Antique/Classic Division.
Of utmost importance, this venture will retain for
posterity the history and persons who have so dedicated
themselves to the advancement of our Division.
Communications to our membership has been and
will be continued through The VINTAGE AIRPLANE.
Reports of our Division functions, restoration articles,
historical presentations, fly-in reports, articles on methods
and tips for restoration projects, significant current
newsworthy briefs in the A/C News - all are a part of our
outstanding monthly publication. Editor Gene Chase and
his staff are to be commended for their work and effort
in bringing The VINTAGE AIRPLANE to us. The staff
deserves credit for constantly striving to improve our
publication for the membership.
In 1982, we foresee some relief from the bleak
situations that were evident during the past two years.
Our country is stabilizing itself economically and the
attitude of the general public is positive. We will , as
always, work toward membership expansion and will
continue to bring to you the publication with desirable
and informative contents. Our goal to participate in
the EAA International Convention at Oshkosh '82 and
make your visit with us enjoyable and meaningful will be
accomplished under the guidance of the many chairmen
who volunteer for these Division functions. 1982 should
be a banner year for all in EAA. Each Division is pro-
gressing toward similar goals, and attitude and coopera-
tion are the underlying traits of EAA members which
make this possible. To be a part of it all is both an
honor and privilege which every member should cherish.
No other organization in the world has a purpose which
is recognized and executed so well. Let us not forget
what we have, what we desire, and what we will do for
sport aviation.
PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.
OF THE EXPERIMENTALAIRCRAFTASSOCIATION, INC.
P.O. BOX 229, HALES CORNERS, WI 53130
COPYRIGHT1982EMANTIQUE/CLASSIC DIVISION, INC.,ALLRIGHTS RESERVED
JANUARY 1982 VOLUME 10 NUMBER 1
OFFICERS
President Vice-President
W.Brad Thomas, Jr. JackC.Winthrop
301 Dodson Mill Road Route 1, Box 111
Pilot Mountain, NC 27041 Allen,TX 75002
919/368-2875 Home 214/727-5649
919/368-2291 Office
Secretary Treasurer
M.C."Kelly" Viets E.E. " Buck" Hilbert
7745 W.183rd St. P.O. Box 145
Stilwell ,KS 66085 Union,IL60180
913/681-2303.Home 815/923-4591
9131782-6720 Office
DIRECTORS
Ronald Fritz Morton W.Lester
15401 SpartaAvenue P.O.Box3747
Kent City,MI 49330 Martinsville,VA 24112
616/678-5012 703/632-4839
Claude L. Gray,Jr. ArthurR.Morgan
9635 Sylvia Avenue 3744 North 51st Blvd.
Northridge,CA 91324 Milwaukee,WI 53216
213/349-1338 414/442-3631
Dale A.Gustafson John R.Turgyan
7724 Shady Hill Drive 1530 Kuser Road
Indianapol is,IN 46274 Trenton,NJ 08619
317/293-4430 609/58S.2747
AI Kelch S.J.Wittman
66 W.622 N.MadisonAvenue Box 2672
Cedarburg,WI 53012 Oshkosh,WI 54901
414/377-5886 414/23S.1265
Robert E.Kesel GeorgeS.York
455 OakridgeDrive 181 Sloboda Ave.
Rochester,NY 14617 Mansfield,OH 44906
716/342-3170 419/529-4378
ADVISORS
Ed Burns Stan Gomoll Gene Morris
Mt. ProspectRoad 104290th Lane,NE 27ChandelleDrive
Des Plaines,IL60018 Minneapolis,MN 55434 Hampshire,IL60140
3121298-7811 6121784-1172 3121683-3199
John S.Copeland Espie M.Joyce,Jr. S. H."Wes" Schmid
9JoanneDrive Box468 2359 LefeberRoad
Westborough, MA01581 Madison,NC 27025 Wauwatosa,WI 53213
617/366-7245 919/427-0216 414/771-1545
PUBLICATION STAFF
PUBLISHER EDITOR
Paul H. Poberezny Gene R. Chase
ASSOC. EDITOR EDITORIALASSISTANTS
George A. Hardie, Jr. Norman Petersen Pat EHer
FRONT COVER ..Scene at the 22nd
AnnualWaco Reunion,these 1931 Waco
aCF-2s are owned by (I-r) Lee Parsons.
Joe Fichera and Marion Havelaar. See
storyon page 5.
(Ted Koston Photo)
TABLE OF CONTENTS
Straightand Level'...by BradThomas .. . . . . . . . . . .. 2
AIC News . . .compiled by GeneChase . . . . . . . . . . . . .. 4
Steve Wittman Gets to Fly a Curtiss Pusher
. .. by GeneChase .. . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5
22nd Annual Reunion- WACO ...by Ted Kaston . . 6
Pilot's Dream . ..by W.ScottBoyer .. . . . . . . . . . . . . . . . 8
50 Years Hence ................................... 10
Mystery Plane ..................................... 10
AIC Annual Picnic ...by GeneChase .. .. ........ . . . 11
The Sky Romer...by RandyBarnes . . . . . . . . . . . . . . . 12
Part"- Building the Ramsey Flying Bathtub
... by W. H.Ramsey ...... . .. . .. . . ... ..... . ... . 15
Members Projects .... . . . .... . . . . ... . . ... . . . . . . . . . . 21
Calendar.of Events . .... . . . . . . ... .. .. ... . ..... . ... . 21
Page 6 Page 8 Page 12
BACKCOVER...SteveWittman makes
a longtime dream come true as he ap-
proaches for his first landing in Dale
Crites' 1911 Curtiss Pusher. See page
5.
(Gene Chase Photo)
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors.
Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIR-
PLANE, P.O.Box229,Hales Corners,WI 53130.
Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the
current year. Associates receivea bound volume ofTHE VINTAGE AIRPLANE and a free one-yearmembership in the Division fortheireffort.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division, Inc., and is published monthly at Hales Corners,
Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem
bership rates for EAA Antique/Classic Division, Inc., are $14.00 for current EAA members per 12 month period ofwhich $10.00 is for the publication
ofTHE VINTAGE AIRPLANE. Membership isopen to all who are interested in aviation.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive
criticism and welcome any report of inferiormerchandise obtained through ouradvertising so that corrective measures can be taken.
VINTAGE AIRPLANE 3
ALEXANDER BULLET
RESTORATION
The remains of a 1929 Alexander Bullet have been
located in Colorado Springs, CO by members of the
local AAA chapter who have enthusiastic hopes of
restoring the plane. The group has very little to go on
and is seeking any and all information about the Bul-
let. Anyone who can supply any details is asked to con-
tact Wayland Eberhart (A/ C 5817), 3218 Austin Place,
Colorado Springs, CO 80915.
ANZANI LONGSTER
Tim Talen (A/C 1616), president of the Oregon An-
tique and Classic Aircraft Club reports through that
group's newsletter that progress is good on the con-
struction of this little 1931 vintage sport plane. It is
being built under Tim's direction by the Wednesday
night class at Lane Community College jn Eugene, OR.
An invitation is extended to all interested persons in
that area at that time to stop by for a look-see.
LeRHONE ROTARY ENGINE
STOLEN
The EAA Chapter 145, Grand Rapids, MI newslet-
ter reports that a WWI LeRhone engine was stolen
in October, 1981 from Harold Smith of near Middle-
ville in Barry County, MI. Mr. Smith acquired the
engine in the 1920s and had kept it in running condi-
tion. Anyone having information on a LeRhone engine
that turns up under questionable circumstances, is
asked to contact the Michigan State Police at Way-
land, MI, 1-616-792-2213.
CHAPEL AT SUN 'N FUN SITE
A site has been selected for a permanent chapel
on the Sun 'N Fun property at the Lakeland, FL air-
port. This sanctuary is for the spiritual needs of the
attendees at the annual Sun 'N Fun Fly-In each March
as well as other groups who meet there during the year
including scout jamborees.
The chapel will be entirely a volunteer effort . . .
a people place, therefore a people project. Donations
to this worthwhile endeavor may be sent to Donna
Alleva, CHAPEL BUILDING FUND, 6609 Brahman
Drive, Lakeland, FL 33805. Be sure to include your
complete name and address so all donations can be
properly acknowledged.
AUXILIARY FUELSYSTEMS
Wag-Aero is now offering fully FAA-PMA approved
auxiliary fuel systems for Piper J-3, L-4, and PA-11
aircraft. In addition to the above, they also have sys-
tems for the Aeronca 7 AC and 11AC. Other systems are
under development; all in Wag-Aero' s continued ef-
fort to provide expanded utility for the classic air-
craft.
8 gallon tank - $174.50 12 gallon - $214.50
Approval allows installation of up to two each of
the above tanks. Order direct from manufacturer: Wag-
Aero, Inc. , P.O. Box 181, Lyons, WI 53148. 414/763-
9586.
BALL JOINTENDS EXHAUST
PIPE CRACKS
Stanton, CA - One of the annoying problems con-
fronting all aircraft owners is the cracks that can
develop along exhaust flanges due to engine vibrations.
Ken Brock Manufacturing has come up with a solu-
tion that all but totally eliminates the threat of split
welds. By inserting simple ball joints in the upper one-
fourth of your aircraft's exhaust system, engine vibra-
tions are almost completely dampened out. The joints
are available for $7.95 each in diameters of 1!h" and 1%".
Stainless flanges are also available from Brock. They
can easily be retrofitted to the exhaust system on any
plane, single or twin.
For a catalog listing other helpful products offered
to owners of factory builts and experimentals, send $3
to Ken Brock Manufacturing, 11852 Western Avenue,
Stanton, CA 90680. In addition to general builder's
supplies, the company markets complete KB-2 Gyro-
plane kits, and extensive components for the Thorp
T-18, Marquart MA-5 Charger, Variviggen, VariEze,
LongEze and Dragonfly.
4 JANUARY 1982
STEVE WITTMAN GETS TO FLY A
(by Gene Chase)
Steve (left) accepts Dale's congratulations after his flight
in the 1911 Curtiss.
September 19, 1981 was a memorable day, not only
for Steve Wittman but for Dale Crites and everyone
else who had the privilege of being at Aero Park Air-
port near Milwaukee for the fall meeting of the Wis-
consin Wing of the OX-5 Aviation Pioneers.
For many years Steve had wanted to fly a Curtiss
Pusher and his opportunity came when Dale Crites
made his 1911 Curtiss available.
A sight to behold ... the unmistakable outline of an early
Curtiss.
Steve flew the OX-5 powered craft for 30 minutes
as he became familiar with the "non-standard" control
system (by today's standards). On this Curtiss, turning
the control wheel actuates the rudder and leaning in
the body yoke controls the ailerons. The elevator oper-
ates normally by moving the control column fore and aft.
Steve was delighted with the flight and so was Dale
... it was the first time Dale had seen his Pusher in
flight when he wasn't at the controls.
A post flight briefing conducted by (I-r) Herb Westphal, Huey
Plco, Steve and Dorothy Wittman and Dale Crites.
An unconcerned Dale Crites (on ground) observes Steve's
flight.
VINTAGE AIRPLANE 5
22nd annual

Story andPhotography by Ted Koston

(Ale 131)
38Le MoyneParkway
OakPark,IL60302 reunion
Forty-one beautiful Wacos gathered at Hamilton,
Ohio, June 26-28, 1981 from sixteen states and Canada
to make this reunion a real record breaker. Many eager
Waco owners arrived as much as three days early.
Buddy rides and fly-bys were the order of the day
as the "Waco Clan" convened. Eight Wacos made their
first appearance at Hamilton this year.
Brothers Mike and Pete Heins of Dayton, Ohio
took turns giving rides in their rare 1930 Waco CRG.
This is the only CRG flying of two that were built. In
1930 Andy Stinls performed the first skywriting over
New York City in the CRG.
Two other one-of-a-kind examples present were Dr.
Ed Packard's 1932 Waco IBA and John Cournoyer's
1938 Waco AVN-8 with the tricycle gear.
Because the prototype of the various models of
Wacos had been modified extensively, the company
had a policy of destroying all of them. However, one
Waco prototype survived the cutting torch because it
was sold to Continental Motors for use as a test bed
for their engines. Marion "Curly" Havelaar of Rapid
City, South Dakota acquired this rare 1931 Model
QCF-2, NX11241, and has restored it to perfection.
Among the highlights of the weekend were the hos-
pitality night and banquet at the Holiday Inn at near-
by Fairfield, Ohio. Once again it was great to see "Mr.
Waco", Ray Brandly give an award to each Waco pilot
in recognition of his participation at the reunion. Spe-
cial 50 year pins were i v ~ n to pilots flying Wacos
which were manufactured 50 plus years ago. Seven-
teen aircraft qualified for this awarCl..
Guest speaker for the evening was Charlie Mof-
fitt who was the sales manager for many years for the
Waco Aircraft Company. Charlie's comments were
interesting and very informative.
Also during the program, Bill Hogan, manager of
the Hamilton Airport a,nd staunch sup'porter of the
National Waco Club, introduced Carl "Pop" Muhlberger
who started Hamilton Airport over 50 years ago.
Among the pilots who unselfishly provided their
aircraft for photo missions were Dr. Ed Packard (Waco
IBA), Alan Nogard (Cessna 172), Vince Mariani (Waco
VKS-7F) and Harry Van Lovern (Enstrom helicopter).
It was a great pleasure to attend this outstanding
event and we plan to participate again next year . . .
June 25-27.
For information about the National Waco Club and
its activities, President Ray Brandly may be con-
tacted at 700 Hill Ave., Hamilton, OH 45015. Tel. 5131
868-0084.
1930 Waco CRG, NC600Y, SIN 3349 owned by brothers Mike
and Pete Heins, Dayton, OH. They took turns hopping pas-
sengers In this rare CRG, the only one in existence. It was
the first aircraft to skywrite over New York City.
Bob and Doug Leavens are pictured here Just DeTore meII'
return flight to Toronto, Ontario, Canada. This OX-5 pow-
ered 1928 Waco GXE, C-GAFD was the oldest in attendance.
Another rare machine is this 1938 Waco AVN-8, NC19361,
SIN 5102 owned by John Cournoyer, St. Louis, MO. Tricycle
landing gear is factory original, and this is the only remain-
in e.
There were nine Waco UPF-7s at Hamilton including these
two, both manufactured in 1941. NC30199, SIN 5630 (left)
is owned by Ray Fow, Miami, FL. NC30186, SIN 5617 is owned
by Frank Robinson, Vevay. IN.
This Waco ZKC-S, NC14614, SIN 4236 restored and flown by
Gary and Alan Nogard, Ballston Spa, NY.
George Gumbert, Lexington, KY owns this 1930 Waco RNF,
NC101Y, SIN 3272.
VINTAGE AIRPLANE 7
ByW.ScottBoyer -101'
C
mri
lJ
am
_225
.,
Q}. D"hl". OR 43516
(Scott Boyer Photo)
This 1947 Funk B-8S-C, N1618N, SIN 4C4 is the pride and joy
of the Deshl-Air Flying Club of Deshler, OH.
In the fall of 1971 I was flying a 7 AC Champ which
belonged to a friend who had graciously let me put
some time on it for the expenses. Being the head of a
household of nine with considerable overhead, it was
the only way I could ever hope to get any flying time
in at that stage of my life, so I thought.
While doing some hangar flying one afternoon, Gary
Myers mentioned he had seen a Funk for sale over at
Tiffin, Ohio. That immediately brought to mind a little
4 x 4 advertisement I had seen many times on the back
pages of some long outdated back issues of FLYING
when I was an impressionable teenager. In those days
I read every aviation publication I could get my hands
on (still do) and was up on all the light aircraft of the
day. But I had never seen a real live Funk in my recol-
lection except for those small ads. I had always con-
sidered the Funk to be a very pleasing design but knew
little else about it.
I immediately jumped into my friend's Champ and
headed for Virgil's place to have a look. Upon arrival,
I found it sitting in the back corner of the hangar. I
was very impressed with what I saw and began asking
the usual questions about it. Virgil offered to roll it
out and let me take it around the pattern. Boy was I
ever hooked!! He had advertised it in "Trade-a-Plane"
for $2,650 but said he would consider trading it for this
Champ and $1000. Hey Mister, this ain't my airplane!
How could it be arranged? All the way back to Deshler,
Ohio, I thought about it and I knew I must try to make
some arrangement to give this little beauty a new home.
After I returned home I immediately got together
with Dale Harris, the owner of the Champ, a local
businessman and former J-3 owner, and Dennis Fin-
tel, a model-building friend of mine who was taking
flight instruction at that time. I told them what I had
seen and I must have been convincing for they all
agreed to form a partnership and buy the Funk, sight
unseen, as I remember it!
I returned to Tiffin in a day or so and brought it
back to Deshler. Everyone was delighted with our little
endeavor and we gave our partnership the name Deshl-
Air Flying Club which has endured to this day. Dennis
completed his instruction in the Funk and received
his private ticket in it. My son Scott soloed it on his
8 JANUARY 1982
(Funk Aircraft Co. Photo)
The post war Funk Model B-85-C was called the "Customaire"
and was the last model built.
16th birthday after only three hours, 20 minutes of
instruction and currently has put over 300 hours on
it. We started out charging $4.00 per hour wet and
maintained that rate for a considerable time. How-
ever, recent inflationary pressure has forced us to raise
that to $10.00 and indications are, we cannot hold it
there much longer.
We have flown it to all the area fly-ins, have taken
it to Oshkosh twice and recently attended the First
Annual Funk Fly-In at Coffeyville, Kansas where
twenty other Funks were in attendance.
The Funk aircraft is the result of the genius of two
brothers, Joe and Howard Funk of Akron, Ohio. The
brothers' early interest in aviation sparked the form-
ing of a local club composed originally of six young
men who constructed their own homebuilt gliders be-
hind the Funk family poultry shop. Early success
brought additional interest and the boys also con-
structed the world's first two place glider which bears
the resemblance to the presently flying Funk aircraft.
For a time this glider activity was housed in a corner of
the giant Goodyear dirigible hangar in Akron.
As their interest and experience grew, they de-
cided they would design and construct their own pow-
ered airplane. In 1935 the first of the Funk line came
into being and is now referred to as the "X" job, NX14000.
It was powered by a three-cylinder Szekely engine which
proved to be very unsatisfactory to say the least. Next,
a modified Ford Model A auto engine was installed and
the brothers began to sell the idea of going into pro-
duction with it. The second airplane was constructed
using a refined version of the Ford Model B auto en-
gine which was known as the Funk Model E aircraft
engine. This airplane was sold to the CAA in 1938 and
it received Approved Type Certificate Number 715.
Financial backing was raised by local Akron Busi-
nessmen interested in aviation. In 1939 production was
begun in an old schoolhouse located near the Akron
airport. This airplane was known as the Funk B as is
the entire line of 338 examples produced, varying little
in structure from the first to the last, except for power-
plant.
Sixty examples of the Ford-powered plane were built
in 1939 and 1940 when it was decided to switch to a
He
..
.
2
"
2 I
more modern powerplant. In 1941 production was begun
on the B-75-L using the 75 hp geared Lycoming. The
advent of WWII brought an end to all lightplane pro-
duction in the USA and the assets of the Akron Air-
craft Company, as it was known then, were purchased
by the Jensen family of Coffeyville, Kansas. The plant
was moved there and as Howard and Joe like to refer
to it, "a couple of asses went along too".
The first production try in Coffeyville was a glider
adaptation submitted to the military in competition
with other lightplane manufacturers as a primary glider.
They were unsuccessful in this attempt. They were able
to purchase 30 of the Lycoming 75 hp engines but were
prohibited by the War Production Board from this en-
deavor, despite the fact these engines were considered
as nonstrategic items. Therefore only subcontracting
work was pursued until the end of WWII.
After the war .ended production was again resumed
on the B-75-L until the remaining supply of Lycoming
engines was used; then the B-85-C was marketed using
the Continental C-85-12F engine.
During this period and until the end of all produc-
tion during the Great Aircraft Depression of 1948 all
examples were B-85-C and varied only slightly. The
airplane was to be known as the Funk "Bee" but im-
mediately Republic Aircraft brought action to prohibit
the use of a name they considered theirs due to their
Seabee line.
In 1947, beginning with serial number 402 (really
number 302 as the serial numbers were arbitrarily
jumped by 100 numbers between serial number 75 and
176) the name "Customaire" was given to the line and
a few new features were added such as lowering the
floor board to provide added leg room, additional sound
proofing, and hydraulic brakes. The last production
airplane was powered by a Continental C-90 engine
and became the Funk brothers personal airplane for
many years until they eventually sold it to Orlo Max-
field of Dearborn, Michigan, who still has it.
To date it is believed that over 230 examples of this
aircraft still exist in various stages of rebuild and over
100 are known to be flying.
Some of the interesting and unusual features of the
Funk B are that it is certified stall and spin resistant,
(Funk Aircraft Co. Photo)
Possibly the first production Funk Model E-63 manufactured
under ATC 715 (NC22676, SIN 3). Engine is a refined Ford
Model B rated at63 hp.
has an "A" frame fuselage built up with formers and
stringers which keeps the fabric away from the metal
structure thereby eliminating the possibility of moisture
collecting along the longerons. The Funk also has a '
sizeable engine compartment which provides ample
working room, parallel wing struts and tail group fly-
ing wires for good rigidity. It has a full swivel tail-
wheel which can be locked directly to the rudder for
limited travel and good ground handling, a wide land-
ing gear, and plenty of distance between the tailwheel
and landing gear giving it excellent crosswind handling
characteristics. Its interior is spacious with a large
"T" type control column which many liken to the DC-3.
It has exceptionally good performance and handling
ability from its low stall speed of 40 mph up to its top
speed of 112 mph. In an effort to hold the selling price
to $3,495 each and every post war model was painted
the same: yellow-orange with brown or maroon trim
varying only slightly with the last of the series.
The Funk configuration is a strut-braced high-wing
monoplane using the NACA 4412 airfoil in a two-spar
wing with truss-type wooden ribs and fabric covering.
The tail surfaces are made of steel tubing with fabric
covering and are wire braced. The fuselage, also made
of steel tubing has wood bulkheads and fairing strips
to giye it shape. Itis covered with fabric and aluminum
panels.
Many older pilots often remark that they remember
the plane as having an excellent reputation or they
personally had flown it and admired it. It has served
our club very well for ten years now and we wouldn' t
want to part with it. Prior to our owning it, it had
belonged to another club of four partners in Quincy,
Illinois. They had flown it for 12 years and I'll bet
my bottom dollar they still miss it and are sorry they
sold it. Their loss is our gain.
Ifany of you readers would like a demo ride just
let one of us know and we will be more than happy,
and yes, proud to oblige at anytime.
VINTAGE AIRPLANE 9
50
years
hence
F'I FTY YEARS H/I.C
Editor's Note: The artist of "Fifty Years Hence" has
some imagination but his forecast of air travel in 1959
wasn't very accurate. However, in 1909 with powered
flight only six years old he didn't have much experience
to draw from.
This artwork and accompanying description was
taken verbatim from the first edition of " The A ero
Manual" published in London in 1909 by Temple Press
Ltd.
MYSTERY PLANE
Once again we delve into the Roy Russell photo col-
lection for a "mystery plane" picture. Identification of
this "machine" will appear in the March issue of The
VINTAGE AIRPLANE.
The Mystery Plane in the November issue was the
Northrop Beta, the forerunner of all-metal sport planes
and the first aircraftof300 hp to exceed 200 mph when
powered by a P & W Wasp. The Beta, circa 1930/1931
was initially powered by a 160 hp Menasco B-6 and the
mystery photo depicted this configuration.
By press time the following had correctly identified
the Northrop Beta: Burton Williams, Westfield, MA; Bob
Armstrong, Rawlings, MD; Charley Hayes, Park Forest,
IL; E. A. Ellestad, PalosVerdes Estates, CA; Dick Glea-
son, Austin, MN; Leon Perry,EastPoint, GA and Cedric
Galloway, Hesperia, CA.
BurtonWilliams' letterarrived earliest:
DearSir:
I enjoy reading The VINTAGE AIRPLANE .very
much. In regard to the Mystery Plane in the Novem-
ber 1981 issue, I identify the Northrop Beta as powered
with a Menasco Buccaneer engine Model B-6 of160 hp.
Thanksagainfor a veryentertainingmagazine. Since
I don't visit all the Oshkosh conventions, I do look for-
ward to any coverage you may include on that subject.
Sincerely,
Burton Williams
CAlC 3328)
347 Southwick Rd.
Westfield, MA 01085
OUR FRONTISPIECE
The'scene, as observed from the pilot's seat of an
aeroplane, 50 years hence, will show great departures
from present-day methods of locomotion. The difficulty
of the aeronaut in ascertaining his whereabouts has
been overcome by the artist. To meet the many diffi-
culties the highways have been considerably widened,
the broad road for motor traffic being bordered on
either side by great green swards, which serve as land-
ing places for flying machines. Over these great track-
ways flying machines may travel, and, to facilitate
night travelling, each trackway is bordered with a
broad band of white chalk'so that the searchlights of
the flying machines may pick out the road boundaries.
Each road is given a distinguishing symbol, the great
national roads being lettered N R and numbered. Thus
the aeroplane in the picture is travelling over N R-71,
the great north road between London and York, whilst
branching to the left is C R-3, the county road to Peter-
borough. The names and the signs are all laid in white
chalk set into the green grass, and the name of each
place is similarly shown as clearly as possible. The
artist has assumed that navigation in the air will be
governed by the same rules that control the naviga-
tion of ships at sea. A new regulation is needed only
for the variation of altitude. It can be defined by a
parodyon theverse thatrefers to shipscrossing:
If, beneath you, planes appear,
It is yourdutyto keep clear;
To actasjudgmentsays isproper,
To portorstarboard - rise, ordrop her!
Flying clubs can be seen in the picture at a couple of
points, and the Aero Hotel at Norman Cross has made
ampleprovisioninthewayoflandingspaceandmachine
storage.
10 JANUARY 1982
This event grows in popularity each year and has
become one of the favorite activities for Antique/Classic
Division members at the Annual Oshkosh Fly-In.
The picnic is held behind the Red Barn on the edge
of Ollie's Park, which is an ideal and picturesque set-
ting for the activity.
After the meal, the group was treated to an out-
standing slide presentation by Harvey Alley, Grand
Ic Ic
Rapids, MI and old aviation "home movies" by Dean and
Dale Crites, Waukesha, WI.
Chairman of the picnic committee was John Tur-
gyan, Trenton, NJ. The folks who organize the event
are Bob and Joan Burch from Grand Rapids, MI and
the success of this annual party is directly related to
the great amount of effort put forth by this dedicated
couple.
L to R, volunteers Thomas Boos, Minneapolis, MN; Rosie
Wallace, Grand Rapids, MI and "Sis" Murphy, South Haven,
MI serving food to the hungry.
Some of the hard working volunteers who help to make the
annual picnic a success. L to R, Joan Burch, Grand Rapids,
MI; Sally Lett, Frankston, TX; Mrs. Doug McAnench, Min-
neapolis, MN; Bob Burch, Grand Rapids, MI; Doug McAnench,
Minneapolis, MN; Mrs. Thomas Boos, Minneapolis, MN; Walt
Ahlers, Flanders, NJ and Shirley Fritz, Kent City, MI.
VINTAGE AIRPLANE 11
During the Lindbergh boom of 1927 to 1929, new
airplane designs were springing up by the score, all
intended to ride the surging wave of aviation enthusi-
asm and bring swift fame and fortune to their builders.
But the Great Depression that started in 1929 destroyed
all hopes for future success for most of these planes.
One of the many that fell by the wayside was the Sky
Romer, built at Sweebrock Airport in Fort Wayne, In-
diana, by Paul Hobrock and his associates.
The Sky Romer was a four-place, strut-braced, high-
wing cabin monoplane of conventional design and con-
struction for that period, when welded !:lteel tube fuse-
lages and cabin monoplanes were just coming into their
own. Hobrock is given credit for the general design of
the plane, and Lt. Glenn Lampton, of the Army Air
Corps in Dayton, Ohio, did the engineering work. Its
most impressive feature was its huge, thick, one-piece
wing, with a span of 45 feet, 9 inches and a chord of
6 feet, 9 inches. Ribs were of built-up wood truss con-
struction and the two wing spars were of deep box type
design, built up at a local lumber yard under Paul's
supervision. The usual wire drag bracing was used.
The engine was a 180 hp Hisso V-8, a popular World
War I surplus engine at the time because of its low
price. The ship was designed to accept a 220 hp Wright
Whirlwind as an option.
The airfoil was a "modified Goettingen", but I don't
remember which number. Dual stick controls were pro-
vided. The original design called for a tiny rudder,
shaped like the one on a Curtiss P-IB Hawk. Paul felt
it was too small, and extended it upward during con-
struction, giving it a slightly unusual shape. Flight
testing confirmed his opinion, since there was no evi-
dence of rudder area being excessive. The cabin was
ventilated by sliding windows beside the front seats.
The stabilizer was adjustable in flight by an overhead
hand crank. The landing gear used rubber discs in com-
pression for shock absorption.
The only problem I recall with the design was that
the bottom fairing strips on the fuselage were pulled
in by the fabric shrinkage, as is evident in the photo-
graph. Paul corrected this situation neatly by ripping
the belly fabric open, putting in stronger fairing strips,
and patching the opening so that no one ever noticed
it. The color scheme was a dull maroon, with butter-
scotch horizontal surfaces. When the fairings were re-
inforced, the maroon color was changed to a much more
pleasant cherry red. The identification number was
X206E. The name was originally spelled "Sky Roamer",
but it seemed the Crosley Company had a radio by that
name, and they objected. Thus the spelling of "Sky
Romer". A very attractive logo was designed for the
plane, and applied just to the rear of the cabin win-
dows. I recall the words "Sky Romer" printed on a curve,
with tiny long oval-shaped marks drawn through the
letters to indicate speed, but I don't know of any photos
or records of the design.
I've always had a feeling the big thick wing of this
plane could have lifted twice the load without even
noticing it. Cruising speed was listed as 105 miles an
hour. STOL performance was obviously a major goal of
the design.
The plane made its first flight on February 9, 1929.
It proved to be so wing heavy that turns could be made
in only one direction. This was easily corrected by the
adjustable wing struts, however, and a public demon-
stration flight was made very successfully the next
day, after the plane was ceremoniously christened "Miss
Fort Wayne".
Then came the problem of selling the plane and
setting up a factory to produce more of them. That's
when frustration set in, and eventually the plane was
sold to Ed Hadley, a furniture store executive, for what
Paul said paid only for the hangar rent. Stockholders
in the budding company lost their investments, as did
millions of stockholders all over the country during
those dark days. Ed Hadley moved from Fort Wayne
to Toledo, Ohio, and I lost touch with the plane. The
last time I saw it in Fort Wayne was on June 7, 1930.
In 1958, two people reported having seen the plane,
dismantled, in a hangar in Toledo in the early thirties.
I used to have dreams of suddenly coming across its
remains somewhere, in restorable condition. Even now,
I'm still curious to know more about what happened
to it.
Now for the people. Hobrock's assistants in the con-
struction of the plane were Carl Buecker, chief helper;
Marvin Bennett, welder; and Bob Connors. I often rode
my bike out to the airport after school and swept the
workshop floor for them. This also gave me the chance
to measure the parts as the plane was built, so that
the accompanying drawing could be made - originally,
on some brown wrapping paper! I was paid a few cents
an evening, which didn't make me rich, but served to
convince my parents that I wasn't being a complete
nuisance at the airport.
Paul Hobrock and a partner, George Sweet leased
the airport property and called it Sweebrock Airport,
in about 1924, judging by later newspaper clippings.
Paul ran an aviation service which at the time con-
sisted largely of rebuilding Jennies, Canucks, Stan-
dards, and at least one Swallow. He sold airplanes and
parts, flight instruction, and weekend airplane rides
with the help of the usual wing walking and para-
chute jumps of those days.
A money maker was the sewing and sale of pre-
fitted covering envelopes for Jennies and similar planes.
In fact, Paul is reported to be the originator of the whole
slip-cover idea.
In 1928, the airport lease was taken over by Guy
Means, a Buick dealer, apparently to provide addi-
tional capital for the Sky Romer project. After the
plane was built and sold, I left Fort Wayne and lost
touch with Paul, though I have a newspaper picture
of a Boy Scout troop of which he was the Scoutmaster
- date unknown. He had a rare combination of inven-
tiveness, manual skills, enthusiasm, friendliness, energy,
and business acumen that practically guaranteed his
success in all sorts of endeavors. His Sweebrock avia-
tion service continued for many years until his retire-
ment in 1959. During the war he furnished elastic
headbands for goggles, aerial gunnery tow targets, and
parachute test dummies for the military services. I
12 JANUARY 1982
By Randy Barnes
(Ale 1941)
816 W. Glen Avenue
Peoria, IL 61614
became reacquainted with him in the late 1950s, when
his major interest was the raising of Palomino horses,
at which he was also quite successful. He also owned
an interesting museum of horsedrawn vehicles. His
home was on the site of the old Robison Park, a once-
fabulous amusement park created in 1896 to promote
use of the new-fangled electric street cars, which pro-
vided the only access to the park at that time. He also
had a summer cottage on Lake George in northern
Indiana, and spent winters in Florida.
The 1967 OX-5 National Reunion was held in Fort
Wayne, with Art Goebel as principal speaker. Also on
the program was a tribute to Paul Hobrock, as one of
Fort Wayne's aviation pioneers. Paul's response to
this was a gem. He said, "We didn't know we were
making history. We were just having fun!" The Re-
union was in the charge of Bob McComb, who was also
the OX-5 Club's National membership chairman. He
belongs in this story too, since he was one of the "air-
port kids" whom Paul had befriended in the early days.
Bob went on to fame as "Uncle Fudd" of the Bill
Sweet Air Shows. He could actually fly an Aeronca
while sitting backward on the front seat. This included
landings, and was done repeatedly in show after show!
At the 1949 National Air Races, he flew in a "race"
of three Curtiss Juniors, all with uncovered fuselages.
When he found himself lagging behind, Bob dropped
his feet through the. open bottom of the fuselage and
"ran" like mad - and of course, won the race! He con-
Ellsworth Crick photographed the Sky Romer with a box
camera at Ft. Wayne, IN.
This photo of the Sky Romer appeared in a Ft. Wayne, IN
newspaper in 1929.
tinued in Air Show work until 1968.
More recently, Bob spearheaded the construction of
a replica 0f Art Smith's 1911 homebuilt pusher as a
museum display to perpetuate Art's memory. It even
VINTAGE AIRPLANE 13
had the original 4-cylinder Elbridge engine in it. In
1912 Art Smith was Fort Wayne's "Bird Boy", the first
ever to elope by airplane. He also was one of the most
famous of the early aerobatic pilots. It was Art who
took over Lincoln Beachey's flying act after the latter's
fatal crash during the San Francisco World' s Fair of
1915. He toured the Orient in 1915-16, creating a sen-
sation there. During World War I he worked as a test
pilot. 1923 found him in the Air Mail Service, flying
DH-4s. Art, not quite 32 years old, died in a night-flight
air mail crash in February, 1926. Fort Wayne's secondary
airport is named in his honor.
The Art Smith Memorial Pusher is now on display
at the Auburn-Cord-Duesenberg Museum in Auburn,
Indiana.
In his own comic style, Bob McComb was a worthy
successor to Art Smith, for whom he worked so hard
to honor with this project. Bob now resides in Ogden,
Utah.
Carl Buecker, Paul Hobrock's chief helper, later
became an engineer with the Magnavox Company in
Fort Wayne. I became reacquainted with him in the
1950s through EAA. He was president of Chapter 2
in 1958, and was also a member of the OX-5 Aviation
Pioneers. Carl designed and built a 2-place pusher
airplane for the 1962 EAA design contest. It was the
first plane entered. Though it was never flown success-
fully, it appeared only minor changes would have been
necessary to make it a very practical aircraft. He was
a devoted church member, and a very amiable and well-
liked person. His premature death from a heart attack
in 1970 was a great shock to his many friends.
Bob Connors, called "Ivan" by his aviation buddies
for no special reason, eked out a depression-era living
in aviation until about 1935, and then switched to rail-
roading, becoming a yardmaster for Norfolk and
Western. He retired six years ago after 40 years of
service, and now lives in Fort Wayne.
Marvin Bennett was a good welder, but needed push-
ing to get him to work. As I recall , he did all the weld-
ing for a flat sum of $300. He complained that it was
a lot more work than he had expected, but he finished
the job and did it well. I've heard a rumor that Ben-
nett is no longer alive.
I have no further information about Lt. Glenn Lamp-
ton. If he is still alive, he might be the only surviving
person to have detailed plans for the Sky Romer. Ho-
brock had disposed of most of his records before his
death in Venice, Florida, in March of 1972, at the age
of 70.
Another person involved with the Sky Romer was
Russ Hosler, then of Huntington, Indiana. Being Ed
Hadley' s instructor and also a close friend, Russ did
a lot of flying in the plane, putting it through loops
and rolls and about everything short of a lomcevak, I'm
told. I met Russ once in 1958, hoping to get some in-
t eresting stories from him about the Sky Romer, but
he wasn' t much of a conversationalist. He had done
some air racing, and reportedly took part in all sorts
of wild adventures in the sky. There are even rumors
that the Sky Romer was used for smuggling liquor
across the Canadian border! Russ could fly and land
at night as well as most pilots can by day. A racing
plane of his design was a failure. He was a test pilot
for many of the World War II planes, from what I've
heard. He had a steel tube forming business in the
1950s. If the rumors are true, his exploits would make
a very interesting book, if someone could track down
all the facts. He died in early 1980, according to the
OX-5 News.
An observation about aviators in the 1920s: many
were capable pilots, but lacking in theoretical knowledge.
I had a solid-wood model of a Jenny and showed it to
a group of flyers at an airport. They were sure it would
fly like a kite if placed in a good blast of propwash,
and I couldn't stop them, being only about twelve at
the time. When the model tumbled away backwards
and was smashed, they were all very surprised!
That' s about all I remember regarding the Sky
Romer project and the people who made it happen. I'd
certainly like to hear from anyone who can fill some
of the gaps in this rambling story.
THE SKY ROMER
e UK.T 8 ... PAUl
r OAT WA'o' N( ,1tC). 1921 29
OfI"'WN 8 "1' 1:t#<NOY e,., "N( 5 . '29
T"AoCtO _
14 JANUARY 1982
(DaveGustafson Photo)
Irvin Mahugh (EAA 110681) of 3155 N. 3rd St., Baker, OR 97814 and his son,
Jimmy flew thei r Ramsey Bathtub to Oshkosh '78 where it recei ved the Out-
standi ng Replica Award.
PART II
BUILDING THE
RAMSEY FLYING BATHTUB
By W. H. Ramsey, Designer
Illustrations by Joe Deady
PartOne ofthis two part series appeared in the December 1981 issue
ofThe VINTAGE AIRPLANE. Itis reprinted in the EAA reprint ofthe
1932 FLYING AND GLIDER MANUAL. These reprints are available
from EAAHeadquarters ...see adon page 22.
VINTAGE AIRPLANE 15

PROVIDE Si vASKE T
rOR rtLLE R CAP
SOLDER MESH
BRASS SCREEN STRA,r..ER
TO THE f"lLLER FLANGE
Ie GA.
,rOIA. X,f.."I'2 BRASS luBE
W ITH 4 OIA , OUTLETS ... WESH BRASS
STR AINER
SCREEN - -----ll- -oII-
r COPP ER TUBING
SIDE VIEW OF TANK
=----- +-----------,r--
FELT COMPRESSED TO I"
END VIEW
OF TANK
W ITHOUT DUllE T
FLANGE AND TUBE ON
If RiVETS
SPACEO AT
3-
4" O. C
SECTION THRU
END OF TANK
TYPICAL lHAU OUT
TANK CONSTRUCTION
STREA MLINE THE FRONT
AND SACK OF' TA N K
uSE 22 GA. ALUMINUM
_ -,-,__ __24- - __-'-_-+--1
TOP VIEW OF TANK
;-0------00---------<-1
-1
22 GAGE ALU MINUM PLATES

BOTTOM COVER PLATE
THESE PLATES COVER THE CEN TEA DIVISION or WING
PUNCH HOLES AND uSE v 584 7 SCREWS
SOLDER ON
STREAMLI N ING
The Aeronca motor can stand lots of
work without constan,t attention, but
Complete detaHs for the fuel tank and the method of moun,tin.g to the
this very easily accessible moun.ting
wing are. given in this working drawing_ This tank is made of .012 brass
makes atten,tion a pleasure.
and is covered with felt. This construction calls for expert workmanship.
Note that the tan,k rests on. the compression struts in the ceniter section
of the wing., and that the wing at this point is covered with aluminum
pla.tes.
o -.e
DETAIL
AND TftAILINC
[OGU. A.[ OF
SElECT ' ....USE
or
METHOD OF ATTACHING
THE LEADING EDGE

DETAIL CONSTRUCTION or THE RIB
l:o"t'ts::1" r
GUSS[T
M IILYWOOD Ollt 'IK"""" .
DETAIL OF THE AILERON RIB
AND CONSTRUCTION
-COMPLETE DETAILS Of" THE WiNe RIB AND-
"THE ASSEMBL.Y Of" AILERON AND HORN-
'__
IHG(. TUH
II
HINGE TEMPLET YI[W S_ VIEW
12 [Q'O. III-GA. HINGE ASSEMBLtO
DETAIL or AILERON HINGE
,-HIHGt3 AILCIION
16 JANUARY 1982
To save work it is advisable to
assemble the wing on a table to
which blocks have been fastened
in a straight line so that they will
just fit inside the spars. This will
enable you to remove the wing
from the jig true, if equal pres-
sure has been put on the brace
wires.
In assembling the wing, slide
the wings on the spars to their
approximate place. Then put ply-
wood reinforcements on at the
fitting, joints and drill for fitting.
The ribs may then be slid to the
correct place and nailed and
glued firm.
The jig for the wing ribs may
be made similar to that of the
fuselage, but it is better to lay
out the rib full size, from the di-
mensions given on the working
drawing, on a large piece of
heavy paper, the paper being
fastened to a flat board of suffi
cient size.
The boundaries and keepers for
the cap strips and diagonals
Complete details of the flying
strllfs and attachment fittings
are given on this plate. All
struts are of 1~ in. by .032 ga..
chrome molybdenum steel tub
ing, streamlined with ribs of
% in. by 22 gao a,lumin,um sol
dered to the struts and spaced
9 in. from center to center.
These are covered with air
cra,ft fabric ' and doped. If
these struts are constrllcted ac
curately you . won't have to
worry about the angle of at
tack of the wings, as this has
been taken care of Oil> the
drawi n9S.
should be formed out of rib stock.
This rib stock may either be pur-
chased ready cut, or may be made
in your own shop by sawing
spruce into strips which are a full
quarter of an inch square. Have
all the rib stock of the same di
mensions. Blocks, of the same di-
mensions as the spars, should be
nailed in at their proper places.
When the jig is once made,
making the ribs becomes a sim-
ple process. The rib stock is cut
to proper size and placed in the
jig; then the junction points are
covered with gusset plates cut
from 1/16 in. plywood, glued on
with casein glue, and nailed with
1,4 in. by 22 wire nails. When one
side of the rib is fastened togeth-
er, remove it from the jig and
glue and nail the gusset plates
over the junction points on the
other side.
All ribs are alike except those
forming the ailerons. To change
the jig for your aileron ribs, cut
out 1% in. immediately behind
DE T A IL OF REAR
__.--4 " --0-.
COVEA AN D
DOP E - USE A
HIG H G RA DE
~ ~
~ .. x 22 GA
8 A LUM INUM
R IB S TO B E
SP A CE .t. T 9 ~ 0 C
HAR D
w EL 0
S lOe: VIEW
LUG TO
r USE l. A ( ,(
!
DETA IL O F FR O NT
ST R UT ATTACH > ITTI N G
2- R[ Q 'O. nHJS
the rear spar. A half inch block,
representing the aileron spar,
should be then nailed behind this
cut-out on your jig, the strut and
diagonal pieces at this section of
the rib being moved back propor
tionately. A careful s t ~ d y of the
drawings will make this detail
evident to you.
Incidentally, the dimensions of
the aileron spar are not shown
on the drawings. These spars (one
for each wing) are of 1/2 in.
spruce stock. The depth of all
spars is best ascertained by meas
uring the openings after your air-
foil is laid out.
When assembling your wing,
have both end aileron hinges
come inside the hinges on the
spar. This is necessary to prevent
the aileron from traveling side-
wise.
The Empennage
The various photographs of the
original ship, especially the one
on the last page of this article,
-r-COMPLETE DETAILS OF THE ~
-i!- FLYING STRU TS AND ATTACH FITTINGS -=-
VINTAGE AIRPLANE 17
5 T RUT ATTACH FITTING
2 - REG ' 0 . THUS
METHOD or ADJUSTING
vERTICAL fiN ANDSTABILIZERS
INNER PULLEY
ON rRONT SPAR
rOR CONTROL CABLE
z .... [QO THUS
-MISCELLANEOUS
-REQUIRED rOR THE
......_I
OUTER PULLEY
fOR AILERON-FOR
i
CONTROL CABLE
2-R[Q'D THUS
:l
-'

r
;,

-'
-'
i
Q
1
"
DETAILS-
WING-
These details are required
in the win9 construction.
18JANUARY 1982

RILL 1i g
HOLE
HINGE LUGS ARE I .....l.
WELDED .... SIDE
,,- 'ff - DETAILS OF VERTICAL fiN
-:::.:- __ __....-- BOTH [NOS OF HORN
WtL1D DRILL IiHOLES IN AND TH RUDDER
: . _ I = HOANS AS
...
510 VIEW
VIEW
HOLE'; ft
SHOWN FOA STIFFENING
1-4----4- TOP ' " lEW ._
DETAIL Of ELEVATOR AND RUDDER HORN
LDING 0(r=lfTlt
DRILL 12+=N(
HOLES 11111..
.;
:>
r
l-
e;
if
w
IE
:..
w
"
1:
Z
0
a:
w
..J

..
a:
0
0
'"
a:
3
rJ
w
a:
w
CO
:>
l-
e:
w
..
-'
!!

z
i: !+or
!!
A good idea of the general appea,rance of the flail
_
DETAILS Of RUDDER STAB. WIRE
AND STABILIZER HINGE BRACE LUG WIRE BRACE LUG
f LuGS 27-A[Q.' o.
"-GIl.
-COMPLETE DETAILS AND ASSEMBLY orTHE TAIL GROUP....
will give you a good idea of the zontal stabilizer assembly and the
external appearance of the tail vertical-fin-rudder assembly save
surfaces. The working drawing size and position. The stabilizer
of the tail group will show you and rudder both have % in. by
everything you will need to know .032 tube hinge beams, while
about this part of the job. The en- 5/16 in. by .032 and %. in. by
tire empennage is welded up of .032 steel tubing is used else-
steel tubing, and if you don't for- where, as pointed out in the
get the extra care which the drawing.
smaller sized tubing will require You will find that the empen-
in welding you should have no nage will warp considerably
trouble with this work. There is where the light tubing is used,
little difference between the hori- but with a little careful checking
assembly and ovtrigger is given by this photo.
and lining up by hand, bending
cold, for there is little bending
to be done, you will get a perfect
job.
There is quite a trick to heat-
ing a steel tube in the proper
place to get the right results.
Heat the tube on the side which
is to be bent to a dull red. At
first this actually increases the
bend, but when the tubing cools
off you will find that it has as-
sumed an angle opposite to the
original bend, and almost invari-
ably comes out exactly right.
In handling small tubing, ex-
treme care must be taken not to
get the metal too hot and burn
the tubing. Itis easy to tell if the
weld is good. Ifit is so clean that
itlooks as if new metal had been
placed there the job is okay. A
poor weld has a sand effect on the
outside and is very scaly. Ifthese
faults show up, throw that piece
away and build a new piece. Itis
for this reason that I advise that
you call in a we)der for a couple
of days if you can't do a good job
yourself. The man's wages could
easily be less than the cost of the
material you might spoil.
Controls
The working drawing on the
last page of this article gives such
a complete description of the con-
trol assembly that further com-
ment is unnecessary. You will
note that the pedal assembly is
for dual controls, while there is
only one stick, which is rigged up
in the center of the cockpit. The
pilot, therefore, will have the
stick at one side instead of be-
tween his legs. The gun should
be placed on the most convenient
side for the one who will usual-
ly do the taking off and landing.
Ifdual control is not desired, one
set of pedals may be omitted.
Rigging
Both wing panels should be set
exactly alike. The horizontal sta-
bilizer should be level unless it is
found necessary to correct for ei-
ther nose or tail heaviness. Take
These working drawings show the
method of attaching the wing to
the top longerons, and give fuU de-
tails for the dual control foot pedal
assembly. One set of pedals may be
omitted if desired.
S[[
OTAIL
'0_
FLYING
STIlUTS
-DETAIL OF SPAR'"
... ATTACH FITTING FOR+ END VIEW
SPAR ATTACH fiTTING
[QUI.ED I!' GA.
REAR
'LYING S'TRU'T
...COMPLETE DETAILS or..
+THE REAR SPAR ATTACH
-FITTING FOR THE+-
END VIEW "'REAR FLYING STRUT
... FRONT rLYING STRUT'" or fiTTING
or rlTTING
These two working drawings give dimensions and details for attaching the
front a.nd rea'r flyin.g struts to the wing spars. You will note that the spruce
spars are protected by placing a piece of % in. plywood between them and
the strut fittings, which are made of 20 gao steel. The flying struts are attached
to the spars between the last two full
accurately.
W[LDING
f BOLT
END VIEW
....-=Oc:...r..;,F;.,;IT'-;Tr'N.:.;C"--____"'T'"/,i "AOIUS
,
t
:""""""':HDOH :
I OOT,T(.D
. I ,
, ,
LOWER fiTTING
-COMPLETE DETAILS OF THE-
"CENTER- WING ATTACH flTTING-
ribs on each wing. Place these fittings
SUPPORT FOR THE
OUTER BEARINCS
..OUNT ON
'----..-;1COCKPIT F'LOO
TO SUIT P ILOT
..-
NOTE : AU.. TuaES
rOA THE rOOTPEOAL.
.AE i- 11..049
..
U WASHER
AND BEARINC
CRIL.L Ii- HOL,U
IN ALL PLAns
CABLE AND
SPRINC ATTACH
LUG 2<a.' D.
-COMPLETE DETAILS-
-FOR FOOTPEDAL...
-ASSEMBLY'"
VINTAGE AIRPLANE 19

f;,f SPRuCE
'LOOR BRACES
COCKPIT 'LOOR . 032 f'" '
SlOP COLLAR S
SlOE VIEW [NO VIEW
SIDE VIEW OF THE COMPLETE CONTROLS
THE SCALE
9 18 DETAIL OF CONTROL BEARING
g 12 -THE COMPLETE ASSEMBLY OF THE CONTROLS-
2 BEARINGS AND COLLARS
AEQ'D FOR TORQUE TuBE
IN INCHES
plenty of time, get everything cor-
rect, and a good flying ship will
be your reward.
Covering and Doping
This procedure should be car-
ried out by the envf:lope method
wherever possible, and the open
edges hand sewed. Use three
coats ,Of clear dope and two of
pigmented dope, applying the
first coat with either a brush or
a low pressure spray gun. Be
sure the first coat thoroughly
penetrates and fills the fabric
and that all other coats thorough-
ly cover. Doping should be done
under fairly warm conditions and
each coat permitted to dry be-
fore further application.
20 JANUARY 1982
This photo, looking into the c.ockpit from the left rear,
offers suggestion for placing the plywood inlStrument board.
f:inish the job so your
plane will present a smart
appearance. The original
"Bathtub" is trim.

This section of The VINTAGE AIRPLANE is ded-
icated to members and their aircraft projects. We wel-
come photos along with descriptions, and the projects
can be either completed or underway. Send material to
the editor at the address shown on page 3 of this issue.
(Ted Koston photo)
This extremely rare Beech Staggerwing is owned by Dick
Hansen (A/C 1549), Batavia, IL and Dick Perry (A/C 424),
Hampshire, IL. It is a 1934 Model B17L, NC270Y, SIN 3, the
first production model Staggerwing and the one used in
obtaining the Model 17 type certificate (ATC #560). The
fuselage is being restored under the supervision of Rick
Leyes in a shop at Dick Hansen's Furnas Electric Co. at
Batavia, IL. The 225 hp Jacobs L-4 engine is being over-
hauled by AI Ball of Antique Aero Engines, Santa Pa'ula,
CA. Thewingsandtailgroupwere restored byArnie Nieman
(A/C449) ofCustom Aircraft, Ocala, FL.
Hansen and Perry have set a goal of completion in time
to fly the B17L to Wichita, KS in June, 1982 to take part in
the 50th anniversarycelebrationof Beechcraft.
Award winning 1946 Aeronca Champ, N83633, SIN 7AC-2311
wasownedbyMelvinB.Hill(EAA86667,AlC2149),102AshSt.,
Danville, IL 61832 and won trophies at Oshkosh in ' 74, '75,
' 76, and '77.Theplane has sincebeen sold.
Mr. Paul H. Poberezny
President, EAA
Dear Mr. Poberezny:
I have just received the Experimental Aircraft As-
sociation Achievement Award.
It has been a very appreciated surprise and I want
to express my sincere thanks toyou.
I am sending you two pictures of my plane I-SLIM
and you will see how I take care of it.
Thank you again and my appreciation for the beauti-
ful monthly magazine I receive.
With best regards,
Yours sincerely,
Franco Galliena
(EAA 146951)
Via Nico.1o Tartaglia 7
20100 Milan, Italy
CALENDAR OF EVENTS
MARCH 14-20 - LAKELAND, FLORIDA- 1982 Sun ' N Fun EAA Fly-In. JULY 31 - AUGUST 7 - OSHKOSH, WISCONSIN - 30th Annual EAA
Never too early to start your plans for going south. Contact Allan Fly-In Convention. It's ne)/er too early to start making plans for the
Duncan,816 FairwayAve.. Lakeland,FL33801. world'sGREATEST AVIATION EVENT.
JUNE 4-8 - MERCED MUNICIPAL AIRPORT, CALIFORNIA - Merced
AUGUST 9-14 - FOND DU LAC, WISCONSIN - Annual International
West Coast Antique Fly-In Silver Anniversary celebration. For
Aerobatlc ClubChamplon.hlp.andConvention. Contact lAC, P. O.
further information contact Dee Humann, P.O. Box 2312, Merced,
Box229, Hale.Comere,WI 53130.
CA 95344.209/358-3487.
VINTAGE AIRPLANE 21
WEAR the IMAGE
in an Antique/Classic jacketand cap
Send CheckTo:
EAA ANTIQUE/CLASSIC DIVISION, INC.
WORLD WAR 1
~
WORlD WAR I AEROPLANES. INC. is a Wt-ex.apt non-profit o"'1
ani
-
zation founded i n 1961 to b ..ing tog.th... buil d.M. restoreM.
scale-fllClClell.M. Md historians of p....1919 aeroplanes; and to
,..ke availabl. to. th.in1'o....tion about parts. drawings. whole
a1I"Cra1't. and all the books and techniques which would be of us.
to th
We won clos. ly with lllUSeIIIS. l1b..a..i.s. collectoM. d.sign.M.
histo..ians. supply-houses. build.M. pilots. and oth... av i ation
o"'1aniutions and journals. W. are the only o"'1anization to
dul sol.ly with the design and construction of these machin.s.
WI and p....WIII as well.
To these ends we publ1sh au.. j ournal. WORLD WAR I AEROPlANES.
five tl_a YO" 1'0.. -s_800 ~ throughout the wo..ld. and
conduct a substantial i n1'orwation s......ic. by mail and t.lephone;
we mainta1n an IlP-to-ciate 1'11. of both original and reproduction
ail"Cl"I1't all ave" the wo..ld ( th .... a... s_700 of the fa".... and
s_900 of the latta..:).
The o"'1aniution hIS operated fro. the beginning on voluntary
contributions 1'0" printing. postag telephoning. photography.
fees; and we saJ1 back issues. xerox copies of ea..ly ail"Cra1't and
eng1n. IIIIIIUI1s and woning dl"lwings. and approp..iatl advlrtising.
SMlpI. issue $3.
~ CRESCENT RD., PoUGHKEEPSIE.N.Y. 12.&01
FLYINGAND
GLIDER MANUALS
1929, 1930, 1931
1932,1933
2.50 ea.
SEND CHECK OR MONEY ORDER TO:
EAA Air Museum Foundation,Inc.
Box469 Hales Corners, WI 53130
Allow4-6 Weeks ForDeli very
Wisconsin Residents Include4% Sales Tax
THE VINTAGE AIRPLANE
ADVERTISING RATES
DISPLAYRATES:
1Issue 3 Issues 12 Issues
1 Page $150.00 $145.00 $125.00
112 Page 90.00 85.00 80.00
113 Page 80.00 75.00 70.00
114 Page 60.00 55.00 50.00
116 Page 50.00 45.00 40.00
118 Page 40.00 35.00 30.00
Ratesare for black and whitecamera-readyads.
LayoutWork: $22.00 perhour.
CLASSIFIED DISPLAYRATE: Regulartype perword 40c. Bold
FaceType:perword45c.ALLCAPS:perword 50c(Minimum
charge$6.00).(Ratecovers one insertion one issue. )
COMMISSIONS: NonCommissionable.
Jacket: Unlined Poplin jacket,features knit waist
and cuffs. The gold and white braid trim on a
Tan body emphasizes the colors proudly dis-
played in the Antique/Classic logo.
Sizes : X-small thru X-large
$28.95 ppd
Cap: Complete the look in thi s gold mesh hat
with contrasting blue bill , trimmed with a gold
braid. Your logo visibly displayed, makes this
adjustablecap a must.
Sizes : M &L (adjustable rear band)
$6.25 ppd
P.O. Box229 HalesCorners, WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% SalesTax
22 JANUARY 1982
CLASSIFIED ADS
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 88 page Builder's Manual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing - $15.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
DRESS
IT UP
WITH A NEW
I N T E RIO R!
All Items READY-MADE for
DOITYOURSELF INSTALLATION
Seat Upholstery - Wall Panel s
Headl i ner s - Carpets - etc.
Ceconite Envelopes and Dopes
-Send for FREE Catalog
Fabric Selec;tion Guide $3.00

259 Low.r Morrisvill. Rd.
Fallsingtan, Po. 19054 . 1
VISA' ( 215) 295- 4115

ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages of easy to follow , detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans - $85.00. Info Pack - $4.00. Send check or money
order to: ACRO SPORT, INC. , P.O. Box 462, Hales Cor-
ners, WI 53130.414/425-4860.
POBER P,IXIE - VW powered parasol - unlimited in
low. cost pleasure flying. Big, roomy cockpit for the over
six foot pilot. VW power insures hard to beat 3% gph at
cruise setting. 15 large instruction sheets. Plans - $45.00.
Info Pack - $4.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
WANTED: For my Curtiss Wright Junior restoration,
parts or pieces, any condition. Contact Gene Chase at
EAA Headquarters, P.O. Box 229, Hales Corners, WI
53130. 414/425-4860 or 414/425-8851.
AVAILABLE BACKISSUES
1973 March through December
1974 All Are Available
1975 All Are Available
1976 February through May, August through
December
1977 All Are Available
1978 January through March, August, October
through December
1979 February through December
1980 January, March through July, September
through December
1981 All Are Available
Back issues are available from Headquarters for $1.25
each, postpaid, except the July 1977 (Lindbergh Com-
memorative) issue, which is $1.50 postpaid.
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 ofSport Aviation per year, Junior Membership (under 19
fAA
years of age) is available at $15,00 annually, Family Membership is available for an additional $10,00
annually,
EAA Member - $14 .00, Includes one year membership in EAA Antique-Classic Division , 12 monthly
ANTI QUf-
issues of The Vi ntage Airplane and membership card, Applicant must be a current EAA member and
mustgive EAA membership number.)
CLASSIC
Non-EAA Member - $24,00, fncludes one year membership in the EAA Antique-Classic Division, 12
monthly issues of The Vi ntage Airplane, one year membership in the EAA and separate membership
cards.SportAviati on notincluded,
Membership in the International Aerobatic ClUb , Inc. is $16,00 annually which i ncludes 12 issues
ofSportAerobati cs.AlllAC membersarerequired to bemembers ofEAA lAC
Membership in the Warbirds of America , Inc, is $20,00 per year , which includes a subscription to
Warbirds Newsletter. Warbird membersarerequired to bemembers of EAA WARBIRDS
ULTRALIGHT
Membership in the EAA Ultralight Assn, is $25,00 per year which includes the Ultralight publication
($15,00 additionalfor Sport Aviation magazine). For current EAA members only, $15,00, which includes
Ultralightpublication,
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESI RED,
ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISION ATTHE FOLLOWING ADDRESS:
P.O. BOX229'- HALES CORNERS, WI 53130- PHONE(414)425-4860
OFFICE HOURS: 8:30- 5: 00MONDAY FRIDAY
VINTAGE AIRPLANE 23