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PUBLISHER
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DIRECTOR
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DickMatt
EDITOR
GeneR. Chase
CREATIVE ARTDIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
Norman Petersen
DickCavin
FEATURE WRITERS
GeorgeA.Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
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DIRECTORS
JohnS.Copeland StanGomoll
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Westborough,MAOl581 Minneapolis,MN55434
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7724ShadyHillDrive Box468
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JohnR.Turgyan S.J.Wittman
Box229,RF.D.2 Box2672
Wrightstown,NJ08562 Oshkosh, WI54903
60917582910 ' 414/2351265
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181 Sloboda Ave.
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419/5294378
ADVISORS
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DECEMBER 1986 Vol. 14, No. 12
Copyright<C> 1986bythe EMAntique/Classic Division,Inc.All rights reserved.
Contents
4 A/CNews
byGeneChase
6 ATaleofTwoWacos
byGeneChase
9 VintageLiterature
byDennisParks
10 TheSwiftExperience
Page6
byClintonP.Lovell
14 TheGonzalesAeroplaneNo.1
byDickHill
15 TypeClubActivities
byGeneChase
16 RestorationCorner- Certification
Requirements, Inspectionand Run-Up
by Dan Neuman
18 The1986OshkoshSeaplane Fly-In
byNormPetersen
21 WelcomeNewMembers
22 HowNottoRecoverfromaSpin
byKarlH.White
23 CalendarofEvents
24 LetterstotheEditor
25 BookReviews
byGeneChase
26 MysteryPlane
byGeorgeA. Hardie,Jr.
27 VintageSeaplane
byNormPetersen
Page 10
Page 18
FRONT COVER . ..These two handsome Waco UPF7s shown in
fl ightduring Oshkosh '86are being flown byownersTom Flock (lead
plane) and DaleCunningham.See storyon page 6.
(Photo byCarl Schuppel)
BACK COVER ... Thaden T4 designed and built by Herbert Von
Thaden and flown byLouiseThadeninthe 1931 DerbyfromtheWest
Coastto the Cleveland National AirRaces.
(EMArchives Photo ThadenCollection)
ThewordsEM,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC.,EMINTERNATIONALCONVENTION,EMANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONALAEROBATICCLUB INC. ,WARBIRDS OFAMERICA INC. ,are registeredtrademarks.THE EAA
SKY SHOPPE and logos of the EMAVIATION FOUNDATION INC. and EMULTRALIGHTCONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
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 sentto:Gene R Chase, Editor,The VINTAGE AIRPLANE,Wittman Airfield,Oshkosh,WI 549033086.
Phone:414/4264800.
The VINTAGE AIRPLANE (ISSN 00916943) is published andowned exclusively by EMAntique/Classic Division,
Inc.ofthe Experimental AircraftAssociation,Inc. and ispublished monthlyatWittman Airfield,Oshkosh,WI 54903
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing oHices. Membership rates for
EMAntiquel Classic Division, Inc. are $18.00 for current EMmembers for 12 month period of which $12.00 is
for the publicationofThe VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.
ADVERTISING- Antique/ClassicDivision doesnotguaranteeorendorseanyproductoHeredthroughour advertis
ing.Weinviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so thatcorrective measurescan be taken.
Postmaster:SendaddresschangestoEMAntique/ClassicDivision,Inc.,WillmanAirfield,Oshkosh,WI549033086.
VINTAGE AIRPLANE 3
GENERAL MITCHELL, PAUL POBE-
REZNY AND STEVE WITTMAN HON-
ORED
The recently established Wisconsin
Aviation Hall of Fame saluted General
William "Billy" Mitchell , EM President
Paul H. Poberezny and air racing great
S. J. "Steve" Wittman as its first three
charter inductees on Sunday, October
19, 1986 at the EM Aviation Center in
Oshkosh, Wisconsin.
Brigadier General Billy Mitchell ,
who died in 1936, grew up in the Mil-
waukee area and attended Racine Col-
lege. At the outbreak of the Spanish-
American war in 1898, Mitchell left col-
lege to enlist as a private in the infantry.
Shortly after his enlistment, he received
a commission as a second lieutenant in
the signal corps and embarked on a mil-
itary career of more than 25 years. Dur-
ing World War I, he commanded an air
armada of almost 1,500 aircraft - the
largest concentration of military air
power up to that time. An outspoken ad-
vocate of air power, Mitchell demonstra-
ted the devastating potential of aerial
bombing in 1921 by sinking the cap-
tured German battleship Ostfries/and
with eight Martin biplane bombers, each
armed with a single bomb. Mitchell
wrote several prophetic books which
foretold of future U.S. air power. Faced
with stiff resistance to his innovative use
of military aviation, Mitchell was con-
victed of insubordination by a court mar-
tial and resigned his commission in the
army to continue his criticism of artifi-
cially retarded national aviation policies.
History has vindicated Mitchell'S
foresight and his reputation.
Paul H. Poberezny is the president
of the Experimental Aircraft Associa-
tion, which he founded in Milwaukee in
1953. Today, EM is an international or-
ganization of over 110,000 members
and 700 chapters. EM's annual con-
vention, which is held in Oshkosh, is
the world's largest and most significant
aviation event. A former military com-
mand pilot who retired in 1970 with the
rank of Colonel , Poberezny has l o ~ g e
more than 27,500 hours in 364 different
types of aircraft ranging from amateur-
built airplanes to military transports and
fighter jets. He is the only pilot to have
earned all seven military wings, includ-
ing glider pilot, service pilot, rated pilot,
liaison pilot, senior pilot, army aviator
Photo by Jim Koepnlck
Paul H. Poberezny
and command pilot. Poberezny, who
was voted Aviation's Man of the Year in
1966 by the National Pilots Association
and again in 1985 by the Civil Air Patrol ,
has received scores of national and in-
ternational awards and honors for his
skills and innovative ideas in aviation.
Poberezny has been awarded the
NASA Distinguished Service Medal (for
unparalleled leadership within the avia-
tion community"); the FM Extraordi-
nary Service Award, the National
Aeronautics Association's Special
Achievement Award and the Frank G.
Brewer Trophy for "contributions to the
development of aviation education for
young people"; and aviation's highest
honor, the Federation Aeronautique In-
Photo by Jim Koepnlck
Mrs. Harriet Pillsbury accepted the award
on behalf of her late uncle, General Billy
Mitchell. George Hardie made the presen-
tation.
Photo by Jim Koepnlck
S. J. "Steve" Wiman
ternationale Gold Air Medal , to name a
few.
S. J. "Steve" Wittman is best known
for his highly successful air racing
career. Since 1928, Wittman partici-
pated in every national air race until
they ended in 1949. Although these
races ended in 1949, many sanctioned
air races followed and continue to be
run today. As recently as 1984, he par-
ticipated in the EM Oshksoh 500.
Wittman has won virtually every major
air racing award and trophy in America.
One of his most famous and innovative
racers, Bonzo, is on display at the EM
Aviation Center while another, known
as "Buster", is on display at the National
Air and Space Museum in Washington,
DC.
Photo by Jim Koepnlck
Keynote speaker, Sco Crossfield.
4 DECEMBER 1986
In addition to designing racing air-
craft, Wittman also designed light
planes which could be built by aviation
enthusiasts. The Wittman Tailwind was
one of the first popular "homebuilt" air-
craft and many examples of the Tail-
wind are flying today. He also invented
the spring steel landing gear used on
thousands of factory-built Cessna air-
craft. Today, Steve Wittman remains
active in designing, building and flying
aircraft. The Oshkosh airport, managed
by Wittman for 38 years, was renamed
Wittman Airfield upon his retirement in
1969.
The keynote speaker during the in-
duction ceremonies was renowned
NASA test pilot Scott Crossfield, who
was the first man to fly twice and three
times the speed of sound. He also pi-
loted the legendary experimental X-15
aircraft. Crossfield is a personal friend
of both Wittman and Poberezny and the
three share the honor of being mem-
bers of the prestigious Society of Ex-
perimental Test Pilots.
EAA RETIRES SPIRIT OF ST. LOUIS
The EM Aviation Foundation's rep-
lica of Charles Lindbergh's "Spirit of St.
Louis" was officially retired on October
24, 1986 in ceremonies at the EM Air
Museum in Oshkosh, Wisconsin. The
plane, which has been seen by millions
of people during travels to more than
210 cities in the United States and
Canada, is now on permanent display
in the museum.
The plane serves as an inspiration to
young and old, pilot and non-pilot, be-
cause it shows what an individual can
reach for and accomplish even under
the most adverse conditions. The plane
was built by EAA museum staff mem-
bers and volunteers in 1976-77 to com-
memorate the 50th anniversary of
Lindbergh's historic solo flight across
the Atlantic Ocean.
Paul Poberezny flew the plane for the
first time on May 22, 1977, before it was
taken on a tour that included more than
100 cities, many of the same ones
Lindbergh visited after his successful
trans-Atlantic flight while he toured the
U.S. promoting aviation.
It was during the 50th Anniversary
Tour that millions of people viewed the
aircraft and, at the same time, became
familiar with EM. EM had always
been known among the aviation com-
munity but not so much by members of
the general public. The commemorative
tour helped make many more people
aware of the significant role EM has
played in the world of flight since 1953.
It also brought EM's world-class Air
Museum to the attention of the public.
It is very fitting that the airplane be re-
tired to a place of honor in the museum.
While Lindbergh's original "Spirit" had
flown a total of 489 hours 28 min. when
it was donated to the Smithsonian,
EAA's replica had logged 1,119 hours
10 min. when it landed at 5:00 p.m. on
October 7. Its passenger list has in-
cluded many aviation notables as well
as members of the Lindbergh family, in-
cluding Anne Morrow (Mrs. Charles)
Lindbergh. It has been flown by volun-
teer EAA pilots who have taken the
silver-gray airplane from coast to coast.
EAA OSHKOSH FILMS
The U.S. Information Agency has
selected the video tapes, "EM '84" and
"Oshkosh '85, An Aviation Odyssey" for
their WORLDNET television programs
and also for showing in American em-
bassies located abroad.
SPITFIRE ON DISPLAY
Another new EM Air Museum dis-
play was unveiled when a Supermarine
Mk IX Spitfire was placed on exhibit.
The Spitfire is the second World War II
aircraft placed with the Museum by
movie and television star Cliff
Robertson. The other is a Mes-
serschmitt Bf 108 that has been on ex-
tended loan.
The Spitfire was flown to Wittman
Field by Royal Canadian Air Force
(RCAF) ace Jerry Billing who flew Spit-
fires in the European Theater during
World War II.
SUN 'N FUN '87 MOTEL RESERVA-
TIONS
A block of rooms for Antique/Classic
Division members only is available from
Friday, March 13 through Saturday,
March 21 at the Ramada Inn in Lake-
land, Florida (see page 23 for Reser-
vation Form). The dates of the 13th An-
nual EAA Sun 'n Fun Fly-In are March
15-21, 1987. Earlier arrivals may not be
able to get rooms as this is the prime
season for all Florida hotels/motels.
The room rate is $44.10 per night,
single or double and a one night deposit
is required. Make checks payable to the
Ramada Inn and mail to Rod and Sandy
Spanier, 502 Jamestown Avenue,
Lakeland, FL 33801. For more informa-
tiori phone them at 813/665-5572.
EAA AIR MUSEUM RECEIVES
ACCREDITATION
The EM Air Museum became the
first museum in the country with a
strictly aviation theme to receive ac-
creditation by the American Association
of Museums (AAM). The accreditation
followed an intensive series of evalua-
tions and successfully capped a three-
year EAA Air Museum accreditation
process.
This accreditation means the exhib-
its, galleries and displays exceed the
high standards of quality the MM has
established for its member institutions
and confirms that the EM Air Museum
is one of the finest facilities in this coun-
try and in the world.
The AAM, founded in 1906 and head-
quartered in Washington, DC, is the
professional organization of museums
in the United States. The association's
purpose is to raise standards and build
a stronger museum profession in a
number of different ways, one of which
is the accreditation system.
To receive accreditation, the EM Air
Museum had to reflect the MM's defini-
tion of a museum - "an organized and
permanent non-profit institution . . . "
and exceed certain standards and
guidelines. After satisfying the MM's
museum definition, the intensive evalu-
ation of EM's facilities began.
The MM evaluation, which covered
the entire structure and operation of the
museum, found EM's museum "pos-
sesses sufficient maturity of concept
and breadth of experience" to gain ac-
creditation.
The accreditation period is for 10
years and marks the first time a
museum with a strict aviation theme has
been accredited in this country. The
San Diego Aerospace Museum was the
first museum with space exploration
and aviation as its theme to receive
MM accreditation.
VINTAGE AIRPLANE 5
(L-R) Bob and Becky Poor and Tom Flock with their 1941 Waco UPF-7, NC32158 at Oshkosh '86.
Dale and Betty Lou Cunningham. Dale retired early as an airline captain to have more
, time to fly his sport aviation types - an antique, a classic and a homebuilt.
6 I)ECEMBER 1986
ATaleOfTwoWacos
by Gene Chase
(Photos by the author, except as noted)
"Take them back, I don't want them!"
That's what Tom Flock (EAA 119068,
AlC 10397), P. O. Box 166, Rockville,
IN 47872 said when he first saw the
gathering of parts which were supposed
to comprise three Waco UPF-7s. He
and his partner, Chuck Wilson had
bought them sight unseen in 1979
through an ad in Trade-A-Plane. Tom
couldn't leave his business to go pick
them up so Chuck and another friend
drove to California to retrieve the new
acquisitions.
The planes had never been dusters
so weren't cut up, but they looked pretty
bad. The airframes were quite com-
plete, but some parts were missing.
Two propellers came with three 220 hp
Continental engines, a Curtiss-Reed
and a Hamilton Standard. UPF-7s were
originally equipped with fixed-pitch Cur-
tiss-Reed metal props and the two
Waco owners were able to acquire
another in time.
As it turned out, Tom did most of the
restoration of the two Wacos, however
he farmed the engines out to a good
friend, John Blouch who in the fifties
Photo by Carl Schuppel
Dale Cunningham flying NC29328, SIN 5355, on August 8, the last day of Oshkosh '86.
and sixties was the chief mechanic for
one of the Indianapolis 500 auto racing
teams. John is now retired and an ex-
cellent engine man. He put all new parts
in the engine rebuild.
The fuselages were stripped to bare
bones, primed and built up with new
wood. Tom built all new wing panels
using new wood throughout.
The covering on both Wacos is Stits,
including the finish which is Aero-thane
enamel. Tom got the planes ready for
painting, then Chuck took over and did
the finish work. Tom said he and Chuck
"stole" part of the paint scheme from a
friend's Waco UPF-7, modifying it to suit
themselves.
The engine cowlings and fiberglass
wheel pants really dress' up the Wacos.
They're a neat touch in customizing the
forty-plus year-old biplanes. UPF-7s
were devoid of these niceties as deliv-
ered new from the factory, as they were
working machines, used as primary and
secondary trainers during World War II.
Tom made up the stainless steel
exhaust collector rings himself. He has
a tool for bending the tubes and a friend
who is a certified welder to do that por-
tion of the job. When buffed out they
look like they're chromed and when
they get hot they turn a handsome
. golden yellow.
NC29328 was completed first and
Tom, being a John Deere dealer and
partial to green, chose standard Stits
colors, Forest Green and Pacer Cream
for this one. It's not "John Deere" green,
but it does satisfy Tom. The gold
pinstriping which separates the two col-
ors is also a standard Stits color.
Three years after 328 was com-
pleted, the second Waco, NC32158,
was rolled out in April , 1986. The paint
schemes on the two planes are nearly
identical except that Boston Maroon
was used on 158 in place of Forest
Green.
While restoring the first Waco, Tom
and Chuck obtained the records on both
planes from the FAA in Oklahoma City.
Both were used in the Civilian Pilot
Training Program (CPTP) during World
War II. NC29328 was operated in
California while NC32158 was based at
Ft. Collins, Colorado.
In going through the paper work on
158 they noted a $45,000 mortgage on
it. Thinking that was a bit steep for 1944,
they investigated further and learned
that 158 was one of 15 UPF-7s that
were used as collateral on a $45,000
loan!
About three years ago when the re-
storation of the green and cream Waco
was nearing completion, Chuck had to
sell his share when his crop dusting/
spraying business slowed due to the
depressed farm economy. After the
green one was flying, Tom continued to
work on the other, NC32158. About the
time 158 was nearing completion, Tom
met a Mr. Bob Poor (EAA 118103, AlC
9757) , P. O. Box 276, Cloverdale, IN
46120.
Bob is a 1955 graduate of De Pauw
University in Greencastle, Indiana
where he was active in the ROTC pro-
gram. After getting his diploma, he re-
ceived his orders to flight school and as
an Air Force pilot flew T-34s, T-28s, T-
33s and then C-124s with the Military
Transport Service in the Pacific.
Bob left the Air Force in 1958 to return
to the family feed and grain business
and continued flying in the Reserve as
a C-119 pilot. He enjoyed flying the
heavy military equipment, but also liked
light planes, and over the years owned
an Aeronca Chief, a Comanche 250, a
Citabria and a Pitts which he built in
partnership with a friend. Bob said they
never took the Pitts to Oshkosh be-
cause they didn't think it was a "show
piece."
At Oshkosh '85, Bob still considered
himself a Pitts man - that is until his
then fiancee Becky who wanted to look
at antiques finally succeeded in drag-
Tom Flock prepares to start NC32158. He owns half interest in both of the UPF-7s shown
here. The paint schemes are nearly identical except for colors. Each is powered with a
220 hp Continental W670-64 swinging a 102" Curtiss-Reed prop.
VINTAGE AIRPLANE 7
ATale OfTwo WacOS
ging him awayfrom the Pitts line.They
lookedatallthebiplanes,especiallythe
Stearmansand Wacos, when they met
Bill Amundson (EAA 62759, AlC 339).
Bill is from Stoughton, Wisconsin and
owns abeautiful red and cream Waco
UPF-7.
Bob and Becky really got excited
about the Wacos before they left Osh-
koshanddecidedtheyhadtohaveone.
Bobstartedlookinginearnestbyjoining
the Waco Club and reading Trade-A-
Plane. He began compiling names and
information in anotebook.
One day he heard of afellow "down
the road apiece" in Rockville who had
aWaco. Bobcouldn'tbelievethatthere
was one less than 30 miles from his
home (he lives in Greencastle but the
grain elevatorhe operates is in nearby
Cloverdale). He went there, met Tom
Flock and saw the Waco project. But
more importantly, Tom took him flying
in NC29328 and Bob was hooked.
Bobcontinuedto lookforaWacoand
Tom went with him to look at acouple,
but Bob wasn'thappywith any ofthem
- they were too expensive and just
didn't look likeTom's.
Finally Tom said if Bob would help
him finish NC32158 he would sell him
halfinterest.Whatmorecouldaguyask
for! Bobreadilyagreedandworkedwith
Tom all last winter. He praised Tom's
greatcraftmanshipand said he learned
alot. Bobispartialto maroonandthat's
the color chosen for 158. It was com-
pleted justthis past April.
Becky became Bob's wife and she
loves to fly, too, especiallygoing to fly-
ins in the Waco and visiting with other
vintageairplaneenthusiasts. Sheplans
totakeflyinglessonsoneofthesedays.
The Poors are mighty proud of their
cream puffWaco.It is housed in anew
hangarthey built for it at the airport at
Greencastle. Tom doesn'tmind hishalf
of the maroon Waco being based 30
milesaway, ashehasthegreenoneto
fly. And both Tom and Bob were
pleased when NC32158 was named
runner-uptotheChampionCustomAn-
tique at Oshkosh '86.
SpeakingofthegreenWaco,justone
month before Oshkosh '86, Tom sold
half interest in it to a neighbor, Dale
Cunningham (EAA3691, AlC5415), R.
R. 1, Box232, Rockville, IN47872.The
two of them have flown together since
highschool days. Now Daleisaretired
airline captain (USAir). He retired two
yearsearlyafter30yearsofflying pas-
sengers in a variety of airplanes from
DC-3s to DC-9s.
His reasons for retiring early were
8 DECEMBER 1986
valid- he needed moretimeto flythe
"fun airplanes" including his Cessna
195 and now the Waco. Dale is also
1941 Waco UPF-7, NC32158, SIN 5790.
This maroon and cream beauty was
named Runner-up Custom Antique at
Oshkosh'86.Itstillhastheoriginalsingle
pilotadjustableseat in thefrontcockpit.
buildingaGlasairto be powered with a
Lycoming 0-320-020,150hp.It'sabout
65% completed.
After limiting banks to 30 degrees in
the airliners, Dale enjoys gentle aero-
batics in the Waco . . . no snaps, just
loops and rolls. NC29328 isn't the first
UPF-7 he has owned. He had one 30
years ago, "back when they w,ere
cheap."Dalesaidheneverdreamedhe
would have so much money tied up in
another! But he says,"It's worth it. Fly-
ing the Waco is the greatest, with hel-
met and goggles and the whole bit. "
The two UPF-7s were parked side-
by-side during Oshkosh '86 and were
real attention-getters. They purposely
look alot alike, but there are somedif-
ferences that aren't readily apparent.
Thegreenone,NC29328weighs2,050
Ibs. empty, 150Ibs.more than the ma-
roon Waco at 1,900 Ibs.
Tom feels that most of that 150 Ibs.
difference is in the covering materials.
The green Waco is covered with Stits
0-103 fabric while the other has the
newer, light weight Stits HS90X mate-
rial. Also the maroon one still has the
originalsinglepersonadjustableseatin
the front cockpit instead of the heavier
two person fixed seat in NC32158. At
anyrate,bothplaneslookandflygreat.
Tom Flock's flying background is
somewhat differentthan that of his two
partners. He started flying in 1945 at
age13whenheworkedforagentleman
who owned a grass strip.The owner's
brother-in-law was the local flight in-
structorandtheairplanefleetconsisted
of aPiperJ-5, Aeronca Champ and an
Ercoupe.Tomsoloedatatenderyoung
age and was checked out in all three
aircraftbeforehewasoldenoughtoget
alicense Hetook hisprivatecheckride
in a Piper Super Cruiser and over the
years has amassed some 3,500 flying
hours.Tom's military stint was as a B-
29gunneryinstructorduringtheKorean
War.
Tom'swife,Barbaraisanartist,spec-
ializing in still life in several mediums.
Tom says shedoesn'tdo airplanes but
likes to fly with him and has been to
several fly-ins including Oshkosh. For
traveling they enjoy flying their Navion
Rangemaster which they've owned for
ten years.
Forthe past6-7years, restoring and
flying Wacos has taken up about 95%
ofTom'stime.Nowhe'sconsideringob-
taining the jigs for building lower wing
ailerons; they'rethe ones that get beat
upthemost.Withover170UPF-7scur-
rently registered with the FAA, plus
othermodelsthatusethesameailerons
there should be continuing market for
the product.
Tom is currently restoring the last of
the three UPF-7s purchased back in
1979 and his partners in the othertwo
are trying to convince him it should be
painted red.ThisoneisTom'sairplane
and regardless of what color it's
painted,it'saforegoneconclusionitwill
beanothermintrestorationofacustom
Waco.
" II
t-\O,OR CONKS
NOTE DEAO STICK
~ J
"A motor is said to 'conk' when it stops during flight. If the
motor conks at any time, the pilot must shove the stick forward,
thus putting his plane in a glide. A plane without motive power
maintains its flying speed by descending."
"A plane is a 'write-off' or 'wash-out' when it has been damaged
beyond repair. Here's an example: 'Jerry washed out a plane
today while landing. We had to write it off."
VINTAGE AIRPLANE 9
by Dennis Parks
Flying by the Book
In 1931 for "3 Quaker Oats or
Mother's Oats trademarks, or 1
trademark and 10 cents" you could get
the 120 page book, How to Fly - text
by J. M. Richardson and illustrations by
John McCormick with an introduction by
Capt. Eddie Rickenbacker.
In his introduction, Rickenbacker in-
troduced J. M. (Jimmy) Richardson as
an "old friend" and "comrade-in-arms"
over the Western Front. He said that
the simplicity and instructive value of
the volume could be easily recognized,
and it offered boys and girls the
"privilege of knowing for the first time
the innermost secrets of aviation."
Published by Reilly and Lee Company,
here was a complete "school of flying"
PILOT "RE..VS" UP
"{'He. MOTOR
"You 'rev up' the motor when you give it more gasoline and
increase the revolutions per minute of the crankshaft. The care-
ful airman always revs up his motor thoroughly before taking
off. Allowing it to run slowly at first, he gradually increases the
speed."
in picture, diagram and simple text.
Every step in the study of aviation, from
the principles of the flying machines to
the test flight for a pilot's license, was
set forth "clearly and carefully in a man-
ner both engrossing and easy to under-
stand."
The book was a reprint of a series of
pictures and text that appeared origi-
nally in newspapers under syndication
by the Premier Syndicate. The book
contained a series of 331 pictures, in
cartoon style, giving illustration to the
principles introduced. While over-
simplified, the book was a good intro-
duction to flying and was no doubt en-
joyed by many and helped fire the
flames of aviation growth in the 1930s.
I hope you will enjoy the following fly-
ing definitions from the books .
~
"If a machine falls to the earth, airmen say that it 'crashed.'
Likewise they call the accident a 'crash.' To 'crack-up' a plane
means to damage it. Nearly all 'crack-ups' occur on landings."
ITHE SWIF1'EXPERIENCE I
The welcome sign at Swift National Headquarters, Athens, TN is a clever use of a
Cessna337taillboomassembly.
AuthorClinton Lovell and wife, Agna, andtheir1946GlobeSwiftGC-1A, N80723, SIN
126.PowerIsa220 hpFranklinwithaMcCauleyconstantspeedprop.
byClintonP. Lovell
(EAA170469,AlC6598)
1000RueOrleans
Slidell,LA70458
(Photoscourtesyofthe author)
As a child growing up in Baton
Rouge, Louisiana, I was introduced to
theGlobeSwift.Perchedaboveasleep
shop in a terminal dive attitude, an 85
hpGC-1Ahad beentransformedintoa
billboardforalocalretailestablishment.
10DECEMBER 1986
Local legend has it that a prior owner
hadbellieditinoneday,andintheearly
1960sitwasn'tworththecostofrepairs.
Itwould beat leastten years before
I'd recognize this little plane ascivilian
ratherthanaWorldWarII fighter. After
all, the lines sure looked right for it to
be sharing the tarmac with a Spitfire.
Suffice itto say, I developed a severe
caseofSwiftitisthat Istill have!!
I now own a Globe GC-1A (not the
billboard -20 years unpainted does
horrorsto aluminum). N80723 has210
horsepower up front and swings a
McCauleyconstant-speed prop. This is
my second Swiftand hopefullymylast,
as I have every intention of keeping it
well intothe nextcentury.
Owning any classic or antique can
certainly be challenging and some-
times, severely frustrating when parts
breakorwearout. FortunatelyforSwift
owners, we have one ofthe very best
''type clubs" in existence. Not only do
we haveourown museum and associ-
ation foundation, but we own the type
certificate and are currently manufac-
turing new parts.
Undeniably,thepeopleinourorgani-
zation arewhatmake itgreat. Through
donations oftime, money and in some
cases,championshipaircraft,ourmem-
bership was able to purchase the type
certificate, tooling and partsentory
for the Swift from Univair, Inc. in Col-
orado. Overthesametimeperiod, sev-
eralmembershelpedrestoreanoriginal
Temco T-35 Buckaroo that the Saudi
Arabiangovernmenthaddonatedtothe
Swift Museum Foundation.
The Swift Association also provides
a wealth of information and knOW-how
to the new owner or the prospective
buyer. Most Swift owners want to see
more Swifts in the air and are always
ready to lend assistance. A call to the
national headquarters at Athens, Ten-
nessee can usually solve a mainte-
nance problem or yield a list of Swifts
currently for sale by Association mem-
bers. Whateverthe question, if it can't
be answered bythepeopleat national,
it can't be answered!
AloveofSwiftsisthecatalystforour
group, and there is a lot to love.
Whetheritbean85hpGC-1Aora220
hp Franklin-powered conversion, the
aircraft begs to be taken aloft. This,
ladies and gentlemen, isthe Ferrari of
the post-war two-seaters. Control re-
sponses are instant and well-acknow-
ledged, with an aileron roll rate to rival
orexceedanypassenger-intendedpro-
ductionmodel.
Approved modifications for the Swift
are too numerous to completely detail
inthisarticle,however,theenginecon-
versions andthe Nagel bubblecanopy
seemtobethemostpopular.Thereare
even stick kits available for those who
wish. Bearinmind, though,theoriginal
polished bird is still heavily sought by
prospective owners. Globe had a ten-
dencyto dothings rightthe firsttime.
Beware the ramp-rats and lounge-
lizards with their horror stories of the
"underpowered" 85 hp and 125 hp
Swifts. With any engine up front, the
Swift is well-behaved and certainlynot
the ground-loop monster they purport it
to be. Like any aircraft, its limitations
must be known and respected. Hot
days, over-gross weights, and short
runways are not friendly to any aircraft.
The higher powered Swifts are my
personal favorites. With 210 hp up front
on 80723, I live for take offs. When full
throttle is applied, the acceleration is in-
stant, causing my body to sink into the
seat. Climb outs are at a brisk 1500 fpm,
fully loaded on a hot day at sea level,
and cruise speeds average a solid 175
mph at 10.5 gph. Not bad for a forty-
year-old airplane.
Primary aerobatics are routinely per-
formed in the Swift. Loops, rolls and
other positive G maneuvers beckon to
the fighter instincts of its personality.
Many Swift owners are flying aerobatic
sequences at airshows and rivaling
Stearmans and Pitts in their perfor-
mance.
For average Swifters, the love of our
lives provides good economical cross-
country capabilities, and a tremendous
ego-boost when we taxi to the fuel
pumps. A Swift always draws a crowd.
It has an aura that provokes tales of
fond memories from old timers and
questions galore from new pilots.
Each year, Athens, Tennessee
comes alive on Memorial Day weekend
with the Swift National Convention.
Maintenance forums and flying our fa-
vorite birds fill the daytime hours and
"debriefing parties" highlight the nights.
Saturday aftemon will find the Swifters
searching amongst the attending
hundred or so Swifts. The quest will be
ended only when each member has
made their choice for this year's grand
champions in the original and custom
categories. And believe me, it's tough
to win a grand championship - we're
a picky lot.
Perhaps the most fascinating aspect
of any National Swift Fly-In is the
camaraderie of the members. I can well
remember 1983's National, when I ar-
rived with my first Swift and a grand total
of 135 hours flying time - less than 20
in the Swift. In no time, I was made to
feel right at home. Old-timers took me
under their wing and showed me one of
the best times I've ever known - and
each year it just gets better.
Some people say that a man should
not be in love with a piece of machinery,
be it a car, boat or airplane. Perhaps
they are right, but my love affair with the
Swift is not confined to just the airplane.
The people associated with this forty-
year-old lady of the sky are endowed
with an attitude of excellence. It is these
people, their attitude, and this aircraft
that I love - that makes the Swift Ex-
perience something very special.
Editor's Note: For information on the
Swift type club contact: Charlie Nelson,
Intemational Swift Association, P. O.
Box 644, Athens, TN 37307, phone
615n45-9548 . ... G.R.C.
Charlie Hopkins of Belmont, California owns this GC-1B N90CM, SIN 1119, with the
Nagel bubble canopy. This canopy installation and engine conversions are among the
most popular modifications to swifts.
The 1986 Grand Champion Original Swift was this GC-1B, N77752, SIN 3524, owned by
Jim Norman of MemphiS, Tennessee.
Stock GC-1B cowling grins at onlookers. Polished birds are heavily sought.
VINTAGE AIRPLANE 11
THESWIFTEXPERIENCE
1950TemcoT-35 Buckaroo, NSSn3,SIN
6008. It's the pride and joy of Swift As-
sociation PresidentCharlieNelson(EAA
30647, AIC523) ofAthens,TN.
UnusualcowlingandBeech-Robypropel-
leronanearlyGC-1Aownedandrestored
bylong-timeSwifter, PeteKing.
A beautiful polished original GC-1B,
NC3787K, SIN 1480 owned by Bob
Springer,MarinaDel Rey, California.
12DECEMBER 1986
Joey Kemp of Tullahoma, TN owns this
highly polished original GC-1B, N2435B,
SIN 3735.
Author's first Swift, N80642, SIN 1047, a
CG-1B with 150 hp Lycoming, now owned
by Paul Singer, Rochester, NY.
Globe GC-1A, N80856, SIN 259 modified
with a 160 hp Lycoming and constant
speed prop. Owner Is Dwayne Upton,
Clinton, Mlasissippl.
VINTAGE AIRPLANE 13
The Reporter photo/Cliff Polland
Bob Gonzales and the 1912 Gonzales Aeroplane in the Travis Historical Society museum.
__The___
GonzalesAeroplane
by Dick Hill
(EAA 56626, Ale 629)
Box 328
Harvard, Illinois 60033
Travis Air Force Base located about
40 minutes northeast of San Francisco
on 1-80 is also the site of the Travis His-
torical Society Museum. As would be
expected, the main theme is military
with outdoor displays dominated by a
Boeing B-52, Douglas C-124 and the
military version of the well-known Doug-
las DC-5. Also on exhibit on the ramp
area are several other aircraft including
a Convair T-29, Lockheed 18, Stinson
108, Cessna 195 plus several other
modern military types.
The indoor displays consist of a
rapidly developing assortment of air and
space memorabilia. Again, the main
14 DECEMBER 1986
theme is military, but in the midst of all
this is an odd accumulation of sticks,
wires and fabric which make up the
Gonzales Aeroplane NO. 1.
This machine was first built and flown
by 18-year-old twin brothers, Willie and
Arthur Gonzales in 1912. They built it in
a shop behind their home in San Fran-
cisco and flew it near Woodland,
California. This venture, and others,
were financed by proceeds from the
sale of their mother's silver mine.
The Wright Brothers heard of the
Gonzales' efforts and travelled to
California to ensure they had not viol-
ated patent rights. The Wrights liked
what they saw and even offered to lend
money to the fledgling airmen.
Assisted by brother Eddie, the twins
operated a flying school and offered
courses in aircraft construction. In 1915
they moved their projects to the Los
Angeles area, but went out of business
in the 1920s. Their Aeroplane was
stored there in a tin shed where it re-
mained until 1974. That was when a
nephew, Bob Gonzales, obtained it,
after the death of the last remaining
uncle.
Bob grew up being interested in the
airplane and let it be known that he
wanted the old biplane whenever it be-
came available. Having only seen the
fuselage piled in the shed, he had no
idea how much was still in existence.
Fortunately, it was nearly complete,
along with all but one of the original
shipping crates. The fuselage sepa-
rates at the back seat and the wing
panels consist of three bays on each
side of the center section. Each of these
sub-assemblies has its own shipping
crate and all but the main fuselage crate
was still there.
Much of the original fabric was still on
(Continued on Page 17)
~ I~ y p ClubActivities
Compiled by Gene Chase
The AERONCA CLUB has changed
its method of printing newsletters to a
morelegibleformat. Forthisreasonand
due to increased correspondence ex-
penses, adues increase from $3.00 to
$5.00 annually has been announced
Three newsletters are published annu-
ally,plus amembershiproster.Current
membership stands at about 420.
TheAERONCACLUB, likemosttype
clubs,is strictly non-profitand its goals
are: 1)tomaintainaroster;2)toprovide
a newsletter for communication; 3) to
makeavailablecopiesofserviceletters,
etc.; 4) to sponsorAeronca fly-ins;and
5) to work with all people involved with
Aeroncas.
For information on the AERONCA
CLUB,contact Augie and Pat Wegner,
1432 28th Court, Kenosha, WI 53140.
Phone 414/552-9014.
CONTINENTAL LUSCOMBE AS-
SOCIATION
The 10th Annual Luscombe Fly-In
and Alumni Reunion sponsored by the
CONTINENTALLUSCOMBEASSOCI-
ATION was described as the most
spectacular ever. Held at Columbia,
California, a total of 90 Luscombes
were in attendance,86 of them on the
airport at one time.
Highlight of the weekend was the
large number of Luscombe factory
alumni there. Several were attending
theirfirst Luscombe Fly-In and enjoyed
seeing fellowalumni for the firsttime in
40 years.
Over 100othertypesofaircraftwere
flown to the 1986 event. This influx of
planes and people overtaxed the Lus-
combe Fly-In facilities, prompting the
decision to allow members only to at-
tend the 1987event.
For information on the CONTINEN-
TALLUSCOMBEASSOCIATION,con-
tact Loren Bump, President, 5736
Esmar Road, Ceres,CA95307.Phone
209/537-9934.
BUCKER CLUB
The 1986ThirdAnnual BuckerFly-In
atSantaPaula, Californiasetanewre-
cord for attendance. There were 16
Buckers on the flight line includingone
from Washington state, over900 miles
away.
Oneofthehighlightsofthisbestever
Bucker fly-in was a formation fly-by of
13 Buckers,avery impressive sight.
Of interestto notonlythe owners/re-
storers of Bucker aircraft might be the
following sources of metric hardware:
Metric and Standard Components
Corp.
409 Heathrow Court
Burr Ridge,Illinois
International Metric Specialists, Inc.
1135Van Owen Avenue
North Hollywood,CA 91605
For information on the BUCKER
CLUB contact John B.Bergeson,Sec-
retarylTreasurer, 6438 W. Millbrook
Road, Remus, MI 49340. Phone 517/
561-2393.
HEATH PARASOL CLUB
Oshkosh'86wasthebiggestyearyet
in Heath airplane recognition and par-
ticipation. Three Parasols were on
exhibit: Gary Rudolph's LNA-40 which
was named Reserve Grand Champion
Antique, Mark Lokken's Super "V"
Parasol and Bill Schlapman's Super
Parasol. All are Continental A-40 pow-
ered. Gene Chase's Heath/Henderson
engine was on display in the Antique
Engine Tent and was fired up periodi-
cally.
Monday was a special "Recognition
DayForPioneerHomebuilders"andthe
threeHeathsalongwitha1924Dormoy
Bath Rub and a Pietenpol Air Camper
were on display at the Interview Circle
at the Communication Center. The
pilots were interviewed and the planes
flown later thatafternoon.
Attendancewasthelargestyetatthe
third annual "Heath Engine and
Airplane Forum" at Oshkosh '86.
Among those in attendance was Owen
Billman who gave an illustrated report
on the 75th anniversary commemora-
tion of Ed Heath's test flight of the first
Heath Model 10airplane;RogerLoren-
zen who made propellers for Ed Heath
and Cliff Condit, an early student pilot
ofEd Heath'swhobecameaninstructor
at the Heath flying school for several
years.
Overseas visitors who attended the
forum were Antique/Classic Division
membersMr. & Mrs. PedroGaddafrom
Matheu, Argentina. They are restoring
a very early Heath Parasol which has
theoriginaiThomasMorsewingpanels.
For information on the HEATH
PARASOL CLUB, contact Bill Schlap-
man, 6431 Paulson Road, Win-
neconne, WI 54986. Phone 414/582-
4454.
VINTAGEAIRPLAN", j
Restoration Corner
This tenth installment of the "Restora-
tion Corner" is by Dan Neuman, A&P
16234 IA. Dan covers the all-important
FAA paperwork plus proper and legal
aircraft markings, inspection of the
newly completed restoration and the
first run-up of the engine. At Oshkosh
'80, his newly restored Buhl LA-1 Bull
Pup was named Grand Champion An-
tique, and it is now on display in the
Antique/Classic gallery of the EAA Air
Museum. Dan, a retired Northwest Air-
lines captain, owns several other an-
tique aircraft and also serves on the An-
tique/Classic Board of Directors . ...G.
R. c.
CERTIFICATION
REQUIREMENTS,
INSPECTION & RUN UP
byDan Neuman
(EAA871, AlC 325)
1521 BerneCircle
Minneapolis, MN 55421
Certification Requirements, Stan-
dard- Normal Category
The owner/restorer of an antique or
classic aircraft who desiresto obtain a
standardairworthinesscertificateforhis
aircraftintheNormalCategory(U.S. re-
gistered) will be governed by Federal
Air Regulations (FAR )Part21, Subpart
H. Once issued, the certificate will be
effective as long as the maintenance,
preventivemaintenanceandalterations
are performed in accordance with Part
43and Part91, andtheaircraftisregis-
tered in the U.S. Your A&P mechanic
willprovetobeindispensableinhelping
to complete the application for an air-
worthiness certificate, and insure that
all required data is submitted to your
local FAA GADO office.
Following a complete restoration, a
GADO FAA inspectorwill inspect your
aircraftbeforecertificationto determine
that itconforms to the type design and
is in condition for safe operation. FAR
21.183 (d) (2) (iii)requiresthatan A&P
mechanic will have previously per-
formed a 100-hour inspection on your
aircraft and found it airworthy.
Many FAA maintenance inspectors
possess extensive knowledge and ex-
perience with awide variety of aircraft,
therefore you can often expect their
helpand advicewhentheyinspectyour
aircraftandprocessyourapplicationfor
an airworthiness certificate. It is
suggested thatyou reviewthe listofall
Dan Neuman in his 1931 Buhl LA-1 Bull Pup, N34SY.This aircraft was named Grand
Champion Antiqueat Oshkosh 'SO.
requireditemswithyourA&Pmechanic
before making application to your FAA
GADOoffice.
Certification Requirements, Experi-
mentalCategory
FAR Part 21 outlines the require-
ments for obtaining an experimental
certificate on an aircraft. Listed are
seven different categories of certifi-
cates. This author licensed an antique
aircraft under FAR 21.191 (d) which is
the Experimental Exhibition Category.
The applicant for an Experimental cer-
tificate must submit a letterto his local
FAA GADO office with a request and
include pertinentinformation pertaining
to his aircraft and intended operation,
as outlined in FAR 21.193. The local
FAA GADO office will issue the certifi-
cate afterinspecting and approving the
aircraftandwillestablishoperatinglimi-
tations as deemed appropriate.
IdentificationandRegistrationMark-
ings
FAR Part 45 prescribes the require-
ments for identification of certificated
aircraftand components. Thispartalso
prescribes the nationality and registra-
tionmarkingofU.S.registeredaircraft.
Yourantiqueorclassicaircraftmark-
ingswill needtoconformwiththese re-
quirements.
In general ,all aircraftand aircraften-
gines, propellers and propeller blades
and hubs,critical components, and ap-
provedmodificationpartsmustbeiden-
tified in accordance with the methods
prescribed in this section. Nationality
and registration marksaredescribed in
45.21 Subpartc.The location and size
of registration marks may vary accord-
ing to the intended use and age of the
aircraft.
FAR 45.21 through45.33 describein
detailthevariousrequirements.Special
rules apply to exhibition, antique and
other aircraft. An interesting provision
(45.22) allows the operation of these
aircraft without displaying these marks
anywhere on the aircraft,undercertain
conditions.Anotherprovisionallowsair-
craft built at least 30 years ago to be
operatedwiththeoriginaltypemarkings
as described in this section. However,
the special rulesdo notallowtheoper-
ation of this aircraft in an ADIZ, in a
foreigncountry,orincertainotheroper-
ations such as charter, scheduled ai r-
line service, etc.
Sizeofthe markings (45.29) nowre-
quiresthataircraftthathave2inchhigh
marks that were legal under certain
conditions may display those marks
until the aircraft is repainted or the
marks repainted, restored orchanged.
The new marks must then be at least
12 inches high for fixed wing aircraft.
This change does not apply to exhibi-
tion, antique or other aircraft in accor-
dancewith 45.22
16 DECEMBER 1986
There are also other exceptions, one
of which allows marks at least three in-
ches high on certain types of aircraft
having a maximum cruising speed of
180 knots or less. 45.29 (b) (1) (iii) .
Inspection
Previous articles in "Restoration
Corner" have emphasized the need for
obtaining the assistance of an A&P
mechanic, if not so licensed yourself.
Your A&P mechanic can supervise your
work and he is authorized to perform
certain inspections. Annual or 100 hour
inspections on Standard - Normal Cate-
gory aircraft are authorized by A&P
mechanics who hold an inspection au-
thorization. Your local EAA chapter can
usually refer you to a suitable A&P
mechanic if you don't already have one
available.
FAR Part 43, which includes mainte-
nance, preventive maintenance, re-
building and alternations, can be used
as a guide for setting up your inspection
programs. Appendix D of Part 43 con-
tains an itemized list of all required in-
spections. It is essential that rebuilding
and alteration records be completed, re-
corded and made use of in accordance
with FAR 43.11 . FAA Form 337, Repair
and Alterations, will have to be com-
pleted as appropriate.
Appendix A of Part 43 lists major alt-
erations, major repairs and preventive
maintenance. Inspecting your aircraft
for conformity with airworthiness stan-
dards and compliance with applicable
FAA regulations will be expedited if all
work is done using approved data such
as manufacturer's maintenance and
overhaul manuals, pertinent FAA data,
etc.
Run-Up
Following a major or top engine over-
haul, a complete inspection of the en-
gine and installation in the aircraft
should be performed. The engine man-
ufacturers recommendations should be
followed with regard to proper engine
oil, and coolant for liquid cooled en-
gines. When necessary, reliable engine
overhaul agencies can also be con-
sulted. Non-detergent engine oil is usu-
ally recommended for break-in and a
specified number of hours.
Before starting the engine, take all
necessary precautions to insure safety.
Insure that no one will be near the pro-
peller or exhaust. Engine noise may
also be a consideration. A suitable fire
extinguisher should be handy. Wheel
chocks should be in place and brakes
set, as appropriate. The tail should be
secured if there is any possibility of a
nose-over. Only properly qualified per-
sons should be allowed to hand prop
the engine if it's not equipped with a
starter. Likewise, only a qualified per-
son should be allowed to operate the
throttle and engine controls.
Some of the older engine overhaul
manuals contained procedures for
breaking in after overhaul. These proce-
dures involved extended ground run
time. Many present day experts agree
that minimum time should be spent with
ground run-up before take off and that
for proper cooling the initial run-in
should be in flight.
Much depends on the initial start and
run-up of the engine, so pay close at-
tention to all recommended tolerances
with regard to temperatures, pressures,
RPMs, etc. as listed in FAA Engine
Specifications, Data Sheets, Operating
Manuals, etc., as applicable .
---The
GonzalesAeroplane
(Continued from Page 14)
the plane but most of it has been taken
off to facilitate viewing. During one of
the craft's earlier moves, it was drop-
ped, brp.aking the lower center section.
A new section was built and this is the
only portion of the plane which isn't orig-
inal. Even some of the old cockpit
coaming remains which was cut and
formed from sheet material similar to
gasket paper.
The original "between-the-wings" ai-
lerons are on display with the original
fabric in place, but the ailerons the
plane was last flown with are now
mounted on the wing trailing edges and
are uncovered. In this final configuration
there were four ailerons with a curious
arrangement of cables and sticks be-
tween them.
When Bob took possession of the
biplane he hauled it back to where he
lives near the original site in San Fran-
cisco. Much time was spent separating
and organizing the many cables and
wires used to rig the plane. After clean-
ing the parts and making some minor
repairs, he then put it on display when
and wherever time permitted. For sev-
eral years the plane had once again re-
turned to its original job of visiting fairs
and special shows plus fly-ins.
The two-seat, wire braced biplane
sits on long, ski-like members with dual
wheels that are reminiscent of other
early tractor-type trainers. The four cy-
linder Kemp 1-4 engine has 255.36 cu.
in. displacement and weighs 192 Ibs. It
is rated at 35 mph at 1150 rpm and has
been overhauled. The original propeller
was broken and delaminated but still
good enough for use as a pattern for
making a new one.
Now the Gonzales Aeroplane has a
permanent home in the museum at
Travis Air Force Base. It is assembled
for the first time in some 60 years and
is a fitting tribute to the pioneers of early
aviation. The display also includes a
very interesting collection of original
photographs taken by the Gonzales
brothers. These show this plane and
other aircraft and gliders of their design,
both on the ground and in flight. The
records show at least one crash of the
biplane.
Bob Gonzales is now retired and
Photo by Jeannie Hili
Author Dick Hill and. Bob Gonzales.
spends several days a week at the
museum as President of the Travis His-
torical Society. He is a pilot himself and
flies his own Navion. Thanks to him and
his long-time interest in his uncles'
airplane, another rare piece of aviation
history has been preserved for others
to enjoy .
VINTAGE AIRPLANE 17
Loading their gear and "goodies" into a boat with AI Ziebell at the helm are Gordon
and Regina JonesofRt. 2, Chute-A-Blondeau, Ottawa, Ontario, Canada. These lovely
peoplereallyenjoyedtheirstayinOshkosh.
18 DECEMBER 1986
The 1986______
OshkoshSeaplaneFly-In
Storyand photosbyNorm Petersen
Operating at 110%ofcapacitY is be-
coming almost routine to the "crew" at
the Brennand Seaplane Base, located
approximatelysevenmilessoutheastof
WittmanFieldonthewestshoreofLake
Winnebago.More than ever,the quiet,
peaceful solitude of Billy Brennand's
(EAA 13078, AlC 4061) seaplane an-
chorage with its attendant camping
facilities has enamored itsway into the
hearts of the "web foot" crowd.
1986saw no lessthan 77 aircraftre-
gistered during the 8-day fly-in, a sub-
.stantial jump from the 56 aircraft of
1985. Seaplane pilots flew in from the
eastcoast,westcoast, downsouthand
one-third (25 aircraft) flew in from all
over Canada! Luckily, not all.of the
pilotselectedtocomeatthesametime!
The largesttotal aircraftpresentatone
time was approximately45.This repre-
sents about 110%of capacity! As Billy
Brennandsays, "Nextyearwewillhave
to do like the lemonade stand - add
more water."
Most of the float aircraft are moored
to buoys fastened to huge concrete
blockson thebottomofthe lake. Room
hasto be leftforeach airplanetoswing
inthewindwithouthittinganeighboring
craft.Some 38 anchorbuoyswereem-
ployed this year with room for a few
more for next year.The balance of at-
tending aircraft are primarily amphibi-
ous "hull" types that are nosed up on
shore and tied down. With the limited
amount of accessible shoreline at the
base, the tie down spots Qecome a
sought-afteritem.It isagoodthingthat
seaplane pilots are an amicable lot!
Thesmalldockareaisusedprimarily
for deplaning passengersand camping
gear. In addition, all fueling is done at
docksideviaalong hosefrom themain
storage tank (100LL). Once an aircraft
is unloaded and fueled, asmall power-
boat is used totowthe floatplaneto its
mooring buoy.
Whenvisitorsarereadytoleave,they
are loaded in aboatand taken to their
airplane. Once everything is loaded
aboard the aircraft, the "bridle" (which
causes the aircraft to nose down in a
wind) is untied and the float plane is
pulled into aclearareaforstart-upand
taxi to take off. Again, the small shel-
tered bay is ideal for seaplanes as it
protectsthem from high winds.Asmall
"slot" allows floatplanes to enter and
exitthebay- apossiblesourceofcon-
frontation incasesomeoneiscomingin
asanotherpilotdecidestoflyout!Often
an observeris stationed in theslotwith
a portable radio to advise pilots taking
off through the slot. Again, common
sense and simple courtesy go a long
way in preventing accidents.
In lateryears, moreandmoreground
around the base has been cleared for
campers. Many tiny tents dot the
shoreline around the west side of the
bay during the EAA Convention.In the
late evenings, theflickerof lanterns re-
flects across the water as the cool
breezecomesin from LakeWinnebago
and the waves slap against many pon-
toons. ThehustleandbustleofWittman
Field is not here!
Volunteers are the lifeblood of the
seaplane base, led by AI Ziebell (EAA
55055)ofOshkoshwhohasliterallyput
his heart and soul into the Brennand
SeaplaneBaseformanyyears.Replac-
inghisright-handman,CharlieOtt,who
wasunabletoattendthisyear,weretwo
young men from Oshkosh - David
Blust and Erik Shaw.
Other most welcome helpers were
Bill and Kay Culbertson and family
(EAA 36174), Gene and Pearl Michel
along with longtimevolunteerLou Gilli-
land. In addition, much help was re-
ceivedfrom RonScheid,TomWirthand
Dennis Kolpin.
BobWilliams (EAA 37190) of Chip-
pewa Falls, WI donated drinking water
With everything loaded on board their Cessna 180 on CAP 3000 floats, Gordon and
Regina Joneswavefarewell astheygetreadytoflybackhome. "Seeyou nextyear!"
Pulling awayfrom shoretogoto hisbuoy isJohn Eckert from McHenry, IL in hisJ-3
Piper Cub on 1500 Aqua floats. Yellow floats with lightning stripe really adds tothe
prettyyellowCub.
Mr. and Mrs. David Ericksonfrom GeorgesMills,NewHampshire,arebusyunpacking
theirPiperPA-12SuperCruiseron2000 Edofloats.ThiswastheirfirsttriptoOshkosh
and the first long trip in their recently acquired PA-12. As the docks were full, they
unloadedtheirgeardirectlyonshore.
VINTAGE AIRPLANE 19
Quietly resting their noses against the
shore are two Canadian amphibians;
Arden Black's Lake LA-4 from Williams-
burg, Ontario on theleftand Eric Robin-
son'sSeaBeefrom Kirksfield,Ontarioon
theright.Thereversiblepropallowedthe
SeaBeetobackaway fromtheshore!
Seaplane Fly-In
fountains which also doubled for mak-
ing hotcoffee.Hisvan was one of sev-
eral making the run to Wittman Field
and back every hour during the Con-
vention. Gene Michels' van and AI
Ziebell's van also did yeoman service
in transportation duties.
Many of the detail duties were hand-
led by Bill Brennand and hislovelywife
"Sam" throughoutthe Convention.And
we must not forget Mercury Marine,
who donated the use of several out-
board motors and alargefloating dock
to help in refueling aircraft.
.The camaraderie of the seaplane
pilots is exemplified by the Seaplane
Pilots Association (SPA) and its able
Executive Director Mary Silitch, 421
Aviation Way, Frederick, MD 21701.
This group sponsors the annual "Corn
Roast" at Oshkosh on Monday after-
noon following the seaplane fly-by at
Wittman Field when the entire EAA
crowd gets a first hand look at seap-
lanes of all types as they fly down run-
way 18-36 in trail formation. It makes
for a rare sight indeed and the an-
nounceridentifieseach craftastheyfly
past.
1987 promisesto be betterthanever
at the Brennand.Seaplane Base with
more and improvedfacilitiesand possi-
bly - don't hold your breath - base
telephones to close flight plans! If you
like floatplanes and don't mind getting
yourfeet wet- be there in '87!.
20 DECEMBER 1986
Dave Erickson taxies the PA-12 over to
the refueling dockwith thewater rudder
down. With 150 hp Lycoming and auxil-
iary fin belowthetail, the SuperCruiser
makesadandyfloatplanewithits40 gal-
Ionfuel capacity.
Busysceneatthefueling dockas twoPipersgetreadytoleave.On thefarleftisKeith
Frances' PA-11 on 1400 Edosfrom Toronto, Ontario, Canadaand inthe center isTed
Rankines' J-3 on 1400 Edos from Keswick, OntariO, Canada. On the right is Randy
Hebron'sVolmerSportsmanfrom Westland, Michigan.
"Weholdyourplanewhileyou startit!"AI Ziebell holdsthetail oftheJ-3 Cub as Ted
Rankinecrankstheproptogetthingsgoing. Notedualwaterrudders.
WELCOME NEWMEMBERS
The following is a listing ofnew members who havejoined the EAA Antique/Classic Division (through August 20,
1986).We are honored to welcome them intothe organization whose members'common interest is vintage aircraft.
Succeeding issuesof THE VINTAGE AIRPLANE will contain additional listingsof new members.
SpiveyJr.,CurrieB.
Greenville,South Carolina
Klein, David A.
SI. Paul, Minnesota
Volk, Kenneth R
Bedford,Texas
Weaver, Martin E.
Sterling,Virginia
Carter, Cecil C.
Lafayette,Indiana
Kellogg, Kenneth L.
Davison,Michigan
Barron, CarrolS.
Fremont,Ohio
Nelson, Howard E.
South Milwaukee,Wisconsin
George,TommyK.
Valley Center,Kansas
Gisler,William
Leetonia,Ohio
Grisez, David N.
Logansport,Indiana
Smith,JamesG.
Clementon, NewJersey
Tubbs, RalphC.
Green Lake, Wisconsin
Rouse, JackG.
Boynton Beach,Florida
PenticQff, Allen L.
Freeport,illinois
Sales, RobertC.
Northbrook,Illinois
Ryan,TracyK.
Duncanville,Texas
Royall, JamesDan
Malakoff, Texas
Mercer, Dean
Beloit, Ohio
Redmon, Robert
Lebanon, Tennessee
Applegate, Paul H.
Queen City, Missouri
Palmgren, Paul
Mahomet,Illinois
Vacek, Karl J.
Brookfield, Illinois
Geeting,Steve
CementCity,Michigan
Berardi,Randal Louis
Pekin,Illinois
Croushore, Robert H.
Croton,Ohio
Eastberg,Ron
Minnetonka, Minnesota
Lamberd, Dennis
Topeka,Kansas
Bowman, BrianR.
Columbia,Missouri
Martin, VictorF.
Chesterfield,Missouri
Newell,TimothyA.
East Sparta,Ohio
Widmer, Arnold
Oakes,North Dakota
Chew, William B.
Troy,Michigan
Hall, RobertC.
Arlington Heights,Illinois
Wheeler, BoydL.
Keithwood,Louisiana
Seyfert,Michael
Rochester,Minnesota
Warnock, Richard
Haverhill, Massachusetts
Tilley,JohnC.
Rhinelander,Wisconsin
Holcombe, PierJ.
Ridgefield,Connecticut
Treacy, Gabriel
Offaly, Ireland
McKee, DanielT.
Hughesville, Pennsylvania
Arcand, Norm
North Kingston, Rhode Island
Kirtland, Kenneth E.
Findlay,Ohio
Lissauer,Ted
Carrollton, Kentucky
Pierce,JackL.
Marietta,South Carolina
Lohmeyer, EdwardH.
Cream Ridge, NewJersey
Cochran,John
Peoria,Illinois
MacDonald,Walter
North Tonawanda,New York
Schuetze, Russell M.
Waukesha,Wisconsin
Hill, RobertA.
Kingsford,Michigan
Gleiter, Myron
Cochrane, Wisconsin
Robb, Martin A.
Downey, California
Diehl, Gary
Kelseyville, California
Bouska,Gene
Schaumberg, Illinois
Elliott,JamesG.
Chicago, Illinois
Wafer, JamesR.
Solvang,California
Harper,Mal L.
Griffin,Georgia
Anderson, Vernon E.
Neenah, Wisconsin
DeHaan, JamesJ.
Rensselaer,lndiana
Woodward,DenisL.
Van Buren,Ohio
Campbell, PennelopeAnne
Berkeley, California
JohnsonSr., Fred R.
Nappanee, Indiana
Worth,JohnC.
Willingboro,NewJersey
Rothwell, DavidJohn
Austa, Australia
Axley, RaymondL.
Englewood, Tennessee
Charles, HoraceJ.
Danbury,Connecticut
O'Brien, William R.
Warwick, NewYork
Phillips,ClydeA.
Mauricetown, NewJersey
Morphew,David
Wausau,Wisconsin
Vieaux, Earl E.
Chicago Heights,Illinois
Gippner,Gerald W.
Olathe,Kansas
Mahoney, Lloyd M.
Frankfort, Kentucky
HoelkerJr., RedmundW.
Blue Bell,Pennsylvania
Abrahamson,Duane
Manawa, Wisconsin
Pettit,JamesM.
Santa Barbara, California
Hitt, Thomas W.
Augusta, Georgia
Conklin, MatthewJ.
Cornwall, New York
Goodwin, BillJ.
North Little Rock, Arkansas
Pickrell III, GeorgeM.
Kensington, Maryland
Lang, Joseph
Genoa, Ohio
Clark, PerryW.
CrossLake, Minnesota
Glowienka, RobertT.
Zebulon, North Carolina
Loughridge, Raymond H.
Kent, Ohio
Smith,DwightS.
Ann Arbor, Michigan
Zipkin,Herbert
Mount Kisco,NewYork
Maslow, MichaelJ.
SI. Paul ,Minnesota
Aldrich, RichardT.
Mojave,California
Simmers, Wallace
Chicago,Illinois
Westlake, Richard
Derwood,Mar),land
Gerken, John
Woodland Hills, California
Pearson,JackC.
Wichita,Kansas
Dacy, Phil
Harvard, Illinois
VINTAGE AIRPLANE 21
HOW NOT
TO
RECOVER
FROMA
SPIN
by Karl H. White
(EAA 44000)
144 K Street
Seaside Park, NJ 08752
Airplane spins have been an impor-
tant subject as far back as I can re-
member and recent articles are still cau-
tioning about faulty training and other
aspects related to spins. I would like to
relate my experience with the hope it
will help some new pilot from getting
into the same trouble.
It was a long time ago and require-
ments to obtain a private pilot's license
were not as rigid as now. I had learned
to fly in a Curtiss-Wright Junior in 1931,
more or less the old fashioned way -
just being a passenger with various
pilots. Passing all the requirements lob-
tained my Private Pilots License at St.
Louis, Missouri on May 31,1931 .
One Saturday I donned a parachute
and climbed into the back seat of a Cur-
tiss-Wright Junior to get instruction on
spins from a friend who was a test pilot.
We flew around some and then entered
a spin at 3,000 feet. I greatly enjoyed it
and coming out seemed quite simple
for the experienced pilot. After landing
I felt that spinning would be a very sim-
ple thing for me to accomplish.
As I recall I decided that on the follow-
ing day, June 6,1931, I would do some
spinning by myself. Inasmuch as it was
apparently quite a simple maneuver, I
casually put on the nearest parachute
available which happened to be big
enough to fit a six-foot man. I was 5'6".
Tightening the straps for safety, I
climbed in the the new company-owned
Junior which was available for flying. I
concentrated on spinning and the gen-
eral information I had learned (not from
my test pilot friend) that "when in doubt
push the stick forward. "
I took off and after flying around a bit,
I climbed to 3,000 feet, pulled the nose
up and pushed left rudder. I rolled partly
over, nose down and immediately
pushed the stick forward and added
22 DECEMBER 1986
right rudder. The plane came out in a
sort of a dive and I leveled off. I became
uneasy and decided I was yellow, but
still I would try again.
Climbing back to 3,000 feet, I per-
formed the same operation but waited
longer with the nose up before I pushed
left rudder. Soon I did not know what
my attitude was and being in doubt I
pushed the stick forward! To do this I
had to use my feet as I had slid partially
out of the cockpit. I was inverted, so
pushing the stick forward was the wrong
thing to do. Next the engine sputtered
and when I noticed the plowed field
spinning below, I knew what was going
on. I kept my feet on the stick and con-
tinued to push hard. Suddenly, I
realized that everything had gone slack.
The engine stopped sputtering and the
fuselage had buckled up about 90 de-
grees from immediately behind the rear
cockpit. Things then became quiet ex-
cept for the swishing noise of the spin-
ning airplane. Centrifugal force had me
hanging out of the cockpit in my loose
parachute. I released the safety belt
buckle and found myself free falling
head down. Not waiting for the count to
ten as was recommended, I pulled the
rip cord and swung in a large arc to see
the beautiful parachute canopy billow
out above me. Never was anything as
beautiful as that silken sky over my
head. Next I saw the inverted Junior
with its fuselage bent at a 90 degree
angle pass overhead. It was all too
close but it cleared me.
I remember the exuberant feeling and
then, as I looked down, I landed almost
Karl White in 1983 near his home in Seaside Park, NJ.
immediately in a plowed field next to a
grape arbor. The wind dragged me a
short .distance as I only weighed about
125 pounds. Gathering up the
parachute I found myself shaking at an
amplitude of about 6 inches. A farmer
appeared and thinking that I had gotten
out of the Junior just before I landed, I
asked him if he saw me leave the
airplane. He replied, "No, but I saw you
up high over the barn there and you
were kicking all the way down." I have
always regretted that I don't remember
this part of my trip back to Mother Earth.
Being inverted, all of my attempts to
right the plane were exactly opposite to
the correct procedure. So my advice is:
1) Do not think you know everything
there is to know about flying when you
have had practically no experience; 2)
Include spinning in your flight training;
3) Forget loose talk about spinning
techniques; and 4) Get a good instruc-
tor and listen to him.
I learned a lot that day and I got my
Caterpillar pin!
We thought this personal account of
an emergency parachute jump would be
of interest to the readers of THE VIN-
TAGE AIRPLANE. The incident has been
documented before but not in Karl
White's own words Among Karl's many
design credits are the Curtiss-Wright
CW-1 "Junior" when he worked for Cur-
tiss-Wright in 51. Louis. During his avia-
tion career, at various time he was as-
sociated with Chance Vought, Glenn L.
Martin, Walter Beech and others. Karl is
89 years of age and a long-time sup-
porter of EAA .... G. R. C.
_______ _
________ _______ _
_______ ____ __ _
1931 Curtiss-Wright Junior, N623V, SIN 1012, similar to the plane Karl White parachuted from.
Sun 'n Fun '87
March 15-21
Antique/Classic Division Room Reservations
Rooms are available from Friday, March 13th, through Saturday, March 21st
at the Ramada Inn in Lakeland. Earlier arrivals may not be able to get a room
as this is prime season for all Florida motels. Room rate per night is $44.10 for
single or double per night. One night deposit is required. Please complete this
form and mail your deposit (make your check payable to Ramada Inn) to:
Rod & Sandy Spanier
502 Jamestown Ave.
Lakeland, Florida 33801
If you have any questions you may call Rod or Sandy at (813) 665-5572.
NAME: ______ _____ANTIQUE/cLASSIc #
ADDRESS: ANTIQUE/CLASSIC CHAPTER # ___
CITY/STATEIZIP_' _______ ~ E # _ _ _
PHONE: _ __CHECK IN DATE:
NO. OF ROOMS: ~ C H E C K OUT DATE:
__-,",DOUBLE OR ___-'SiNGLE
COMMENTS:
CALENDAR
OF EVENTS
MARCH 15-21 - LAKELAND, FLORIDA - 13th
Annual Sun 'n Fun EAA Flyln. Contact: Bonnie
Higbie, P. O. Box 6750, Lakeland, FL 33807.
MAY 22-23 - JEKYLL ISLAND, GEORGIA -
First Annual Twin Bonanza Association Con
vention with headquarters at the Hilton Inn.
Technical seminars and social activities. Con
tact: Richard I. Ward, 19684 Lakeshore Drive,
Three Rivers, MI49093, 616/2792540.
JUNE 25-28 - HAMILTON, OHIO - 28th Annual
National Waco Reunion. Contact: National
Waco Club, 700 Hill Ave., Hamilton, OH 45015.
JUNE 12-14 - TAHLEQUAH, OKLAHOMA - Na
tional Ercoupe Flyln. Contact: Skip Carden, P.
O. Box 15058, Durham, NC 27704.
JULY 19-24 - SAN DIEGO, CALIFORNIA -19th
Annual Convention of the International Cessna
170 Association at Montgomery Field. Primary
motel is the new Holiday Inn on the airport.
Contact : Duane and PrietC\ Shockey, 714/278
9676.
JULY 24-26 - COFFEYVILLE, KANSAS - Funk
Aircraft Owners Association Annual Flyln.
Contact : Ray Pahls, 454 South Summitown,
Wichita, KS 67209.
JULY 31-AUGUST 7 - OSHKOSH, WISCONSIN
- World's Greatest Aviation Event. Experi-
mental Aircraft Association International Fly-In
and Sport Aviation Exhibition. Contact: John
Burton, EAA Headquarters, Wittman Airfield,
Oshkosh, WI 54903-3086, 414/426-4800 .
VINTAGE AIRPLANE 23
Letters To The Editor
Dear Sirs,
Enclosed is my check for combined
membership in EAA and the Antique!
Classic Division.
I am 24 years old and currently hold
a Commercial Pilot's License with an
instrument rating and have about 600
hours logged over eight years of flying.
I soloed in a Cub at 16 and more than
90% of my flying time is in antique or
classic aircraft.
I grew up around Cole Palen's Old
Rhinebeck Aerodrome in New York and
have been flying in his shows there for
the past five years including the last
couple of years as the Red Baron flying
one of Cole's two Fokker Triplanes.
I have also flown his Curtiss Jenny,
New Standard D-25, Davis V-3, Great
Lakes 2T-1 E, Fleet 16B and
Monocoupe 90. My father, Bill King, is
a long-time EAA member and he owns
a 1944 DeHaviliand Tiger Moth. I enjoy
flying aerobatics in it and we both enjoy
giving rides in it.
We've been to Oshkosh twice, once
in 1976 in a Cessna 140A and again in
1980 in a Funk B-85C. Currently we're
rebuilding a 1946 Luscombe 8-A.
Yours,
Andrew King
Woodvue Court
Valley Cottage, NY 10989 Bill King hopping a passenger in his Tiger Moth.
Andrew King in Cole Palen's Fokker Triplane.
24 DECEMBER 1986
reviewed by Gene Chase
CARGO FLIGHT by Foster A. Lane.
Prop Press, 1986. 96 pages, numer-
ous photos and illustrations.
Cargo Flight is an historical adven-
ture that covers in detail the wClrld's first
cargo shipment by air. Powered flight
was but seven years old when the event
took place. The "freight" was 200
pounds of silk and although the
originator of the idea, the owner of a
department store in Columbus, Ohio
paid a handsome price for the job, he
made a profit from the venture through
by Robert S. DeGroat
clever merchandising.
(EAA 140610) provides the crucial evidence neces-
The historic flight took place in the
21-B3 Brookedge Court sary to reconstruct the events of that
Wright Brothers' "back yard" so natur-
Newark, DE 19702 fateful day almost 50 years ago.
ally they were involved. Many of the ex-
The book is well researched and
cellent photos are from the Wright arc-
Amelia Earhart, The Final Story, by forcefully written. Suspect theories are
hives.
Vincent V. Loomis with Jeffrey L. refuted one by one. The authors back
Author Foster Lane is a member of
Ethell. Random House, 1985. 160 their own findings with the actual course
EM and the Antique/Classic Division.
pages; 16 page photo insert; maps. that Earha1 and Noonan finally flew,
He has never lost the feeling of adven-
eyewitness accounts and official
ture even after sixty years. He flies with
a commercial license, works a full day's
Amelia Earhart. I first came across Japanese records and ship logs. The
schedule, is founder of the Ohio History
the name while reading a book on sea reader is taken through each step that
mysteries in the sixth grade. Fasci- ultimately lead to the disaster the ex-
of Flight Museum and writes about avi-
ation history. His extensive research
nated, I have since read all I could find perts feared would happen. People who
on the subject of her disappearance. have read my copy of the book have
and personal comments make this soft
cover book a welcome addition to any
Most theories and speculations were so been unable to put it down.
aviation buff's library.
ludicrous, however, that the strangest This is an important milestone in the
thing seemed to be that they ever documentation of Aviation History. It
Order for $7.95 plus $2.25 postage
reached print at all , much less pre- should, without a doubt, be on the book-
and handling from: The SunShine
sented as serious research. shelves of historians and Amelia
House, Inc., P. O. Box 2065, Terre
Haute, IN 47802 .
Well , what finally happened to Amelia Earhart fans alike.
Earhart and her navigator Fred Noonan Order from Random House, 201 East
on July 2, 1937 has now been deter- Fiftieth Street, New York, NY 10022 for
mined. Amelia Earhart, The Final Story $16.95 .
VINTAGE AIRPLANE 25
-----------------byGeorge A. Hardie, Jr.-----------------
This month's Mystery Plane comes
from one of our overseas members.
Cliff Carman (EM 161929, AlC 5830),
who lives in Orpington, England, took
this photo in a hangar at Biggin Hill air-
field near his home. He says the
airplane was built in 1929. This will be
an extreme test for our experts, but it is
not impossible. Answers will be pub-
lished in the March, 1987 issue of THE
VINTAGE AIRPLANE. Deadline for that
issue is January 10, 1987.
The Mystery Plane in the September,
1986 issue was an easy one for many
readers. It is a Laird LC-EW 450 Ses-
quiplane, a 6-place transport designed
by E. M. "Matty" Laird. The airplane had
been ordered in 1931 but construction
was not completed until the fall of 1934.
Flight tests showed a cruising speed of
180 mph and over 200 at full power.
However, the purchaser was not satis-
fied with other flight characteristics,
even after several modifications, so in
1935 the airplane was dismantled and
26 DECEMBER 1986
donated to the Rensselear Polytechnic for the poor flight characteristics, as evi-
Institute in Troy, New York. denced by the differing fin and rudder
The "mystery" concerns the reasons configurations as shown in the two
photos, plus the incorporation of a re-
tractable landing gear.
Correct answers were submitted by
C. C. Cannon, Greenfield, Iowa; Steve
Givens, Anderson, Indiana; Ricky Frost ,
Derby, Kansas ; Charley Hays, Park
Forest, Illinois (who remarked on its re-
semblance to a Brown-Young) ; Mike
Rezich, Chicago, Illinois, who watched
it being built about four blocks from his
home ; Richard Edmiston, Visalia,
California; David Byrd, Greensboro,
North Carolina; Jack D. Brown, Patter-
son, Louisiana; Ben Bowman,
Elizabethtown, Pennsylvania; Tony
Morozowsky, Zanesville, Ohio; Joe
Tarafas, Bethlehem, Pennsylvania; and
Ted G. Linnert who wrote :
"Dear Mr. Hardie,
It was a great pleasure to see the
Mystery Plane photo in the September
1986 issue of THE VINTAGE AIR-
PLANE. It's a Laird Sesquiplane, an
advanced 6-place corporate aircraft.
I worked on this airplane with about
5 others for a couple of years starting
in 1933. Only one was built and it was
a special order Mr. George Horton, the
President of the Chicago Bridge and
Iron Company.
Matty Laird and his chief engineer,
Rudy Heinrich, designed the plane.
Small-size drawings were made and as
a draftsman, I enlarged them to full size
as needed by the few super mechanics.
The fuselage of the Sesquiplane was
monocoque construction of advanced
design. The metal tail surfaces were full
cantilever and the wings had conven-
tional spruce spars with built up ribs.
Large fuel tanks were installed in the
upper wing panels and small tanks in
the lowers. The powerplant was a P&W
Wasp. The sound proofing and large
glass windows provided an automobile
type ride.
The Laird was flown by pioneer cor-
porate pilot, AI Sporrer, who gave me
my first ride in a cabin airplane in it. It
was a thrill for me to fly in an airplane
which I helped build. As airJine service
expanded, offering scheduled twin-en-
gine reliability, the Sesquiplane was no
longer needed by Mr. Horton and it was
donated to an engineering school.
Sincerely,
Ted G. Linnert
(EAA 94496, AlC 1716)
16008 Avenida Aveiro
San Diego, CA 92128"
VINTAGESEAPLANES
Photo by Norm Petersen
A somewhat rare combination of an 85 hp Aeronca Champ on 1400 Edo floats taxies
into the Brennand Seaplane Base during Oshkosh '86. N1404E, SIN 7 AC-4952 was flown
by Dan Vavra (EAA 263656), 19526 W. Taylor Lake Ct., Mundelein, IL 60060.
It's Exciting! It's for Everyone!
See this priceless coillection of rare, historically
8:30 to 5:00 p.m.
significant aircraft. all imaginatively displayed in the
Monday thru Saturday
world's largest. most modern sport aviation
HOURS
11:00 a.m. to 5:00 p.m.
Sundays
museum. Enjoy the many educational displays and
Closed Eastec Thanksgiving. Christmas
audio-visual presentations. Stop by-here' s
and New Years Day (Guided group tour
something the entire family will enjoy. Just arrangements must be made t'Ml weeks
in advance).
minutes away!
CONVENIENT
LOCATION
The EM Aviation Center is located on
E A ~ Wittman Field. Oshl<osh. WIS. -just off
Highway 41. Going North Exit Hwy. 26 or
~ FOUNDATION
44. GoingSouth Exit Hwy. 44 and follow
I ' ~ N Wittman Airfield signs. Rlr fty-ins-free bus from Basler
Right Service.
414-426-4800 Oshkosh, WI 54903-3065
VINTAGE AIRPLANE 27
Where The Sellers and Buyers Meet...
25eperword, 20 wordminimum.Sendyouradto
The VintageTrader, WittmanAirfield
Oshkosh,WI 54903-2591.
AIRCRAFT:
Rare 1948 Emigh Trojan, 1640 TT, C90, 460
SMOH. Recent annual. $11,900or$12,500w/KX-
170AKT-78,etc.Excellent. 503/838-1292. (1-3)
Taylorcraft1941 BC12,A75,961 SMOH,3tanks,
metal prop, new tires and plugs, mags rebuilt.
Trade, $5100. 4171457-6579. (12-1)
PLANS:
POBERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat3V2 gph atcruisesetting.15 large instruction
sheets.Plans- $60.00. InfoPack- $5.00.Send
check or money order to: ACRO SPORT, INC.,
Box462,HalesCorners,WI53130.414/529-2609.
ACRO SPORT- Singleplacebiplanecapableof
unlimited aerobatics. 23 sheets of clear, easy to
follow plansincludes nearly 100 isometrical draw-
ings,photos and exploded views. Complete parts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack- $5.00.SuperAcroSportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus$2.00postage. Send checkormoney
orderto:ACROSPORT,INC.,Box462,HalesCor-
ners, WI 53130.414/529-2609.
ACRO II- The new 2-placeaerobatictrainerand
sport biplane.20 pages of easy to follow,detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT, INC., P.O. Box 462, Hales Corners, WI
53130.414/529-2609.
ENGINES&ACCESSORIES:
CONTINENTAL A-40-4 Complete, Engine
$635.00. Also Taylorcraft '46 Wing Parts; OX-5
Curtiss EnginePiston Rod Assemblies$75.00set.
OPALACK, 1138 Industrial ,Pottstown,PA 19464.
(12-2)
1932WrightCyclone- R-1820-F53,750hp.For-
merly owned by Max Conrad. Will sell or trade.
Mike Potvin, Rt. 3, Box281A, Winona, MN 55987,
phone507/452-9379. (12-1)
MISCELLANEOUS:
BACKISSUES...BackissuesofTHEVINTAGE
AIRPLANE (and other EAA Division publications)
are available at $1.25 per issue. Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
EAA-WittmanAirfield, Oshkosh, WI 54903-2591.
FUEL CELLS - TOP QUALITY- Custom made
bladder-type fuel tanks and auxiliary cells, any
shapeorcapacityforWarbirds,Experimental, Vin-
tage, Sport and Acrobatic aircraft. Lightweight,
crashworthy,baffledandcollapsibleforinstallation.
Typicaldelivery2-3weeks. Callorwritefordetails:
1-800-526-5330,AeroTecLabs, Inc. (ATL). Spear
RoadIndustrialPark,Ramsey,NJ07446.(C5/87)
Howard DGA15 parts - fuel tanks, front and
main; vertical fin, rudder, horizontal stabilizer,
elevators, tail gear, etc. 513/8680084 evenings.
(1-2)
WANTED:
Wanted - Operation and Construction plans for
1927Buhl Airster,two-cockpitbiplane, Model CA-
3A, Wright J-5 motor. GeorgeW. Polhemus, P.O.
Box1208,Pembroke,NorthCarolina28372.(3/87)
VINTAGE TRADER AD fORM
Send check or moneyorder with copyto Vintage Trader- EM,Wittman Airfield, Oshkosh, WI 54903-3086.
TotalWords____ Numberof Issuesto Run ______________________
Total$,____ Signature ___________--__________________
Address
28 DECEMBER 1986
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental.
Aircraft Association. Inc. is $30.00
for one year. including 12 issues of
Sport Aviation. Junior Membership
(under 19 years ofage) is available
at$18.00 annual/y. Family Member-
ship is available for an additional
$10.00annual/y.
ANTIQUE/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division. 12 monthly
issues ofThe Vintage Airplaneand
membership card. Applicant must
be a currentEAA memberandmust
giveEAAmembershipnumber.
Non-EAA Member - $28.00. In-
cludes one year membership in the
EAA Antique-Classic Division. 12
monthly issues ofThe Vintage Air-
plane, one year membership in the
EAA and separate membership
cards.SportAviationnotincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nual/y which includes 12 issues of
SportAerobatics. AlllAC members
are required to be membersofEAA.
WARBIRDS
Membership in the Warbirds of
America. Inc. is $25.00 per year.
which includes a subscription to
Warblrds. Warbird members are
requiredtobemembersofEAA.
LIGHTPLANEWORLD
EAA membership and Light Plane
World magazine is available for
$25.00peryear(SportAviationnot
included). Current EAA members
may receive Light Plane World for
$15.00peryear.
FOREIGN
MEMBERSHIPS
Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
Statesdol/ars.
Make checkspayable to EAA orthe
division in which membership is
desired. Address al/ letters to EAA
or the particular division at the fol-
lowingaddress:
WITTMANAIRFIELD
OSHKOSH, WI 54903-3086.
PHONE(414) 426-4800
OFFICEHOURS:
8:15-5:00MON. FRI.
WW1 THEJOURNALOf
THEEARLY AEROPLANE
Themostaulhor1tatNe
journalonlllose\\bn<krful
ilytng M a c h i ~ 19001919
WORLDWAR I ~ INC.
15CrescentRoad. Poughkeepsie. NY 12601. USA
J
FLYING AND GLIDER MANUALS
1929 - 1931 - 1932
Price:$3.50ea. ppd.
SENDCHECKORMONEYORDER TO:
EAA AVIATION FOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow46 Weeks for Delivery
Wisconsin ReSidents Include 5%Sales Tax
BYU-HAUL
CallOurToll FreeReservationLine
1-800-821-2712
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Mon/brtpu'IIIOM{
at your U+lAUl Center
VINTAGEAIRPLANE 29

C31-:L..A..Z:E
pO\\/O&
leo\OO\
kro t lUA' 10 . ICfISI'"
" "'-u ./1.,,.......
' Utc!WllliU Ill ...........
CAUTION

":';1;:.:<::a::.1::

List: $12.00 per bottle
For the
products.
STITSPOLY-FIBER
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PHONE (714) 684-4280
The EAA Aviation
Center's staff
uses RACE GLAZE
to preserve and
protect the
museum's price-
less collection of
aircraft.
EAA Price: $9.95 per bottle
EAA Case Price (12): $72.00
Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00
for each case of 12 - 16 oz. bottles to:
EAA Wittman Airfield. Oshkosh, WI 54903-3086
Wisconsin Residents Add 5% Sales Tax
Classic owners!
Intarior looking shabby?

Don't flya dog
Finish it right with an
Girtex interior
Complete interior assemblies for doityourself installation.
Custom Quality at economical prices.
Cushion upholstery sets
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Free Catalog of complete product line. Fabric Selection Guide
showing actual sample colors and styles of materials: $3.00.
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30 DECEMBER 1986
A PHOTOGRAPHIC ESSAY OF ANTIQUE AND CLASSIC AIRPLANES
Hard casebound with deep blue padded leather cover
stamped in gold foil, elegant endpapers, exquisite color
and detail.
1915-1955
165 ANTIQUE AND CLASSIC AIR-
CRAFTALLSHOWN IN BEAUTIFUL
FULL COLOR 4 X 7 PROTRAITS.
AN EXCELLENT CHRISTMAS GIFT IDEA
HOW TO ORDER YOUR COPY TODAY
SEND TO:
PREWAR PUBLICATIONS
P.O. BOX 262
WARRENSBURG, MO 64093
Pleasesendme__copiesof The Aviator's Timeless Choice.
Totalamountenclosed$ at$26.95eachplus $3.00postageand
handling for each book. Missouri residents add 6.225% sales tax.
NAME
ADDRESS
CITY STATE
ZIP Please allow 6 to 8 weeks for delivery.
Withover20,000 wordsof fascinating
information this beautiful book will
answerthemostoftenaskedquestions
about over 90 types of antique and
classicairplanes. Selectedfrom award
winning aviation photographer Eric
Presten'scollectionofover10,000high
quality photographs, they cover the
typesthatareseenontheU.S.airshow
andfly-in circuit.Notthebigwarbirds,
(althoughthetrainersandliasonaircraft
arecovered)orthehotmodernaircraft,
butthefascinatingantiquesandclassics
(1915-1955) of less than 450 h.p.
It's all here in 128
glossy pages, over 150
4x7 color photographs,
fascinating text, profuse
color, and beautiful
binding.
VINTAGE AIRPLANE 31